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1. 10:36 PM - Re: Re: Cirrus Killer? - A36 (James Courtney)
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| Subject: | RE: Cirrus Killer? - A36 |
Even if you pay a bit more for parts from time to time there actually
seem
to be a comparatively large number of qualified, proficient A&Ps out
there
for Bonanzas just because they're so numerous and have been around for
60
years. I've heard of several shops in Northern, CA in addition to the
one
I've been going to that are good at working on Bonanzas and for Grummans
there's just Gary because the size of the fleet is much smaller. Thus,
if
you must trade in your Grumman, at least find someone knowledgable with
a
nice clean Bonanza to show you around it and take you for a spin. The
Cirrus and Columbia are great planes too so don't give up on those but
the
concerns about the Cirrus you pointed out in the earlier email were
spot-on
strengths of the Bonanzas which is why I brought it up.
Happy shopping!
Jamey
-----Original Message-----
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of
flyv35b
Sent: Thursday, July 27, 2006 6:00 AM
I've heard many of these stories or old wives tales about the high cost
of
parts and maintenance for Bonanzas as well. Agreed, Beechcraft airframe
parts are pretty expensive but so are Cessna and Piper parts. And
during
the 9 years I have owned my Bonanza the only parts I can remember
failing
are a couple of breaker switches and a little strap that holds the
exhaust
tailpipe to the firewall. I paid $65 for the first breaker switch and
the
second I bought from Aircraft Spruce for $15. Same switch but just a
different knob. The tailpipe bracket I replace by making a stronger one
out
of stainless steel and attaching it to the firewall with screws instead
of
rivets. The other part was a recent rebuild of the landing gear motor
which
cost me less about $250. The simple fact is there are very few parts
that
break or fail on the airframe. And the engine, wheels and brakes are
all
generic parts that cost the same no matter what plane you have.
Another fact is: I spend more time taking wheel fairings off and on and
working on the landing gear on Grummans than I do on the retractable
gear on
my Bonanza. The brake linings last about 3 times as long (granted there
are
4 linings on each wheel instead of two) and the tires last twice as long
because they are not scrubbing sideways on every landing when the gear
legs
splay out. My original exhaust collectors lasted for 3800 hrs and they
still were serviceable when I replaced them and there are NO exhaust
leaks
like I fight on Grummans all the time.
I could go on and on but what's the point. No one seems to believe me
when
I talk about how cheap it has been to maintain my Bonanza. Sure my
overhauled engine and new constant speed prop are more expensive than a
Tiger for the average person. But I overhauled my IO-520 engine for
about
$10,000 total parts and machine shop service and did assembly myself and
I
know you can't do a Tiger for any less if you put on new cylinders.
I think you need to talk to about 6 previous Tiger owners that now have
Bonanzas to get another perspective of what the costs are for a more
typical
owner. I could probably put you in touch with 3 or more.
Cliff
----- Original Message -----
Sent: Thursday, July 27, 2006 5:17 AM
Cliff,
I appreciate your comments, and I do keep coming back to look at the
'Bo'
for my mission; but every A&P I know tries to talk me out of it. They
all
have the same refrain: 'part$$$'. And the fact is, I just can't get
what I
consider to be good maintenance support even for my Grumman in the Mid
Atlantic region anymore. I know it helps to be an A&P to own a Bo to
defer
some maintenance costs, but I have yet to have anyone who might
potentially
maintain my next plain enthusiastically endorse the aircraft from a
maintenance perspective...
I guess that rules out the SR-22 as well.
Mark
Time: 08:32:46 PM PST US
MessageAfter owning numerous Cessnas and lots of Grummans over many
years, I guess I am biased also after owning my Bonanza and several
others for about 9 years now. The Bonanza does many things as well as
the newer SR22 and Columbia and several things much better.
One thing that stuck in my mind from a recent conversation with a Garmin
test pilot who has flown many hours in both the SR22 as well as the
Columbia 350 and 400 and an A36 Bonanza. He said that the controls are
heavy in both the SR22 and Columbia and both planes are not as fast as
their advertised speeds, especially the SR22. All three of the normally
aspirated planes are pretty close to the same speed but the Bonanza is a
much nicer flying plane when it comes to control effort and response.
I haven't see any SR22's in the back country strips in Idaho where I
t ake the Bonanza.
Cliff
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