Colemill Foxstar Baron

ago, the new-airplane bug bit, and he quickly settled on a new Baron. When he placed his order, Raytheon was offering the Baron equipped with a Bendix/King stack. Since then, the factory has begun offering Garmin equipment as standard. Schindler, though, wanted his airplane to be different. At the top of his list was the UPS Avionics Technologies stack, partic- ularly the MX20 multifunction display, and the Sandel SN 3308 moving map and electronic HSI. From there the project quickly snowballed as he opted for more and more nonstandard equipment. Like most manufacturers, Raytheon likes building standard airplanes, so Schindler negotiated the price sans the AOPA PILOT· 58. SEPTEMBEH 2000 If such operation is critical, Colemill offers three-blade propellers as a substi- tute. Overflight noise with the three- bladers increases to 77.6 dBA, however. With the four-blade propellers come new nose cowlings that are designed to work with the larger spinners to increase the cooling airflow to the engines. Additional benefits include a better resistance to cracking, which the original fiberglass Baron 58 nose cowl- ings often suffer. In addition, the cowl- \ standard Bendix/King package, except for the new and highly capable KFC 225 autopilot, the KN 63 DME, and indicators. Most Barons leave the fac- tory with the panel full; Schindler shoved off staring at a lot of blank metal with only a transponder and one navcom to get him to the avionics shop at Raytheon Aircraft Services on Hous- ton's William P.Hobby Airport. There, Avionics Manager Dennis Kronenberger set about building Schindler's dream machine. Five weeks later, the project was complete. As you can see, the finished product includes the entire UPSAT stack and the Sandel HSI. Behind the panel, the BFGoodrich ings are easier to remove, making them more mechanic-friendly. Probably the most noticeable changes to a Baron that has undergone the Foxstar treatment are the Zip Tip winglets, which are claimed to increase climb rate, increase the single-engine service ceiling, and reduce yaw in tur- bulence. In total, the winglets add 20 inches to the Baron's wingspan, so be sure to check your hangar's size before committing to the conversion. ·'11 WX-500 Stormscope data shows up on both the MX20 MFD and the Sandel moving map. Engine data from the twin Continentals, including percent of horsepower, is displayed on the JP Instruments EDM 760 engine monitor- ing system. A Shadin fuel/air data sys- tem interfaces with the UPSAT GX50 IFR GPS to compute fuel burns and true airspeed. To pass the time while the KFC 225 expertly flies the airplane, Schindler can listen to his favorite music on an Avionics Innovations CD player. With a six-disk changer in the aft baggage compartment, the tunes don't run out before the fuel does. A pair of Rosen Because of the added lift from the Zip Tips, the Baron can make slower approaches. One enterprising Foxstar owner, whose airplane is featured on these pages, had his airplane approved for Category II approaches, which allow an airplane to shoot ILS approaches down to 100 feet. Since the winglets lower the approach speed by several knots, the Foxstar Baron slips into the Category A approach classification, which requires an approach speed of 90 kt or less; Barons typically fall into Cate- gory B for instrument approaches where the approach speed is 91 to 120 knots. Colemill doesn't publish revised stall speeds after the conversion, but on our test flight, even when using a slight- ly slower approach speed, the Foxstar Baron wanted to float down the run- way more than a stock airplane. The winglets are also a boon to those oper- ating in mountainous areas since the Foxstar's single-engine service ceiling is 10,000 feet, which is about 2,500 feet higher than that of a standard 10-550- powered Baron. Owners of older Barons with 136-gal- Ion fuel cells may want to take advan- tage of Colemill's optional auxiliary fuel tanks because the total fuel burn of the airplane will increase by at least two gal- lons per hour in typical operation. Fif- teen-galIon fiberglass wing tanks are installed in the leading edge of each wing, in the same spot where Beech Colemill Foxstar Baron Conversion price: $102,900 Specifications Powerplants 2 Continental [0-550-C Recommended TBO 1,700 hr Propellers Hartzell four-blade, constant -speed, full-feathering, 74-in dia 29 ft 10 in 9 ft 10 in 39 ft 6 in 207.2 sq ft 26.llb/sq ft 9.l6lb/hp 6 12 ft 7 in 3 ft6 in 4 ft2 in 3,6001b 3,7841b 5,4271b 5,4001b 1,8001b 1,6161b 804[b 620lb 5,4001b 142 gal (136 gal usable) 852lb (8161b usable) Fuel capacity, w/opt tanks 172 gal (166 gal usable) 1,0321b (9961b usable) 12 qt (nose) 300 lb, 18 cu ft (aft) 1201b, 10 cu ft For more information, contact Colemill Enterprises, Post Office Box 60627, Cornelia Fort Airpar~, Nashville, Tennessee 37206; telepholle 615/226- 4256; or visit the Web site (www.colemill.comJ. All specifications are based on manufacturer's calculations. All performance figures are based on standard day, standard atmosphere, sea level, gross weight conditions unless otherwise noted. 87 KIAS 92 KIAS 105 KlAS 100 KIAS 10I KIAS 150 KIAS 152 KlAS 152 KlAS 152 KIAS 195 KlAS 223 KIAS 80 KIAS 84 KIAS 73 KIAS Single-engine ROC, sea level 390 fpm Cruise speed/endurance w/45-min rsv, opt. fuel (fuel consumption, ea engine) @78%power, best power 202 kt/4.1 hr 6,000 ft (102 pph/17 gph) @ 65% power, best power 192 kt/ 4.9 hr 8,000 ft (87 pph/ 14.5 gph) @55%power, best economy (lean of peak) 8,000 ft 185 kt/6.1 hr (72 pph/12 gph) 24,000 ft 10,000 ft 1,950 ft 1,500 ft Service ceiling Single-engine service ceiling Landing distance over 50-ft obstacle Landing distance, ground roll Limiting and Recommended Airspeeds VMC (min control w/critical engine inoperative) Vx (best angle of climb) Vy (best rate of climb) VXSE (best single-engine angle of climb) VYSE (best single-engine rate of climb) VA (design maneuvering) VfE (max flap extended) VLE (max gear extended) VLa (max gear operating) VNO (max structural cruising) VNE (never exceed) VR (rotation) VS1 (stall, clean) Vso (stall, in landing configuration) 1,400 ft 2,300 ft 3,000 ft 3,200 ft 22 kt 1,735 fpm Oil capacity, ea engine Baggage capacity Length Height Wingspan Wing area Wing loading Power loading Seats Cabin length Cabin width Cabin height Empty weight Empty weight, as tested Maximum ramp weight Maximum takeoff weight Useful load Useful load, as tested Payload w/full fuel Payload w/full fuel, as tested Maximum landing weight Fuel capacity, std Performance Takeoff distance, ground roll Takeoff distance over 50-ft obstacle Accelerate-stop distance Accelerate-go distance Maximum demonstrated crosswind component Rate of climb, sea level sunshades further enhances the cockpit. Outside, a set of Precise Flight Pulse Lights alternately flashes the airplane's recognition lights to make the Baron more visible to other aircraft. As Schindler's project shows, new needn't mean cookie-cutter. With a little negotiating, you too can customize your dream airplane. - Thomas B. Haines •..• Links to additional information U about avionics upgrades may be found on AOPA Online (www.aopa. org/pilot!links.shtmIJ. E-mail the author at thomas.haines@aopa.org AOPA PILOT· S9 . SEPTEMBER 2000 WRITE IN NO. 64 ON READER SERVICE CARD installs its standard 166-gallon fuel cells. Unlike the Beech system, however, the Colemill tanks use pumps to trans- fer fuel into the airplane's main tanks. In total, the aux tanks will add about an hour of endurance to the Baron and $19,500 to the conversion bill. If you forego the extra fuel tanks you'll better appreciate the accuracy provided by the installation of a Shadin Digiflo-L fuel computer/totalizer, which is included in the Foxstar treatment. The Shad in provides a digital readout of fuel flow for each engine while interfac- ing with a GPS or loran to compute endurance, reserve fuel at the destina- tion, and other useful calculations. For Barons built prior to the panel redesign in 1984, the Shadin replaces the air- plane's existing analog fuel-flow gauge. Finalfy, Cole mill takes care of the often-overlooked items of an overhaul. Vacuum pumps, starters, alternators, Lord mounts, and fuel and oil hoses are all included as part of the conversion. Cole mill also will throw in a pair of Woodward prop governors and a synchrophasing system. Colemill says that the Woodward prop governors are more dependable and easier to work on than those from Hartzell. Plan on 15 working days of downtime for the conversion. Although it seems that anything involving major maintenance on light airplanes takes twice as long as predicted, Colemill has established a good reputation for turning around air- planes on time and as promised. For charter operators, this is especially important, as downtime is money lost. The Foxstar conversion isn't cheap. With factory-new engines and four- blade props, you'll spend $102,900 for the conversion. Because of Continen- tal's restructuring of engine pricing, ordering factory-remanufactured engines only saves you $6,000. Opting for the three- blade props and factory remans lowers the price to $88,900. While this pricing may seem stagger- ing, the potential buyer need not worry about getting that money back if he were to sell the airplane. According to Vref, the Foxstar conversion returns the full amount of the conversion to the value of the airplane (adjusted for engine time, of course). Owners of older 10-520-powered Barons who look forward to the perfor- mance increase that the 10-550s can provide should take a serious look at the Foxstar conversion. It may make sense economically to perform the job if your airplane is currently equipped with obsolete engines and propellers whose cores are nearly worthless by today's standards. For example, if your 10-520s have light crankcases and airmelt crankshafts, both of which are subject to onerous airworthiness directives, it does not add to the cost of the conver- sion. A field overhaul on such an air- plane would be cost prohibitive and you'd still be left with the 10-520s. In addition, if you have old two-blade pro- pellers that may be condemned at over- haul time, Cole mill will trade them for three- or four-bladers as part of the deal. Finally, items like the Shadin fuel flow computer and all-new accessories and hoses are bonuses that could make the Foxstar conversion an economical choice for keeping your Baron competi- tive in the red-hot light-twin market. 0 ~ Links to additional informat~on U about Colemill conversions and the Beech Baron may be found on AOPA Online (www.aopa.org/pilot/links.shtml). Peter A. Bedell, AOPA 1136339, is a first officer with a regional airline and former techni- cal editor of AOPAPilot. AOPA PILOT· 60 . SEPTEMBER 2000