Brian,

Wholehearted Welcome. We Beechowners give incredible respect to aviation companies that not only sell us great products, but have an active presence here. The fact that you're here adds to our love for Beech.

With 4 pages of responses from a small number of Beech lovers - in less than one day, mind you - you alone ready to tackle suggestions from 20,000 Beechtalkers?

Might have to change your title at Beech...

BTW: Regardless of what ever settlement or whatever... VTAILS RULE! Nothing sexier than a v-tail!!!! Bring 'em back!

800NM with four 200 pound pax. If it is to be pressurized, then ~1000NM would be much better.... but be sure to include a relief tube, de minimus.

A four-seats-with-full-gas-always plus lotsa-baggage-room always and lotsa-baggage-weight-almost-always "Lightning" will sell like hotcakes. Pressurized and air-conditioned, by definition. Put the new GE/Walter up front. Design it for the low Flight Levels; make it a happy ship from 15000 to under FL250. Make it as tough as the BE-55 Baron. (You surely know its limits, but look it up anyway).

and if you are thinking piston, do absolutely nothing until you take a trip with an open mind to Ada OK.

Lots of us will help you, Brian. I'm happy to try, myself. I'm flying my fourth Beechcraft now...the B-love has lasted ~40 years so far, beginning in 1970. The early Cessna 175, Pitts S1, P-Arrow were learning ships. The mid-career Caravan on floats was a fling. For me, it has always been Beech....because Beechcraft don't rattle, squeak, or make strange noises in turbulence.

Hi Brian, I'm loving this.
Thank you so much for participating in BT.
I feel your pain. I have a engineering, product development, product management, sales and marketing background, been there and done that ,sat in your seat.
It's always fun for me to watch engineers or analysts wrestle with what eventually boils down to emotional decisions.
Designing the next million dollar MRAP is easy comparatively speaking. You have a set of requirements, you have a time line, you have a target price: go do it.
designing the next million dollar yacht, motor coach, private airplane..... Not quite so easy.......
BTW, we decided to throw a party for our customers to show them a new product. 550 showed up on the first date. We had to organize a back up date next Friday, with 340 more expected...... Just sayin.........
glad you're here.

Oh and V tails get to park in front at the FBO.

Brian,

Welcome to BT and the world of TRUE Beechcraft lovers!!!

First let me state emphatically that I LOVE my S35!!! It has the speed/range/UL that I need on better than 95% of my trips (I can easily adjust for the other 5%). It is amazing the foresight and quality exhibited by Beech 50 years ago.

I am concerned about the future of avgas, and would be interested in a SETP that met at least the same speed/range/UL of my current airplane. I understand turbines are thirsty, but would expect to minimize that extra expense somewhat by increased speed, greater reliability and longer TBO. I fell this is a better option (for me) than a multi.

I sincerely look forward to a BT/Beechcraft get-together. Good luck on advancing the future of general aviation...

V tails NEVER get to park in front of E Barons! never ever allowed

Bill, is just that V tails are so small, cute and sexy that they fit just about anywhere on the ramp.
We would never dream of parking in front of Barons, Dukes, TBMs, Pilati, etc,
We're simply too meek and humble for that....

Tom Gresham was spot on. Another point. Lots of opinions have been posted. Many are simply pipe dreams, some are very doable, some have already been available in the marketplace as STC modifications. There is an ongoing aftermarket in what people want for their existing aircraft. Very few people have the wherewithall to purchase a new aircraft. It is pretty obvious what the new aircraft market is looking for and Cirrus is right there, also pairing with Tornado Alley, and it is not a bloated six place.

Although you are not in marketing, parts pricing could use a major overhaul. Replacement parts are ridiculously overpriced. Many are repackaged common aviation items. Prices are all over the place. Some right hand and left hand parts are simple mirror images and one might be half again as much. Many items are available aftermarket for pennies on the dollar and fit better. When a bearing from Beechcraft is six times more than the same product and part number sourced elsewhere, it will sit on the shelf. I applaud the kool aid drinkers in marketing but reality tells me magnafluxed bolts in brite Beechcraft packaging without threads and bushings that do not meet service specs much less new indicates cause for concern.

I very much agree with you, Dave. I can see my next step up being a 36, with a turbo (either TN or TAT). 6 seats, or 4 with baggage, and 200 kts up in the flight levels. The negative - oxygen instead of pressurization. It doesn't bother me particularly, but my wife? Different story. I don't see where to go to find my dream airplane, unless to a Piper, since I'm not really interested owning a P-Baron twin (I'd like to fly one though). A pressurized, turbo'd single at the top of the Bonanza line? I like that!

Oh, and I'd love to see a modernized V-tail back in production. Use the new materials to get the weight down and useful load up, fix the rear CG problem by moving the wings back an inch or two..... nice!

Interesting thread... Just one point about your position on v-tails:

It is my opinion that Beechcraft will fail until they get back to their roots (single-engine, piston/light turbo-prop, 4-place, non-pressurized XC machine with an easily recognizable ramp-presence) and grow the company in a manner that reflects their ability to produce, sell and support THOSE aircraft. It is further my opinion that the decision to ditch the V-tail as your signature aircraft was the beginning of the end for y'all. I don't really care what your lawsuit was about; you need to find a way around it in order to produce the signature Beechcraft product: the v-tail. Do not underestimate the impact of a unique, easily recognizable, capable product on the ramp to your bottom line.

Brian,

Time is the larger factor for most people I have met when we discuss range issues. Usually we are talking about fours plus reserves of an hour to an hour and half (so 5 to 5.5 total hours flying time).
Therefore, it does not do much good for the majority of potential buyers if the plane can fly ten hours and 1000NM if the pilot can only last four hours. You end up with a 400NM range, not very satisfying.

Personally, most of my current flights are under 800NM. But with what I am planning in a few years that will extend to 1200NM requirements and will end up pushing the limits of my desire to sit still.
In terms of people, design the plane for modern people. Average 200lbs per prson not the 170 FAA nonsense. Most pilots and passengers are male and as a country we are getting fatter.

Tim

Brian, I have a plan that is guaranteed to get you promoted to "Vice President of Good Ideas". Since you seem like a nice guy, I'll share it with you, but don't let this get out...you don't want somebody else to get credit for your idea.

Here ya go......

Gather up all the P-Baron airframes you can find @ $100-150K, take them back to the factory, give them a good inspection, strip off the piston engines, install a turboprop on the nose(ala Lightning), install a glass panel, new paint and interior. The Factory can "0" time the airframe and start the 10,000hr clock over again. Since 90% of the airframe work is already done, I think the factory could undertake this project and get it out the door for around $1mil.

You guys could take over the light single turbo prop market!!

OK, so after this is all implemented, and the company is making money, I'll settle for a couple shares of Beechcraft stock as payment for the idea.

Whacha Think??

Rick

Brian, your introduction thread is certainly one for the record books.
Very glad you are here though.

Just an opinion:

The only company selling any significant number of single-engine four place airplanes is Cirrus. The formula to boost Beech sales is simple. Just market a G33A (glass panel) at the same price point as a NA Cirrus SR22. The consumer will recognize the value, and greatly lesser depreciation is a part of that. Also, the 33 fuselage allows one or two additional seats and/or significantly greater cargo space. And, of course, there is the turbo-normalized version as a possibility.

The Beech 33/35/36 airplanes have proven to hold up extremely well when kept in hangars in average climates, with some pristine planes now reaching 66 years of age. The jury is still out on how long plastic/fiberglass planes will hold up. Repair of damage to a metal plane is easy compared to other construction. In addition there is not a requirement for a parachute replacement in X years on a Beech.

My 41 years old plane is in remarkable condition, and I've thought I would keep it 'til the end of my flying days, but I could be tempted to buy a new G33A.

but....the 33 has one door.....and the 33 has no chute.

Brian,

From one of the lesser knowledgeable members here, welcome and thank you for joining. It's guys like you and trek lawler from Garmin that will bring good things to us and your respective companies because of your willingness to participate in this social media dialogue.

Beechcraft has one of the largest fleets of existing aircraft in the US. I would like to see a wholesale change in the way you support the existing aircraft by supplying greater upgrade parts and services at far more reasonable prices. Partner with CAV or devise your own reasonable $ 30 -35k de-ice installation service. This is a key differentiator with the plastic clown plane. Sell A&Es more reasonably priced parts and kits for maintenance and upgrades. Parts and service will be critical in newly turned around free-of-debt company.
New airplanes that would provide an American competitor to TBMs and Pilatus would be nice to see though i doubt i will ever afford one. By all means don't contribute to redefinition of American GA as being jet oriented. Focus on what got Beech to where it is..prop.airplanes for private ownership. HBC problems began with Hawker (and Goldman). I think we here are about function, safety and performance. And that is what I see in my 1984 A 36.