AOPA PILOT · 99 · SEPTEMBER 2002

direction required to spin. A slight rud- der application immediately before the stall will assure the direction of spin. • The nose will drop and rotate toward the applied rudder. • When the wings are 90 degrees to-the horizon. apply full aileron against the direction of spin. • The airplane will go slightly inverted and enter a normal spin. AOPA PILOT' 99 • SEPTEMBER 2002 SPECSHEET Beechcraft BE-77 Skipper Current market value: $18,000 to $25,000 Recent ADs AD 98-01-06 requires the inspection of those carburetors equipped with a two- piece venturi at each annual inspection to determine if the primary venturi is loose or missing. It also requires the replacement of a two-piece venturi with a one-piece venturi within 48 months after the effective date of the existing airworthiness directive (AD). This amendment eliminates the requirement to install a one-piece venturi, and allows the installation of a one-piece venturi on affected carburetors as an optional ter- minating action; or, requires repetitive inspections of a two-piece venturi on affected carburetors. Prompted by ser- vice difficulty reports of power loss, dis- ruption of fuel flow, and forced landings. AD 98-17-11 is applicable to certain Tex- tron Lycoming and Teledyne Continental Motors reciprocating engines that had crankshafts repaired by Nelson Balancing Service, Repair Station Certificate No. NB7R820J, Bedford, Massachusetts. The AD requires removal from service of affected crankshafts, or a visual inspec- tion, magnetic particle inspection, and dimensional check of the crankshaft jour- nals, and, if necessary, rework or removal from service of affected crankshafts and replacement with serviceable parts. This amendment is prompted by reports of crankshafts exhibiting heat check crack- ing of the nitrided bearing surfaces, which led to crankshaft cracking and sub- sequent failure. The actions specified by this AD are intended to prevent crank- shaft failure because of cracking, which could result in an in-flight engine failure and possible forced landing . AD 98-23-01 specifies actions that are intended to prevent failure of the primary dry air pump caused by defective flexible coupling, which could result in loss of primary attitude and direction refer- ences during instrument flight rules (IFR) operations. AD 99-24-10 adopts a new AD that applies to all aircraft equipped with Pre- cise Flight Inc. Model SVS III standby vac- uum systems installed in accordance with the applicable supplemental type certifi- cate (STC) or through field approval. This AD requires incorporating revised operat- ing limitations for the affected standby vacuum systems into the airplane flight manual (AFM), and repetitively inspecting the push-pull cable, vacuum lines, saddle fittings, and shuttle valve for correct installation and damage (wear, chafing, deterioration, etc.). AOPA PILOT ·100· SEPTEMBER 2002 Specifications Powerplant Lycoming 0-235-L2C 115 hp @ 2,700 rpm Recommended TBO 2,400 hr Propeller Sensenich two-blade fixed-pitch, 72-in dia Length 24 ft Height.. 6 ft 11 in Wingspan 30 ft Wing area 129.8 sq ft Wing loading 12.9 Ib/sq ft Power loading 14.6 Ib/hp Seats 2 Cabin length 6 ft 4 in Cabin width 3 ft 7 in Cabin height .4 ft 1 in Standard empty weight 1,100 Ib Max ramp weight 1,680 Ib Max takeoff weight 1,675 Ib Max useful load 580 Ib Max payload w/full fuel 400 Ib Fuel capacity, std 30 gal (29 gal usable) Baggage capacity 120 Ib, 20.1 cu ft Performance Takeoff distance, ground roll 700 ft Takeoff distance over 5o-ft obstacle 1,300 ft Max demonstrated crosswind component ...15 kt Rate of climb, sea level. 720 fpm Cruise speed/range w/45-min rsv (fuel con- sumption) 6,500 ft @ 2,700 rpm, best-power mixture ............................ 105 kt/337 nm (7.4 gph) Cruise speed/range w/45-min rsv (fuel con- sumption) 9,500 ft @ 2,300 rpm, best-economy mixture .............................. 84 kt/410 nm (4.7 gph) Landing distance over 5o-ft obstacle 1,220 ft Landing distance, ground roll 670 ft Limiting and Recommended Airspeeds vR (rotation) 56 KIAS Vx (best angle of climb) 61 KIAS Vy (best rate of climb) 68 KIAS VA (design maneuvering) 109 KIAS VFE (max flap extended) 90 KIAS VNO (max structural cruising) 119 KIAS VNE (never exceed) 143 KIAS Landing approach 63 KIAS VS1(stall, clean) 54 KIAS Vso (stall, in landing configuration) 52 KIAS All specifications are based on manufactur- er's calculations. All performance figures are based on standard day, standard atmosphere, sea level, gross weight conditions unless oth- erwise noted. i Links to additional information about other Beechcraft entry-level singles may be found on AOPA Online (www. aopa.orgj pilotj links.shtml). If aileron is not applied, or applied too late, the airplane will enter a rapid spiral dive, and recovery must be initi- ated by the second turn. Spin recovery is conventional: con- trol column full forward, simultaneously apply full rudder opposite to the direc- tion of the spin, hold control positions until rotation stops, neutralize controls, and execute a smooth pullout. Interesting, and worth knowing if you plan to use a Skipper for flight instruction. One man's Skipper John Clifford, a guard in the Maryland State Park system, bought his 1981 Skipper for $24,000 in March 2001. Clif- ford, a 130-hour private pilot, bought the airplane to visit friends on day trips. Most of the time he flies solo. "As long as I'm going to build time, I might as well be comfortable," Clifford said. Clifford's airplane has the original paint scheme-complete with the Beech Aero Center logo on the tail. A short hop up on the wing, a step into what seems like a cavernous cabin, and I was transported back to a time when I instructed in Skippers. It was a good feeling, even though the airplane's uninspired climb rate intruded on the good vibes. Some touch and goes, some acclimatization to that deck angle, some formation flying, some cruising over the Maryland countryside, a night landing at Clifford's home airport- Westminster, Maryland's Clearview Airpark (l ,845 feet short and 30 feet narrow!)-and I felt right at home. The Skipper flies like a mini-Bonanza: solid in pitch, lively in roll, and even- keeled in cruise. Bottom line The Skipper is a very good buy for the money. Just be aware of the caveats and look over the logbooks for any training- reI a ted damage. Anyone looking for a low- cost (short-haul) cruising machine or trainer ought to check one out-if you can find one! ~ E-mail the author at tom.horne@aopa.org AOPA PILOT' 101· SEPTEMBER 2002