From Point A to B-eechcraft

Hollan’s current 1979 Beechcraft Baron and former 1976 Bonanza.

Terry Hollan has been a pilot for three decades, first entering the cockpit in the late 1980s. He is a passionate aviator, family man and angler but often simply describes himself as a “businessman.”
His lifelong entrepreneurial interests have spanned several diverse industries. They presently include investments in recreational sports, a Mexican bass fishing resort, and life settlement annuities – which have been his primary focus for more than 15 years.

In support of both business ventures and personal recreation, Hollan has owned a number of aircraft over the years. The 9,000-plus hour multi-engine and instrument-rated pilot has owned a cadre of singles and twins.

This list includes a couple of later model 414’s and a Cessna 421. But out of the more than half a dozen birds he has owned and operated, there is a strong trend toward varying Beechcraft models. The first Beech-made aircraft that the lifelong Texan owned was an A36 Bonanza, which he “owned from the start.” Hollan briefly explained the history with this aircraft.

“I’ve used aviation mainly as a tool to go from Point A to Point B. When I lived in Amarillo, I bought a 1976 Bonanza 707T that I recently sold. I kept it all these years and actually trained in that plane. Since I bought it, I put three sets of motors in it, and after I put the last one in, I decided to sell. It was one of the nicest Bonanzas in the world. It was hard to let go of it.”

was in 2019 Hollan decided it was time for the immaculate piston single to be cared for by a new owner. And if any of his aircraft were a case study of his pride of ownership and longevity with a particular model, this Bonanza would be it. But he’s also treated his other aircraft with equally as much respect and care.

“My 1979 Baron 58TC is the same way [one of the nicest of its kind out there]. The avionics are all glass, and nothing has ever been spared on it.” He continued, “My Baron is special for various reasons – new paint, a new interior, new windows, new motors, and an all-new panel with a Garmin 600 TXi, 750 TXi, and GFC 600 autopilot. It has been maintained at the highest level and is capable of 224 knots true at FL190.”

Today, Hollan also owns and operates a 1979 King Air 200. This twin turboprop is the final piece of what could be referred to as a Beechcraft Triple Crown. But it’s not the first King Air he has flown or owned.

“I have owned and financed various King Airs since the early 90s. My current King Air is serial BB-570. It has an extremely high-time airframe but had years of pedigree maintenance before I purchased it. I like King Airs because of their utility. They can take big payloads in and out of small runways and have extremely reliable engines.”

Like any experienced angler, Hollan knows which bait to use and when it’s the best time to use it. This facet extends to his decision-making surrounding which of his two twins to take to one of his most frequent destinations, Lake Baccarac Lodge, a popular fishing lodge he owns in Sinaloa, Mexico.

“For me, where I go, I travel mostly to Mexico. Both the King Air and the Baron are perfect for getting into the small airstrips near the property. These are asphalt runways, but they’re out in the middle of nowhere, so the utility of the aircraft is useful. Down there, we have to maintain our own airstrip, charging stations, parking spaces, and so on.”

Having made the flight so many times, he has an efficient process of getting to one of his favorite destinations.

“In Mexico, I typically fly into MMLM (Los Mochis Internation-al Airport) to clear customs. Our lodge airport is identified as MM12 (Bacubirito Airport), and I have the permit to operate that airport per the rules of the DGAC, the Civil Aviation Authority in Mexico. When flying in the country, my best advice is just to be patient. Follow their rules and you will have no problem.”

With both of Hollan’s aircraft well suited for the 767-nautical mile trip from his home airport, Denton Enterprise Airport (KDTO), the choice between the two typically comes down to anticipated passenger loading and the terminal forecast.

“The King Air will climb at 1,600 plus FPM through 12,000 feet, whereas I very rarely see 1,200 FPM in the Baron. And I very rarely fly without a lot of fuel onboard. Additionally, I can get the King Air up to 27,000 feet to avoid bad weather,” Hollan said.

“Also, when there are more people, I usually take the King Air. The bigger the party, the bigger the mission. It’s always five to eight happy fishermen on board. But if they are more cost-conscious as far as costs associated with an increased fuel burn, then that may sometimes sway the decision towards the Baron,” he explained.

“My particular Baron has the RAM motors. On the trip to my lodge in Mexico, I will usually do that leg in about three and a half hours, between 16,000 to 18,000 feet, with a fuel burn of around 34 gallons per hour. This is a pretty unique Baron, but I think all of the TC’s (non-pressurized) birds perform about the same. This one goes 224 knots at its maximum cruise speed.”

Of course, the King Air 200 is no slouch either and has uncontested attributes Hollan truly appreciates. As a result, it’s a heavily relied upon asset he flies more than 100 hours a year.

“Actually, to be honest, I think that the King Air is easier to fly than the Baron. I mean, your flows and checklists are more intense in the aircraft, but not having to be in that envelope all the time at takeoff and other times is a lot easier. There are other attributes as well that are easier, too.”

The range he gets from the aircraft is impressive as well, frequently from flying Los Angeles to Dallas, a 1,000-plus nautical mile trip. He currently has no plans for more updates in the King Air, but is looking for an upgraded plane with Blackhawk PT6A-61 motors. Hollan did admit there is a downside of King Air ownership, though.

“I’ve never owned a late model King Air and have always owned an earlier model. And you’ve probably heard this before, but the biggest problem with a King Air is the cost to own it. At FL270, the King Air burns 83 GPH and I plan for 96 GPH, block to block. The costs to keep it up are the biggest part being that the systems are old. I had to put fuel controllers on the [PT6A-42] engines the other day and it was $70,000. It never stops!”