N41HW - 1985 BEECHCRAFT QUEEN AIR 65

1985

BEECHCRAFT

QUEEN AIR 65

62-03850

N41HW

Used

As you know, reputation can “make or break” the success of a product in general aviation whether the reputation is good or bad, deserved or not. Hence our discussion here of the Queen Air and the conversion of the Queen Air to the very reliable Excalibur 800, Following are the differences: The Beech Queen Air was an excellent airplane but the original powerplants were not very reliable. They were either Lycoming IGSO-480 (producing 340 HP) or IGSO-540 (producing 380 HP) supercharged, gear driven propeller engines. The Queen Air’s less than stellar reputation came from the original engines not the airframe. Beech decided they had a very reliable, stable, and easy to fly airplane but needed reliable powerplants. Beech decided to put Pratt & Whitney PT-6A Turbine Engines on it and it became the worlds most popular (comfortable, reliable, safe, and easy to fly) cabin class turbine airplane. Ed Swearingen figured if good reliable piston engines could be found for the Queen Air that it too would be a great airplane. The Lycoming IO-720 engine was originally developed for the ag plane industry, which needed high horsepower, low maintenance, reliable “bulletproof” engines. The IO-360 engine has 360 cubic inches with 4 cylinders producing 200 HP. By adding 2 more cylinders you have the IO-540 with 540 cubic inches and 6 cylinders producing 300 HP. If you add 2 more cylinders you have the IO-720, 720 cubic inch, 8 cylinders producing 400 HP. All of these engines have an excellent reputation in the industry for being very reliable. From our 20 year experience and thousands of hours, these engines have proven to be almost “bulletproof”. Using them on the Excalibur Conversion has taken a very reliable, low maintenance airframe proven over the years in the King Air (even though a much more complex version of the same airframe as the Queen Air) and mated a pair of engines originally built for reliability. The problems with the original Queen Air were all engine related, such as engine fires, blowing cylinders, exhaust problems, power management, low TBO, etc. All of this went away with the Excalibur 800 Conversion. The Excalibur 800 Queen Air is the only cabin class twin with normally aspirated engines (no supercharger or turbo). There are no supercharger or turbocharger associated problems with overboosting, cylinder problems, engine fire, etc. There is also no gearbox to content with. A commercial operator has been operating a fleet of 16 of these aircraft for years. He has proven to the FAA the reliability of these engines and even convinced them to extend the TBO to 2400 hours for his 135 operation. In short, the Excalibur Queen Air is a very easy airplane to fly and manage, even for low time pilots. It has an excellent useful load, wide center of gravity, easy to manage engines (same as Cherokee 6/Saratoga series airplane), is very forgiving in takeoff and landing phase, very stable on approach, and especially stable in instrument conditions. I have taken many low time pilots flying with me that had a fresh multi-engine rating or just working on their multi-rating and the comments are always the same. They cannot believe how easy the Excalibur Queen Air is to fly. If fact, they say it is easier to fly than the Piper Seminole, Seneca I, or other similar training aircraft. We actually sold an Excalibur Queen Air to a 250 hour pilot with NO multi-engine rating. He left the airplane here, flew his Mooney home and got his multi-rating the following week, then came back and flew his Excalibur Queen Air home. Since then he has flown his Excalibur Queen Air over 400 hours in the last 2 years and loves it. In all, we have sold 28 Excalibur Queen Airs and everybody likes and enjoys them. I have flown 30 different Excalibur Queen Airs and sold 28 of them in the last 20 years. I have flown them in all kinds of weather and all over the United States, Canada, and down to St. Thomas. I fly my personal Excalibur Queen Air regularly off a 2,600 foot grass strip off the Coast of Georgia and from Gunnison, Co. with a field elevation of 7,800 feet above sea level. The Excalibur Queen Air is more docile, easier to fly, manage, and cheaper to maintain than any of the Piper Navajo or Cessna 400 Series airplanes. For these reasons, I chose the Excalibur Queen Air for my personal aircraft 13 years ago. After 34 years in the Aircraft Sales business, I believe these are the “best kept secret” in aviation. Between my partner, myself, and my two sons we have put over 1300 hours on our personal Excalibur Queen Air and would not consider trading it for any other type of airplane. Mell R. Hall Falcon Aviation, Inc.

12000.0

TOTAL TIME: 12,000 Total Time ENGINE (L): Lycoming Direct Drive IO720 Eight Cylinder Non Turbo 2,200 SFNEW ENGINE (R): Lycoming Direct Drive IO720 Eight Cylinder Non Turbo 2,200 SFNEW

AUDIO PANEL: GARMIN GMA 340 GPS/COMM/NAV: GARMIN GNS 430W COMM 2: KING KY196 RNAV/NAV/DME: KING KNS 80 ADF: KING KR87 AUTOPILOT/FLIGHT DIRECTOR/PRE-SELECT: KFC 200 w/YAW DAMP HSI: KCS55A SLAVED STORMSCOPE: WX 10A TRANSPONDER: GARMIN GTX 330 RADAR (COLOR): KWX 56 COLOR RADAR ALTIMETER: KING KRA 10A

EXCALIBUR SLIM LINE NACELLES CHART HOLDER 100 AMP ALTERNATORS FULL DE-ICE DUAL CALIPER CLEVELAND BRAKES ALCOHOL PROPS SHADIN FUEL COMPUTER HEATED GLASS WINDSHIELDS EXECUTIVE CLUB SEATED INTERIOR WINDSHIELD WIPERS 8 CYLINDER GRAPHIC ENGINE MONITOR DUAL RMI's WRITING TABLE CO-PILOT INSTRUMENTS

US ARMY PAINT SCHEME WHITE OVER OLIVE DRAB w/ BLACK STRIPE

EXECUTIVE BEIGE LEATHER w/ KING AIR SEATS

ANNUAL DUE: 06/19 ** ALL SPECIFICATIONS SUBJECT TO VERIFICATION UPON INSPECTION