As we reported last week, there is a lot of behind-the-scenes activity at iconic Wichita GA manufacturer Hawker Beechcraft, a company that was hit harder by the economic downturn than any of its competitors.
But after declaring bankruptcy last month and eliminating massive amounts of debt, the company has apparently become a hot commodity. The Wichita Eagle recently reported that there is interest in Hawker Beechcraft from Cessna Aircraft parent company Textron, and rumors continue to swirl that other major players are eyeing particular parts of the financially challenged company, most notably its King Air and Hawker lineups. The company’s service center network is another prize plum that must surely be attracting interest, along with its military contracts for the Texan II trainer and various militarized versions of the King Air.
The common theme is this. Before the bankruptcy, Hawker Beechcraft was so unattractive a company that rumors of its sale became an inside joke. The truth was, as much as prospective bidders admired the company’s various product lines, Hawker Beechcraft’s outstanding debt dealt a death blow to every potential deal. Now that the debt is gone, there’s nothing to stop potential suitors from making good on their designs.
While Hawker Beechcraft has until the end of the month to lay out its strategy, those in management at the company have repeatedly said that there’s little off the table at this point in the process. It’s not the kind of thing that company officials usually say when they’re trying desperately to keep a company intact.
As much fun as it might be, speculation concerning what form Hawker Beechcraft may take soon is pointless. There are many potential suitors, including competitors, emerging industrial powers (okay, China), and even companies without much or any other aviation background. Not only that, but with HBC having at least a half dozen splittable segments of its business, you could drive yourself crazy imagining the hundreds of possible scenarios, though some of them are potentially very interesting, and several possible scenarios would attract great interest from the feds, due to HBC's extensive DoD contracts.
The one segment we haven’t heard much about from our sources is with the Beechcraft Bonanza and Baron models, though whether that's because there's no interest or because there's radio silence among fierce competitors, we can't say. One thing's for sure, though. These airplanes, the only two piston models that Hawker Beechcraft produces (albeit in relatively small numbers), hold a special place in the hearts of GA pilots. We all hope these great piston aircraft live on through whatever changes might come.
I guess that can be said about the whole affair, that we can’t help but hope that whatever form Hawker Beechcraft takes as it emerges from bankruptcy, the people who work for the company, its investors and its customers all come away with the very best deal for all and that all of the company’s iconic GA models, from the Hawker 4000 to the Beechcraft Bonanza, live to fly another day.
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Well, if it ain't broke, don't fix it they say. Fine planes, Baron and Bonanza, but their basic designs are more than what, sixty years old... Market is small and getting smaller and there's fresh clean sheet competition.
This chapter of GA might very well be at it's end. Sadly so.
The first GA airplane I flew in was a late '70's V35B so I'll always have a special place for Beech products.
The Beech corporate ownership really haven't made much effort to develop new models, or evolve the old ones. Diamond and Cirrus have developed and certified several entirely new airframes over the last 20 years WITHOUT the benefit of large corporate ownership (Raytheon) or cash flow generated by turbo prop and business jet lines. Glass cockpits are a nice touch, but how about pushing Continental (or someone else) for FADEC engines? Or perhaps some lightening of the structure with composites to improve strength, aero mods to increase the speed and/or fuel efficiency slightly... Something evolutionary that's tangible/different/new might sustain sales a bit longer AND survive the ROI/costs of development test...
All this said, it may well be the sunset of these two fine steeds.
I have to agree with b.read above. If I were wealthy enough to purchase Beech, one of my first projects would be a wholesale updating of their classic GA line. We need next generation ("NG") Bonanzas and Barons, not just rehashing the existing models with updated avionics. Let's see a composite Bonanza NG that takes advantage of all the advances in materials science and aerodynamics that have taken place over the past sixty years. Same for a Baron NG. Keep or improve upon the same performance, features, and capabilities that gave these planes their legendary status but bring them into the modern era. Hell, maybe they can even look into using some of those new diesel engines such as the ones Diamond's starting to use.
DMLou is right on the money with the NG ideas - and not just with these Beech products.
Legacy Cessna, Piper and Mooney products could well use the same suggestions he mentions to remain viable.
Otherwise, just watch- the next time Cessna has to really tighten it's belt, they'll cut piston products claiming 'insufficient volume' when in reality it's management/leadership's profound historic lack of interest in maintaining development of the products. They'll have neglected their product lines to the point of having to abandon them- to a large degree this has happened already, with Diamond and various LSA's making major inroads in the training markets worldwide.
Aircraft production IS a chicken and egg thing- you have to have the products to have the customers- and we all know this industry is famous for grand ideas that never make it through certification, let alone initial prototyping...
In my humble opinion, ALL new certificated GA aircraft should have glass panels, FADEC and/or diesel powerplants (at least as an option, if not standard) to offer SOME compelling reason to spend a multiple of what a fine pre-owned example goes for.
It's sad it takes the threatened demise of these two icons to bring up this whole discussion, but perhaps someone somewhere (with the money and the passion) is reading this... The Beech brand is still untarnished and powerful, it seems to me it's worth saving... Not to disparage, but Cessna King Air just doesn't sound right on a whole number of levels...
I say bring back the F33 updating it with all
recent aviation advancements at a decent
price.
My comment never showed up so I'll try again as one on another thread came up immediately.
Money no object I much prefer the F-33 to the new glass and carbon fiber planes. I've been flying one, or rather the forerunner for a good many years. They are fairly fast, roomy, comfortable, responsive to the controls and one of the easiest to land planes I've ever flown (after you get used to the interconnected controls)
OTOH I'd not be against a carbon fiber version but the plane is a joy to fly. It'll land shorter than many 172s, yet cruise at 190 MPH.
Diamond industries has announced a change of ther business model to emphasis military sales. The Canadian pert of the firm has been bought to a large part by a Dubai holdIng firm. The original Austrian firm has changed hands a few times. Cirrus has reorganized financially several times and in now held by Chinese owners as it could not as neither could Diamond survive without huge financial injection this latest down turn. The D jet is rumoured to be on hold the Cirrus Jet was killed and one reason Cirrus went broke. Cirrus production was great while the tax incentives were good, as was Bonanza, Lancair, and Diamond and Mooney and Piper. All have gone Through bankruptcy type restructuring. Maule seems to defy along with Cessna this Cycle of death. Though Cessna has gone Through several owners as had Beechcraft.
So the prior claims of not needing corporate sponsor ship are while on the face true in reality they were not successful as these firms all went broke a few times. The one long running truism of the light piston market is...a great idea will sink phenomenal amount of money..the market is always smaller then you though..the tax code is what you live and die on...and a good financial structure beats innovation evertime... Btw one of the most "backward ancient designs on the market today owned by the family who started them are the Maule and Husky aircraft. There survival is based on having a financial model that can survive huge swings in demand. And these aircraft are crude compared to the rest of the industry and they just pug along at 1 to 2 aircraft per year.
Having flew a SR20 and a currently flying a 1951 Bonanza, I really think that the beech has nothing better than the SR20...
12000 ft, ISA, @65%, TAS 152 kts for 9.5 gph...
Easy to fly, lands in 650 ft and the strong undercarriage with big wheels makes it fine for most runways... It climbs at 700 ft/min from 7000 ft to 12000ft...
The good old low compression Continental does the job well, and it runs smooth...
I couldn't say the same for the SR20 which was a total disaster for our club.
We broke 2 crankcases in 600 hours, the plane couldn't carry any load and was flying fast.... in descent...
Of course we all want the ideal state of the art next generation airplane with composite structures, glass cockpits, fuel efficient-well performing reliable engines and a low retail sales price. Reality is the difficulties of obtaining the type certificates from the regulators. Until there is a demand for a Beechcraft, Piper, Mooney or Cessna with the new technology resulting from the forward thinking and persistence of these corporations and the new airplane buyers choosing to make a change in this direction by letting said corporations know what they want, then the competitors who are using next generation technology will win out.
Hoping that they will reinsate the Vtail Bonanza and the baby barons with vgs and glass cockpit as standard. They have not been surpassed as of today.
I have this yearning to see those classic, spot-on shapes making the same inspirational shadows on the ground for the next generation but the old adage has never been more true: you are only as good as your next "..." . Wherever the excitement and edgy innovation is occurring is where I want to be. My heart says v-tail but I just sent synergy a few bucks via kickstarter...
