Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1947 Luscombe 8E.

Pilots are increasingly embracing the many potential advantages of owning and flying vintage aircraft dating to the 1940s and ’50s. While machines like the Luscombe 8 series and the Piper Cubs, Aeronca Champs, and Cessna 140s it competes with are not built for speed, they have other endearing qualities including short-field performance, good looks, and the ability to start conversations wherever they land.

Compared with many of its contemporaries, the Luscombe is less fragile-looking and, when equipped with wheel pants like the aircraft for sale here, displays a smooth, streamlined shape that reminds us of racy designs from aviation’s golden age. The aircraft makes a pleasant traveling platform for two people who know how to pack lightly and are not in too much of a hurry to reach their destination. Still, it will get you there much sooner than driving.

This 1947 Luscombe has 2,330 hours on the airframe and 750 hours since overhaul on its 90 hp Continental C-90 engine. Its panel includes a Garmin GTR 200B com with intercom and a GTX 330 transponder. Additional features include Groves brakes, new alternator and voltage regulator, and new BAS shoulder harnesses. The aircraft’s carburetor was rebuilt last year, and its exhaust was replaced in 2020. 

Pilots looking for a classic two-seat taildragger, especially those who prefer the unusual combination of control sticks with side-by-side seating, should consider this 1947 Luscombe 8E, which is available for $45,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: The Luscombe 8 Offers a Unique Trip Back in Time
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• Plane & Pilot: Luscombe Phantom II: A Modern Time Machine
• Plane & Pilot: Luscombe Silvaire 8F: A Classic LSA

The post This 1947 Luscombe 8E Is a Rugged, Mid-Century ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Boeing has entered into a deal to buy 7.5 million gallons of blended Neste MY Sustainable Aviation Fuel for its commercial airplanes business operations, the fuel producer announced Tuesday.

The purchase marks Boeing’s largest annual SAF purchase to date, 60 percent more than in 2023, Neste said.

“Sustainable aviation fuel is essential to decarbonize aviation,” Ryan Faucett, vice president of environmental sustainability at Boeing, said in a statement. “About 20 percent of our fuel usage is a SAF blend, and we continue to increase our use of this fuel to encourage growth in the SAF industry. We are also working to make SAF more available and affordable to our commercial airline customers through collaboration, investment, research, and policy development.”

• READ MORE: Business Aviation Industry Groups Aim to Speed Adoption of SAF

SAF is a renewable aviation fuel consisting of 30 percent renewable waste and residue raw materials, such as fats, oils, and greases used in cooking, which is blended with 70 percent conventional jet fuel. 

According to Neste, the use of SAF reduces greenhouse gas emissions by up to 80 percent over the fuel’s life cycle, compared to using conventional jet fuel.

The total volume of blended SAF purchased will be supplied to Boeing’s commercial operations directly or through a book-and-claim system, according to the company. Four million gallons of blended SAF are destined for Boeing fuel farms in the Pacific Northwest. EPIC Fuels, a Signature Aviation company, will supply 2.5 million gallons and Avfuel will provide 1.5 million gallons of blended SAF from Neste. 

This latest order will be used to support the Boeing ecoDemonstrator program and Boeing’s U.S. commercial operational flights through 2024.

Boeing will also purchase SAF certificates corresponding to the emission reduction provided by the use of 3.5 million gallons of Neste-produced blended SAF produced through a book-and-claim system.

• READ MORE: Jet Aviation Signs Deal with World Fuel Services to Sell SAF at 2 More FBOs

Book and Claim 

Book and claim is an accounting process in which a company purchases SAF certificates to displace conventional jet fuel. Instead of putting the fuel into a Boeing fuel farm, distributors will deliver it to nearby airports for use by airlines and other carriers, ensuring the corresponding SAF use and related greenhouse gas emission reductions.

“Sustainable aviation fuel is a key lever to reduce aviation emissions,” said Carrie Song, senior vice president of commercial renewable products at Neste. “Working together with aviation sector leaders like Boeing is crucial in accelerating SAF usage and production.”

The post Boeing Ready to Buy 7.5 Million Gallons of SAF appeared first on FLYING Magazine.

The late 1950s and early ’60s saw a frenzy of aircraft development. Largely driven by military contracts that called for a specialized type dedicated to each role, variety abounded, and unique designs emerged to address the many military requirements of the era.

Cessna was no exception, and it took an interesting approach to developing a new model in September 1959. 

Historically, Cessna would modify civilian types for military use. For example, the 310 became the U-3, the 185 became the U-17, and the 172 became the T-41. In the case of the 407, the company reversed the process, using the existing T-37 “Tweet” primary jet trainer as a starting point and modifying it for civilian use. By installing new engines and modifying the cabin section, it aimed to convert the two-place military trainer into a comfortable, four-place personal jet.

There was some precedent for this new category of aircraft. Just seven months prior, French manufacturer Morane-Saulnier introduced the MS.760 Paris, a four-place jet with similar dimensions. With both military contracts and civilian sales secured, Morane-Saulnier appeared to have found multiple markets and would ultimately go on to build more than 200 examples.

Never one to happily cede market share, Cessna observed that it could pursue the blossoming personal jet market and also possibly secure some additional military contracts with minimum investment. By utilizing many of the same components and tooling as the T-37, much of the necessary development work could be avoided. Building a full-scale wooden mock-up and beginning construction of the first prototype, the marketing group began a sales tour, pitching the concept at various locations around the U.S.

Outwardly similar to the T-37, the 407 utilized the same tail section and wing as the jet trainer but repositioned the engine nacelles 9 inches outward to create more internal space. The cabin utilized this additional space to accommodate four passengers and their baggage. Occupants could easily step into the low-slung cabin without the need for separate steps or ladders, a welcome change from the MS.760, which required occupants to climb a stepladder and clamber into the cockpit from above—decidedly unsophisticated for the target customers of luxurious private jets.

Like the MS.760—but unlike the T-37—the 407 would incorporate a pressurized cabin for passenger comfort. This helped to enable a rather impressive service ceiling of 46,400 feet, some 13,000 higher than that of the French jet. At a more typical cruising altitude of 35,000 feet, the 407’s cabin altitude would have been maintained at a reasonable 8,000 feet.

Performance-wise, Cessna promised some fairly impressive numbers. With a 4,657-pound empty weight and 9,300-pound gross weight, the team boasted a range of 1,380 nm and a maximum level speed of 423 knots. The stall speed was listed as a relatively low 84 knots, making the jet capable of accessing runways of around 3,000 feet in length. 

Ultimately, like some other intriguing concepts from Cessna, the 407 was not to be. The mock-up pictured was, in fact, a T-37 with a wooden cabin section. And while construction of actual cabin sections was underway, the entire 407 project was abandoned in favor of the massively successful Citation family, the first of which flew in 1969. Interestingly, the FAA registry shows that Cessna registered a 407 as N34267, with serial number 627, indicating the project was full steam ahead, right up until the end.

The post Cessna 407: Full Steam Ahead, Right Up Until the End appeared first on FLYING Magazine.

St Barth Executive, a French VIP air charter service based in the Caribbean, is scheduled to be the launch customer of Tecnam’s twin-engine P2012 STOL, the aircraft manufacturer announced. 

According to Tecnam, the short field capabilities of the 11-place aircraft make it the perfect platform for a unique environment such as the West Indies.

Designed as a commuter and cargo aircraft, the P2012 STOL will be used for scheduled service from Pointe-à-Pitre International Airport (TFFR) in Guadeloupe to Gustaf III Airport (TFFJ) in St. Barth. The aircraft will be the first to be operated under the Air Inter Iles brand by St Barth Executive, with three flights per day and up to six flights per day during the high season.

The flight is less than an hour and will allow travel between islands that were previously only accessible by boat.

• READ MORE: EASA Certifies Tecnam P2012 Traveller STOL Variant

“We are delighted that St Barth Executive has chosen the P2012 STOL,” Giovanni Pascale, Tecnam managing director, said in a statement. “It is the right aircraft for their operations. We are proud to see our aircraft landing at this iconic airport.” 

The P2012 STOL is a turbocharged, twin-engine high wing aircraft that can be flown single pilot. Designers say the cabin is ergonomic and has excellent leg room and underseat storage.

“We are thrilled to begin a new era for St Barth Executive with new scheduled services betweenGuadeloupe and St. Barth,” said Vincent Beauvarlet, president of St Barth Executive. “We have been waiting for more than 10 years for a type of aircraft capable of flying between our islands, with very specific runways.” 

The airline also operates a fleet of Pilatus PC-12 NG/NGX.

• READ MORE: Kenai Aviation Adds Tecnam P2012 to Alaskan Fleet

Beauvarlet noted that the runways are short and very technical, requiring both an appropriate STOL aircraft and a pilot with good short field skills. The capability of the P2012 STOL allows St Barth Executive to expand its operation.

“No business plan was realistic until the launch of the P2012 STOL for our islands and the passenger, cargo, and medevac activities we need to develop,” Beauvarlet said.

The post Caribbean Charter Set to Be Tecnam P2012 STOL Launch Customer appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1994 SOCATA TB-21 Trinidad TC.

The SOCATA TB-21 Trinidad TC represents the top of what many call the French manufacturer’s “Caribbean series,” which also includes the less-powerful, fixed-gear Tampico and Tobago. All of the TB models are stylish designs that look great on the ramp while providing pilots and passengers with roomy, comfortable cabins. The turbocharged TB-21 TC is well suited to high-altitude cruising, where pilots often can take greater advantage of favorable winds and thinner air.

While the TB-21 is a fairly rare aircraft in the U.S. and has an exotic, unfamiliar look, it is not an obscure oddball with hard-to-find parts. Indeed, parent company SOCATA, which builds the TBM single-engine turboprop, has made a point of supporting its older models. This means owners do not have to worry about their aircraft becoming “orphans.”

This TB-21 Trinidad TC has 2,380 hours on the airframe, 229 hours since overhaul on its Lycoming TIO-540 engine, and 1,830 hours since overhaul on its two-blade Hartzell CS propeller.

The panel includes a Garmin GMA 340 audio panel, GTX 345 ADS-B transponder, GNS 530 GPS Nav/Com, Bendix-King KX165 Nav/Com, KN64 DME, KFC150 autopilot, Insight GEM engine monitor, Shadin fuel flow computer, Horizon Instruments P1000 digital tachometer, BFG WX950 Stormscope, and standby electric attitude indicator.

Additional equipment on the aircraft includes a TKS ice protection system, factory oxygen system, Tanis engine preheater, sun visors, CO Guardian carbon monoxide detector, and Kenwood CD player and AM/FM radio.

Pilots looking for an uncommon four-seat retractable airplane with a stylish design and comfortable cabin should consider this 1994 SOCATA TB-21 Trinidad TC, which is available for $249,900 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: DAHER-SOCATA’s Caribbean Line Gets Glass Cockpits
• FLYING Magazine: A Fellow New Airplane Owner Starts with an Unusual Choice
• FLYING Magazine: Panic Over Pacific Thunderstorms
• Plane & Pilot: Socata Trinidad GT
• Plane & Pilot: SOCATA Trinidad TB-20 GT/Trinidad TC/Trinidad TB-21 GT

The post This 1994 SOCATA TB-21 Trinidad TC Is a Rare, Stylish ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1977 Beechcraft Baron 58P.

Pilots can gain several advantages by stepping up to a light twin from a single-engine piston aircraft. The redundancy of an extra engine brings a welcome sense of security when flying in IFR conditions, either at night or over forbidding terrain, because the airplane can continue to fly if one engine fails. Pilots who fly in such conditions regularly can reduce their stress level and that of their passengers while enjoying a bump in useful load by flying a twin. The list of  typical advantages over piston singles includes higher climb rates and cruising speeds.

The Baron 58P for sale here is pressurized, which is a rare feature among light twins that gives it the feel of a larger aircraft when flying at higher altitudes. Pilots will appreciate the increased travel speeds available in the flight levels while passengers will be happy to avoid wearing cannulas for supplemental oxygen. The overall experience can approach that of first-class airline travel.

This Baron has 4,207 hours on the airframe and 148 hours since factory remanufacture on each of its 325 hp Continental TSIO-520 engines. The aircraft is equipped with electronic ignition and vortex generators, carries 196 gallons of fuel, and has a maximum takeoff weight of 6,100 pounds.

The panel features Garmin GTN 750 and GTN 650 GPS/Nav/Coms, Flight Stream 510, Garmin 340 audio panel, GTX 345 transponder, Sandel 3308 HSI, King Century IV autopilot, and Gemini engine monitor.

Pilots with complex travel plans that include long stretches over water, mountain terrain, or at night could benefit from the added security of twin-engine redundancy with this Beechcraft Baron 58P, which is available for $265,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Beechcraft Baron G58
• FLYING Magazine: Finding a Home for a Beechcraft Baron
• FLYING Magazine: Beechcraft Baron: A Retrospective Look
• Plane & Pilot: Touch-Screen Baron
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• The Aviation Consumer: Used Aircraft Guide: Beech Baron 58

The post This 1977 Beechcraft Baron 58P Is a Significantly Upgraded ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The company behind Northern Air Cargo has taken delivery of two widebody freighter aircraft this year and immediately placed them in storage because there isn’t enough business to operate them profitably despite the improved outlook for the global airfreight market, FreightWaves has learned.

The decision represents the latest case of an all-cargo airline throttling back on fleet expansion plans made during the COVID-19 crisis when a shortfall in shipping capacity sent rates through the roof and made freighters valuable assets.

Northern Air Cargo, which serves communities in Alaska from its base in Anchorage, lost $12 million in the 12 months ended September 30, according to data on airline performance metrics compiled by the U.S. Bureau of Transportation Statistics.

The idled cargo jets wear the brands of sister companies Aloha Air Cargo and Miami-based StratAir. Northern Air Cargo operates planes on behalf of both businesses.

The three companies are part of privately held Saltchuk Resources, a diversified freight transportation, logistics and energy distribution conglomerate based in Seattle. In 2021 and 2022, Saltchuk’s leasing subsidiary bought seven used Boeing 767-300 passenger jets and has been sending them to a Boeing partner site in Singapore to modify into main-deck freighters for the cargo airlines.

NAS Aircraft Leasing Co. (NALC) received two 767-300 converted freighters from Boeing in January and April and moved them to a storage facility until market conditions improve, Saltchuk Aviation spokeswoman April Spurlock said in an email.

Aircraft tracking site Flightradar24 shows the airplanes are being stored in the desert at Roswell Air Center in New Mexico.

“Throughout 2023 and 2024, the global air cargo market has experienced elevated costs and shifting market dynamics which has led to depressed pricing and cargo yields,” Spurlock said. “Due to this softening of the cargo market, Northern Air Cargo has taken steps to reduce its overhead costs and increase its revenues.”

The two new cargo jets will eventually replace aircraft the company will return in the near future when their lease ends. NALC currently leases three 767s from Air Transport Services Group (NASDAQ: ATSG), according to aviation analytics firm Cirium. A decision on when to place the new 767s into service will depend on several factors, including market conditions in the Caribbean and in Central and South America, where StratAir operates, she added.

StratAir is an airfreight logistics provider that charters airlift from NAC. It currently utilizes four 767 freighters operated by NAC.

Northern Air Cargo and Aloha Air Cargo operate a total of 16 aircraft: nine Boeing 737-300/400 Classics, a newer 737-800 and six 767-300 medium widebodies. All 767s are on NAC’s operating certificate and flown by NAC pilots. Saltchuk Aviation swaps aircraft among carriers as needed. One of the 767s flown by NAC for StratAir out of Miami to places such as San Juan, Puerto Rico, and Lima, Peru, for example, has an Aloha Air Cargo livery.

Aloha Air Cargo, which had a profit of $30 million in the fiscal year that ended September 30, operates interisland routes in Hawaii and to Seattle and Los Angeles. On a combined basis, Aloha and NAC posted $18 million in net income for fiscal 2023.

NALC has taken delivery of six converted freighters so far. It has not started work on the seventh Boeing conversion yet, and there is no firm date to do so, said Spurlock.

There are costs to keep an airline dormant, such as storage, regular maintenance to ensure electrical and hydraulic systems don’t deteriorate, and special maintenance service when a plane is reactivated. But industry professionals say it is cheaper to ground an aircraft than operate it if load factors are low.

NAC also laid off three administrative personnel as part of its effort to reduce costs, said Spurlock.

The airfreight market has been steadily recovering since a 16-month downturn hit bottom late last summer. During the first quarter, cargo volumes increased about 12 percent year over year, based on the average metric from various data providers. Industry analysts expect annual growth of about 3.5 percent over 2023 levels. But cargo growth varies by region, with major trade lanes out of Asia boosting the global average. North America, for example, had the weakest growth in February of any region, according to the International Air Transport Association. Also, Northern Air Cargo, Aloha Air Cargo, and StratAir play in specialized markets that are subject to their own unique dynamics.

Saltchuk Aviation and Northern Air Cargo aren’t alone in feeling the consequences of the freight recession in 2022-2023.

Miami-based Amerijet, which competes with StratAir, recently went through a restructuring with new ownership and returned six Boeing 757 converted freighters to lessors less than two years after acquiring them. FedEx Express is parking a portion of its fleet because of soft parcel demand. Canada’s Cargojet abandoned plans to acquire eight Boeing 777s and convert them for cargo. Air Canada backed out of a deal with Boeing for two 777 factory freighters. GlobalX, a startup charter operation in Miami, is concentrating fleet expansion on the passenger side of the business, rather than cargo. And Air Transport Services Group has sharply cut back on capital expenditures and postponed sending some aircraft to conversion sites.

Editor’s Note: This article first appeared on FreightWaves.

The post Cargo Airline Sends New Boeing 767 Freighters Directly to Storage appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 2010 Aviat A-1C-180 Husky.

There is a reason the Aviat Husky reminds many people of a Piper PA-18 Super Cub. It is because the airplane’s designer, Frank Christensen, had the Cub in mind. He had tried to buy the Super Cub design from Piper with a plan to build an improved version. Piper declined the offer, however, leaving Christensen, who produced the Christen Eagle aerobatic biplane, to design his own STOL utility machine. He started with a list of improvements that, many pilots feel, make the Husky a more pleasant airplane to fly than the Super Cub.

Several versions of the Husky have rolled out of the factory since the first one flew in 1985. The 180 hp model for sale here hits a sweet spot for many pilots, combining strong short-field and load-carrying performance with decent cruising speed, comfort, and fuel efficiency. Wipline 2100 amphibian floats are included, as are standard wheels and oversize bush wheels and tires.  

This 2010 Husky has 1,129 hours on the airframe and 1,132 hours on the 180 hp Lycoming O-360-A1P engine and MT 3-blade propeller. The VFR panel includes a Garmin 696 GPS. The aircraft is equipped with vortex generators.

Pilots looking for a strong STOL performer with cruise speeds suitable for longer cross-country trips and the option for operating on water should consider this 2010 Aviat A-1C-180 Husky, which is available for $250,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Husky Experience Offers Backcountry Fun
• FLYING Magazine: Husky Gets Hartzell Trailblazer
• FLYING Magazine: Video: Reverse Taxi in a Husky
• Plane & Pilot: Aviat‘s Husky Adds New Tricks
• Plane & Pilot: Plane & Pilot Photo/Video of the Week: Autoland in a Husky?
• The Aviation Consumer: Aviat Husky
• AVweb: Buying Utility STOL: Ignore the Ad Hype

The post This 2010 Aviat A1-C-180 Husky Is a Short-Field Wiz and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The popularity of Tecnam aircraft at the training level continues to grow as evidenced by the increase in its designs being delivered to flight schools around the world.

During a press conference at the Sun ‘n Fun Aerospace Expo (SNF) on Thursday in Lakeland, Florida, the Italian aircraft manufacturer announced HCH Aviation, a Part 141 school based in Nacogdoches, Texas, is transitioning to an all-Tecnam fleet.

According to Tecnam, the school, which is operated in partnership with Stephen F. Austin State University, uses twin-engine P2006Ts for multiengine training. HCH Aviation has ordered 15 of the single-engine Tecnam P-Mentors to augment its fleet. At the present time the school has 75 students—a number expected to double within the coming year.

• READ MORE: Oregon Flight School to Buy 10 Piper Aircraft

“Tecnam has been a wonderful partner in assisting our team in our aircraft needs,” said Kristen Conklin, HCH Aviation president. “Having a standardized fleet using Tecnam makes complete sense for our team from both a business and training perspective.”

Tecnam Aircraft to Brazil

Tecnam and EJ Escola Aeronautica Civil have announced a letter of intention for the Brazilian flight school to add 30 Tecnam P92 MkIIs to its fleet. The school is particularly intrigued by the aircraft’s state-of-the-art glass cockpit designs.

EJ Escola Aeronautica, based in São Paulo, has been training pilots since 1999. It boasts more than 60 aircraft in the fleet, which are spread out in three locations.

Tecnam noted the P92’s short-field performance, excellent climb and efficiency are now combined with the MkII’s composite fuselage for improved cruise performance. The cabin volume has also been increased to allow for wider seats, additional forward and aft adjustment, and improved ergonomics.

The aircraft are equipped with advanced Garmin G3X touch avionics and available with synthetic vision and ground proximity warning, providing additional navigation and situational awareness.

“Tecnam is our choice to take EJ into the new era of modern flying, where fuel efficiency, sustainability, digital technology, and good flight characteristics are a must,” said Josué de Andrade, director and co-founder of EJ Escola Aeronautica Civil.

Said Walter Da Costa, Tecnam’s chief sales officer: “We are very pleased that the most important flight school in Brazil has chosen Tecnam to replace and upgrade its fleet. Today’s students are very demanding and deserve brand new aircraft with the latest technology.”

Throughout the industry there has been an initiative to reduce carbon emissions in aviation, both at the airline level and at flight schools. One of the selling points for the Tecnam designs is its relatively green operation.

According to the company, flight schools operating Tecnam’s single- and twin- engine fleets can save as much as 10 tons of carbon dioxide emissions for every single student graduated with a commercial pilot certificate, which represents a 60 percent reduction compared to fleets using 100LL fuel in 155 flight hours.

Kenai Aviation Adds Tecnam to Fleet

Flight schools are not the only entities relying on Tecnam for fleet operations. During a press conference at SNF, Tecnam and Kenai Aviation announced the Alaska-based operator has added a third Tecnam P2012 Traveller to its fleet.

The first P2012 Traveller entered into service with Kenai Aviation in 2022, coming immediately after the delivery ceremony at the Sun ‘n Fun. The second P2012 was delivered a year later. 

The twin-engine aircraft have been used to transport passengers and freight, and according to Kenai Aviation officials, the Traveller is the “aircraft of choice” for the short haul operations in the Anchorage area.

• READ MORE: Tecnam Delivers P2012 To Kenai Aviation at Sun ‘n Fun

The Traveller is a turbocharged twin-engine high-wing aircraft that can be used for freight or to transport nine passengers with one or two pilots. The aircraft is equipped with TKS deicing capabilities, which is a must in Alaska’s challenging and dynamic weather environment.

“Our third P2012 is the proof we have found the aircraft that is perfectly suited for our commuter markets in the state of Alaska,” Joel Caldwell, Kenai Aviation CEO and owner, said in a statement. “The P2012, designed specifically to meet the needs of our scheduled commuter markets in south central Alaska, has exceeded our expectations.”

The post Tecnam Signs Deals for HCH Aviation Fleet Transition appeared first on FLYING Magazine.

Daher says it is struggling daily with supply chain issues that have slowed production.

At a news conference at Sun ‘n Fun Aerospace Expo 2024, Nicolas Chabbert, senior vice president of Daher’s Aircraft Division said the strained production has resulted in two-year backlogs for both the Kodiak and TBM lines of high-performance turboprops.

“We would like it to be about a year,” he said. He said sourcing and acquiring the correct parts is a daily challenge for the company, but it is improving and the company has been steadily producing aircraft. It delivered 56 TBMs and 18 Kodiaks last year and is targeting delivering at least 60 TBMs and 25 Kodiaks in 2024.

• READ MORE: Daher Delivers 74 Aircraft During 2023, Reports Orders for 100 More

Meanwhile, the company has added some safety enhancements to its flagship TBM 960 by adding systems to detect unresponsive pilots. If the pilot doesn’t interact with the aircraft or controls in some way in a 30-minute span a voice annunciation sounds. It will try twice more to rouse the pilot before activating the autoland system.

It also added lights to indicate if the yaw damper has been activated, a “check gear” light and a “propeller abort” if the propeller isn’t correctly configured for takeoff. It’s also added 3D SafeTaxi and runway occupancy alert. A nosegear-mounted taxiing light has also been added.

Editor’s Note: This article first appeared on AVweb.

The post Amid Supply Chain Challenges, Daher Hopes to Boost Production appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 2017 Glasair I.

The sleek, composite airplane for sale here is a descendant of the original Glasair I that Tom Hamilton developed during the 1970s. That innovative design was a watershed for the kitplane industry and continues to influence amateur-built composite experimental aircraft today. Using layers of foam and fiberglass to construct the Glasair, Hamilton wound up with a two-seater that was light and aerodynamic enough to fly at nearly 200 mph using small, fuel-efficient general aviation engines such as the Lycoming O-235 and IO-320.

The Glasair design has benefitted from continued development and numerous improvements since its first flights in 1979—growing larger and gaining retractable landing gear (the original was fixed gear). Customers have bought thousands of kits of this and other Glasair models, making them fairly regular sights at GA airports—the 300-hp Glasair III is an air-racing staple in the Sport Class. Glasairs are still well represented in the used market and a strong user group helps owners source parts no longer available from the factory, which closed in late 2023. 

This 2017 Glasair I has 200 hours on the airframe and its Lycoming IO-320 engine. The engine uses a Precision Airmotive Silver Hawk EX fuel injection system and an E-Mag Model P113 electronic ignition. The panel includes dual Dynon EFIS D-100s, Garmin 695/696 GPS, Garmin GDL 82 with ADS-B Out,  Stratus 3 ADS-B receiver, dual Icom IC-A200 VHF transceiver radios, Advance ACS 2002 engine monitor, and Dynon Avionics intercom.

Pilots looking for high performance in a light, aerodynamic, and fuel-efficient two-seat experimental aircraft should consider this Glasair I, which is available for $150,000 on Aircraft For Sale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Tom Hamilton and the Glasair
• FLYING Magazine: Expanding the Campaign at Reno
• FLYING Magazine: Advanced Aero Components Acquires Glasair II and III Assets
• Plane & Pilot: New Glasair
• Plane & Pilot: New Glasair Glastar
• Plane & Pilot: The Homebuilt Aircraft Advantages and Other Considerations
• AVweb: Randy Lervold Is Glasair Aviation’s New CEO
• KITPLANES: Safety Is No Accident: Glasair and GlaStar
• Owners Association: Glasair Aircraft Owners Association

The post This 2017 Glasair I Is a Kitbuilt ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Textron has shown off its refreshed T182 turbocharged model.

In a news release from Sun ‘n Fun Aerospace Expo 2024, the company said the T182—like the 172, 206 and T206— has received interior facelifts and the first deliveries of the aircraft have occurred. Production of the T182 was paused in 2013 and Textron announced its revival in 2022.

“Textron Aviation’s investment in the Cessna piston aircraft lineup demonstrates the company’s continued enthusiasm and support for pilots worldwide, whether they are pursuing training ambitions or planning their next adventure,” the company said.

• READ MORE: Cessna Turbo Skylane

The upgrades announced include new seats, power headset jacks at every seat, A and C USB charging ports at every seat, along with side and cell phone pockets throughout the aircraft. There is also integrated overhead air conditioning on aircraft with that option and a new center armrest available on certain models.

Editor’s Note: This article first appeared on AVweb.

The post Textron Revives T182, Announces Upgrades appeared first on FLYING Magazine.

It’s not every day I long to take multiple lives with my bare hands. Or fantasize about setting up lethal booby traps that employ electrical current to deliver swift death to my enemies.

But the other day, when I opened up my engine cowl during a preflight inspection and discovered several pounds of grass, twigs, and debris packed tightly into every nook and cranny of my engine compartment, the local starling population was fortunate they were out of my reach. 

It had been a long week, and for days, I’d been looking forward to the simple pleasure of solitary pattern work at a nearby 1,700-foot grass strip that I love. The runway is rolled so frequently, it’s as smooth as a pool table. After a long, frustrating day of work, an hour or so of landings is a great way to clear my mind and unwind.

• READ MORE: When It’s Better to Have It and Not Need It

On this particular day, however, the birds had ensured my trip to the hangar had the opposite effect. I worked for about 30 minutes with a flashlight, needle nose pliers, and a Shop-Vac to remove the piles and piles of brush and grass from around the engine before finally giving up. I wasn’t convinced I’d be able to remove every last bit of it, and given the fire hazard it presented, I decided I’d let my mechanic remove the cowl and blow it all out thoroughly when he arrived for some unrelated work later in the week.

As I reflected on the day’s ruined flight, two observations occurred to me. First, while the shopping process for a hangar to rent is nowhere near as complex as that of an airplane, one can still benefit from some basic detective work. And second, when given the choice, a nicer hangar is most likely worth the extra investment.

Last summer, I opted to move out of my original hangar and into my current one, reasoning that I preferred to share the two-airplane hangar with my friend Dan, who occupies the other half. While it would be difficult to give him up as a hangar mate, the extremity of the bird infestation now has me reconsidering the move. I simply never took the time to look into the new hangar in depth. A hangar is a hangar, I thought.

• READ MORE: 5 Things I Wish I Had Known Before Buying My First Airplane

Now, with a few years of ownership behind me, I’m able to assemble a list of subtle but important concerns that will dictate my selection of future hangars. The current bird concern tops the list, as so much time can be wasted cleaning off droppings and clearing out nest materials. But I’d also approach existing hangar tenants to determine whether water seeps in through the roof or beneath the walls and whether ice dams trap form during the winter.

I’d also ask about the land immediately around the hangar and find out whether it floods and how well the snow is actually cleared during winter. If the main door is electric, I’d be curious to know what happens in the event of a power outage and whether a small generator or battery pack could be plugged in to get the airplane in or out. After all, a power outage that leaves the door open ahead of a violent storm could be disastrous for both the hangar and the airplane inside.

Cell service would also be a concern. With decent coverage, I’d have good day-to-day connectivity, and I’d be able to use a remote switch to turn my engine preheater on or off from home. Good coverage would also enable the installation of cameras, both for security and to check the runway and ramp conditions before making the drive to the airport. My current location has terrible coverage, and all of these things are challenges.

• READ MORE: The Pros and Cons of Aircraft Towing Solutions

I would never have thought of these things when I first bought my airplane. But now that I know what to look for and what questions to ask, I’d spend some time hanging out at potential airports a bit and learning about their hangar situations before deciding on any particular location. And if faced with a nicer hangar option that comes at a premium cost, I’ll consider how much time and effort I’ve had to spend dealing with the various woes of a bad hangar and account for that in my decision-making process.

As for my current bird situation, I’ve got a plan. The airfield has recently been sold to a new owner. He’s not a pilot, just an enthusiast looking to get into aviation as a hobby. And it sounds like he has yet to go up for a flight with anyone.

There’s an old saying: “A good lawyer knows the law, and a great lawyer knows the judge.” Perhaps a nice evening flight among the hayfields will kick off a good working relationship with the new guy. With any luck, it just might culminate in some weatherstripping, deterrent spikes, and maybe a cat or two to address the bird problem.

The post Going to the Birds, And How Not To appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1975 Cessna 414 Chancellor.

Cessna’s 414 Chancellor was the last of the company’s pressurized 400-series twins and was meant to bridge the price gap between its nonpressurized models and the flagship 421 Golden Eagle. Many 414s were pressed into Part 135 service with small charter and air taxi operators, but the model was also popular with owner pilots as a personal aircraft for business and leisure travel. Pilots who have flown the 414 regularly generally sing its praises because of its combination of performance, comfort, and economy.

Flying in the roomy, cabin-class 414 is a pleasure in part because there is plenty of space to move around and find a comfortable seating position. The pressurized cabin is quiet enough to hold conversations without headsets, and there is a lot of storage space inside for provisions and personal items needed during the flight.The Chancellor also performs well on fairly short strips, giving pilots an extra measure of flexibility when choosing destinations. The thought of long cross-country family trips in a 414, flying high above the Rocky Mountains and other potentially threatening terrain, is inspiring. 

This 1975 414 has 7,140 hours on the airframe, 1,120 hours since overhaul on each of its 335 hp RAM Vi-modified Continental TSIO-520 engines, and 35 hours since overhaul on the propellers. The aircraft received a new interior and paint in 1994 and is equipped with air conditioning and vortex generators.

The panel features King KMA 24 audio panel and KX 155 Nav/Com, Garmin 430W GPS/Com, Garmin 200 MFD, 330ES transponder, and Collins AP107 autopilot with Flight Director.

Pilots who need more power, speed, and load-carrying capacity than a typical entry-level light twin should consider this turbocharged, pressurized 1975 Cessna 414, which is available for $100,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Like New Cabin-Class Twin: A Cessna 414A Restoration
• FLYING Magazine: Cessna 414A Chancellor Restoration
• FLYING Magazine: Mackinac Island Is Especially Stunning by Air
• Plane & Pilot: Cessna 411/414 Chancellor
• The Aviation Consumer: Used Aircraft Guide: Cessna 414

The post This 1975 Cessna 414 Chancellor Is a High-Flying, Cabin-Class ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The Sun ‘n Fun Aerospace Expo is always a busy time for aircraft manufacturers, and it certainly has begun that way for Piper Aircraft. On Tuesday, the first day of the show, the Florida-based manufacturer announced the sale of 10 aircraft to Hillsboro Aero Academy (HAA) in Oregon.

According to Piper, HAA has purchased five Archer TX and five Pilot 100i aircraft, with the first delivery scheduled for early 2027.

• READ MORE: Piper Announces FAA Type Certification for M700 Fury

“We’re excited to collaborate with Hillsboro Aero Academy in supplying cutting-edge training aircraft and look forward to welcoming them into the Piper Flight School Alliance,” said Ron Gunnarson, Piper’s vice president of marketing, sales and customer support. “Piper is known for providing flight schools with durable and reliable trainers, and we’re confident these aircraft will help them grow their mission to provide thorough and cost-effective flight training to students in the world’s finest training aircraft.”

• READ MORE: A Virtual History of the Piper Cub

Hillsboro Aviation Academy was established in 1980 and over the decades has trained pilots in both airplanes and helicopters from 75 countries. The school has two locations for airplane pilot training in Hillsboro, west of Portland, and in Redmond, Washington.

“Our commitment at Hillsboro Aero Academy is to provide top-notch training for our students, and these new aircraft will be pivotal in achieving that objective,” said Nik Kresse, vice president of airplane operations at HAA. “We are pleased to announce the purchase of these 10 new aircraft from Piper and look forward to this new partnership.”

Diesel and DeltaHawk Engines

The sale to the flight school wasn’t the only news Piper announced Tuesday. The company has also entered into a memorandum of understanding (MOU) with Wisconsin-based DeltaHawk Engines.

According to Piper, the MOU will facilitate a collaborative effort aimed at exploring the feasibility of integrating DeltaHawk’s diesel engine into Piper’s PA-44 Seminole aircraft.

“We are thrilled to collaborate with Piper Aircraft on this exciting project,” said Christopher Ruud, CEO of DeltaHawk. “Our advanced diesel engine technology has been developed to meet the evolving needs of the aviation industry, and we see tremendous potential in integrating it into Piper’s PA-44 Seminole.”

The MOU outlines the development of a supplemental type certificate (STC) for the installation of DeltaHawk’s diesel engine into both new and retrofitted Seminole aircraft. The Seminole is one of the most popular multiengine trainers in existence and is used by flight schools around the world.

DeltaHawk  manufactures FAA-certified, jet-fueled piston engines for GA aircraft and hybrid power systems. 

• READ MORE: DeltaHawk Adds 2 More Engines

“We are excited for this collaboration to install the DHK engine into the Seminole for many reasons, especially knowing the reliability of DeltaHawk’s engines.” said Marc Ouellet, Piper’s vice president of engineering and manufacturing. “Working with DeltaHawk on this project aligns with our mission to explore cutting-edge technologies that can deliver significant benefits to our customers and the industry as a whole.”

The post Oregon Flight School to Buy 10 Piper Aircraft appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1981 Cessna 172RG Cutlass.

When Cessna developed the retractable version of its venerable 172, its intent was to take a share of the market for entry-level complex airplanes, which previously had gone mostly to the Piper Arrow. The Arrow had been around since 1965, so it enjoyed a significant head start, but Cessna tailored the Cutlass specifically to help aspiring commercial pilots fulfill requirements for complex-aircraft time.

Today the Cutlass also offers private pilots a better-performing version of the 172 that generally maintains the forgiving flight characteristics and familiarity of the standard version. Many people who train in 172s grow fond of the type and wind up purchasing one. For those buyers who would benefit from a modest increase in power and cruising speed, the Cutlass can be an ideal fit.  

This 1981 Cessna 172RG has 9,201 hours on the airframe, 260 hours since overhaul on its 180 hp Lycoming O-360-F1A6 engine, and 1,154 hours on its McCauley two-blade propeller. The aircraft’s logbooks are complete, and its windshield recently was replaced. The Cessna’s useful load is 970 pounds. 

The panel features mostly Bendix-King avionics, including a KMA 26 audio panel, KLN 94 GPS, Dual KX 155A Nav/Coms, KT 760 transponder, 300 ADF, KT 760 Transponder, 300 ADF, ARC Navomatic 300A autopilot, and SkyBeacon with ADS-B Out.

Pilots looking for the well-known reliability and easy handling of a 172 with performance-enhancing features, such as a 180 hp engine, retractable gear, and constant-speed propeller, should take a close look at this 1981 Cessna 172RG, which is available for $119,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Cessna 172: Still Relevant Today?
• FLYING Magazine: How Well Do You Know Aircraft Landing Gear?
• FLYING Magazine: Fixed Gear Is the New Retractable
• Plane & Pilot: Cessna Cutlass RG
• Plane & Pilot: The Most Affordable Singles
• AVweb: Hartzell Receives STC for Cessna 172RG Cutlass

The post This 1981 Cessna 172RG Cutlass Is a Not-Too-Complex ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1968 Beechcraft E33 Debonair.

While it is true that in 1960 Beechcraft marketed the new “straight tail” Debonair as a basic, lower-priced version of its flagship V-tail Bonanza, that modest approach did not last long. Many customers chose the Debonair more for its speed, style, and handling. These were largely the same reasons other buyers preferred the V-tail models, and Beechcraft realized that offering two distinct versions of the Bonanza attracted more buyers.

Eventually the company dropped the Debonair name and began selling the model with the same high level of standard equipment as the upmarket V-tail.

Today pilots can step into a Debonair like the example for sale here and find contemporary glass-panel avionics that make the vintage airplane seem new. And while these Beechcrafts from the 1960s might be close to 60 years old they still display the responsive, harmonious handling and strong performance that have kept the model in production for decades.

This 1968 Debonair has 6,698 hours on the airframe and 523 hours on its engine since overhaul. The aircraft also is equipped with D’Shannon engine baffles and easy-access cowling, and D’Shannon cockpit side windows.

The panel features Garmin G500 PFD and MFD, Garmin GTN 650, GI 275 backup multifunction attitude indicator, GTX 345 with GPS and encoder, and  EDM 730 engine monitor with fuel flow.   

Pilots looking for a fast, comfortable traveling airplane with a panel nicely upgraded with mostly glass avionics should consider this 1968 Beechcraft E33 Debonair, which is available for $230,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Beech Bonanza and Debonair Approved for Garmin GFC 500 Autopilot
• FLYING Magazine: Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails
• Plane & Pilot: Beechcraft Model 33 Bonanza/Debonair
• Plane & Pilot: The Most Affordable Singles
• Plane & Pilot: Plane Facts: Beech Bonanzas

The post This 1968 Beechcraft E33 Debonair Is an Impressively Updated ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1977 Cessna A185F Skywagon.

For many pilots the Cessna 185 is the ultimate all-around taildragger. When the airplane came to market in 1961, essentially as a heavy-duty version of the existing 180, it was an immediate hit, though interest grew significantly a few years later when Cessna upgraded its powerplant from a 260 hp Continental IO-470 to a 300 hp IO-520. The change contributed to the model’s legendary ability to operate off-airport and from short strips with heavy loads.

Even though 185 production ended in 1985, it often seems that the aircraft’s popularity never really faded and, indeed, continued to grow to the point where it appears to be more popular today than ever. The airplane for sale here offers the versatility of wheels, floats, or skis, and has modifications that make it especially well-suited for travel into remote areas. It is difficult to look at this Cessna 185 without imagining airborne adventures on the remote rivers and lakes of Alaska, Maine, or Minnesota.

This A185F has 6,800 hours on the airframe and 1,000 hours on its Continental IO-520D engine since a major overhaul. The engine’s six cylinders were replaced more recently and have accrued 300 hours. The engine is equipped with GAMI injectors and rests on a special Seaplanes West engine mount.

Additional upgrades include P.Ponk-reinforced landing gear (wheels are included), modifications for wheel skis, a BAS tail-pull handle, Aqua 3190 floats, and Aeropod tailcone access panels. The VFR panel includes an JPI EDM 830 engine monitor. 

Pilots looking for a powerful, utilitarian taildragger with generous and flexible load-carrying capacity should consider this 1977 Cessna A185F, which is available for $184,000 on AircraftForSale. 

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Alaska Wild in a Cessna 185
• FLYING Magazine: Hartzell Voyager Propeller Receives STC for Cessna 185 E/F
• FLYING Magazine: The Greatest Flying Season of All
• Plane & Pilot: Cessna 185 Skywagon
• Plane & Pilot: Cessna‘s Big 185
• Plane & Pilot: Flying With Floats
• AVweb: Used Aircraft Guide: Cessna 185 Skywagon

The post This 1977 Cessna A185F Skywagon Is a Turnkey Adventure Machine and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1975 Rockwell Commander 112A.

Rockwell might be better known for its military aircraft, such as the B-1 Lancer bomber, but during the 1960s the company was determined to take a share of the growing GA market and began developing the single-engine Commander 112 to complement its Aero Commander twins. A number of features, from its beefy trailing-link landing gear to its stylish cruciform tail surfaces, hinted at the new Commander’s military heritage. Indeed, the 112’s tail bears a strong resemblance to that of the supersonic B-1.

One of the Commander’s nice features that is not on its spec sheet is the reaction the aircraft often generates on the ramp, where its tall stance and shapely design attract attention. Commanders are not as common as Cessnas and Pipers, so they also tend to find favor with pilots who like an airplane that stands out. 

This 1975 Commander 112 has 3,289 hours on the airframe, 1,364 hours on its 200 hp Lycoming IO-360 engine since overhaul, and 775 hours on the propeller. The aircraft was repainted in 2000 and received a new interior in 2017.

The panel features a GNS 430 WAAS, GMA 340 audio panel, GTX 345 transponder, Aspen EFD 1000, Narco 118 Com, Narco 14 Nav, EDM 900 engine monitor, and S-TEC 20 autopilot. The aircraft also is equipped with Rosen visors.

Pilots looking for a four-seat traveling airplane with great looks, comfortable cabin, and rugged airframe should consider this Commander 112, which is available for $120,000 on AircraftForSale. 

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: New Power to the Commander
• Plane & Pilot: Rockwell Commander 112/112TC
• Plane & Pilot: Commander Aircraft 114/115
• Plane & Pilot: Commander 1973 112
• The Aviation Consumer: Commander Singles
• AVweb: Used Aircraft Guide: Commander 112/114

The post This 1975 Rockwell Commander 112 Is a Stylish, Sturdy ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

It is springtime, and that means a return to the skies. 

Recently, we cheered on Stephen Mercer as Gardner Lowe Aviation Services in Peachtree City, Georgia, put the finishing touches on his family’s 1982 Piper PA-32R-301T Saratoga. Now, it is time for the pull-offs from that job to find a new life in Corey Sampson’s Cessna 172. We have been tracking this story from the beginning with Sampson’s decision to incorporate used-serviceable material (USM) in his retrofit. 

• Part 1: Cessna 172 Skyhawk Avionics

It is one thing to pull out the Garmin catalog and order up everything new and quite another to retrofit using USM. One must decide what to keep and what to jettison. The situation is not always cut and dried. What if you install all this stuff, and it doesn’t work? 

Thankfully, Sampson is an A&P and can do much of his own work. 

Avionics Equipment Installation

Planning for a major maintenance event comes down to one key element: attention to detail. I have seen more than one maintenance evolution derailed by the smallest detail. I once found myself stalled on a job—a major engine overhaul—for one bolt. Guess what? The airplane needs all of the parts to fly, not just some of them. 

I caught up with Sampson recently to follow up on the installation. He said that although routing was challenging, he didn’t hit any real snags along the way. 

Sampson mapped out his maintenance, and FLYING was there during the initial phases of this evolution. He ensured a clean, comfortable space in which to accomplish his work. The environment is everything in aircraft maintenance. Why do you think line maintenance aircraft mechanics receive a premium? Other factors to consider are tooling and technical data. Sampson had each of these lined up before removing a single component.

Sampson said the downtime for his 172 during maintenance was five weeks for the removal and installation, and one week for pitot-static recertification. He also removed the automatic direction finder (ADF), as it is now obsolete, and therefore, he could save some weight. 

Fitment and Operational Check

Once Sampson finished everything, it was time for Oasis Aviation Avionics & Maintenance to do the pitot-static and transponder check. The company also built up the harness and mapped everything to assist him during installation.

• Part 2: Cessna 172 Skyhawk Avionics

Once Sampson installed everything, it was time to button her up and functionally test the new hardware. To keep from running the engine in the hangar, he procured an external power supply from Aircraft Spruce & Specialty. 

“These portable power supplies are an excellent way to power your avionics on the ground while you train or practice in the cockpit,” the company says. “Especially helpful in learning how to operate glass cockpit avionics and panel mount GPS units.”

They are also furnished with Cessna-style, three-pin plug configuration and manufactured in the U.S.

Next, Sampson programmed and calibrated the two Garmin G5 Electronic Flight Instruments. Once that was complete, it was time to test fly the airplane around the pattern in Peachtree City. After the pitot-static check, he flew to New Orleans with his co-conspirator, Elijah Lisyany, for breakfast.

Continued Airworthiness Action

According to the FAA, “continued airworthiness requires that safety concerns within the existing fleet be addressed, and the knowledge gained applied for the benefit of future fleets as well.” 

The International Civil Aviation Organization (ICAO) breaks it down even further, stating that continued airworthiness “means all of the processes ensuring that, at any time in its operating life, the aircraft complies with the airworthiness requirements in force and is in a condition for safe operation.”

• READ MORE: Getting the Most from Your Prepurchase Inspection

That means Sampson now has to shift his maintenance plan to accommodate his new equipment.

Earlier in the project, Sampson opted for a Garmin GNS 430. Once installed, Corey adjusted the contrast, and viola, it worked beautifully. 

In January, Garmin issued Service Advisory (SA) 23018 Rev B—does it affect the continued airworthiness of Sampson’s Cessna 172? 

It depends. 

First of all, service advisory alerts are just that—advice. The only thing mandatory under FAR Part 91 is an airworthiness directive (AD). 

The SA clearly states that “display repairs for the WAAS and Non-WAAS GPS 400, GNC 420, and GNS 430 are no longer available and have been discontinued.” It does not say the units have been discontinued. 

Additionally, if feasible, someone could create an alternate repair either by DER or 145 process specification. There is more than one way to stay compliant. And, of course, Sampson could replace the unit with another USM GNS 430 or upgrade to Avidyne IFD 440.

The post Testing the Hardware After a USM Retrofit appeared first on FLYING Magazine.