Most pilots are introduced to tailwheel flying in small, two-place types such as the Piper Cub, Aeronca Champ and Cessna 140—airplanes that are perfectly suited to initial training and short pleasure flights. But as they build experience, more than a few pilots begin to recognize the limitations of these bantamweights and begin searching for an airplane that offers the satisfaction and fun of a taildragger with the flexibility and utility to unlock a wider variety of flying adventures. Lately, more and more are arriving at the conclusion that the Cessna 170 provides an optimal blend of qualities. Here, we explore what the 170 is like to own and what those owners enjoy most about it.

Design

In 1948, World War II had come to an end, soldiers had returned home to the postwar prosperity of the United States, and consumers weary from years of rationing were buying airplanes as quickly as factories could build them. Cessna was selling thousands of its small, two-place 120 and 140, as well as seeing success with the larger, radial-powered 190 and 195 that seated five people. The jump from one to the other was significant, however, and it didn’t take long for the company to identify this gap in their product offerings.

To address this, Cessna opted to stick with a proven formula. The company created a larger, four-place version of its existing 140 and named it the 170. The two types shared a number of features, including spring-steel landing gear, an aluminum airframe, toe brakes, a large floor-mounted flap lever, and control yokes rather than sticks.

So successful was the design, the 170 would go on to evolve into the wildly popular tricycle-gear 172, and initially, the landing-gear configuration was one of the only differences between the two. At first, they were built side by side on the very same assembly line. Although taildragger production quickly faded in favor of the 172 and other tricycle-gear types, Cessna achieved its goal of effectively bridging the gap between its two existing single-engine product offerings.

Model History

Three variants of the 170 were produced between 1948 and 1956: the 170, 170A and 170B.

The initial version is called the 170 and is commonly referred to as the “ragwing” or the “straight 170.” It was produced for one year only (1948) and is essentially a larger version of the 140. From a distance and without a sense of scale, the two types look nearly identical, with a fabric-covered constant-chord wing, dual wing struts, and a vertical stabilizer that lacks the curved dorsal fin of the later 170s. A total of 714 were built, and these examples tend to be the least expensive means of becoming a 170 owner.

The original fabric wing is characterized by light, crisp roll authority and docile, predictable stall qualities. It’s highly regarded by those who own them, but when evaluating a 170 with a fabric wing, a prospective owner must consider the age and condition of the fabric. Though modern covering systems can last decades when properly cared for, a 170 that’s due for new fabric can cost $8,000 to $10,000 to bring up to date. In such a case, it might make more sense in the long term to pay the premium for a 170A or 170B that, with their all-metal wings, will never require such service.

The 170A was built from 1949 to 1951, and the all-metal wing was indeed the primary change from the 170. The wing has a tapered design with squared-off wingtips, and a single wing strut on each side. The flaps were enlarged, and the maximum flap setting increased from 30 degrees to 50 degrees. Fuel capacity increased from 37.5 gallons to 42 gallons, and the dorsal fin was added, giving it a resemblance to the 190 and 195. A total of 1,522 170A models were built.

The final 170 variant was the 170B. Of the 2,900 examples that were produced from 1952 to 1957, the primary change was the wing. It introduced 3 degrees of dihedral and larger, semi-Fowler flaps. The improved flaps are hugely effective; at gross weight and standard conditions at sea level, the 170B requires only 65 percent of the distance required by the 170A to land over a 50-foot obstacle. And because the flaps produce more lift at smaller settings, takeoff distance over a 50-foot obstacle is reduced by nearly 200 feet.

At their maximum 40-degree setting, the huge flaps can disrupt airflow over the tail surface during slips, which can cause the airplane to pitch down suddenly and severely with potentially fatal results. Accordingly, the 170B flight manual includes a warning that with full flaps, slips are to be avoided. Fortunately, the maximum flap setting enables such a steep approach, owners agree that slips with full flaps are never necessary.

In addition to the improved flaps, the 170B also introduced a balanced horizontal stabilizer and elevator that provide lighter control forces and reduce the need for trim adjustments as speed and configuration changes.

All 170s came equipped from the factory with the 145 hp, six-cylinder Continental C-145, which later became known as the O-300. The relatively modest power means that most 170s are capable of getting into airstrips that they might not be able to get out of, but as the engines are essentially O-200s with two extra cylinders, they’re well-regarded for their reliability and smoothness.

Market Snapshot

A survey of 170s listed for sale at the time of this writing found 21 examples ranging in price from $38,900 for a 170A with a bad cylinder to a $135,000 heavily modified 170B with an upgraded engine and propeller. The median price of the group was $65,000, and the median airframe time was approximately 3,700 hours.

The least expensive 170s tend to be 1948 models with the fabric wing, while the B-models are listed at an average price of $81,000. Predictably, the examples that have been upgraded with more-powerful engines top the range, commonly reaching six figures.

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The value of the 170 has increased notably in the past several years, and this appears to be at least partially attributable to a lower inventory. The popularity of tailwheel aircraft in general and backcountry flying in particular has made 170s of all varieties quite desirable, and their value seems to have outpaced other types.

Flight Characteristics

Climb into the cabin of a 170, and one of the most significant strengths of the design becomes immediately apparent—visibility over the nose is fantastic. This makes taxiing easy and straightforward, and no S-turning is necessary to see where you’re going. The airplane is reasonably easy to maneuver on the ground, and when full rudder doesn’t result in an immediate turn, a light tap of the brake ushers the tail into the direction you desire.

The spring-steel gear legs have a fair amount of flex and do a good job of soaking up bumps. While taxiing on lumpy, uneven surfaces, the airplane tends to wallow just a bit as the wing gently rolls left and right. Later B models feature slightly stiffer gear legs, which minimize the sway to a degree.

Compared with smaller types such as Cubs and 140s—which are invariably flown within a few hundred pounds of gross weight—the 170 can be a very different airplane from one end of the weight-and-balance envelope to the other. Flown solo at sea level with a bit of fuel burned off, the 145 hp Continental provides sprightly takeoff performance, often returning takeoff rolls in the 500-foot range. Loaded to maximum takeoff weight, however, one must expect a 60 percent longer takeoff roll, followed by a rather laborious climb rate that requires 1,820 feet to clear a 50-foot obstacle.

Once in the air, the 170 is as unremarkable as the 172 into which it evolved. Climb performance is sufficient but not impressive; stalls and handling are docile and predictable; and depending on the propeller, cruise performance hovers around 100 to 120 mph, with most owners reporting a fuel burn of 7 to 8 gallons per hour. Useful loads are generally around 850 pounds, leaving roughly 600 pounds for people and gear with full tanks.

Like most taildraggers, landing demands vigilance. The 170 is more docile than many, but the spring-steel landing gear lacks damping of any kind, and this requires a careful, controlled touchdown. Unlike Piper Pacers and Stinson 108s that are equipped with oil damping to slow the rebound, a firm touchdown in a 170 will cause the gear legs to snap back and enthusiastically return the airplane back into the sky.

For those using their 170 to venture out to bumpy strips or off-airport, however, the benefits of the tailwheel configuration quickly become clear. There’s no chance of damaging a fragile nosewheel or firewall on rough ground, and prop strikes are far less likely thanks to greatly increased prop clearance.

Ownership

With more than 5,000 examples produced, most parts are easily sourced for the 170, and it’s not difficult to find qualified mechanics who are familiar with the type. A relatively small number of airworthiness directives on the airframe helps to simplify pre-purchase inspections; other than recurring ADs on the seat tracks and Bendix mag switches, most are either one-time inspections or applicable only to the engine and/or engine accessories.

Ownership is made even easier with a vibrant type club, the International Cessna 170 Association, where members gather online and around the world to share tips and knowledge. Owners actively collaborate to identify and address emerging maintenance issues among the fleet, adding a great layer of safety to the ownership of an aging aircraft.

After the purchase, the 170 is something of a blank canvas. An owner can install original wheelpants and polish bare aluminum for a bit more speed and a classic 1950s look, or they can install a STOL kit and tundra tires for backcountry adventuring. Similarly, the interior can be restored to recapture the original 1950s style, or the upholstery and rear seat can be removed altogether to save weight and maximize cargo space.

Owners with significantly larger budgets are able to completely transform their 170s by installing a larger engine, such as the 180 hp Lycoming O-360. This transforms a stock 170 with its mediocre climb rate into a powerful machine that can much more easily handle short runways with departure-end obstacles. This performance also unlocks capability at high altitudes, particularly when paired with modern composite propellers. While such performance doesn’t come cheap at approximately $50,000 to $60,000 to start, the desirability in today’s market is such that it tends to return a corresponding increase in the aircraft’s resale value.

Inertia-reel shoulder harnesses are a popular modification. Unlike basic fixed shoulder harnesses that require the pilot to constantly loosen them to lean forward and reach the floor-mounted flap handle, the inertia-reel harnesses enable the pilot to reach the flap lever unencumbered and undistracted.

The 170 strikes a great balance of being easy to handle yet never boring. It’s common enough for service and most parts to be easily sourced, but it’s unique enough to turn heads on any ramp. And while the technical differences between the various 170 subtypes are notable, most owners agree that pilot proficiency and skill can easily make up for most of those differences.

Capable of being flown on wheels, skis or floats, the 170 enables adventures of all kinds. The payload falls short of a 180 or 185, but so too does the fuel burn and operating expense. For the pilot who wants a relatively economical taildragger with the ability to take a friend and a pair of bicycles on weeklong camping trips, the 170′s unique blend of strengths make it a particularly attractive approachable aircraft—and a ticket to further adventures.

This story appeared in the August 2021 issue of Flying Magazine

The post The Cessna 170 Is a Ticket to Adventure appeared first on FLYING Magazine.

But fun is only part of the Ercoupe’s formula. When it was designed in the 1930s, it introduced a number of safety features that were, at the time, as futuristic as the Buck Rogers comics of the era. Even today, the Ercoupe enjoys an enthusiastic following.

Design

In the late 1930s and early 1940s, aircraft designers stuck with similar playbooks. For the most part, light general aviation aircraft took the form of fabric-covered taildraggers with tandem seating and control sticks. The formula worked, but stall and spin accidents and ground loops were commonplace, and aerodynamicist Fred Weick began experimenting with aircraft designs that would eliminate them.

In 1936, Weick teamed up with a company called ERCO, which stands for the Engineering and Research Corp. He was tasked with designing a new two-place general aviation airplane and was given the freedom to take an innovative approach that challenged the existing norms.

To increase stability on the ground, he introduced steerable tricycle landing gear. To reduce the number of stall and spin accidents, he combined the aileron and rudder controls and eliminated rudder pedals altogether, making it impossible to fly in an uncoordinated state. The pilot would use the yoke to steer the airplane on the ground as well as in the air. Finally, he packaged it in a sleek aluminum fuselage with twin vertical stabilizers and a clever canopy that could be opened in flight.

The result was an airplane that the Civil Aeronautics Administration—the predecessor to the FAA—proclaimed “characteristically incapable of spinning,” and it earned a reputation as a fun, safe and easy means of getting in the air.

Model History

Ercoupes of various permutations were manufactured by a handful of different companies between 1940 and 1970, but the vast majority were built by ERCO. They built the first 112 examples of the Ercoupe in 1940 and 1941 and called it the 415-C. There was no 415-A or 415-B; the C simply indicated that it was powered by a Continental engine, and the number indicated that the Ercoupe was ERCO’s 415th product.

After a pause in production during World War II, 1946 to 1950 brought mostly minor changes to the airplane, and the various ERCO models (415-C, 415-CD, 415-D, 415-E and 415-G) differed mainly in horsepower and gross weight. In today’s market, the most noteworthy ERCO models are the 415-C and 415-CD. These have a gross weight of 1,260 pounds and are the only Ercoupes that qualify for LSA rules, meaning no standard medical certificate is required to fly them.

From 1958 to 1959, a company called Forney resumed production, renaming the airplanes the F-1 and F-1A Aircoupe. These were equipped with the Continental C-90 engine and had metalized wings. Approximately 25 F-1As were produced by Air Products Co. when the company changed hands. A total of 163 were built.

After another pause, Alon Inc. continued production with the C-90-equipped A-2 Delux. The Alon models utilized a bubble canopy that slid back to provide access to the cockpit, which was slightly wider than previous Ercoupes. All had metalized wings, and some utilized spring-steel main gear legs in place of the traditional trailing-link main gear. A total of 297 examples were built between 1965 and 1967.

The final manufacturer of the Ercoupe family was Mooney, which built 59 examples of the M-10 Cadet between 1969 and 1970. The Cadets are perhaps the easiest variants to pick out of a crowd because they eschewed the original twin-vertical-stabilizer arrangement in favor of the trademark Mooney vertical stabilizer with traditional rudder pedals.

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Market Snapshop

A survey of Ercoupes listed for sale at the time of this writing found 15 examples ranging in price from $15,500 to $30,000, with a median price of $22,250. The median airframe time was a relatively low 2,259 hours.

The vast majority of examples on the market were 1946 to 1948 models built by ERCO, and most were equipped with the 85-horsepower Continental C-85. Because Ercoupe listings are scattered among all the various manufacturers that built them over the years, it’s important to scan through the listings and search for those names. Doing so can reveal a handful of Alon-, Forney- and Mooney-built Ercoupes cataloged separately from the more commonplace ERCOs.

Flight Characteristics

An Ercoupe’s distinctive design makes it stand apart from most other airplanes parked on a ramp, and unique features become apparent as you climb into the cockpit. Instead of doors, the Ercoupe has two flexible plexiglass windows that are pulled up from each side to meet in the middle in a manner similar to the cover on a roll-top desk. To enter, simply pull down one of the windows, hop in, and then pull it back up to the center position over your head. The airplane can be flown with both windows down at any speed, giving it the feel of an open-cockpit airplane.

At approximately 39 inches wide, the cabin has just a bit more space than comparable two-place aircraft of the era, and the lack of rudder pedals provides quite a bit more legroom. It’s still a small airplane with cozy accommodations, though, and the baggage area behind the seats is relatively shallow. Extended trips require careful packing.

While the earliest Ercoupes lack electrical systems and, therefore, must be hand-propped, the vast majority are fully equipped, and the startup process is no different from any other airplane equipped with a small Continental engine.

Taxiing, however, is very different. Because the aileron and rudder controls are interconnected, one simply steers the yoke in the desired direction and uses the single foot pedal to apply the brakes. No differential braking is available, but steering on the ground is easy and precise.

At gross weight from sea level in standard conditions, the 415-E requires 2,100 feet to clear a 50-foot obstacle, and with most Ercoupes weighing around 900 pounds empty, the full-fuel payload can be modest in the LSA-compliant models.

Cruise speeds vary by engine, but 100 to 105 mph is common. One owner upgraded his C-85 engine with an O-200 crank to achieve a relatively brisk 117 mph cruise speed while burning about 5 gallons per hour.

In flight, the Ercoupe’s handling is well-mannered and unremarkable. Steep turns are easily performed, and the ball stays perfectly centered throughout the maneuver. While power-on stalls occur with a mild break, power-off stalls have no break at all and amount to a high sink rate with noticeable buffeting. Positive roll control is maintained throughout slow flight and into stalls.

The stall and spin resistances of pre-E-model Ercoupes are achieved in part by limited upward elevator travel, so it’s important to maintain speed on final in those models. This will ensure the elevator has sufficient authority to arrest the rate of descent and properly flare.

The 415-G manual calls for an approach speed of 72 mph, and landing is simply a matter of reducing power, leveling off a foot or two above the ground, and allowing the airplane to settle onto the runway.

Crosswind landings are surprisingly unremarkable given the lack of rudder pedals. The Ercoupe’s landing gear was engineered to touch down in a crab, and doing so doesn’t generate the harsh side loads one might expect. Instead, the trailing-link main gear simply nudges the nose into alignment with the runway, and the airplane settles onto the ground without complaint. The small size of the vertical stabilizers greatly reduces the airplane’s tendency to weather-vane.

A number of Ercoupes have been modified with rudder pedals to replicate the controls of a traditional airplane. While this might sound appealing to pilots who prefer traditional controls, owners report that the modification lacks rudder authority and effectiveness.

Ownership

Provided an Ercoupe’s airframe has absolutely no corrosion, it can be an easy airplane to own and maintain. Because a reasonable number were built, parts are plentiful. Univair owns the type certificate and produces new parts, and usedercoupeparts.com is a highly regarded source for used parts.

There are 26 airworthiness directives that apply to Ercoupes of all types, viewable on Univair’s website. Approximately eight are recurring, and these are considered to be relatively simple and easily addressed by an A&P.

Corrosion is the most significant concern, however, and any prospective owner should ensure a mechanic familiar with Ercoupes thoroughly inspects the wing spar with a borescope to confirm that no corrosion exists. A wealth of information and support is available from the Ercoupe Owners Club.

When evaluating various types of aircraft for purchase, most of us tend to take a technical approach. We collect metrics, assess performance figures, and carefully calculate the precise operating costs inherent to each type in an effort to determine which is most perfectly suited to our needs.

The Ercoupe is unique in that some of its most significant strengths aren’t easily quantifiable and won’t show up in spreadsheets. The 1930s-era retro-futuristic look, the relaxed confidence of sure-footed crosswind landings, and the feeling of resting your arm out the window as the scent of freshly cut hayfields swirls through the open cockpit on a summer afternoon make it truly special.

For the pilot who values these sorts of qualities and has less need for cruising speed, payload and short-field capability, the Ercoupe delivers on the dream of aircraft ownership in spades.

This story appeared in the April/May 2021 issue of Flying Magazine

The post Approachable Aircraft: Ercoupe appeared first on FLYING Magazine.

In the early 1960s, general aviation was experiencing tremendous growth, and Beechcraft wanted a bigger slice of the pie. The competition’s ever-expanding product offerings were not going unnoticed, and Beechcraft decided to expand into new market segments. It developed a new, lower-cost training-and-touring airplane that provided stable comfort for long trips, the sturdiness necessary for a trainer, and even limited aerobatic capability. And thus, the Musketeer was born.

Over the following 20 years, the Musketeer would evolve into a wide variety of subtypes. More than 4,000 examples would be built, including the more powerful Sundowner and the retractable-gear Sierra. Here, we’ll explore the fixed-gear variants of the Musketeer family—and evaluate whether the combination of Beechcraft quality and refinement, at a price comparable to a basic Cessna or Piper, remains as attractive today as it was then.

Model History

Presented as a simpler and less expensive alternative to the popular Bonanza, the Musketeer was launched as a 1963 model following a particularly speedy development process. Beechcraft took the concept from a blank sheet of paper to full FAA type certification in only 16 and a half months.

The Musketeer family was marketed as something of a Swiss Army knife of GA aircraft, able to fill multiple roles from training to longer-distance touring. Perhaps as a result, few general aviation aircraft have as confusing an assortment of model numbers, subtypes and names. The Musketeer Custom, for example, became the Sundowner in 1972, when midway through production, Beechcraft changed various names and model numbers. Similarly, the A23-19 was configured as a two-seat trainer and became the B19 Sport. Later models added—at various points—a third side window, a second door, electric flaps, a wider cabin, and even an aerobatic kit that permitted basic aerobatic maneuvers. Other models were available with two small seats in the rear baggage area, for a total of six seats.

Over the 20-year production run, entry-level models were equipped with the 165 hp Continental IO-346 and 150 hp Lycoming O-320, while the more upscale models sported the 180 hp Lycoming O-360 and 200 hp IO-360, some with constant-speed props. Gross weights range from 2,200 to 2,550 pounds, depending on the specific model and whether the aircraft has been modified with a gross-weight-increase kit. Useful loads range from 800 to 1,050 pounds, again depending on the model.

Two books that have covered the type (Kites, Birds & Stuff: Beech Aircraft by P.D. Stemp and The Fabulous Flight of the Three Musketeers by Gene Nora Jessen) each dedicate multiple pages to outlining all the various permutations of the type in comprehensive lists that specify production numbers and serial-number ranges.

The IO-346 Engine

It’s rare for an engine manufacturer to design and build an engine for only one aircraft type, but that’s precisely what occurred with Continental and the IO-346. Produced for only five years, the 165 hp engine has a 1,500-hour time between overhauls and is essentially a four-cylinder predecessor to the popular six-cylinder IO-520.

The engine has some significant strengths. Owners regard it as reliable and well-designed, and many feel it produces more power than the rated 165 hp. But the availability of parts and maintenance is a concern. As of this writing, Continental has only one part listed in its entire system for the engine (cylinders), so owners are forced to scour eBay and other classified listings for parts, scooping them up for future use whenever they become available.

Only 540 examples of the engine were produced, and with an ever-dwindling number of camshafts, crankshafts and crank cases in existence, the scarcity of parts will become only more challenging as they’re used up. So, while the engine itself provides good reliability and performance, prospective owners should carefully consider the pros and cons before buying.

Market Snapshop

A survey of Musketeers and Sundowners listed for sale at the time of this writing found 18 examples ranging in price from $26,500 to $68,000, with a median price of $39,900. Most had midtime engines, and the median airframe time was a relatively low 3,300 hours.

The Musketeer family is one of the least expensive means of obtaining a certified aircraft equipped with the 180 hp Lycoming O-360. Based upon a survey of online listings, they can presently be had for tens of thousands of dollars less than Cessna 172s and Piper Cherokees equipped with the same engine.

Early 150 hp Musketeers are sometimes shunned by prospective shoppers in favor of the more powerful examples. This can be a mistake, as the lower weight of the 150 hp models maintains a comparable power-to-weight ratio. Additionally, the entire Musketeer family is equipped with 60-gallon fuel tanks. Compared with the 40- to 50-gallon tanks of comparable Cessnas and Pipers, this adds flexibility. Pilots can fill the tanks for long-range flights or leave some fuel behind for improved takeoff and climb performance.

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Flight Characteristics

Despite the brash, swaggering image of its name, the Musketeer is anything but a swashbuckling daredevil. In terms of flight characteristics, the name “Engineer” or “Consultant” might be more fitting because the airplane is defined by quiet competence as opposed to snappy bravado. The airplane simply does what is asked of it with little complaint.

A second, left-side door was optional in the early years and eventually became standard, simplifying entry into the cabin. Once inside, Beechcraft’s goal to provide Bonanza quality at a lower price point becomes evident because the yoke, pedals and other touch points have a solid feel, devoid of any creaking or flex that can be found in some other types.

Like any other aircraft model, takeoff performance varies based on engine type. The performance charts, however, can be misleading at first glance; under identical conditions, the 180 hp Sundowner is listed as requiring approximately 10 percent more distance than the 150 hp Musketeer. A closer look reminds us that the more powerful airplane also includes a 250-pound greater maximum takeoff weight. A buying decision must therefore take into account the whole picture, considering not only horsepower but also fuel burn and useful load.

Visibility from the cockpit is fantastic, with the wing positioned far enough aft to provide a nearly unobstructed view downward from the front seats. The airplane is stable in cruise and remains stable in bumpy conditions. Handling is unremarkable, the controls delivering what is asked of them with the expected results, predictable feedback and no complaints. Beechcraft added an aileron-rudder interconnect to reduce the likelihood of stall or spin accidents, and it goes largely undetected during normal flying and maneuvering.

As comfortable as the Musketeer is on cross-country flights, owners concede that they will never win any air races; cruise speeds hover around 110 ktas in 150 hp airplanes and 120 to 125 ktas in 180 hp examples, burning 8 to 9 gallons and 11 to 12 gallons per hour, respectively. With the aforementioned 60 gallons of fuel capacity, the 150 hp models boast a maximum endurance of nearly nine hours and a still-air range of more than 900 miles.

The modest cruise speed isn’t far from the 95-knot limitation of the flaps, so a slight power reduction makes it easy to set up for an approach with 30 to 35 degrees of flaps available, depending on the model. Actuation varies as well, with some models sporting a manual floor-mounted lever and, on others, an electric, three-position switch adjacent to the power quadrant.

The trailing-link landing gear does a good job of absorbing firm landings, and the rubber discs minimize the tendency to bounce or rebound. Crosswind landings are made easier with main gear that, at nearly 12 feet apart, is spaced almost 2 feet wider than a Cherokee and more than 3 feet wider than a 172.

Musketeers have earned a minor reputation of being tricky to land well, and a survey of National Transportation Safety Board reports does reveal an assortment of incidents stemming from porpoising and improper flaring. Owners report that this is at least partially related to a CG that trends toward the forward limit. With two larger occupants in the front seats and nothing in the rear seats and baggage area, it’s easy to find oneself outside of the CG envelope, and with a forward CG, the elevator can run out of authority in the flare. This is further exacerbated during a flight because the CG moves forward as fuel is burned.

To remedy this, many owners make a habit of keeping supplies and even bags of sand in the rear luggage compartment. Midway through production, Beechcraft offered an optional 10- or 22-pound tail weight to counter the forward CG, which owners report improves the landing characteristics immensely. The Beech Aero Club offers detailed plans and specifications to fabricate a tail weight for aircraft lacking one.

Ownership

Compared with some other types, the Musketeer family is easy to own and maintain. With 4,460 examples produced, airframe parts are plentiful, and while it’s always worth seeking out a mechanic familiar with the type, maintenance is by the book, with no significant traps or pitfalls to newcomers.

Aside from the usual avionics upgrades, a freer-flowing exhaust kit and a well-respected vortex-generator kit, most Musketeers remain largely unmodified from their original factory configuration. While a number of ADs apply to each model, few are recurring and most are straightforward to address.

Shock-absorption duties are provided by simple rubber discs, and owners enjoy their trouble-free simplicity. While pricey at $4,000 to $5,000 (or around $1,000 via a third-party supplier), they last approximately 10 years and require zero maintenance. Most owners have replaced the corrosion-prone, black-colored ductwork that routes air through the cabin with modern, orange-colored ductwork. This is considered to be a particularly important modification that requires approximately $450 in parts and 10 to 12 hours of labor to convert.

Every owner would be well-advised to become a member of the Beech Aero Club. This well-organized type club provides a wealth of expertise, arranging social events, and renting specialized tools to members for low rates. Even prospective owners would benefit from membership; a continuously updated pre-purchase inspection guide is available, outlining all type-specific concerns to address when inspecting an aircraft.

Compared with more-popular types such as the Cessna 172 and Piper Cherokee, the Musketeer family offers a compelling set of strengths and few weaknesses for a relatively low price. Over the years, the type has quietly delivered refinement and reliability to its owners while going largely unnoticed by the masses.

Though a Musketeer will cruise about 10 knots slower than a Cessna 172, the additional 20 gallons of fuel capacity might enable it to reach the destination first if a fuel stop can be omitted. With a relatively large fleet size, few onerous ADs, and an enthusiastic and engaged owner’s group, the Musketeer family offers real merits that make ownership a pleasure for those who own, maintain and fly them.

This story appeared in the March 2021 issue of Flying Magazine

The post Approachable Aircraft: Beech Sundowner and Musketeer appeared first on FLYING Magazine.

On the spectrum of popularity, various aircraft types ebb and flow from decade to decade, and the most sought-after models become easy to spot. Cessna 170s and Carbon Cubs are currently among the most desirable types, and while their popularity and reputation are not necessarily undeserved, the resulting prices often stretch out of reach for many.

Less obvious are the underappreciated and undervalued airplanes that hide in the less-traveled corners of classified listings, and one that presently seems to be lurking there is the Stinson 108. The 108 is a four-place, steel-tube-and-fabric 1940s-era taildragger powered by a variety of engines. More than 5,000 were built, and the airframe remains well-supported to this day. We examine here its strengths and weaknesses, as well as explore how the 108 ranks as an approachable aircraft.

Model History

The 108 was first offered in 1946, and a total of 5,261 production aircraft were built through July 1948. Four primary subtypes were available: the 108 (or “straight 108”), 108-1, 108-2 and 108-3.

The “straight 108” was the initial model. It came equipped with a 150 hp Franklin engine and a gross weight of 2,150 pounds. The 108-1 saw an increase in gross weight to 2,230 pounds. The 108-2 came equipped with a 165 hp Franklin engine and bungee-based rudder trim.

The 108-3 was the first model that differed visually. The tail was increased in size and stood a foot taller than the preceding models. Unfortunately, the rudder itself was only slightly enlarged, and many pilots complain that the 108-3 is more difficult to handle in crosswinds and while taxiing in windy conditions. Rudder trim was provided via a trim tab, and the gross weight grew to 2,400 pounds.

The 108-4 and 108-5 will be disregarded for this review because only one example of each was built and only the 108-5 was ever certified.

Two trim levels were offered. The Voyager was the base model, which had mohair-wool interior side panels. The “Flying Station Wagon” came with wood interior panels that resembled the “woody” cars of the era and added a structurally reinforced rear floor that raised the weight capacity from 350 to 600 pounds. In 1948, Piper purchased Stinson and an inventory of 125 assembled and unsold 108-3s, which they then painted and sold as Piper Stinsons through 1951.

Market Snapshot

It has been said that every Bellanca Viking costs $150,000. The implication is that you’ll spend that amount in one of two ways: either in the form of repairs, making an inexpensive example safe and airworthy, or in the form of purchasing a pristine model in the first place. To a certain degree, the same logic can be applied to the Stinson 108.

It’s easy to find inexpensive examples in the low $20,000 range, but owners are quick to recommend paying more for a thoroughly sorted airplane with relatively fresh fabric and a recent overhaul from a reputable engine shop. The higher acquisition price can be difficult to stomach, but many have discovered the hard way that it’s costlier to individually tackle all of the issues that make an inexpensive model that much more affordable. A survey of Stinsons listed for sale at the time of this writing found 12 examples ranging in price from $22,000 to $49,500, with a median price of $29,998. All were equipped with Franklin engines, though one airplane with the Lycoming O-360 conversion did previously sell for just over $60,000.

Many 108s have metalized fuselages, eliminating fabric entirely. While the prospect of never having to replace costly fabric is enticing, the metal conversions reportedly create a louder cabin environment and are also a bit heavier, which reduces the useful load. Like any older tailwheel aircraft with steel tubing, the aft longeron tubing should be closely inspected for any signs of rust prior to purchase. Likewise, the aluminum wing spars should be carefully inspected for signs of corrosion.

Engine Options

Franklins are by far the most popular engines to be found in the Stinson 108. Named for their rated horsepower, the 150 and 165 are the most common, with a 1,200-hour TBO. The more powerful 220 has a 1,500-hour TBO, and the relatively rare 180 has a 2,000-hour TBO.

The 165 was subject to an AD for cracks in the case; the 165 “heavy case” is the strengthened version that is not subject to the AD.

The Franklin engine can be a blessing for the buyer if the engine has been maintained by a Franklin expert. The unfamiliarity of the engine tends to scare many prospective owners away, which reduces the airplane’s value accordingly. Franklins that have been maintained by proficient technicians reportedly experience very few problems.

But that lower resale value becomes a curse when selling a Stinson, and a Franklin that’s maintained like a Continental or Lycoming will likely experience constant issues. Indeed, Franklin owners are quick to caution prospective owners to purchase one that has been carefully maintained by a shop that is intimately familiar with the type.

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The availability of engine parts such as crankshafts can occasionally be a challenge, but with the dedication of companies such as franklinparts.com, even the most difficult- to-source parts can be found at prices comparable to Continental and Lycoming parts. Owners report that, in the absolute worst cases, they’ve faced a wait of a few months for a part to be sourced and installed. A hassle, to be sure, but the inconvenience is somewhat balanced by the relatively low acquisition cost of these Franklin-equipped airplanes.

Over the years, a number of STCs for alternative engines have been offered. Most Stinson owners agree that the Lycoming O-360 and Continental IO-360 are the most desirable engines, primarily because of their higher power, light weight, and the ease of finding parts and service. Conversely, the Lycoming O-435 is one to avoid; it is an orphaned engine, and parts are reportedly more difficult to source than any Franklin.

Flight Characteristics

While reviewing the obscure Miles Aerovan, writer David Ogilvy once reflected, “The absence of much structure in the front of the cockpit was a mild discomfort to an imaginative mind.” Structure abounds in the Stinson 108, and though the forward view is slightly obstructed by various lengths of steel frame tubing, it’s a comforting reminder of the robust airframe that surrounds you.

Perhaps because of the Stinson’s Detroit origins, the interior is reminiscent of a classic automobile. Many sport classy, art-deco-era instrument panels with side windows that slide back, providing a healthy blast of fresh air, and the woody-style side panels that adorn the interior of 108s in Flying Station Wagon trim.

Like many Piper elevator-trim systems, the 108 uses an overhead crank. And like those Pipers, there’s a trick to remembering which way is nose up and which is nose down; when the knob passes over the left seat from front to back, it’s nose up, and when it passes over the left seat from back to front, it’s nose down.

The 108 wing is versatile: It can carry a lot of payload, or it can provide great short-field performance at lower weights. With a single occupant and half tanks, expect takeoff ground rolls in the 500-foot range with the 165 hp Franklin, and count on landings shorter than that.

Takeoff performance suffers at maximum takeoff weight, increasing to around 2,500 feet to clear a 50-foot obstacle. But in exchange, most 108s will provide a useful load of 900 to 1,000 pounds. Speed varies by engine. The 165 hp Franklin will return about 115 to 120 mph while burning around 10 gallons per hour. More-powerful engines greatly enhance takeoff-and-climb performance but only increase cruise speed by 10 to 20 mph.

Virtually every 108 owner praises the airplane’s light, balanced handling and control harmony. Stalls are docile and amount to a mush with plenty of tactile warning and no discernible break or wing drop. Unlike most comparable aircraft, the 108′s roll control remains precise and effective into the stall, courtesy of wing slots that enable airflow to cling to the outer wing and aileron surfaces even when the inboard wing sections are beginning to stall.

Flaps are extended via a manual floor-mounted lever. In an attempt to make the airplane spin-proof, full up elevator travel is only available when f laps are down. When the flaps are up, a tab on the flap lever itself limits the maximum up elevator to approximately 9 degrees less than full up travel.

Firm landings are softened by the 108′s plush suspension design. Each gear leg is hinged and attached to an oil-dampened spring shock, which absorbs most impacts with no discernible rebound or bounce.

Ownership Experience

Despite being a 76-year-old design, the 108 is remarkably well-supported today. Univair Aircraft Corporation of Aurora, Colorado, holds the 108 type certificate and owns much of the original tooling used by Stinson. Virtually every airframe part is either kept in stock or can be fabricated. Owners of the 108 also enjoy an active owner community, primarily in the form of the International Stinson Club. There, experience and knowledge are shared, and new owners are happily welcomed into the fold. Airworthiness directives are few and straightforward. Only about five apply to the airframe, and most involve one-time fixes.

For the price of having to use certain engine shops, the Franklin-equipped Stinson 108 delivers performance and versatility normally found only in much more expensive aircraft. The unique engines provide discounted ownership of a capable four-place taildragger with outstanding load-carrying ability and short-field flexibility.

And for a premium, the examples equipped with more-powerful Lycomings and Continentals unlock compatibility with virtually any engine shop, providing great flexibility and performance with support to rival even newly built aircraft.

This story appeared in the January-February 2021 issue of Flying Magazine

The post Approachable Aircraft: Stinson 108 appeared first on FLYING Magazine.

Browsing the web in search of an airplane to buy is not unlike taking a stroll through your local bookstore; the newest and trendiest items tend to be featured prominently, with substantial fanfare. Carbon Cubs, Kitfoxes and Cessna 170s dominate social media and are featured front and center, while commanding ever-increasing prices on the usual classified sites. But hiding in the quiet, less-traveled aisles toward the back of the store, treasures can be found: older, less-flashy editions that, while frequently passed over, nonetheless faithfully continue to provide wonderful experiences.

Such is the case with the Piper Colt. Often overlooked as a lower-powered, less-capable version of the more common Tri-Pacer, it’s easily brushed aside by many shoppers. At first glance, its awkward-looking landing gear conveys an unbalanced, top-heavy presence. Further investigation reveals a capacity of only two people on board, with a baggage area in place of the Tri-Pacer’s rear seats.

While many write off the airplane as a contender at that point, an astute shopper takes a closer look, and the Colt reveals itself as a thoroughly underappreciated approachable aircraft.

Model History

When Cessna introduced the 150 in 1958, it didn’t take Piper long to realize they didn’t have a direct competitor and, thus, were losing potential sales. At the time, they lacked an economical two-place trainer with side-by-side seating, and with the introduction of the Cherokee 140 still a handful of years away, they needed a stopgap measure.

The Colt was their solution. Using the Tri-Pacer as the starting point, Piper got to work simplifying it in an effort to reduce costs and offer aggressive pricing. They kept the tricycle gear, but removed the rear seat and door and modified the shape of the rear fuselage. Out came the flaps, rear windows and second fuel tank. Sacrificing horsepower for thrift, they chose the 108 hp Lycoming O-235 in lieu of the Tri-Pacer’s 125 to 160 hp options.

The result was a lighter-weight PA-22 that, at $4,995, was nearly half the cost of a Tri-Pacer and was $2,000 less than Cessna’s 150. Piper ultimately built approximately 2,000 examples between 1961 and 1963 before bringing the Cherokee 140 to the forefront as their inexpensive two-seat trainer.

Market Snapshot

Because Piper produced so many fewer Colts in comparison to the commonplace Tri-Pacer, their presence in classified listings follows suit. Though they’re far less common, there always seems to be one or two listed for sale.

Fortunately for buyers—if not sellers—the Colt’s lower power and limited seating capacity is reflected in resale value. These factors tend to exclude the Colt from the searches of many, and it’s a slightly more difficult airplane to sell as a result. One former Colt owner reported having great difficulty finding a buyer for his, recalling that for a relatively small premium, many buyers opted for the additional power and seating capacity of the Tri-Pacer.

Prices for average examples commonly hover around the midteens, and one example with a high-time engine was recently listed at only $8,000. A wide variety of STCs and mods are available for the Colt, and those with larger engines and tailwheel conversions—as we’ve highlighted in the photos for this story—command higher prices. But, it’s hard to find one priced higher than $30,000.

• READ MORE: Previous editions of “Approachable Aircraft”

Cabin and Interior

For those of us accustomed to Cessna 150s and Piper Cherokees, sliding into the seat of a Colt is a very different experience, not unlike sliding behind the wheel of a vintage automobile. Rather than surrounding its occupants with creaky plastic trim, the Colt exudes vintage craftsmanship. Most surfaces are covered in upholstery or painted metal, and though the panel does have a few plastic trim pieces, many are adorned in a rich, glossy paint that’s reminiscent of classic Bakelite.

As you sink into the plush spring seat and reach for the door handle, you’ll find that the door requires only a fingertip to lightly pull shut as it secures with a satisfying click. No need to repeatedly slam it in the hopes that it actually remains shut throughout the flight.

The view outside is on par with that of a Cessna 150 or 172—though the combination of a slightly lower beltline and a slightly higher seat does seem to open up the outside view a bit. Forward visibility is similarly improved, courtesy of the instrument-panel design, which is lowered on each side of the primary flight instruments.

Flight Characteristics

Taxiing a stock Colt isn’t difficult, but it does require a short period of familiarization. While the rudder pedals steer the nosewheel as expected, the brakes are activated via a small lever attached to the underside of the panel; pull it toward you to activate the brakes. This applies the left and right brakes equally with no accommodation for differential braking. Fortunately, the gear and wing are both relatively compact, and it’s not difficult to smartly maneuver into a tight parking spot.

Takeoff performance of a Colt with the standard O-235 is on par with most other 100 hp two-seat trainers; it’s rather relaxed and not overly concerned about obstacles on the departure end of the runway. The modest power is somewhat balanced by a 2,400-hour time between overhauls and a fuel burn of about 6 gph while cruising at around 105 miles per hour. Operating economy is the O-235′s strong suit.

The Colt has good handling characteristics in flight. Control forces are light, and the only noteworthy aspect is the ceiling-mounted crank for elevator trim. To the uninitiated, it takes some time to learn whether nose-up trim requires clockwise turns or vice versa. It helps to remember: When the knob passes over the pilot’s head from back to front, it’s producing nose-down trim, and when it passes over from front to back, it’s nose-up.

While the Colt lacks flaps, the short wingspan can produce impressive descent rates, and altitude can be shed quickly when necessary. One owner compares the glide ratio to that of a set of keys and describes the Cessna 140 as gliderlike in comparison. Fortunately, this is easily manageable with some power and a bit of planning. Stalls are extremely benign, amounting to a gentle mush and increase in sink rate with no discernible break or wing drop.

Firm landings are softened by a clever and robust suspension design. The main gear is suspended by multiple bungees, and the rebound is slowed by Piper’s Hydrasorb shocks. The result is good shock absorption with little tendency to bounce back into the air after a firm landing.

Ownership Experience

Colt owners report few surprises with regard to the ongoing maintenance and upkeep of their airplanes. As an entirely fabric-covered airplane, Colt ownership does present inherently higher maintenance expenses as compared with fully metal types such as a 150 or Cherokee. While modern fabrics last for many decades, replacement cost is substantial. With a full re-cover easily costing $20,000 or more, a wise owner treats their fabric like an engine, setting aside a certain amount for every hour it’s flown to offset the future replacement expense.

Fabric replacement does include one very significant benefit: the opportunity to open up the airframe and fully inspect every inch of the underlying structure for otherwise hidden issues, such as cracks or corrosion. This is an item of particular importance in a Colt pre-purchase inspection; the flat metal frames around the door posts are prone to rusting and should be thoroughly inspected to confirm they are structurally sound. A log entry indicating that Service Bulletin 819 has been completed indicates that tubing has been inspected, replaced if necessary, and sealed with primer and protectant. Similarly, the integrity of steel tubing in the lower fuselage should be closely inspected because moisture can collect in those areas.

Fabric and fuselage structure aside, the Colt is largely devoid of significant maintenance concerns. An AD exists for the stock wing struts, requiring a recurring, biennial inspection for rust and corrosion. Sealed wing struts eliminate this inspection requirement, making them a popular upgrade.

Virtually all parts are plentiful and easily sourced, and every owner would greatly benefit by joining the extremely active Short Wing Piper Club for the group’s wealth of expertise, technical data and great camaraderie.

Most owners agree that the Colt’s most significant limitations are its low power and limited seating. But for prospective owners shopping for two-place 100 hp airplanes like the 150, 152 or Piper Tomahawk, it offers a compelling set of strengths that far outweigh its limitations—and the tailwheel mod delivers an intriguing alternative to more-expensive models. With a useful load of around 700 pounds, many examples equipped with the optional 36 gallons of fuel capacity—and an abundance of personality—the Colt rewards the pilot who looks a bit closer for an inviting airplane often hiding in plain sight.

This story appeared in the November 2020, Buyers Guide issue of Flying Magazine

The post The Piper Colt: A Real Contender appeared first on FLYING Magazine.

When you venture into the world of airplane ownership and evaluate different aircraft models for purchase, it quickly becomes clear that each offers various combinations of strengths and weaknesses. Some have outstanding payload at the expense of increased fuel burn. Some are capable of accessing very short runways at the expense of cruise speed. But very few offer the unique blend of qualities of the Cessna Skycatcher.

For the price of limited useful load and expensive, difficult-to-find replacement parts, the Skycatcher provides an airframe and engine that are less than 10 years old with reasonably sporty performance and modern avionics. Here, we explore these trade-offs and evaluate the ownership experience.

Model History

The Skycatcher story is an interesting footnote in general aviation history. Introduced in 2007 as a modern, low-cost airplane for training and personal use that adhered to the then-new light-sport aircraft category, it attracted more than 1,000 orders before the first delivery took place in 2009.

With an ever-aging fleet of 150s and 152s, private individuals and flight schools alike were attracted to the concept of an updated two-seat Cessna with more cabin space, modernized avionics, proven product support and a target price of less than $100,000.

At that time, the market appeared to be ripe for such an aircraft, and the 162 appeared to be poised to fill the void perfectly. And because it was certified as an LSA, it could be flown by sport pilots without a medical certificate. But for a number of reasons, it is considered to have been a failure in the general aviation marketplace.

By most accounts, this was primarily because of two closely related factors: failure to meet the original target price and the decision to assemble the aircraft in China. While Textron Aviation (then Cessna) thought the latter would enable them to sell more airplanes by tapping into the Asian market, this never happened, and the existing US market was forced to absorb costs that it would have otherwise never incurred. Engines, for example, had to be shipped from the US manufacturer to China for installation before the complete airplanes could then be shipped back to the US.

In order to maintain acceptable profit margins while such logistical expenses added up, Cessna was forced to raise the Skycatcher’s price accordingly, from an original target of $100,000 to a final price of $149,000. Buyers were soured by both the price increase as well as the decision to assemble the aircraft in China, and orders were canceled in droves. Ultimately, Cessna ended up building and selling 275 airplanes before canceling the program entirely.

Market Snapshot

As of this writing, nine Skycatchers were listed for sale in various places in the US. All but one was built in 2011. The average airframe and engine time of those listed was approximately 850 hours, and asking prices ranged from $39,500 to $69,950, with an average price of $53,950.

Among the examples listed for sale, only two had been upgraded with ADS-B. This is a significant concern when shopping for a 162 because the only ADS-B solution that has been approved by Textron Aviation at this time—the Garmin GDL 82—is an expensive one.

The GDL 82 itself lists for $1,795, and multiple owners surveyed reported a total bill of $5,000 to $8,000 for parts and installation. Such an expense must be taken into account when purchasing a Skycatcher without ADS-B, and the prices of unequipped examples will likely be affected accordingly.

Cabin and Interior

Though the Skycatcher shares similar general dimensions and layouts as the familiar 150/152, those similarities begin to fade as soon as you reach for the door handle. Entry to the cabin is easy because the wing strut is positioned behind the cabin door, so occupants are able to enter and exit the cabin without having to step over the main gear. This configuration creates less of a natural barrier between occupants and the propeller, however, so it’s particularly important to shut the engine down before allowing anyone to enter or exit the cabin.

The doors themselves swing upward, making entry easier still. Early on, however, many door latches failed, causing the door to pop open in flight. This isn’t typically a problem in most airplanes; traditional forward-hinged doors only actually open a few inches in flight. In the case of the Skycatcher, however, the gull-wing doors catch the wind, blow open and become damaged beyond repair.

Cessna later offered a secondary door-latch modification to prevent this from occurring. It proved to be a good investment, with multiple owners reporting being quoted a staggering $5,000 for a replacement door from Textron Aviation.

Settling into the cockpit, it quickly becomes clear you’re in a modern airplane. Gone are the antiquated greens, oranges and tans from the 1960s and ’70s vintage trainers. In their place is a stripped-down, utilitarian interior, completely devoid of any extraneous trim or upholstery. The floor and walls of the cabin are more reminiscent of a high-quality fishing boat, with rivets, lightening holes and a durable, anti-slip paint visible in absence of any carpet or molding.

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This minimalistic interior is intended to lighten the airframe as much as possible and enable the airplane to meet the strict maximum LSA weight limit of 1,320 pounds. While not unpleasant to look at, the interior is devoid of any extraneous comforts such as heat and sound insulation. This becomes very apparent on cold days because any throttle setting below maximum cruise results in a very chilly cabin temperature. Applying carb heat further robs you of cabin heat, making winter pattern work in colder climates a very chilly experience.

Fortunately, the generous cabin width provides some space for warm jackets. Compared to a 150, the Skycatcher provides an additional 8.6 inches of width at the shoulders. The cabin is even a full 4 inches wider than a Cessna 172N.

The Skycatcher doesn’t do much better in particularly hot climates. Neither side window opens, leaving the two wing root vents tasked with cooling the entire cabin.

The instrument panel is very clean and modern, with the Garmin G300 taking the place of traditional analog instruments. When it comes to training, pilots starting out with this avionics suite will find the transition to the G1000 to be a smooth one.

Because the flight instruments are all found within the G300′s primary flight display, a total electrical failure—possible, though certainly uncommon—could leave the pilot landing without an instrument-based airspeed reference. A good checkout in the airplane should include flying an approach without referencing the G300, to practice landing the airplane using its significant aerodynamic, aural and visual cues. The experience is not unlike landing an old Piper Cub.

Also notable are the control sticks. Combining design aspects of both sticks and yokes (and thus earning the nickname “stokes”), they feel much like a traditional control stick but are attached to the underside of the control panel rather than the floor.

This design frees up leg space, and most pilots find it to be an easy, intuitive transition from standard yokes. An electric trim switch is mounted atop each stick. The Skycatcher has no manual trim, and trim position is indicated on the PFD.

Snapshot of Flight Characteristics

While the Skycatcher’s low weight creates some compromises in certain areas, it provides significant improvements in others. Like many LSAs, it can be a handful to fly in gusty, bumpy conditions. But that low weight also provides noticeably better takeoff-and-climb performance compared to a 150 with the same engine. The takeoff ground roll is 13 percent, or 95 feet shorter at 640 feet, and owners report takeoff rolls of approximately 300 feet when flying solo at light weights.

Rate of climb at sea level is 880 feet per minute, a 24 percent or 210 fpm improvement over the 150. Cruise speed is improved as well, with a 75 percent power setting resulting in 111 ktas at 4,000 feet, an improvement of approximately 8 knots over the 150.

Skycatcher owners report good handling qualities in flight, with no ill manners or unexpected traits noted. Both power-off and power-on stalls are benign and predictable, and occur without the sudden wing drop that is present in many 150s or 152s.

These refined handling qualities and flight characteristics reflect Cessna’s thorough testing and certification process. Though approved as an LSA, the airplane went through similar testing and processes as it would have if it had been built and sold as a standard category aircraft—completing a total of 533 spins during the program. Accordingly, it lacks any bad traits or idiosyncrasies that sometimes haunt other LSAs.

Pilots who are accustomed to making full-stall landings in a 150 or 152 will find that the Skycatcher has less tail clearance in the flare, and is thus more susceptible to tail strikes, particularly in gusty conditions. This is an airplane that rewards a flatter approach, good airspeed control and a less aggressive flare. To get a feel for the sight picture, you can sit in the left seat on the ground while another pilot positions the tail in the landing attitude.

Cessna’s weight-saving measures are apparent in various places, from the manual flaps operated by a bar between the seats to the free castering nosewheel, which requires the application of brakes during taxiing.

Overall, the Skycatcher is considered a lively, fun-to-fly airplane. While the lighter weight can make it more of a handful in gusty, bumpy conditions, owners describe it as a very enjoyable and sporty airplane to fly.

Ownership Experience

Overwhelmingly, Skycatcher owners caution that the cost and rarity of replacement parts is the most significant concern when it comes to ownership. Airframe parts can be expensive and difficult to find, and because of the small fleet size, no organized owner group exists where parts and expertise can be swapped. Partially offsetting this concern is the ubiquitous Continental O-200 engine, for which parts and expertise are widespread and plentiful.

The happiest owners are those based in temperate climates, because of the aforementioned lack of cabin insulation and ventilation.

Overall, Skycatcher owners truly enjoy flying an airplane that’s only 10 years old, devoid of many issues that are commonplace among the aging fleet of 50- to 60-year-old alternatives. They describe how spouses and friends who are otherwise nervous fliers are put at ease by the relatively new Skycatcher.

Only recently have Skycatcher prices decreased into the $40,000 range, and while the aforementioned ADS-B expense must be taken into account, few options provide such a new airframe and modern avionics for the price. If you can live with the compromises, the Skycatcher offers a very unique and intriguing balance of qualities.

This story appeared in the August 2020 issue of Flying Magazine

The post Cessna 162 Skycatcher appeared first on FLYING Magazine.

The hierarchy of personal general aviation aircraft types has, over the years, come to be defined by certain mainstays. The Cessna 150-152 and light taildraggers have been the stalwarts of basic, entry-level aviation. The Skyhawk and Cherokee families have long served as the go-to solution for economical four-place aircraft—and more-powerful, complex machines like those from Mooney and Beechcraft have defined the top of the single-engine-piston market.

But, hiding in the gaps between those segments, there are some less common types that offer an intriguing blend of qualities. The four-place Grumman AA-5 family might be one of the better-kept secrets, offering the simplicity of a Cessna 172 while approaching the cruise speed of a similarly powered Mooney. This appealing blend can be found elsewhere, but few options supplement it with the robust network of parts, service and support enjoyed by Grumman owners.

With relatively few problem areas, ADs or areas of concern with regard to flying characteristics, the AA-5 family checks many of the boxes required to earn its place as an approachable aircraft.

Model History

The manufacturing history of the AA-5 series is a colorful one. The lineage began with Jim Bede’s homebuilt BD-1, which first flew in 1963. Bede designed the two-place BD-1 with an emphasis on speed and economy, and when it was purchased by American Aviation and developed into the AA-1 series, these qualities were carried over.

In 1971, when American Aviation became Grumman American, the company identified a need for a four-seat aircraft. It introduced an enlarged version of the AA-1, equipped it with a 150 hp Lycoming O-320 and called it the AA-5 Traveler. The airplane received minor aerodynamic improvements for the 1975 model year, which was its last year of production.

In 1976, the AA-5 Traveler was replaced with the AA-5A Cheetah. With the assistance of aircraft designer Roy LoPresti, the airframe was cleaned up to reduce drag, the horizontal stabilizer was enlarged to increase elevator authority and expand the CG range, and fuel capacity went from 37 to 52 gallons.

Topping the range is the AA-5B Tiger, which entered production as a 1975 model and differed from the Cheetah primarily by being equipped with the more powerful 180 hp Lycoming O-360. A number of these became known as Gulfstream Americans when Gulfstream bought the Grumman line and sold them through 1979.

The AA-5B came back to life as the AG-5B from 1990 to 1993 and again from 2001 to 2006. In the AG-5B, the 12-volt electrical system was replaced with a 24-volt system, and the refresh included several minor systems and aerodynamic improvements, plus improved corrosion coating. The AG-5B is uncommon, with only 150 produced as compared to more than 3,000 Travelers, Cheetahs and AA-5B Tigers.

Current Market

AA-5 prices can vary widely, but when we exclude the most extreme examples in a recent sampling of listings, the majority fall in the $30,000 to $60,000 range. Predictably, more-powerful, lower-time engines and modernized avionics are the primary drivers behind higher prices. As of this writing, 13 examples are listed at a median price of $48,500, with a median airframe time of 3,500 hours. Approximately half are ADS-B-compliant, and most have midtime engines.

A number of Cheetahs can be found equipped with the 180 hp O-360, which is available as an STC. This effectively provides Tiger speed and climb performance at the price closer to that of a Cheetah.

Flying Characteristics

Ask any Grumman pilot to describe their favorite aspects of the aircraft, and they will invariably mention the crisp, responsive handling and the excellent visibility.

Compared with those from other manufacturers, the Grumman design replaces many of the cables and pulleys with torque tubes. Accordingly, AA-5s are quick to convert a light nudge of the yoke into an instant change in attitude.

The reports of excellent visibility are not overstated: The wraparound windows, low beltline and low instrument panel provide a panoramic view. Additionally, the airplane can be flown with a partially open canopy, which improves the experience even further.

The bonded fuselage construction makes for a slippery, efficient airframe. Devoid of rivets and corrugated aluminum, it’s the secret behind the AA-5′s speed. Tiger owners report cruise speeds of 125 to 133 knots at 8.5 to 10 gallons per hour, while owners with 160 hp Cheetahs fly about 10 knots slower with a slightly lower fuel burn.

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During climb and cruise, an AA-5 pilot would be well-advised to closely monitor cylinder-head temperatures, which can run high. Accordingly, a good, reliable engine-monitoring system is a wise investment, and with the proper adapter, savvy buyers can download engine-monitor data to observe how a seller has been treating the engine.

Like any aerodynamically efficient airframe, proper speed management is important on approach and landing. One maintainer reports that the majority of incidents he sees are a result of runway overruns that began with excessive speed on final approach.

New and experienced pilots alike enjoy Grumman’s fiberglass main gear, describing it as robust and forgiving. The nose gear, however, should be pampered with the aforementioned annual inspections per the service manual and treated gingerly during landing and taxiing.

While the early Travelers provide a slightly higher useful load than the other AA-5 models, often exceeding 900 pounds, Cheetah and Tiger owners enjoy increased pitch authority and a wide CG range provided by their larger horizontal stabilizers.

Ownership

The AA-5 family is largely devoid of any major ADs or technical issues. Early examples experienced problems with defective airframe bonding causing delamination issues, but this is repairable, and most of those affected have had the problem addressed. It is, nevertheless, an item to confirm during a pre-purchase inspection.

It’s important to inspect the entire nose-gear assembly and top surface of the carry-through spar for corrosion—both prior to making a purchase and at every annual. All spars are life-limited to 12,000 to 12,500 hours, underscoring the importance of having a detailed logbook history.

Otherwise, owners report that the AA-5 family is largely free of issues, and they enjoy great support and parts availability from companies such as Excel-Air Services in Indiana and Fletchair in Texas. Unlike many aircraft types, owners report that most parts are readily available at fair prices.

Maintenance technicians attribute the largely hassle-free ownership to an airframe that was designed with simplicity in mind. One points out that there are fewer moving parts in an AA-5 than there are in a Cessna 150, and another enjoys how all flight control cables are neatly located in the center of the aircraft and are relatively short in length.

Indeed, unlike most comparable aircraft, there are no moving parts inside of an AA-5′s wing—all flap and aileron actuation is achieved via easily accessible torque tubes upon which each control surface pivots. Additionally, the castering nosewheel is a simpler and lighter design than those used in most Cessnas and Pipers.

Among the most valuable resources available to Grumman owners are the bustling owners’ groups. The American Yankee Association is the original type club and holds regular events, including an annual convention. The Grumman Pilot’s Association and Grumman Gang are additional resources, and enthusiastic support is available to the owner community in the form of online forums and video tutorials.

The AA-5 series serves as an interesting alternative to the comparable Cessna and Piper models that make up the general aviation fleet. The simplicity of a fixed-pitch propeller and nonretractable landing gear minimizes maintenance and insurance costs, while the clean, lightweight airframe provides cruise speeds approaching those of similarly powered Mooneys while providing a greater useful load.

Combined with a panoramic canopy, nimble handling, relatively modest prices and thriving owners’ groups, the resulting blend of strengths makes these Grummans intriguing options for new and experienced owners alike.

The post Approachable Aircraft: Grumman AA-5 Series appeared first on FLYING Magazine.

It is often said that a first-time airplane buyer should buy his or her last airplane first. The reasoning is, it makes little sense to invest in an airplane the pilot will outgrow or become bored with. A more expensive option may, in fact, prove to be a better long-term value by serving as a more permanent solution to the pilot’s needs.

Still, a budget is a budget, and while mission requirements vary considerably from one pilot to another, one common goal is to find an airplane that remains interesting and fun while minimizing the cost of ownership. In this respect, the Cessna 120 and 140 offer an intriguing blend of qualities for the new pilot and/or first-time buyer.

Model History

The 120 and 140 were some of the most successful postwar light aircraft in the US. Nearly 8,000 were built between 1946 and 1951, and more than 2,500 remain on the FAA register today.

The 120 was developed as a budget version of the 140, initially lacking flaps, rear side windows and electrical systems. Over the past 70-plus years, however, most of the 120 fleet has been modified with electrical systems and other upgrades.

Today, the presence of flaps is the primary difference between the two models, and with many 140 owners reporting little difference in performance with flaps down, the 120’s lack of flaps should not be considered a significant disadvantage.

The most desirable variant of the family is the 140A. Introduced in 1949, it offered a metal wing with more effective flaps and a redesigned instrument panel. The 140A was also available as the Patroller model, which included Plexiglas doors, a message chute, and a whopping 42-gallon fuel capacity that provided an endurance of around seven hours.

Current Market

As of early 2020, there were 14 140s and two 120s listed for sale in various places, with a median price of $25,000. The most and least expensive examples were significant outliers at $40,000 and $16,000, respectively.

While all the typical factors such as airframe time, engine time since major overhaul and general condition affect these prices, two particular items affect the 120 and 140 more than many other aircraft types—fabric condition and engine type.

Excluding the aforementioned 140A with its standard metal wing—and other 120s and 140s that have had their fabric wings converted to metal at some point in their lives—most 120s and 140s are equipped with fabric wings. While good, modern fabric can last for several decades when properly cared for, it’s wise to determine the age and condition of the fabric as part of a pre-purchase inspection.

With owners reporting $8,000 to $10,000 costs to replace the fabric and address minor internal repairs that are commonly found during the process, fabric replacement can approach half the total value of many airplanes on the market. Accordingly, purchasing an airplane with old, deteriorating fabric is not unlike purchasing an airplane with an engine in need of overhaul, and the selling price should be adjusted appropriately.

There are multiple engine types found in the Cessna 120/140 fleets. The most common—and, typically, the least expensive—is the 85 hp Continental C85 that came equipped in most examples. The noticeably more powerful C90 is less common but very well-liked for its blend of low weight and higher power.

A popular upgrade is the ubiquitous 100 hp Continental O-200, but because the rated horsepower is only attainable at higher rpm, many owners prefer instead to upgrade their C85s with an O-200 crankshaft as an STC. This provides additional power at a lower, more usable rpm range than the O-200.

Finally, some examples are fitted with the more powerful 108 hp Lycoming O-235 and 125 to 135 hp O-290. While the additional power makes a 120 or 140 perform notably better on climbout, these engines are also heavier, and payload can suffer. Additionally, because the O-290 is no longer produced or supported, parts have become both difficult to find and significantly more expensive than the alternatives.

Current FAA records indicate 674 120s, 1,653 140s and 235 140As are on the registry. The relative rarity of the 140A combined with its more sought-after features commands a premium over the others, with prices that are commonly 20 to 30 percent higher than the rest.

Ultimately, the most desirable examples have a recently overhauled engine, newer wing fabric, a well-kept interior and a reasonably up-to-date, ADS-B-compliant panel.

Flying Characteristics

Because the 120 and 140 are essentially tailwheel predecessors of the first 150s, the flight qualities are very similar. Unfortunately, so is the limited useful load. The maximum gross weight for the 120 and 140 is 1,450 pounds, and 1,500 pounds for the 140A. All have a standard fuel capacity of 25 gallons and empty weights that range from 800 to 1,050 pounds, resulting in a rather-limited payload.

With a heavier O-290 bringing his airplane’s empty weight up to 1,050 pounds, one owner reports having only 250 pounds left over for people and bags, underscoring the concern about the heavier, more powerful engine options. Similarly, most pilots prefer the fabric wing because it tends to weigh 30 to 50 pounds less than those that have been metalized.

The tailwheel configuration is, of course, what makes the 120 and 140 so vastly different from the 150. And the relatively benign handling and ground manners make it a great introduction to tailwheel flying. Visibility over the nose is fantastic, and the effective rudder makes takeoffs straightforward.

Read More: Approachable Aircraft

Once in the air, the 120 and 140 do indeed feel akin to the 150, providing a typical cruise speed of 100 to 110 mph with similar cabin comfort, space and handling qualities. Fuel burn varies by engine choice, but 4.5 to 5 gallons per hour is common. The fabric wing provides nice flying characteristics, with a light, crisp roll and an exceptionally docile and predictable stall.

Full-stall, three-point landings are almost a nonevent in the 120 and 140. By the time you milk every last bit of lift out of the wing and settle onto the runway, the remaining speed and energy is so low, very little effort is required to manage the otherwise typical tailwheel characteristics as you roll to a stop.

Wheel landings require more attention, particularly on lumpy grass strips. While most bounces on landing tend to be the result of a misjudged flare or an effort to force the airplane onto the runway, the Cessna’s undamped spring-steel landing gear is quick to convert an errant runway lump into an unplanned trip back into the air.

Early on, the 120 and 140 earned a reputation of being prone to nosing over while braking. Though many blame this on the positioning of the landing gear, the belief was more likely a result of brakes that were unusually powerful for the time period.

In that era, other light-tailwheel-aircraft types typically came equipped with relatively weak, cable-actuated brakes activated by tiny heel pedals. The 120 and 140, on the other hand, came with much more effective hydraulic toe brakes. This resulting combination of leverage and power ended in nose-over accidents when unsuspecting pilots jammed on the brakes.

To address this, many 120s and 140s have been modified with gear extenders, which aim to prevent these incidents by placing the wheels slightly ahead of the gear legs. While these do help to reduce the nose-over tendency, some owners and maintainers complain that they also introduce torsional flex to the gear, which can weaken and fatigue the attachment points to the fuselage. It’s wise to inspect this area closely during a pre-purchase inspection.

Later 140s and all 140As addressed the concern with redesigned gear legs that were themselves slightly swept forward to help counteract any nose-over tendencies. The gear attachment points on these models were strengthened accordingly to handle the torsional loads from the forward-swept gear.

Ultimately, the 120 and 140 provide a great introduction to tailwheel flying. With predictable handling, a very effective rudder and sturdy landing gear, they are forgiving to newcomers while still providing the endless satisfaction that comes from mastering a tailwheel aircraft.

Ownership

Plenty of aircraft types provide a low operating cost on par with the 120 and 140, but few also offer the retro, 1940s-era character and tailwheel flair. Together, these characteristics combine to make every flight that much more interesting, rewarding and memorable than those in more common entry-level types such as the Cessna 150 and Piper Cherokee. Park one of the former on a ramp, and they’ll often go unnoticed; park a 140 on a ramp, and you’ll soon be making new friends as they meander over to swap stories and memories.

And while the 120 and 140 lack the necessary qualities for true STOL operations, many owners find it to be a rugged, reliable machine for accessing poorly maintained grass and dirt strips, particularly when larger tires are fitted. Indeed, without a relatively fragile nosewheel attached to the firewall, the simple and beefy main gear is poised to take significantly more abuse than tricycle gear counterparts. Additionally, pilots in colder climates can install skis to open up entirely different flying experiences and adventures.

It’s this blend of character and qualities that make the 120 and 140 stand out. Though easily surpassed in one measure or another on a spreadsheet, they demonstrate how an aircraft can fall short in many commonly held metrics while offering a wonderful blend of less tangible strengths. Provided an owner can live with a limited payload and leisurely performance, these are airplanes that keep their owners interested and enthusiastic for a long time. Indeed, many owners we know vow they’ll never sell theirs, and it’s not uncommon to hear those who have express regret that they did.

This story appeared in the March 2020 issue of Flying Magazine

The post Approachable Aircraft: The Cessna 120/140 appeared first on FLYING Magazine.