BEECH Debuts

$11,340 Cessna 150 Trainer, currently the most widely used for primary flight instruction. It is also known that Beech's Liberal, Kan., plant, where the company's light single-engine line is produced, has been diligently working on three different two-place aircraft designs. One of the designs, designated the "Model 16," is now flying and a 'second design reportedly has progressed to the mockup stage. The third design, it was reliably reported, "is quite a ways down the road yet." Following is a summary of some of the new improvements in the 1973 Sport, Sundowner, and Sierra: • Lighter control response-Column forces have been reduced by approximately 50% by changing the stabilator tab linkage from a I to 1.65 ratio to a I to I ratio. Excessive play in the control column also has been reduced by utilizing a spring-loaded roller. similar to that used on the Bonanza. on the forward side of the panel. • Impro\!ed visibility-Instrument panel has been lowered I Y2 inches plus the glare-shield eyebrow has been padded. tilted. and extended aft to reduce lighting glare during night operations. The outside air temperature gauge (OAT) also has been mounted at the far left of the windshield and the magnetic compass has been relocated to the panel area. near the clock. • Quadrant controls standard equipment-Similar to the quadrant used in multi-engine aircraft, the throttle, propeller control, and mixture control knobs are "touch, or feel, coded. as well as pla- carded for easy identification," Friction lock for the quadrant controls is a lever, on the right side of the console. that can be rotated aft to increase friction on the levers as wear occurs. Carburetor heat control on the Sport and Sundowner has also been relocated to the left side of the quadrant console. • Easier oil inspection-The oil filler tube has been extended to within easy reach of the access door. "so it's no longer necessary to reach down in the engine compartment when checking the oil. No more oil smudges on your shirt and jacket cuffs. The dipstick is of the bale type that doesn't have to be unscrewed. Just lift up on the handle and the dipstick is free. No more struggling with overly tight dipsticks when the engine has cooled down." • Shoulder harnessess standard equipment- Inertia-recl- mounted shoulder restraint belts have been added as standard equipment for front seat passengers. Also. seatbelts arc now held in place by retainer straps on the sides of the scat bottom cllshion. "no more groping around on the floor" for the belts. • Wingtip-light reflectors-Reflectors now allow pilot to tell when the navigation lights arc functioning. • Radio speaker and microphone jack-The speaker is now mounted forward, between the front seat passengers, "so that the volume can now be adjusted to a comfortable level for both front and rear passengers. Audio reception for the pilot is improved considerably by this modfication." The microphone and headset jack have been moved so that they are now located away from the pilot's right leg. • Improved door latehing-"The knob at the upper aft corner of the door is no more. The inner door-latch handle has heen changed to an automotive type and. through cable linkage, it actuates two latch assemblies-one at the aft center of the door where it has always been. and a new one at the top aft corner of the door." Door frame also is now painted. • New interiors-Styling and materials arc the same as used in the Beechcraft Ronanza models. "Blue, red. and gold-striped seat fabrics with com- patible colored side paneling and seat trim have been utilized with an' off-white headliner and black trim accent for a completely new look." • Additional door for Sierra-A rear entry door. measuring 24 inches by 30 inches, is now located on the left side of the fuselage "for easier passenger or cargo loading." The new door. Beech said, "greatly improves entry and exit to and from the optional fifth and sixth scats and facilitates loading of cargo or stretchers." George D. Rodgers (AOPA 216908), director of Beech's light aircraft market- ing, reported the company's first year of expanded efforts in the light aircraft market was marked by progress. He said 50 THE AOPA PILOT I DECEMBER 1972 a total of 30 Beech Aero Centers was franchised over the past six months and he projected there would be 100 by the end of 1973. Beech Aero Centers represent factory- direct retail outlets for the company's three-model light single-engine line. Rodgers said these outlets are being set up "only in areas' where the organiza- tions handling the larger Beech prod- ucts felt it was advantageous." An in- tegral part of the program involves a second franchise program, whereby the Beech Aero Centers establish branches of a national flying club, called the Beech Aero Club. The clubs are to be exclusive users of Beech's light single- engine planes and have been likened to a country club for general aviation pilots. Rodgers said one test Beech Aero Club was established at Van Nuys, Calif., in mid-1972. "It has proven to be highly successful," he stated, adding that as the Beech Aero Center franchise program expands, the number of Beech Aero Clubs also will increase. "Every aero club must be attached to an aero center for support, but not every aero center necessarily will have an aero club," he explained. Dale R, Erickson, manager of fran- chise sales, detailed the various services and activities available through Beech Aero Clubs and reported the company's original membership' fee structure had been considerably modified as a result of input from both FBOs and prospec- tive club members, The original plan centered around an initial $700 fee and $45-$47 per month dues, The $700 was viewed as a five-year membership fee. Beech said it now has three classes of membership to the Beech Aero Clubs: (1) Fleet memberships; (2) Sport mem- berships; and, (3) Associate member- ships. "Fleet memberships will cost $295 initially plus $29 monthly dues and will be renewable annually for $195," Beech reported. "This will entitle members to full utilization of all aero club aircraft and club activities at lower hourly rental rates than present retail prices. The new Sport membership is available for $99 plus $9 monthly dues and will entitle the member to full participation in club activities and use of the Beech- craft Sport at reduced hourly rates. The Sport membership may be renewed annually or converted to a full Fleet membership anytime during the year, with $50 of the initial fee credited toward the purchase of a Fleet mem- bership. The Associate membership is being established for individuals who already own aircraft but would like to participate in aero club activities. The rate structure for an Associate member- ship and the number of memberships available will have to be determined by each aero club chapter on 'a space avail- able basis.' " The Sport membership was created, Beech said, primarily for those who are undergoing flight training and would not have the requirement for larger and higher performance aircraft. When reporting the current status of (Continued on page 65) The 1973 Sierra. top of Beech's light single-engine line, has a new entry door on the left side of the fuselage to facilitate entry to and exit from the optional fifth and sixth seats. Beech Aircraft photo' BEECH Debuts (Continued from page 50) the program, officials emphasized "the hourly rates are established by each individual Beech Aero Center to fit its local situation. The Fleet membership allows the member to fly all aircraft up through the Sierra at about 60% of the hourly retail rate. If the member flies the national average of 72 hours, he not only enjoys the many extra benefits of the Beech Club, but saves money in the process." Will G. West, Beech's director of market research, reported on the survey of over 2,000 Bonanza owners and over 5,000 owners of competitive aircraft in the Bonanza class. Beech itself surveyed by mail all owners of record of Bonan- zas and Debonairs built from 1964 through June 1972 and the company contracted with Aviation Data Services, a Wichita research firm, to conduct a mail survey of "a select group of com- petitive retail owners." The company said its connection with the survey was not made known to those surveyed by Aviation Data Services. The survey showed that the age and income brackets for both new and used buyers of Bonanzas were almost identi- cal, Beech said. The majority of the Bonanza purchasers, as well as the pur- chasers of competitive new aircraft were in the $35,000 to $75,000 per year salary bracket and the 35 to 54 age group accounted for 73% of new retail Bo- nanza sales, and 79% of used Bonanza sales, Beech reported. A total of 79% of the competitive owners who pur- chased new aircraft also were in this age group, Beech said. The 44-year-old- and-less age group purchased 45% of all new Bonanzas and 44% of all new competitive aircraft. "Cumulatively," West said, "85% of new Bonanza buy- ers were 54 years old or less" and "84% of new competitive buyers were in this same age group." The survey also provided potential updated definitions for a "new" and a "used" aircraft. A "new" aircraft was defined as one that had up to 150 total hours on the airframe. while a "used" aircraft was one that had over 150 hours on the airframe. Beech reported that the survey also revealed 58% of all new Bonanza sales were to previous Bonanza owners; 12% were to previous Cessna 182/Skylane owners; 6% to former single-engine Piper Comanche owners; 5% to former Musketeer owners; and 4% to previous Cessna 210 Centurion owners. During the 1973 model introductions, Beech officials also detailed and ex- tolled the performance and, handling characteristics of the balance of the company's line, from the Baron through the new Beechcraft Hawker 125-600 business jet. Though not spelled out, the company said various improvements were incorporated in all models. Beech's suggested retail prices for its 1973 models are shown in the table that ap- pears on page 49. D