Today’s Top Pick is a 1977 SOCATA Rallye 235 E.

The SOCATA line of piston GA aircraft tends to get lots of attention on airport ramps in the U.S. because the brand was not well known here from the 1970s to the 1990s when these models were new.

The company, now part of Daher-SOCATA, operated previously under other names including Aerospatiale and Morane-Saulnier. Occasionally you might still hear pilots referring to a Rallye as a “Morane.”

The main reason pilots love the Rallye is its combination of decent cruise performance with impressive short-field capability. Substantial flaps and leading slats that deploy automatically help the Rallye execute remarkably short takeoffs and landings while making it especially reluctant to stall. A rugged trailing-link landing gear design gives the Rallye the ability to operate from a range of unpaved strips, making it a capable backcountry.

Beyond their novelty and stylish design, the Rallye and other SOCATA piston models can be bargains in today’s market, largely because they are unfamiliar to many shoppers. A friend recently told me he was on the verge of buying a TB20 Trinidad, which is a higher-performance retractable relative of the Rallye. But another friend “talked him out of it.” This is common because pilots can be suspicious types when it comes to uncommon aircraft that appear to be “orphans.”

However, between SOCATA owners clubs and the Daher-SOCATA factory, the older SOCATA models continue to enjoy support. 

This 1977 Rallye 235 E has 1,776 hours on the airframe and 608 hours on its 235 hp Lycoming O-540-B4B5 engine. The panel is equipped with basic VFR instruments with no nav/comm radios or transponder installed.

Pilots looking for a versatile, economical and innovative four-seat aircraft with superb visibility and styling that stands out should consider this 1977 SOCATA Rallye 235 E, which is available for $79,000 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.

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The post This 1977 SOCATA Rallye 235 E Is a Short-Field Star and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1978 Beechcraft F33A Bonanza.

When people think about Beechcraft Bonanzas, they often conjure images of the original V-tail design. Others prefer the stretched fuselage of the utilitarian A36. For many pilots, though, the F33A, with its shorter fuselage and conventional “straight” tail is the one to have.

For generations F33As like the aircraft for sale here have been considered the top of the line among high-performance, four-seat retractables. Pilots of Piper Comanches, Rockwell Commanders (including yours truly), and others in the same category typically wind up comparing their aircraft with F33A Bonanzas and saying things like, “Mine is almost as fast.”

This 1978 F33A Bonanza has 3,354 hours on the airframe and 1,153 hours on its Continental IO-520-BA engine since factory remanufacture. The engine is equipped with GAMI injectors and a Beryl D’Shannon baffle kit. The McCauley three-blade propeller has 328 hours since overhaul. 

The panel features a Garmin GNS 530W GPS/Nav/Com, Apollo SL40 Com, Collins 351 Nav, Apollo SL10-M audio panel, Garmin GTX 335 ADS-B transponder, S-Tec 50 autopilot, and JPI EDM700 engine monitor. Additional equipment includes a standby vacuum system, Door Steward gas springs, and Whelen LED landing and taxi lights. The aircraft was repainted in 2021 and its interior reupholstered in 2023.

Pilots looking for a longtime leader among high-performance piston singles that is an ideal platform for cross-country travel should consider this 1978 Beechcraft F33A Bonanza, which is available for $239,900 on AircraftForSale.

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

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• AVweb: Used Aircraft Guide: Beech 33 Debonair/Bonanza

The post This 1978 Beechcraft F33A Bonanza Is a Definitive High-Performance ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1979 Cessna TR182 Skylane.

The Cessna 182 Skylane is a perennial favorite airplane for a wide range of missions including travel, cargo hauling, and short-field operations. The aircraft’s easy handling and forgiving flight characteristics make it an ideal high-performance, step-up model, especially for pilots who trained in Cessna 150s and 172s. Adding retractable landing gear to the Skylane results in a significant dose of something many pilots seek: extra speed.

When Cessna introduced the retractable 182 in 1978, the aircraft racked up favorable reviews and began to develop an enthusiastic following largely driven by the higher cruising speed that makes it a better traveling machine. Unfortunately the general aviation industry suffered during the economic downturn of the early 1980s, resulting in production cuts and eventually the end of the TR182. The rare machines remain particularly desirable on the used market. 

This 1979 Cessna TR182 has 2,190 hours on its airframe and Lycoming O-540-L3C5D engine. The panel includes Garmin GTN 650xi and Bendix/King nav/coms, dual Garmin 275s, GNS 500 autopilot, GTX 335 transponder, and JPI 830 engine monitor.

Pilots who like the standard 182’s all-around performance and reliability but seek the extra speed that comes with retractable gear should consider this 1979 Cessna TR182, which is available for $180,000 on AircraftForSale.

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

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The post This 1979 Cessna TR182 Skylane Is Surprisingly Fast ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1975 Beechcraft A24R Super​/​Sierra

The first time I glanced at a Beechcraft Musketeer from my local airport’s flight school taxiing to the runway, I thought it was Piper PA-28. Then I began to notice differences such as taller landing gear, a lot of windows, and the distinct curvature of the cabin roof. Later, when the Beechcraft parked next to a PA-28 it was clear that the Beech is larger and looks like “more airplane” on the ramp.

Higher-performance models evolved from the Musketeer including the 200 hp retractable Sierra, which competed with the Piper Arrow and Cessna 172 RG Cutlass. It is faster than its fixed-gear siblings and later models gained a second cabin door that pilots and passengers appreciate.To further set the aircraft apart from its rivals, Beechcraft offered an optional six-seat layout, making the most of the aircraft’s large cabin. Owners who care a lot about comfort in a small airplane tend to seek out the Sierra. The Beech Aero Club supports owners of the whole  Sierra/Musketeer family.

This 1975 Sierra has 3,150 hours on the airframe, 1,700 hours since overhaul on its 200 hp Lycoming IO-360-A1B engine and 656 hours since overhaul on its propeller. The panel includes TKM MX170B and King KX170 nav/coms, a King KMA20 audio panel, KT76C transponder, and King ADF.

Pilots interested in training and traveling in the same roomy, economical aircraft should consider this 1975 Beechcraft A24R Sierra, which is available for $79,900 on AircraftForSale,

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

• FLYING Magazine: Approachable Aircraft: Beech Sundowner and Musketeer
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The post This 1975 Beechcraft A24R Sierra’s Comfort and Economy Make It an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2006 Cirrus SR22 G2

The sleek, teardrop shape of this Cirrus SR22 marks it as a modern pioneer in general aviation design and technology. Its airframe is so aerodynamically efficient that there is no need to retract its landing gear. This detail, among others, helps set the Cirrus apart on the typical airport ramp.

Cirrus Aircraft caused a sensation in the 1990s with the introduction of its sleek SR series of high-performance four-seat singles. Composite construction, free of the joints, seams, and rivets that characterized previous generations of GA aircraft, gave the new Cirrus models a futuristic look that continues to turn heads today. The integration of an airframe parachute in its design made the Cirrus a one-of-a-kind product with an extra margin of safety that attracted new customers to light aircraft.

This SR22’s panel includes Avidyne primary flight and multifunction displays and an Avidyne DFC90 autopilot, dual Garmin GNS 430W nav/coms, Stormscope, CMAX electronic approach charts, EMAX engine monitoring and ETAWS terrain avoidance and warning system. The cabin is air-conditioned, and the airframe has TKS ice protection.

The aircraft has 1,280 hours on its airframe and on its 310 hp Continental IO-550 engine, which has a 2000-hour TBO. The engine is equipped with a Tanis preheater. Its Hartzell PHC-J3YF-1RF 3-blade propeller with a polished spinner has 615 hours since overhaul.

Free transition training (Cirrus Embark) is included with the purchase from Southwest Aero.

Pilots seeking comfort, speed, and modern technology throughout an aircraft, not just in its panel, can take a closer look at this Cirrus SR22 G2, which is available for $419,000 on AircraftForSale. 

You can arrange financing of the airplane through FLYING Financial Group. For more information, email info@flyingfinancial.com.

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The post Today’s Top Aircraft For Sale Pick: 2006 Cirrus SR22 G2 appeared first on FLYING Magazine.

I thought I might look for a 185 like the one he flew in his spare time. That model had the interior space, load carrying capacity and short-field performance I felt my family of four needed for traveling to northern Maine and other remote destinations. I also figured I could easily mount skis when the snow got deep. We were destined for backcountry adventures, after all.

But my friend suggested a Cessna 206 instead. He felt that people like me, who might push ourselves by flying for hours to reach a vacation spot with a short runway after a long day of work, simply do not need the added complication of a tailwheel. The 185 can be squirrely, especially during crosswind landings, he warned. A 206 would perform the same missions and is relatively easy to fly, he said.

I almost felt insulted but quickly realized he was right. My family typically got late starts on trips to Maine in the car, and we often arrived in the wee hours, tired and less alert than we should have been. That’s bad on the road, worse in the air. I placed “easy to fly” near the top of the list of qualities I would seek in an aircraft.

Years passed before my wife and I were ready to buy, but we did a lot of shopping, and I kept my friend’s advice in mind. I strayed a couple of times when tempted by Stinson 108s but only briefly.

We considered a number of sensible Cessnas, including 206s, 210s, and 182s, a Piper PA-24 and several Beechcraft Bonanzas. Then, quite by surprise, we found Annie, our 1992 Commander 114B that checked most of the boxes for us, including being easy to fly. 

Certainly my previous training in another Commander helped ease the transition to a complex, high-performance airplane after years of flying a docile 172. But Annie has been an especially gentle flier so far. The airplane handles well on the ground and its wide, trailing link gear have made straight, stable  landings the norm. Those links are famous for making rough landings feel smooth.

It is still early, we have had the Commander just a few months, but I have yet to elicit an unpleasant reaction from it in the air. The airplane seemingly has no desire to stall unless the pilot ignores the buffeting and forces the issue. While it does not lead the four-seat-retractable category in performance measurements like cruise speed, climb rate, short-field operations, or fuel economy, it has an all-around feeling of comfort that my passengers appreciate. The roomy cabin is part of that, but so is the airplane’s forgiving, no-surprises behavior.

I believe the Commander’s smooth handling, more than its cushy seats, is the reason my wife can fall asleep before we reach cruising altitude.

The post Your Ideal Aircraft Might Be the One That’s Easy To Fly appeared first on FLYING Magazine.

I remember bristling a bit and thinking, “Doesn’t this guy know that I have my complex and high-performance endorsements?” Something about his tone seemed to suggest I lacked the right stuff necessary to handle an aircraft with retractable landing gear, a constant speed propeller, and 200-plus hp. In fact, he was simply telling the truth.

The Meaning of “Complex”

For the typical pilot who has spent years flying basic aircraft like Cessna 172s and Piper PA-28s, moving up to almost any model with more power and speed—and complex systems—can be challenging, sometimes surprisingly so. Keeping up with a new aircraft that cruises at speeds roughly 50 percent faster than the one you flew previously can seem nearly impossible at first and might make you feel like you should have stuck with something slower and simpler. 

However, taking on such challenges is an essential part of pilot development that can lead to truly rewarding experiences.

After recently completing a few hours of insurer-mandated dual instruction in our newly acquired 1992 Commander 114B I began several additional hours of solo flying required before I am insured to carry passengers. At first I thought the required total of 15 hours was excessive. But almost as soon as I took off for my first solo flight in the Commander I realized that 15 hours might not be enough.

Everything Happens Faster

I managed to overshoot my first 45-degree traffic pattern entry after underestimating the airplane’s speed, as if I had never flown it before. I wound up way too close to the runway on downwind so I had to angle away before making the base turn. Another pilot was behind me in the pattern and no doubt had me in sight. I must have put on quite a show. 

No matter how many hours you fly with an instructor in a complex, high-performance aircraft that is new to you, the first time you fly it solo is likely to bring a mix of feelings from joy to shock and surprise. The big difference is that you are on your own. No one is there to remind you to raise the flaps or turn off the auxiliary fuel pump after takeoff, or where to set the power for cruise. It is up to you to determine how far out to begin your descent when approaching your destination airport.

While these arguably are basic procedures, they tend to overlap in a high-performance airplane where they did not in the 172. At 10 miles out I used to key the radio to announce my pending arrival. Next I would start thinking about descending. Now I’m typically halfway through the descent when I make that call, trying to maintain a stabilized approach while also reducing airspeed—slowing down while going down. What used to be a sequence of separate events has turned into a juggle, or at least a balancing act. And much of it is happening around 140 to 150 knots instead of the 90 to 100 that I was accustomed to for years.

Take Advantage of Every Hour 

I was fortunate to have perfect weather last Friday and was able to fly for several hours nearly nonstop, quickly getting a feel for soloing the Commander. After numerous approaches, my pattern work sharpened and apprehension turned to the kind of elation I last felt on my first cross-country solo flights as a student pilot.

As the shadows grew long and I headed back to Sussex Airport (KFWN) I realized the insurance company had really done me a favor. There is something special about flying solo, one-on-one with a new airplane, taking as much time as necessary to get acquainted. Although I piled on the hours last week I still have another five to go before taking any family trips. I resolve to make the most of them. 

The post Finding Your Ideal Aircraft: Take Time to Get Acquainted appeared first on FLYING Magazine.

Not only do things occasionally go wrong in general aviation, but they go wrong in bunches. While I had braced myself for the sorts of problems that most aircraft owners eventually have to deal with, I was not quite ready to face them so soon after the purchase. I had hoped to have a little more time to enjoy relatively carefree flying with every instrument on the panel working properly as they had during a recent demonstration flight with the former owner.

But reality could not wait, and after logging a single hour in my new machine I was standing  on the maintenance ramp while the mechanic who had performed the pre-buy removed the upper cowling and began his investigation. He seemed to give me a look as if I must have done something, perhaps something terrible, to have so quickly turned a perfectly good airplane into one that was no longer airworthy. But I was letting my imagination take over. The mechanic considered this a typical encounter with a 30-year-old airplane.

While awaiting a verdict I chatted with a friend, telling him that under my ideal scenario, the problem would be a simple one that could be fixed within an hour, enabling me to be back in the air by lunchtime.

“Good luck,” he said in a not-so-positive tone before heading into the airport restaurant for breakfast. I could not think about eating at a suspenseful time like this. Instead I stood on the tarmac, taking in the modest but welcome heat the low December sun offered. A few minutes later I heard the most encouraging words—“I think I found the problem.”

Turns out the electrical connector for the gauge—one of the large cylindrical types with a threaded sleeve that holds it together, had loosened slightly. Soon it was tight, re-safety-wired, and ready, and I had learned a bit more about my airplane’s systems. I started the engine and the oil pressure gauge was alive again.

I celebrated with an hour aloft with my instructor, practicing steep turns, slow flight, stalls, and pattern work. I would have flown all day had my schedule allowed it, but an hour was all I could squeeze in. The good news: This was the last hour of instruction the insurance company required before I could solo. I can finally start logging the remaining 15 hours I need before carrying passengers. So far the days when I could fly have been rainy or too gusty, but I am watching the forecast closely and plan to pounce as soon as a reasonable day comes along.

I eagerly anticipate flying the Commander by myself in almost the same way that I looked forward to my first solo years ago while training for my private pilot certificate in a Cessna 172. However I think I will appreciate the experience even more now, because it represents a clear step beyond the most basic skills needed to fly an airplane. I am moving up.

The Commander really is a complex and high-performance aircraft compared with the 172 I have grown accustomed to flying over the past decade. The workload is more demanding as is the pace. Everything happens roughly 50 percent faster than in the 172, so staying ahead of the airplane is more challenging. But I feel like I can handle it confidently now. At some point the increased speed became a source of satisfaction instead of trepidation. That is the effect of training.

Next time I plan to report on solo visits to new destinations and, I hope, no more squawks for a while. 

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