One of the things I love about aviation is that it’s the great equalizer. Being a pilot is a shared space that seems to allow who you are and what you’ve accomplished melt into the background for a while allowing the experience and joy of flying an aircraft to become the tie that binds. And if you’re paying attention, there’s almost always something you can learn from listening to another pilot.

Siebel started flying in the early 1980s. Considering the training fleet of the day—the airframes, avionics, interiors, and engines—not much was new or exciting other than the intrinsic value of exploring the science and fun of learning to fly. Like many pilots, he stepped away from flying for a while but never lost his love of aviation.

A few years later, Siebel found himself back in the seat of a GA aircraft—a Cirrus SR22—only to discover that a great deal had changed. Mesmerized, as we all were at the time, he described the integration of technology in a piston GA aircraft as “almost unimaginable.” Imagine having last climbed out of steam gauge (circa mid-1950s design) aircraft and being introduced to a sleek, composite, glass-cockpit, parachute-equipped aircraft with more bells and whistles than a model train museum. Clearly a great deal had changed, and he was ready to jump in again and not look back.

Aviation is a huge part of Siebel’s life—it’s an invaluable business tool, a source of recreation, and the mechanism to support some of his philanthropic endeavors. As one might expect of someone of his stature, he owns a Boeing BBJ, but he never once mentioned it in our conversation—probably because he can’t fly it inverted like the GB1 GameBird that he is enamored with.

Listening to Siebel talk about his aviation experience is fascinating and inspirational. As I mentioned earlier, if you pay attention, it’s easy to learn from fellow aviators, and I did. Something that fascinated me about his aviation experience (and inspired me to do better) is his unwavering commitment to safety and training.

“I’m a super enthusiastic pilot who likes to be safe,” Siebel said.

And it shows. Once, while getting some mountain flying training with a CFI, he inadvertently got into a spin while executing an aggressive 180-degree turn to simulate retreating from a canyon. That experience prompted him to get spin training, which as he explained, “the next thing you know I own a GameBird.” 

Siebel shared that he flew 300 hours last year—a big number for anyone who doesn’t fly for a living, let alone someone who’s busy day job is running a Fortune 100 tech company. But even more impressive is the fact that 50 percent of that time was devoted to training and becoming a better, safer pilot. Staying proficient in all five of the aircraft he flies certainly requires training, but dedicating half of one’s flight time to that speaks volumes. 

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We all have an intelligence quotient (IQ) and an emotional quotient (EQ). If pilots have a safety quotient (SQ), an ability to understand, assess, and manage the need to be safe and proficient and to take the steps necessary to maximize and maintain that, I’d say that Siebel’s SQ is very high, and he continues to stack the deck in his favor.

To that end, his new love, which also makes him a safer pilot in the realm of unusual attitudes and upset recovery, is aerobatics—something he didn’t start until he was in his 60s. His beautiful GB1 GameBird comes out of the nest for those flights of fancy. Siebel trains with world champion and aerobatic pilot Sean D. Tucker (another pilot whose SQ is off the charts). 

When not tossing the GameBird about while arguing with it over the laws of aerodynamics and physics, Siebel also has an affinity for birds that swim, owning both a Daher Kodiak and a CubCrafters XCub on floats. Also in the fun-to-fly category is his wheeled XCub.

“It’s hard to have more fun in an aircraft than in a Carbon Cub,” he said. “You can land these things anywhere. They’re unbelievable. We land in the driveway, alfalfa fields, cow pastures, mountaintops, the highway…[But] let me clarify this first—it’s lawful to land on the highway in Montana.”

His Montana ranch is also home of an annual fly-in Siebel hosts. Through his connections who share the love of aviation, his charity event generates funds to provide college scholarships for children of Montana state troopers and fish, wildlife, and parks officers.

From business to pleasure and philanthropy, aviation is woven into the fabric of Siebel’s life.

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With time running short, I didn’t want to leave our conversation without asking his opinion about the role of AI in aviation. Automation in aviation (think autopilot) is nothing new, but the concept of AI (like machine learning) and the speed of its integration can be a great source of debate: Is it good thing, bad thing, and how soon will we see a required crew of two be reduced to one or even zero pilots? What should we look forward to or be cautious about?

His Q&A responses were both surprising and refreshing.

FLYING Magazine (FM): What was the first aircraft you owned?

Tom Siebel (TS): My first plane was a 140 hp Cherokee. I used to have a B36TC, a Malibu, a couple of Maules, PC6, PC12, Falcon 2000, Global Express, and others, but I’d say the planes I fly now are by far the most fun.

FM: What has been your greatest aviation experience thus far?

TS: I was able to do some formation training with the Chilean national acrobatics team. And I also trained with Sean Tucker doing formation flight in the GameBirds. It was really exhilarating and really exciting. It’s been one of the most exciting experiences of my life.

FM: What is the future of AI in the cockpit? Will we see pilotless aircraft any time soon?

TS: I don’t think so. The UAV problem is very difficult to solve. C3.AI has built some of the largest and most complex enterprise scale AI applications on earth for places like the United States Air Force, the intelligence agency, and others.

We can spool up 10,000 virtual machines in the cloud doing 24-bit floating point operations, say 20,000 of them on three-, four-, or five-gigahertz cycles—this is an unimaginable computing capacity. A $100 million worth of computing capacity to train a learning model, which actually has very, very little intelligence and it requires two gigawatts of power. The human brain has 60 billion neurons that make 100 trillion analog connections simultaneously. And it operates on only 17 watts of power.

As somebody who is a leader in artificial intelligence and knows something about it, I do not think we’re going to see fully autonomous, ground-based terrestrial vehicles or aircraft really anytime soon. I don’t think we need to worry about [pilotless aircraft] anytime soon. That being said, will artificial intelligence assist pilots in single pilot operations? Absolutely.

I think one of the most sophisticated applications of computing in aviation—I’m not sure there’s any artificial intelligence in there—is definitely what Garmin has done with this Safe Return system. That’s almost unimaginable.

FM: What is the best application of AI in aviation?

TS: Predictive AI is a good example. We’ve taken all of the aircraft weapons systems, F-15, F-16, F-18, F-22, F-35, KC-135, and aggregated all of the telemetry off these systems, all of the maintenance data, all of the flight history, all the information about flight stories, and the weather where they were flying. We’ve aggregated about 100 terabytes of data in a tool called PANDA (Predictive Analytics and Decision Assistant).

We run those data through machine-learning models to predict system failure before it happens. And so the idea is, if we can identify the system, auxiliary power unit, flap actuator, igniter, whatever it might be, and can identify it’s failure 50 or 100 flight hours before it happens, we can then dispatch the personnel and the materiel to converge with the aircraft, maintain it, and it flies off and doesn’t break. 

In doing so we’re able to increase aircraft availability. The United States Air Force has 5,000 aircraft, and this AI can increase availability by 25 percent on any given day.

FM: Could AI have changed the outcome of any historic crashes, like US Airways 1549 “Miracle on the Hudson,” or United Airlines Flight 232 “Impossible Landing?”

TS: Miracle on the Hudson: Could a computer have pulled that off? I don’t think so. Impossible Landing: No hydraulics, no flight controls. Whoever was flying that was thinking out of the box. A computer’s not going to do that. No way, no how.

FM: What do you find most compelling about aviation right now?

TS: I think the most interesting thing I’m seeing in aviation is things like what Sean Tucker is doing with the Bob Hoover Academy, and I think the work that AOPA has done with their STEM curriculum, using aviation as a means of teaching science, math, and engineering.

This feature first appeared in the July/August Issue 949 of the FLYING print edition.

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It’s where the spirit of exploration reigns, a world apart from congested flight paths and bustling airports.

Whether you’re an intrepid adventurer yearning for the solitude of wild frontiers or a seasoned bush pilot looking for a fresh bird to tame, here are five backcountry aircraft with current listings on Aircraft For Sale, each with their unique character and capabilities, ready to amplify your flying adventures.

2023 Zenith CH 750 SD

Taking the pole position, we’re stepping into the future with the 2023 Zenith CH 750 SD. This light, yet robust aircraft, is perfect for those who love a nose wheel in the backcountry. With a high-lift wing design and user-friendly controls, it’s designed for low and slow flights, letting you soak up every moment.

2019 CubCrafters Carbon Cub FX

Next up, meet the muscle of the lineup: the 2019 CubCrafters Carbon Cub FX. Outfitted with a powerful CC363i engine and an ultra-light carbon fiber frame, this speed demon offers top-notch STOL capabilities, making it a match in heaven for any backcountry flying enthusiast.

Pilots also read: We Fly: CubCrafters Carbon Cub EX-3 & FX-3 Made for Backcountry

2007 Aviat A-1B Husky

Coming third is the trusty 2007 Aviat A-1B Husky. With a robust Lycoming O-360-A1P engine and a tailwheel configuration, this Husky still has much to offer. Reliable, strong, and ready to rough it, it’s the perfect companion for the wild at heart.

1962 Piper PA-18-160 Super Cub

Taking the fourth spot is a blast from the past: the 1962 Piper PA-18-160 Super Cub. As a stalwart of backcountry aviation, this Super Cub is a testament to timeless design. Equipped with a Lycoming O-320 engine and the iconic high-wing, it’s ready to take you wherever the wild calls.

2018 Aviat A-1C-200 Husky

Closing our list is the 2018 Aviat A-1C-200 Husky. This rugged beauty, fitted with a 200 hp Lycoming engine, is built for those seeking an aircraft that’s as adventurous as they are. Boasting a modern cockpit, the A-1C-200 Husky ensures that your forays into the backcountry are comfortable as well as exciting.

Each of these aircraft, with their unique characteristics and capabilities, stands ready to take your backcountry adventures to new heights. From vintage classics to modern marvels, there’s a plane for every pilot’s passion and price point.

Whether you’re ready to embark on your maiden flight into aircraft ownership or want to diversify your fleet with a new airborne chariot, remember that each journey begins with a single flight. Discover all these airplanes and more on Aircraft For Sale, your portal to the next chapter of your flying adventure.

When you’re ready to take the next step towards airplane ownership for your backcountry dreams, we have you covered. Getting pre-qualified is easy with FLYING Financial Group; simply fill out an application in minutes, speak with one of our aviation experts, and get closer to your dreams today!

The post Top 5 Backcountry Airplanes You Can Own Today appeared first on FLYING Magazine.

That sentiment is echoed around the industry—piston-powered, high-performance airplanes with good utility hold their value over decades. What does this mean for pilots wanting to invest in a new Bonanza—or the like? You may pay what feels like a premium price, but your investment will remain secure, even as you fly the pants off that bird.

Jim Blessing, president of AirFleet Capital, concurs. “Our experience has been that aircraft that provide good utility have held their values well over time,” he says. Those types include the Cessna 210 and 206, Piper PA-32-series aircraft and, yes, Bonanzas, in his estimation. The numbers don’t lie—a Cessna 206 purchased new in 2004 still commands between $450,000 and $650,000, which is more than what the pilot paid for it, with a 2023 206H Stationair flying out of Wichita next year for about $775,000. The new buyer can still take advantage of attractive financing and depreciation to offset the higher purchase price. And their investment will offer more in return than just the joy of flying it.

There’s other excitement in the single-engine piston market that taps into a different kind of utility: backcountry- and STOL-focused aircraft, such as the CubCrafters XCub and NXCub, the Maule MX-7 series, and the Aviat Husky. While no company churns out tailwheel airplanes in huge numbers, CubCrafters launched its first investment offering at EAA AirVenture this summer towards expanding its manufacturing facilities to meet demand. 

And what if you want your airplane to do more than land short and haul gear? A series of just-for-serious-fun aerobatic airplanes entices pilots, beginning with the Gamebird GB-1, which hit more than 50 units delivered earlier this summer. It’s joined by the latest Extra,the NG, and the Aviat Pitts S-2C.

As for piston twins—with both normally aspirated and turbocharged engines—the persistence of solid value also holds, if the airplane has seen improvements over the years. “When it comes to older twins, for example,” Blessing says, “from the finance perspective, we are often looking to see current technologies, such as panel upgrades, engine conversions, and even other airframe modifications. These [updates] coupled with [a strong history of value retention] help give us comfort in lending for 15 years or longer on some of these assets.” One reason why a Cessna 414 or 421 still commands a decent price is that there’s no real high-powered, pressurized piston twin on the new aircraft market to compete directly. Instead, piston twins come in a different guise altogether—such as the Diamond DA62 with two Austro Engine AE330s, sipping diesel while carrying up to seven passengers.

New buyers shopping for personal transportation look to this sustainable, technologically savvy prospect—or trade up to a single- or twin-engine turboprop. Another venue for light piston twins: the training market. For this segment, Diamond offers its DA42, and for Piper Aircraft, the tested-and-true Seminole. Also, Tecnam has delivered the P2006T into flight schools around the globe for more than 10 years—and the economics work out similarly to other modern jet-A-burning pistons. At 9 gph, that’s a lot of trips around the pattern towards a multiengine rating.

Tecnam also began delivering its turbocharged twin—the P2012 Traveller—to Cape Air in 2019, and the airline continues to add 10 aircraft each year towards the 100 units it will take to fully replace its workhorse Cessna 402s.

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