Is there anyone here that operates a Beechjet or Hawker that would be willing to share opinions about post-bankruptcy support from Beechcraft? My company is shopping for an airplane and I think the 400A or 400XP might be a good fit, but I'm wondering what the outlook is for them in terms of support from Beechcraft and retention of value.
Looking for Feedback from Beechjet/Hawker Operators
- Thread starter FL900
- Start date
Beep
Well-Known Member
This!
Also, from an 800/800XP perspective the support is the same, we did however spend 3 weeks in AOG status a few months back waiting on a part ( sheet metal ). In the past it wouldn't have taken nearly that long, but since the hawker isn't in production any more the manufacturer didn't have it on hand.
Dugie8
Well-Known Member
Just to expand on my point(s).
The BeechJet, for the most part, is a reliable airplane. Simple systems, not a whole lot of bells and whistles (read, less things to go wrong). It is just under powered, under braked, and not very room for as many people it can hold.
The brakes are steel. Combine that with single wheels, relatively high ref speeds (117 at max landing) you start to eat up runway. Typical MAX EFFORT landing distances are around 3600+ feet at low altitudes and low temps. Start getting high or hot and it goes up. Same with take off, especially off of contaminated runways. You can easily find yourself needing a 7000+ foot runway for take off with some snow.
External baggage, with an overflow drain for fuel running nearby means your folks luggage is going to smell like JetA if the line guys don't know how to fill the trunk tank. Which brings me to another negative, the trunk tank. Slow to fill and, IMO, the achilles heel of the airplane.
Avionics are just fine with an AMS5000 FMS setup. 3 or 4 tube is preference, no real advantage one way or another. Find one without windshield wipers, they just make noise in cruise.
Tail de ice (not anti ice, de ice). It's electrical and has the temperment of a red headed woman who hasn't had chocolate in a week. If you get a BeechJet make sure all the MOSFET controlles have been replaced or it is a RK number that is high enough (300+ I think) that had made the switch at the factory. It likes to fail when it is cold......
The nose pin. You will curse this thing. I truly believe it is Japan's ultimate revenge for the bombs. The torque link can get bent fairly easily just from use and you will find yourself unable to get the pin out or in. Extreme cold will make it difficult to get the pin in as well.
There is a lav, as far as I'm concerned it is unusable.
I'm 5'9" and I find it a little cramped up front.
There is no manual trim, all electric.
Other than that, I like flying it. Hasn't killed me yet, though it has tried.
The BeechJet, for the most part, is a reliable airplane. Simple systems, not a whole lot of bells and whistles (read, less things to go wrong). It is just under powered, under braked, and not very room for as many people it can hold.
The brakes are steel. Combine that with single wheels, relatively high ref speeds (117 at max landing) you start to eat up runway. Typical MAX EFFORT landing distances are around 3600+ feet at low altitudes and low temps. Start getting high or hot and it goes up. Same with take off, especially off of contaminated runways. You can easily find yourself needing a 7000+ foot runway for take off with some snow.
External baggage, with an overflow drain for fuel running nearby means your folks luggage is going to smell like JetA if the line guys don't know how to fill the trunk tank. Which brings me to another negative, the trunk tank. Slow to fill and, IMO, the achilles heel of the airplane.
Avionics are just fine with an AMS5000 FMS setup. 3 or 4 tube is preference, no real advantage one way or another. Find one without windshield wipers, they just make noise in cruise.
Tail de ice (not anti ice, de ice). It's electrical and has the temperment of a red headed woman who hasn't had chocolate in a week. If you get a BeechJet make sure all the MOSFET controlles have been replaced or it is a RK number that is high enough (300+ I think) that had made the switch at the factory. It likes to fail when it is cold......
The nose pin. You will curse this thing. I truly believe it is Japan's ultimate revenge for the bombs. The torque link can get bent fairly easily just from use and you will find yourself unable to get the pin out or in. Extreme cold will make it difficult to get the pin in as well.
There is a lav, as far as I'm concerned it is unusable.
I'm 5'9" and I find it a little cramped up front.
There is no manual trim, all electric.
Other than that, I like flying it. Hasn't killed me yet, though it has tried.
FL900 send me a PM and I can talk to you about the Nextant and Beech modifications. I fly a Nextant 400XTi.
TFaudree_ERAU
Mashin' dem buttons
We had recurring pressurization issues in our brand new 850XP back in 2008. They were yanking busted parts out of airplanes, doing a half assed repair job, and sticking them back on the shelf for the next unsuspecting customer. Pretty sure our brand new plane had used parts in it.
I'm sure it's only gotten worse.
I'm sure it's only gotten worse.
Crockrocket94
Well-Known Member
Yeah we keep having an oil pressure problem where it sits right around the yellow line on the PSI. Replaced the pump, worked for a few weeks then started doing it again. Could be an associated problem but still. 900xp