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toward a shallower bank. If I fight ESP and continue, it will shortly seize control and activate the autopilot in heading and altitude mode. Similarly, when I practice stalls, it will begin to nudge the nose downward as I increase the angle of attack and speed decreases. If I persist, it will again take control in the autopilot’s level mode. These protections are designed to prevent Loss of Control – Inflight, the most common fatal ac- cident scenario. That protection is now available in factory-new G36s and G58s.
Interior
Another recent update to the Beech piston airplanes is a series of changes to the cabin interior that provide improved comfort including a sleeker, stowable writing desk in the aft cabin, and about one-inch greater elbow room. My impres- sion is that the seats are a little plusher than in recent years, while still appear- ing taut, businesslike and sharp.
Buyers
I asked sales rep Alex who he sees as the most common G36 buyer. Alex
G36, G58, Citation M2 – a common pathway among new Beechcraft owners.
says some pilots move to the G36 from a Cirrus or older Bonanza. But most frequently, in his experience, it’s a rela- tively new pilot who previously pur- chased a new Cessna 182 and returned to Textron Aviation to buy a new Bonanza. Most buyers, especially those who pre- viously owned a Cirrus, are ultimately aiming for a Citation M2 jet. The most common new G58 purchaser, Alex told me, is that same Citation-bound pilot wanting to get some piston twin time
or corporate f light departments want- ing a short-haul or backup airplane to augment one or more jets in a fleet. Still, some buyers are buying the G58 and G36 to be the last airplane they’ll ever own.
Why does Textron Aviation continue to produce these airplanes? “Because of the enthusiasm of Beech owners,” said Alex. He should know as he was brought up in a Beech family, with his father selling Bonanzas and Barons for 35 years. The airframes are refined to
26 • TWIN & TURBINE / July 2019
Paul Bowen Photography
PHOTO BY AUTHOR