Beech Skipper - ownership and performance mods...

[mike-the-bike]

Like a lot of people out here, I'm interested in learning to fly and I see possible advantages in purchasing before my training. I'm eventually looking to do a 300 mile (round trip) commute 2 or 3 times a month.

I really like the Beech Skipper for its cost, fuel consumption & looks. Too bad it's so slow. The high-wing planes (Cessna 152) just look too agricultural to me...

1) Is anyone out here familiar with any mods to improve the cruising speed of the Skipper? The Beech owners group site may mention them, but I'd rather not pay $50 to find out it doesn't.

2) Can anyone tell me about specific drawbacks of owning/flying a Skipper? The previous Tomahawk thread was very informative on long term issues with that plane.

3) Are there any comparable low-wing airplanes besides the Tomahawk? Not too old or expensive, but a little faster?


Thanks!
Michael

[Denny of Oakland]

Beech built about 312 of the Skipper’s, however Raytheon Aircraft Company owes the Type Certificate Data Sheet (TCDS) No. A30CE. Production stopped in 1981 because the bottom fell out of the market.

Certification Basis
Part 23 of the Federal Aviation Regulations effective February 1, 1965, as amended by 23-1 through 23-16 and FAR 36 as amended by 36-1 through 36-10. Equivalent safety findings: FAR 23.621, 23.1545 (a), and 23.1583(a).

Mandatory retirement times for all structural components are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual (P/N 108-590000-5) Limitations Section. These limitations may not be changed without FAA Engineering approval. Since I don’t have a current copy of the POH I am not sure what the times are at this time.

Total fuel capacity is 30 gallons. Maximum structural cruising speed is119 knots (137 m.p.h.) with the Lycoming O-235-L2C engine.

I check all 35 STC’s issued for this aircraft and did not find any speed mods available for this aircraft.

I also checked all the FAA alert issued for the Skipper and found 11 as follows:

Nose Gear Axle 3222
While the aircraft was parked on the ramp with the engine running, the nose gear axle broke without any warning. According to the report, compliance with Beech Service Bulletin 2241, revision 1, had been accomplished 3 hours before the failure. The service bulletin had no requirement for inspection of the axle for corrosion or cracks; however, the submitter recommends thìs requirement be added to the service bulletin.

Nose Gear Fork Crack
During inspection, the nose landing gear fork was found cracked on the bottom of the fork-to-piston attach area front and rear sides. This problem was found on three other aircraft in this fleet. The submitter recommends a one-time inspection of this area. Part total times - 2433 to 3132 hours.

Nose Gear Fork
Four recent reports have been received telling of finding the nose gear fork cracked while complying with Beech Service Bulletin 2241. All four cracks were visible without the aid of dye penetrant. Part total times range from 3184 hours to 3623 hours.

NLG Fork 3220
While the aircraft was in the shop to correct a nose wheel shimmy problem, it was decided to strip and repaint the nose landing gear fork and axle assembly. After paint stripping, a precautionary dye penetrant inspection was accomplished on the fork because of previous cracks on this part number assembly. Two cracks were detected and confirmed by Zyglo inspection. Part total time -- 3650 hours.

Chafed Tube Assembly P/N 108-580000-43
All hydraulic fluid leaked out of the brake reservoir. Investigation disclosed a hole in the tube assembly. The tube was being chafed by the hose, P/N 108-580000-57. These hoses and tubes are in the cabin area forward of the rudder pedals. The submitter suggests inspecting the area for proper hose security to prevent chafing. Aircraft time - 880 hours

Loose Screw
The pilot reported a popping sound on the radios and smelled an electrical short. The overvolt/undervolt light came on and the ammeter fluctuated from side to side. After landing, inspection revealed a loose screw on the bus jumper wire at the battery circuit breaker, along with signs of arcing. A thorough inspection was accomplished and the screw was tightened. The submitter recommends inspection of this screw and jumper wire within the next 100-hours time in service. Aircraft time - 2213 hours.

Wing Walk Way Structure 5700
During compliance with the required 7,000-hour wing bolt replacement, three cracks were found. One crack (3-inches long) was located in the outboard walk way rib between the bonded walk way and the spar. This was a longitudinal crack and followed the grain lines of the metal. While stop drilling, this crack grew past the stop drilling point. Two other cracks (4-inches long) were discovered in the inboard walk way rib between the bonded walk way and the spar. These cracks also followed the grain lines of the metal. The submitter stated that this area is difficult to inspect wìth the wing installed, and the probable cause was age and metal fatigue.
Part total time - 7453 hours.

Reverse Current Diode P/N 70H10A
Heavy smoke filled the cockpit during flight. The pilot shut off all electrical power and made an emergency landing. Investigation revealed a short in the reverse current diode.

Reverse Current Diode P/N 70H10A
Beech Aircraft Corporation has issued Service Bulletin No. 2201 to remove the reverse current diode, P/N 70H10A. Reports have shown the reverse current diode in the alternator system can overheat and burn. One report stated the diode failure resulted in smoke in the cockpit. The diode has been found unnecessary to the alternator system and can be removed from the electrical circuit. It is recommended that owners comply with Beech Service Bulletin No. 2201, Revision 1, dated December 1987.

Spar Corrosion
The inner surface of the right wing spar tube was found to have advanced exfoliation corrosion located 65.75 inches to 75.5 inches inboard from the outboard end of the spar. The inner lap was also found buckled. It is recommended the spar be inspected internally while the wing tip is removed by viewing through the tube wìth the aid of a light. The wing had no external evidence of this problem. Part total time - 655 hours.

Engine Preheater 8500
During an annual inspection, the "rocker covers" on all cylinders were found extremely "rusty" on the inside. During an interview, the aircraft owner stated the engine heater had been plugged in and left on all winter. The submitter speculated this caused the warm engine to draw and collect condensation when the temperature of the surrounding air was lower than the temperature of the engine. Evidently, this aircraft was not flown or operated during the winter months. Over this extended period of time, the oil film on the metal surfaces of the engine broke down (due to heat, environmental conditions, and time) allowing the corrosion to begin. The use of engine heaters and proper winter operating procedures can reduce wear imposed on the engine during cold temperatures; however, the engine heater should not be left on for an extended time. It should be used to preheat the engine, and then removed prior to starting. If condensation damage is suspected, the engine should be inspected and the oil and filter changed. "Rusty rocker covers" may indicate further internal damage and should be thoroughly investigated prior to operation of the aircraft. this is surely not an isolated case, and many other engines may be suffering from the "good intentions" of an uninformed person. Part total time-1,286 hours.

Denny of Oakland

[mike-the-bike]

Denny

Belated thanks for your reply & all the info. I'm still looking at the Tomahawk (even more so now) and the Skipper, but I appreciate the help in making an informed decision.


Michael

[alteredwalter]

The Beech Skipper is a far superior airplane than the Tomahawk. The only thing the Piper PA-28 has going for it is the STC 9.7:1 compression piston upgrade. There are no STC's of this type for the Skipper because only 312 were ever made and the Piper STC requires a larger oil cooler. The larger oil cooler will not fit in the cowling of the skipper.

As for speed, the Tomahawk is about 10kts faster due to the higher aspect ratio of the wing --- longer and thinner. However, it is less predictable in the spin.

I bought my Skipper for $19,000 in February of 2007. With the IFR upgrade, paint, glass, upholstery --much of what I did myself, I can say I'm in to it for just over $50,000.

I run about 95kts at 2,500 rpm and have taken it to 11,000 msl. For a guy that is 6'6" tall at 235lbs, it does the job for me OK. Although, like all light utility aircraft, the useful load can be a problem, but the Skipper can handle overloading pretty good. I can go 70lbs over with not much problem.

The difference in speed between 100kts and 125kts isn't much worth throwing money at. You don't notice the benefit of speed until you hit around 150kts.

I fly 250 mile trips at the 95kts and just add about 1/2 hour to my time than if I were to take an Archer at 120kts. I get under 6gph and sometimes 5.2gph. With the Archer, I can burn about 9gph.

The difference in horsepower on the Lycoming L-2C from the rated 115 at 2,700 rpm to the STC rated at 125hp at 2,800rpm will not give you anymore speed --only climb performance and take-off roll. Actually, the L-2C is rated at 118 hp according to the Lycoming manual, so you get a 7hp increase.

Since there is no STC, I would have to slip the 9.7:1 pistons in after my MOH late at night without telling my IA. Then keep an eye on the oil temperature and cyclinder head temperature because of not going to the larger oil cooler.

The O-320 engine option will add too much weight to the front. Even if you put a light weight starter on it and relocate the battery aft, you are going to spend more money than going straight to a Piper Cherokee 160.

I really love my Skipper and would never sell it. The fellow who sold me it has the Archer 180. We are insured for each others airplane and for the longer haul, I can take his airplane with kids and luggage. We both fly the Skipper for its low cost and fun for flights that only take and hour or two to complete.

No matter how fast or slow your airplane is, you will always want an extra 10-15kts. Sometimes that can be very costly and is definately not worth pursuing unless you can get the speed past 150kts.

[mike-the-bike]

The Archer/Skipper "club" sounds like a great idea. I eventually decided I wanted (& was willing to pay for) more speed, so I picked up a Mooney M20E last August. I did a 4-way cruising GPS speed check 2 months ago & saw 150kts....