Those are the only aircraft configurations covered by the STC, but Swift says that’s only the beginning. The breakthrough was first reported by Aviation Week.

Swift Fuels is managing a comprehensive program targeting the global replacement for 100LL within three to five years, said Swift CEO Chris D’Acosta.

“Our 100R unleaded avgas product will be the preferred fuel to eliminate toxic lead from avgas,” D’Acosta said. “We are actively working with industry and OEMs on FAA-certifications and ASTM International specifications. Yes, the FAA recently approved a critical part of our engine and airframe (STC) certification program.  This follows a similar FAA/ ASTM approval pattern we architected for UL94 avgas over nine years ago.”

The 172s captured by the STC are the newest in the fleet. The R model was launched in 1996 as the first fuel-injected platform. It was produced through 2012, and the engine was limited to 2,400 rpm and produced 160 horsepower. The S model has the same engine, but its rpm limit is 2,600 and rated at 180 horsepower.

According to Lycoming’s service instruction, specifying approved fuels, that engine is the most flexible when it comes to what makes it go. In addition to 100LL and other 100 octane leaded aviation fuels, it can use 91 and 94UL aviation fuels and 93 AKI mogas.

D’Acosta did not specify what engine and airframe combinations might be next.

Editor’s Note: This article first appeared on AVweb

The post FAA Grants Swift Fuels STC for 100R Avgas appeared first on FLYING Magazine.

Today’s Top Pick is a 2012 Tecnam P2006T Very Light Twin.

Tecnam’s P2006T is an unusual twin, using 100 hp Rotax engines more commonly found on light sport and experimental aircraft. 

The aircraft is not designed for pilots who think of a second engine as a performance feature. This small, lightweight twin is aimed at flight schools and those in the personal-use market who seek the redundancy of two engines.

We have heard people describe the P2006T as flying like a Cessna 172 that happens to have an extra engine and retractable landing gear. While it is not especially fast by light twin standards, we would not call it slow either, especially given its modest power. It can carry four people and could make an ideal family airplane for many pilots.

This 2012 Tecnam P2006T has 2,430 hours on the airframe and 56 hours since overhaul on each of its 100 hp Rotax 912S engines. The engines have liquid-cooled cylinder heads and air-cooled cylinders, and together burn a total of nine gallons per hour.

The IFR panel features a Garmin GDU 1050 10-inch PFD and GDU 1054 10-inch MFD, Dual GEA 71B engine and airframe unit, dual GIA 63 GPS/nav/coms with localizer and glideslope, GMA 1360 audio panel, GMU 44 magnetometer, GRS 77 AHRS, GDC 74A air data computer, GTX 345R Mode S transponder with ADS-B In and Out, King N 63 DME, King KR 87 ADF, and S-Tec 55 autopilot.

Pilots who want to build multiengine time economically or simply prefer having two engines for safety and flexibility should consider this 2012 Tecnam P2006T, which is available for $499,900 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use its airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Tecnam Unveils P2006T NG at AERO 2024
• FLYING Magazine: Tecnam P2006T
• FLYING Magazine: Tecnam Delivers Multiengine Aircraft at AERO ’22
• FLYING Magazine: Tecnam’s 400th P2006T Twin Lands at Bartolini Air
• Plane & Pilot: Second Tecnam P2006T Goes Electric
• Plane & Pilot: Madrid’s Quality Fly Soars With New Tecnams
• AVweb: NASA Receives Tecnam P2006T for X-Plane Research

The post This 2012 Tecnam P2006T Very Light Twin Is a Stable, Redundant ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The new route, which begins on November 4, will offer up to three daily round-trip flights between the two airports. This marks a significant expansion for Harbour Air, as it has traditionally only operated seaplanes.

“We’re very excited to launch our first-ever wheeled flights between YVR’s South Terminal and YYJ Victoria International Airport and provide passengers with new flexible early morning and late evening commuting options,” said Chris Fordyce, Harbour Air Group’s commercial chief, in a news release.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Seaplane Operator Gets Wheels appeared first on FLYING Magazine.

Today’s Top Pick is a 1943 Stinson Vultee V-77.

When pilots think about the golden age of general aviation, small, two-seat, high-wing Pipers, Porterfields, Taylorcrafts, and Aeroncas tend to come to mind.

The era also produced more substantial models with space for a family of four (or five) and enough power to take them aloft easily. This 1943 Stinson Vultee V-77, more commonly known by its civilian name, the Reliant, was one such aircraft.

Machines like this Reliant were the high-performance traveling airplanes of their time, much like a Cirrus SR22 or Beechcraft Bonanza of today. For antique-aircraft enthusiasts who also like to take longer flights to a variety of destinations beyond vintage fly-ins will find the Reliant to be a robust and capable vehicle that also happens to draw crowds wherever it goes.

As a later-model Reliant, this aircraft has the distinctive gull wing that has a wider chord around mid-span that tapers toward the fuselage and tips. Earlier “straight wing” versions have a constant chord wing.

This 1943 Stinson has 1,447 hours on the airframe, 110 hours since overhaul on its 300 hp Lycoming R-680-13 9-cylinder radial engine and 11 hours since overhaul on its Hamilton Standard propeller. The aircraft is also equipped with a Brackett air filter, Cleveland wheels and brakes, Jasco alternator and regulator, navigation and landing lights, and Aeroflash strobe.

The VFR panel includes a Garmin GTR 225 comm, Garmin GTX 335 transponder with ADS-B Out, and PS Engineering PM1200 two-place intercom.

Pilots looking for a classic design from aviation’s golden age that can hold its own in modern times should consider this 1943 Stinson Vultee V-77, which is available for $115,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Pilots Gather at the 2022 Stinson Summit
• FLYING Magazine: Pepsi Stinson SR-7 Turns Heads at EAA AirVenture
• FLYING Magazine: Approachable Aircraft: Stinson 108
• FLYING Magazine: An Old Airplane Gets a Familiar New Owner
• Plane & Pilot: Stinson Reliant
• Plane & Pilot: This Incredible Pilot: Katherine Stinson
• The Aviation Consumer: Antiques and Classics: Owning and Operating

The post This 1943 Stinson Vultee V-77 Is a Gull-Winged ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

One aircraft in particular, the P55 Tornado, caught the attention of enthusiasts by winning the prestigious Giro di Sicilia air race. From that success, the family gained enough notoriety and confidence to start the first company—Partenavia.

From humble, pre-World War II beginnings to multiple state-of-the-art facilities today, Tecnam strives to be a dominant player in the piston market. The plan to find niches that can be exploited and dominated by aircraft designed to be class leaders has served the company well and is gaining traction. Tecnam produces a range of aircraft from light sport aircraft, to piston twins used in short haul commercial applications, to the recent 2024 FLYING Innovation Award winner two-seat trainer P-Mentor, capable of taking students from zero time through instrument and commercial. 

The upscale variant of the P2010, the Gran Lusso, is another example of the company’s ability to fill a void with a well-designed product.

The P2010 (or “twenty-ten”) Gran Lusso, like all current Tecnam aircraft, begins its model designation with the letter “P” that pays homage to the proud Pascale family lineage—no harm there. The number that follows the P indicates the year when the design was born and the aircraft began to take shape. The challenge here is two-fold. First, aircraft development takes years to advance from paper airplane to fully certified aircraft. Thus by the time a model appears on the market, the model name gives it the illusion of being a couple years old. For example, the 2024 Gran Lusso I tested is dubbed the P2010. Second, the naming convention doesn’t provide much indication as to where various products fit in the model line-up. For example, the P2002 is a single, the P2006 is a twin, the P2008 is a single, the P2010 is a single, and the P2012 is also a twin. 

• READ MORE: We Fly: Piper M700 Fury

But what’s in a name? In the case of the 2024 P2010 Gran Lusso, the thing to focus on is why the aircraft is deemed Gran Lusso, Italian for “grand luxury.” The aircraft is elegant looking, tastefully appointed, and its refinements (thanks largely to its FADEC turbo-diesel powerplant) include simplicity of operation from one-button start to the elimination of both mixture and prop controls. 

Airframe

The aircraft has attractive, sleek contours, common among composite fuselages, accentuated by complementary finish of a beautiful paint scheme. Italian fashion models have long been heralded for their curvaceous lines and chiseled features, and the Gran Lusso has similar sex appeal on its own runway. 

Interestingly, the P2010 variants have three different tail configurations based on what is slung firewall forward. Empennage configuration changes slightly with different powerplants—Continental CD-170 (170 hp), Lycoming IO-360 (180 hp), and Lycoming IO-390 (215 hp)—to achieve the desired handling characteristics. Also curious is the blend of airframe construction methodology, including a metal wing mated to a composite fuselage. 

The beauty of composite construction lies in the speed of production (with far fewer parts and labor required), its favorable weight-to-strength ratio versus aircraft aluminum, and the ability to craft complex shapes seamlessly (with lower parasitic drag) from large-scale molds. However, carbon fiber materials are generally more expensive than aircraft-grade aluminum. Consequently, even with the added production time of riveting overlapping skins to stamped metal ribs and bulkheads, aluminum construction can be more cost-effective. Some may argue that making metal field repairs may also be easier in the case of hangar rash or bird strike. 

• READ MORE: Ultimate Issue: We Fly the Cessna T182T Skylane

Regardless of the manufacturing strategy, the airframe is a thing of beauty with attention to detail in such mundane items as a door handle portends that no detail is too small to be thoughtfully designed. And speaking of doors, the aircraft also boasts another thoughtful feature rare in a four-place piston single—a rear passenger door (more on that later). 

Cabin

Approaching luxury automotive fit and finish best describes the interior in a single sentence. Legacy aircraft designs have long perpetuated an odd juxtaposition between the bougieness of what one drives to the airport and what one flies away.

Aircraft designed in the 21st century have all benefited from and exploited a path that brings the aircraft experience closer to the auto interior experience (noise level aside). And given what new pistons single retail for these days compared to luxury cars, making the aircraft feel like a luxury auto experience helps make the price tag seem like a better value for those who need the justification. 

In the Gran Lusso, everything the pilot and passengers see, touch, and interface with has a premium feel, most of which is wrapped in Italian leather and hand-stitched—the French way. The interior is also available in six color schemes with carbon-fiber inlays.

Vents, cleverly ducted from the front of the engine cowl to the panel provide an immediate airflow for cooling upon engine start. Even if the fuselage has been turned into a terrarium by the summer heat, the airflow facilitates evaporative cooling until the temperature lapse rate of higher altitudes substitutes for air conditioning.

The front seats are electronically adjustable up and down, and manually fore and aft. At 6-foot-1, I had ample leg room without the seat at the rear stop leaving extra leg room for back-seat occupants. The rear passenger door makes ingress and egress more elegant than adjusting seats and seat backs and clambering from front to back. Even with the front seats fully aft, the rear door provides an unobstructed entry portal. Once comfortably seated, passengers will find ample options for charging devices, lighting, and cooling.

The baggage area is also flexible and accommodating. The rear seats are relatively easy to remove as are the baggage-area panels, making it easy to load larger, longer items like downhill skis through the rear passenger door, serving as a much larger cargo door.

Avionics

Garmin provides the interface for the last two-thirds of the aviate–navigate–communicate equation. The G1000NXi suite coupled to a GF700 autopilot is an increasingly familiar and incredibly robust panel. Both the G1000NXi and GFC700 have feature enhancements not found in earlier iterations.

The G1000 suite receives plenty of attention, largely because it has become so popular in new aircraft like the ones we cover in FLYING. In reality, fewer than 20,000 aircraft in the fleet boast G1000 avionics, so it’s still worth discussing what’s new. 

• READ MORE: Embraer’s Phenom 300E Full of Bossa Nova Style

The NXi version has an updated multifunction display (MFD) featuring a split-screen feature. This allows the pilot to have more pages visible, thereby reducing the need to switch between them to display desired information. The MFD screen can be split horizontally, vertically, or a combination of both for maximum customization. 

U.S. operators will benefit from enhanced terrain awareness through the addition of color-coded contouring when the aircraft is 2,000 feet (green shading), 1,000 feet (yellow), and 100 feet (red) agl. Map options include VFR sectional or IFR enroute.

Wireless connectivity now enables the pilot to stream information such as traffic and weather between compatible devices and apps so animated radar imagery can be overlaid on the MFD and the HSI inset on the PFD. Users can also transfer flight plans created on a remote device directly to the G1000NXi. 

The GFC 700 also includes visual approach capability for vectors or straight-in approaches with a coupled vertical flight path down to pilot-selectable minimums. 

The Gran Lusso’s G1000 is also equipped with features including synthetic vision (optional) and basic envelope protection in what Garmin calls ESP—electronic stability and protection. The system helps avoid loss-of-control scenarios by providing increasingly stronger forced feedback through the yoke if pitch or roll exceeds programmed limits. If the system is activated for an extended period, the autopilot will bring the aircraft back to straight and level flight. This feature can help avoid inadvertent stalls or other loss of control scenarios possibly induced by spatial disorientation.

The good news is, first, the forced feedback can be relatively easily overcome with firm control inputs, and second, the system can also be manually disabled for training purposes.

Engine

The Gran Lusso is powered by an overhead cam, liquid-cooled, fuel-injected, FADEC-controlled, turbocharged, intercooled, high compression, jet-A burning 170 hp powerplant. If that litany of engine tech sounds like something you’d find in an auto brochure, you’d be correct. This Continental CD-170 is a heavily modified Mercedes-Benz engine capable of a cruise speed of 140 knots on less than 9 gallons an hour.

Another welcome surprise is the much lower-than-expected ambient cabin noise than one generally experiences in a legacy piston single. While it isn’t the 65 decibel noise level of your family truckster at highway speed, in-flight conversations without a headset are possible with power pulled back to cruise.

Walkaround

My demo pilot for the day was Nate Weisman of CieloBlu, one of Tecnam’s U.S. dealers. Weisman is an instructor, demo and ferry pilot, salesman, marketer, and just all-around good guy. He is just what every aircraft dealer needs—someone who knows the aircraft, is easy to fly with, and can give you pointers while demonstrating.

During the walkaround for the aircraft  preflight inspection, Weisman pointed out the usual and customary items and also some that, again, speak to the attention to detail on the P2010. 

For example, there’s a small, almost unnoticeable drip sill attached above the front doors to divert rainwater away from the opening. Additionally, rather than hanging down into airflow, the wing fuel sumps are sculpted into the end of a small fairing. The baggage door doesn’t require a key and adds a level of security through a hidden release located inside the cabin.

Performance

Start-Up

The turbo diesel adds a number of practical benefits to this beautiful aircraft. But if you didn’t get a whiff of jet fuel while walking around the aircraft, the start-up procedure gives the first indication of what’s bolted to the firewall.

The aircraft has a single push-button start while still requiring a prestart checklist. The procedure is basically, flip the master on, engine master on, push and hold the engine start button until the engine fires, then release. 

Unlike gas-powered internal combustion engines, diesel engines do not have spark plugs but rather glow plugs to assist in the combustion process. Since glow plugs take a few seconds to heat up, there is a very brief pause required before cranking an engine to start. Once the GLOWSYS ACTV cas message appears, simply push and hold the start button until the engine fires.

Taxi

The fully castering nosewheel requires differential braking to taxi, but it also enables a very tight turning radius. Since the nosewheel isn’t connected in any way to the rudder, dancing with the rudder pedals isn’t going to provide any steering inputs while taxiing because the weak aerodynamic forces on the rudder at such low speeds typically will make the rudder ineffective.

Gently using the toe brakes for differential braking will keep you aligned on the centerline. For those who haven’t taxied a castering nosewheel, this may take a bit of driving around the airport to get a good feel for it.

When we taxied out to the runway for the demo flight, I couldn’t quite get a coordinated feel for where to place my feet to best manipulate the toe brakes. I wanted to rest my heels on the floor but couldn’t quite get the feel I wanted on the toe brakes. After landing, I realized that I could rest the balls of my feet on the top of the rudder pedals and work the toe brakes by rocking my toes forward.

Run-Up 

The benefits of the dual-channel FADEC engine were obvious and reduced workload. With no mags to test, and no prop to cycle, the run-up is a fairly simple process with the fully automated and redundant FADEC system testing itself—first FADEC channel A, then toggling to test the FADEC B channel.

The only other action was selecting takeoff flaps. There are only two flap settings, takeoff (15 degrees) and landing (40 degrees). That said, it probably took longer to write this paragraph than it did to complete the run-up.

Takeoff

Automated engine controls manage prop setting and fuel metering, leaving only a throttle lever in the center console for managing power.

With everything in the green and the modified Mercedes diesel up to temperature, we brought the power up and launched out of Appleton, Wisconsin, on a hot summer midday before EAA AirVenture with clouds building around us. 

After rotation, we targeted the century mark for the climb up to 6,500 to have some fun and see how the ESP would react. I was reasonably impressed by the climb ability—as a rule, diesel engines generally have more torque than gas. This makes the P2010 with the CD-170 a powerful combination that likes to climb yet doesn’t require an unusual amount of right rudder trim. 

Once stabilized at a safe altitude and clearing turns combined with familiarization with the controls and sight picture, we executed a power-on stall.

Pulling back on the yoke made the airspeed tape scroll below Vx and filled the windscreen with nothing but blue sky—one would be hard-pressed not to recognize the warning signs of an approaching power-on stall. As expected, the ESP system kept trying to convince me to lower the nose as I kept trying to put the yoke in my lap. The power-on stall was unremarkable and the aircraft recovered as expected.

The power-off stall characteristics felt a bit more squeamish with what I deemed to be a tendency to drop a wing more abruptly than I expected. Not disconcerting, just surprising, which brought up another point I was not aware of. Unlike some high-wing aircraft with gravity feed systems, the P2010 pilot must monitor fuel and switch fuel tanks periodically to maintain balance. Keeping an eye on fuel is a part of the routine scan, setting a timer is always wise, and programming a recurring MSG in the G1000 is also a great backup to help avoid a fuel imbalance that might aggravate a stall.

After a couple stalls, we leveled off and executed some steep turns that also woke up the ESP. As the bank angle increased beyond 30 degrees, an increasing amount of control input force was required to overcome ESP’s desire for the aircraft to rollout back to wings level. It would be difficult to overcontrol the aircraft with ESP on, but I can also envision times when I’d prefer to keep ESP off.

I also wanted to see if the Gran Lusso, which lived up to its name, also lived up to its marketing hype—I wanted to see 140 knots. With the GFC700 doing the flying, we pushed the throttle forward and yes, at 90 percent power on 8.9 gph, the airspeed tape scrolled to 140 ktas as advertised.

Conclusion

The Gran Lusso is a compelling product. At its core, it checks all three boxes for my trifecta of what a 21st century general aviation, cross-country aircraft design should be with regard to airframe, avionics, and powerplant.

Modern airframe—check.

While not fully composite, it includes a sleek, spacious fuselage that reduces weight and drag. The ramp presence is strong, the fit and finish is impeccable, and the interior appointments are stunning in this class of aircraft.

GA aircraft are expensive, no question. In the past however, the premium price didn’t seem to align with the technology, fit, finish, features, and comfort one might expect when reaching so deep into your retirement fund.

In this case, everything about the Gran Lusso seemed to indicate that no corners were cut in the process of delivering grand luxury. OK, maybe a heated seat would have been a nice addition—and a key fob to remotely illuminate underwing and interior LED lighting (I’ll be looking for that next).

Modern avionics—check.

The Garmin G100NXi suite needs no more explanation. The feature-rich package, digital autopilot, and safety attributes have altered the way many of us fly. There’s considerably more features in the NXi upgrade that aren’t covered here, but it will suffice to say that the G1000 is synonymous with modern avionics.

Modern powerplant—check.

The vast majority of GA aircraft are powered by very basic, generally low-tech, air-cooled engines designed in the previous century. While engine OEMs have made vast improvements over time in reliability, fuel delivery, electronic controls, and more, simply put, aviation engine technology has not kept pace with the modernization and performance found in today’s cars and motorcycles.

If a 4-cylinder liquid-cooled, double-overhead cam, motorcycle engine can produce more than 200 hp from only 1,000 cc displacement, why are we still slogging around with 360 ci air-cooled, pushrod engines pumping out 200 hp?

Granted it’s not easy. I get it, but you see the point. The Gran Lusso has a modern engine with arguably more reliability than its 1,800-hour TBR (time before replacement) would imply. 

Unlike other powerplants, the CD-170 is replaced, not overhauled, at the currently certified end of its service life. This could be because the OEM wants to eliminate the liability of having very hi-tech engines rebuilt in the field without proper tools, training, or parts. At the prescribed time, the engine is returned to the OEM for a core credit toward the purchase of a factory new, not remanufactured, engine.

But fear not, flying 100 hours per year still provides 18 years of enjoyment before TBR. And as for relative wear and tear comparison, 1,800 hours of operation may only equate to roughly five years of use in an auto application. Given the reliability of diesel engines, and the more than 10 millions hours of testing claimed by Continental on the engine, I suspect the CD-170 could fly considerably longer than the 1,800 TBR without flinching. So kudos for engine modernization. 

Perhaps what I find most compelling about the Gran Lusso is its mission capability and practicality. With an average useful load near 850 pounds and fuel efficiency of about 6.6 gph in cruise, it can be a four-place aircraft that can fill all four seats (depending on how carefully you choose your friends) and still have enough useful load remaining to carry the fuel needed to fly farther than the closest fuel stop.

The Tecnam Gran Lusso is a wonderful confluence of technology, features, luxury, and performance. With its production rate and growing popularity, the Gran Lusso may be as elusive as a dinner and drinks with an Italian model (but that certainly shouldn’t deter you from entertaining the possibility).

Cockpit at a Glance: 2024 Tecnam Gran Lusso

A. The Garmin G1000NXi suite coupled to the GFC700 digital autopilot boasts new features and supports options like synthetic vision and Flight Stream 510 to wirelessly stream data.

B. The Garmin flight management keypad provides push button data entry as an alternative to knob twisting.

C. The center console puts important controls like flaps, fuel valve, trim wheel, parking brake, and the single power control in one convenient location.

D. Approaching luxury automotive fit and finish, the interior is also available in six modern color schemes with carbon-fiber inlays.

Spec Sheet: 2024 Tecnam Gran Lusso

Price as Tested: $690,220 (including optional Synthetic Vision)

Certifications: FAA Part 23, Transport Canada Civil Aviation, European Union Aviation Safety Agency, and Civil Aviation Safety Authority (Australia)

Engine: Continental Aerospace Technologies CD-170 turbodiesel

Propeller: Three-blade MT MTV-6-R/190-69

Horsepower: 170 hp

Length: 25.95 ft.

Height: 9.32 ft.

Wingspan: 33.79 ft.

Wing Area:  149.6 sq. ft.

Wing Loading: at max gross weight = 17.98 lbs./sq. ft.

Power Loading: 16.01 lbs./hp

Cabin Width: 3.74 ft.

Cabin Length: 7.55 ft.

Max Takeoff Weight: 2,690 lbs.

Max Zero Fuel Weight: 1,687 lbs.

Standard Empty Weight: 1,841 lbs.

Max Baggage: 88 lbs. in baggage compartment

Useful Load: approx. 849 lbs., depending on options

Max Usable Fuel: 411.75 lbs. (61 gallons usable)

Service Ceiling: 18,000 ft.

Max Rate of Climb, MTOW, ISA, SL:  MTOW, ISA, SL:  579 fpm

Max Cruise Speed: 140 ktas

Max Range: 1,300 nm

Fuel Consumption at Max Cruise: 8.7 gph

Stall Speed, Flaps Up: flaps up 63 kias

Stall Speed, Full Flaps: flaps LND 49 kias

Takeoff Over 50 Ft. Obs: 2,306 ft. (ISA, sea level @ MTOW)

Landing Over 50 Ft. Obs: 1,808 ft. (ISA, sea level @ MTOW)

This feature first appeared in the September Issue 950 of the FLYING print edition.

The post We Fly: Tecnam Gran Lusso appeared first on FLYING Magazine.

Boeing workers walked off the job at midnight on September 12 after more than 94 percent of union members rejected a tentative contract offer by the company.

After joining several picket lines in Washington state and Oregon on Wednesday and Thursday, Bryant told FreightWaves in a phone interview that union members were resolved to achieve fair pay and better benefits.

“The beginning of this week we wanted to visit with many of our members on the picket lines all the way from Everett [Washington], all the way down here to Portland to let them know they have the complete support of their union, the 600,000 active and retired IAM members both in the United States and Canada,” Bryant said. “… [W]hat it’s really about is, they’ve had 10 years of stagnant wages, 10 years where they’ve lost their pension, 10 years of continual increases in their health insurance. … [T]he workers here have just said enough is enough. … We’ve got to get a contract that truly respects us and recognizes the value that we do for the Boeing Company.”

Bryant said support for the strike has been overwhelming.

“We’ve talked to people who have 45 years in this plant, and we’ve talked to people that just started two months ago, and they’re all on the same page,” he said.

Bryant said that while Boeing does offer a 401(k) matching program, most workers can’t contribute to retirement because their wages aren’t high enough.

“They can’t afford both their mortgages, the rent payments, the vehicle payments, the gas, the fuel to get to work, the food to feed them and their families and their other utilities,” he said. “By the time that’s all done, they don’t have enough income to be able to even participate in the 401(k). It’s on Boeing. They’ve got to correct that. What they did 10 years ago with the pension was just ridiculous and uncalled for, but they’ve got to move forward. They’ve got to do something that gives people income security when they retire.”

Bryant blasted Boeing’s announcement of furloughs in response to the strikes.

“If they want to get serious about what they’re spending on executive salaries and if they’re overstaffed, they could have been dealing with that all [along],” he said. “It’s a cheap shot to make it look like they’re blaming the workers out here on strike because it’s their fault. Look, the workers are on strike here. None of Boeing’s problems have anything to do with these workers. In fact, all of the things that are wrong with Boeing right now are all attributed to bad decisions from corporate. … They’re the ones that have made the bad decisions that are putting Boeing in the position that they’re in. And it’s unfortunate that they’re trying to make this look like it’s the union’s fault. It’s just smoke and mirrors.”

Bryant said it will take a fair contract to resolve this strike and that members are resolved to wait as long as necessary to get that.

“I’m absolutely amazed and impressed with the solidarity and the commitment that our members of the Boeing workers have made to improve their situation,” he said. “This isn’t only happening with the Boeing Company. This strike is being followed all across—not just the U.S.—but in Canada also. This is being followed because the same thing that is happening and has happened to these workers here is happening at many different corporations.”

Boeing did not immediately respond to FreightWaves’ request for comment.

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

The post Machinists Union Head Joins Boeing Strike Lines Across Pacific Northwest appeared first on FLYING Magazine.

Today’s Top Pick is a 1945 Grumman American F8F-2 Bearcat.

Have you ever gotten your airplane going as fast as it will go, with power, prop, and mixture settings just right, and imagined you were Lyle Shelton setting a new speed record for piston-driven aircraft?

Or maybe you were thinking of Darryl Greenamyer, another record setter and SR-71 driver who strung together a bunch of consecutive wins at Reno. Perhaps you were performing your best impression of Mira Slovak, who won the first National Championship Air Races in 1964.

If any of these scenarios sounds familiar, this might be the airplane for you. After all, those pilots soared to glory in souped-up Grumman F8F Bearcats. If you long for a taste of what they experienced, this is a chance to start with the right hardware—a rare chance.

If warbirds make up a small segment of the general aviation market, then warbirds modified for air racing and airshows account for barely a sliver. And Bearcats, well, they are the hen’s teeth of the bunch.

Their rarity stems from their failure to enter service in time to see action in World War II. The bulk of production was canceled, and while many postwar squadrons flew Bearcats, new jet fighters soon eclipsed them. Obsolescence couldn’t keep the Bearcat down completely, though, because to many unlimited class air racers, it was a dream come true.

The compact fighter grew out of talks between Grumman officials and Navy fighter pilots early in the war—what we would call focus groups today. The pilots wanted a high rate of climb more than anything else, so Grumman trimmed weight and drag from the F8F. Its Pratt & Whitney R-2800 engine took care of the rest.

While this potent combination did not go to war, it was a tailor-made racing platform.

This 1945 Bearcat has 992 hours since new on the airframe and on its R-2800 twin-row, 18-cylinder engine.

Pilots who are ready to move into the high-performance warbird community and prepared to become caretakers to a rare, renowned, nearly 80-year-old single-seat fighter should consider this 1945 Grumman F8F-2 Bearcat, which is available on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Reno Air Race Gets Ready for Action
• FLYING Magazine: First Reno Air Race Winner Mira Slovak Flies West
• FLYING Magazine: In Memory of Howard Pardue
• AVweb: Record-Breaker Darryl Greenamyer Passes Away 
• Plane & Pilot: Bear 360: Living the Warbird Dream
• Plane & Pilot: Restored Bearcat Flies Again
• Plane & Pilot: Grumman F8F Bearcat

The post This 1945 Grumman F8F-2 Bearcat Is a Rare, Elite ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1978 Varga Aircraft 2150A Kachina.

When was the last time you spotted a Varga 2150 on the ramp? How about a Shinn or a Morrisey?

These are all related, and one can argue that they are the same aircraft whose name changed as it moved from one manufacturer to another. Still, even when you combine all of the versions and evolutions, this is a rare machine.

After checking out some of its thoughtful features, pilots might wonder why this airplane is not more popular.

During the 1950s William Morrisey, an aircraft designer and test pilot, built an airplane called the Morrisey 1000C Nifty. He developed the aircraft into the 2000C before selling the design to Shinn Engineering.

By the late 1960s Shinn had ceased production, and Varga Aircraft acquired the design rights. Over the course of ownership changes the airplane gained power, from a Lycoming O-235 in the beginning to a 150 hp O-320 and finally a 180 hp O-360.

Because it is small and light, the airplane flies well enough on any of the three engines, but the O-360 version is a bit of a muscle car with wings.

Many people will be stumped as they try to identify the Varga, perhaps thinking it is a Grumman Tiger or, from a distance, a Beechcraft T-34 Mentor. That large, airy canopy gives it the look of a military trainer. Indeed, some clever folks call it the poor man’s AT-6.

This 1978 Varga 2150A has 1,810 hours on the airframe and 308 hours since overhaul on its 150 hp Lycoming O-320 engine. The panel includes a Garmin GNX 375, Garmin 795 GPS touchscreen transponder/GPS/moving map with ADS-B In and Out, GTR 225 comm, intercom, and basic analog flight and engine instruments.

Pilots looking for a compact personal aircraft with tandem seating for two and control sticks that give it a sporty, almost fighter-like feel should consider this 1978 Varga 2150 Kachina, which is available for $79,500 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Down to Empty Fuel Tanks
• Plane & Pilot: Varga Kachina
• Plane & Pilot: Varga 2150/2180 Kachina
• Plane & Pilot: Shinn 2150-A

The post This 1978 Varga 2150A Kachina Is a Rare-but-Reliable ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

This comes after over 30,000 workers with the International Association of Machinists and Aerospace Workers (IAM) rejected a contract renewal with the company and went on strike last week.

The furloughs were anticipated earlier this week as the aerospace giant attempts to stop the financial bleeding caused by the strike. A Bloomberg Intelligence analysis predicted Monday that Boeing could be out $3.5 billion in cash in the third quarter if the strike continues through September.

• READ MORE: Boeing Freezes Hiring, Considers Furloughs as Strike Could Cost $3.5 Billion

In a memo sent to employees on Wednesday by Boeing CEO Kelly Ortberg, workers were notified that production was paused across many key programs in the Pacific Northwest due to the strike.

“… [O]ur business faces substantial challenges, and it is important that we take difficult steps to preserve cash and ensure that Boeing is able to successfully recover,” Ortberg said in the memo. “As part of this effort, we are initiating temporary furloughs over the coming days that will impact a large number of U.S.-based executives, managers, and employees.”

• READ MORE: Boeing Machinists Reject New Contract, Go on Strike

Ortberg stated that all benefits will continue for affected employees. The company is planning for selected employees to take one week of furlough every four weeks on a rolling basis for the duration of the strike.

Along with these steps, Ortberg said that he and his leadership team will take pay cuts for as long as the strike lasts. Ortberg is currently one of Washington state’s highest-paid CEOs. The Seattle Times reports his compensation package could reach $22 million in 2025.

He did not specify in the memo how much his pay will be reduced during the strike.

“Most important, we won’t take any actions that inhibit our ability to fully recover in the future,” Ortberg said. “All activities critical to our safety, quality, customer support, and key certification programs will be prioritized and continue, including 787 production.”

The post Boeing to Furlough Workers Amid Ongoing Strike appeared first on FLYING Magazine.

Today’s Top Pick is a 2018 EDRA Aeronautica Super Petrel LS.

The EDRA Aeronautica Super Petrel serves as a reminder that there are amphibian light sport aircraft (LSA) in the air that are not ICON A5s. Indeed, this unusual biplane design has been on the market for more than 20 years and evolved from kitbuilt amphibians as far back as the early 1980s.

The Super Petrel is known for its combination of high lift, thanks to its two wings, and maneuverability, due in part to its relatively short wingspan. Built in Brazil, the composite aircraft is also renowned for its build quality.

Owners, however, are likely to love the Super Petrel for all of the truly out-of-the way destinations it can reach with relative ease.

The aircraft’s retractable landing gear allow pilots to kick off adventurous itineraries from their local airport and wind up moored in a scenic remote cove an hour or two later. How many times have you been at a waterfront restaurant, watching diners arrive by boat, and pictured yourself pulling up in a seaplane?

Perhaps your time has come.

This Super Petrel has 50 hours on the airframe and on its Rotax 912iS engine. Pilots who want an amphibian LSA with unique design features that enhance handling while also turning heads should consider this 2018 EDRA Aeronautica Super Petrel LS, which is available for $68,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use its airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: What Is the Best Amphibious Aircraft?
• FLYING Magazine: Here’s a Look at Some Affordable Aviation Favorites
• FLYING Magazine: Photos: DeLand Sport Aviation Showcase
• Plane & Pilot: Beyond ICON: 5 Seaplane Alternatives
• Plane & Pilot: Top Picks in Today’s Light Sport Aircraft Market
• AVweb: Podcast: Super Petrel Gathers a Crowd

The post This 2018 EDRA Aeronautica Super Petrel LS Is a High-Lift ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.