The powerplant manufacturer, which is a subsidiary of Continental Aerospace Technologies, has submitted its certification package to the European Union Aviation Safety Agency (EASA) and  expects certification by the end of the year.

• READ MORE: AERO Friedrichshafen Encourages Pilots to Arrive in Their Own Aircraft

According to Continental, the CD-170R variant is “an evolution” of its CD-170 for advanced fixed-wing, single-engine aircraft and will feature similar characteristics. The CD-170R, however, does not have a gearbox, shaving its weight by 37 pounds.

“The 170 hp turbocharged engine combines the state-of-the-art, full authority digital engine control (FADEC), resulting in lower fuel consumption and dual redundancy,” Continental said in a statement. “While fuel consumption is application based, this 4-cylinder model is expected to conservatively burn approximately 7.9 gallons of jet-A-1 per hour when in cruise. Similar to its predecessors, the CD-170R will debut with a time between replacement (TBR) of 1,200 hours and will increase with time in service.”

According to David Dörner, vice president of global research and development for Continental Aerospace Technologies, the engine was engineered with pilot needs at the forefront.

“This is a major innovation milestone in Continental’s history that will allow us to serve even more pilots and operators in the [GA] industry,” said Dörner. “Controlled via FADEC with rotorcraft-specific software mapping, pilots can now direct their focus toward the critical phases of flight and mission, alleviating the need to manage both the throttle and the collective simultaneously.”

The post Continental Unveils CD-170R Rotorcraft-Specific Heavy Fuel Engine appeared first on FLYING Magazine.

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

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

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

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

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

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

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

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

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

Today’s Top Pick is a 2007 Diamond DA42.

Ever since its debut in the early 2000s, the Diamond DA42 light twin has attracted the interest of flight schools seeking economical multiengine trainers. They are also attractive to individual private pilots who wish to move up to the light twin category while keeping operating costs under control.

The aircraft’s diesel engines are a focal point, especially for operators who prefer jet fuel over avgas. The DA42, with its composite structure, advanced avionics, and other modern features, also offers pilots the added sense of security that comes with a relatively new airframe and low hours.

For private pilots who regularly use their aircraft for business or long-distance family travel, possibly over long stretches of water or mountainous terrain, having a second engine can be an added measure of security worth contemplating. The DA42’s relative fuel efficiency, forgiving handling characteristics and impressive all-around performance make it a strong candidate for anyone seeking a capable personal aircraft.        

This 2007 DA42 has 950 hours on the airframe and on both Continental CD135 engines and MT composite propellers since new.

The panel features the Garmin G1000-integrated glass cockpit with dual GDU 1040s with 10-inch screens for PFD and MFD, GEA 71 airframe/engine interface unit, dual GIA 63 Nav/Com/GPS radios, GMA 1347 digital audio system, GTX 345R transponder with ADS-B In and Out, GRS 77 AHRS, GMU 44 magnetometer, GDC 74 air data computer, WX500 StormScope, and Avidyne TAS 60X active traffic.

Additional equipment includes a TKS deicing system, oxygen system, long-range fuel tanks, lightning protection system, HID landing and taxi lights, and automatic three-point safety belts on all four seats.

Pilots looking for a modern, economical light twin for travel or training should consider this 2007 Diamond DA42, which is available for $495,000 on AircraftForSale.

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

• FLYING Magazine: Diamond DA42 Twin Makes First SAF Flight
• FLYING Magazine: Lufthansa Commits to Eco-Friendly Training with Diamond DA42 Twins
• FLYING Magazine: Emirates Expands Training Fleet With Diamond DA42-VI
• Plane & Pilot: Plane & Pilot 2017 Buyer’s Guide: Piston Twins
• AVweb: FAA: Diamond DA42 Twin Star OK for Known Icing
• AVweb: Lyc-Powered DA42 Certified in Canada
• AVweb: Diamond Offers Continental Option for DA42

The post This 2007 Diamond DA42 Is Fuel Efficient ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1998 Beechcraft B36TC Bonanza.

Beechcraft’s Bonanza has always been a top choice among traveling airplanes. The late 1960s development of the stretched, six-seat A36 model made life even better for pilots transporting people and cargo. A number of aftermarket and factory turbocharging options have been available for the aircraft over the decades, but many consider the final version, the B36TC, the best.

A few things set the B36TC apart from earlier turbocharged Bonanzas, including a longer wing and changes to the turbocharger installation to aid engine cooling. All together, the improvements led to an airplane that gives pilots more flexibility when planning and conducting flights. One of the aircraft’s biggest advantages is the ability to operate more consistently at high altitudes. Whether taking off at high field elevations or cruising in the flight levels, turbocharging keeps the power up in situations that would be marginal for naturally aspirated piston aircraft.

This B36TC has 2,208 hours on the airframe and 436 hours on its 300 hp Continental TSIO-520 engine and McCauley 3-blade propeller since overhaul.

The panel features a Garmin G500 PFD and MFD with synthetic vision, GTN 750 GPS/Nav/Com, GNC 255 Nav/Com, GMA 35 audio panel, GI 275 engine monitor, GI 275 standby attitude indicator, GTX 330ES transponder, Bendix-King KFC150 autopilot with yaw damper, and L3 WX500 Stormscope.

Additional equipment includes a digital air conditioning system, D’Shannon baffle kit, standby vacuum system and gyro, seven-place oxygen, dual toe brakes, USB charging ports, Rosen sun visors, electric pitch trim and LED beacon, strobes, nav, landing and taxi lights.

Pilots looking for a spacious aircraft with speed and useful load that make it well-suited for family or business travel should consider this 1998 Beechcraft B36TC Bonanza, which is available for $559,900 on AircraftForSale.

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

• FLYING Magazine: Honda Aircraft Unveils Certified Pre-Owned Program for HondaJets
• FLYING Magazine: Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails
• Plane & Pilot: Beechcraft A36/A36TC/B36TC Bonanza
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• Plane & Pilot: Textron Unveils 75th Anniversary Bonanza with a Nod to Olive Ann Beech
• The Aviation Consumer: Beechcraft Bonanza 36

The post This 1998 Beechcraft B36TC Bonanza Is a Fast, Flexible ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1951 Cessna 170A.

When I began shopping for an aircraft that my family and I could use for vacation getaways and weekend day trips, I spent many hours watching videos of Cessna 170s landing on turf strips. For a long time I felt any airplane I owned should be at home on a grass runway. While the requirements changed to include aircraft no more than 40 years old, I still consider the 170 a hot prospect for vintage fans who want to use their airplanes regularly.

A well-loved example of this midcentury machine can provide the stability, easy handling, and reliability of its successor, the 172, while hanging onto those beautifully rounded tail surfaces and charismatic taildragger gear. As tailwheel aircraft go, the 170 is considered friendlier than most.

This Cessna 170A has 5,375 hours on the airframe and 1,650 hours on its 145 hp Continental O-300 engine and McCauley propeller. The aircraft was repainted in 1998. The panel includes a Garmin 300 XL GPS, KMA audio panel, Garmin GDL 82 ADS-B, and dual VORs.

Pilots looking for a personal aircraft with an attractive combination of nostalgia and practicality should consider this 1951 Cessna 170A, which is available for $84,900 on AircraftForSale.

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

• FLYING Magazine: The Cessna 170 Is a Ticket to Adventure
• FLYING Magazine: Cessna 172 Annual Maintenance and What It Will Cost You
• FLYING Magazine: Cessna to Auction Historic Airplane for Charity
• Plane & Pilot: Cessna 170A: Rebuild Of A Lifetime, Literally
• Plane & Pilot: Cessna 170

The post This 1951 Cessna 170A Is a Practical Antique and an AircraftForSale’ Top Pick appeared first on FLYING Magazine.

According to the NTSB report, the accident aircraft, a 1975 Beechcraft F33A Bonanza, departed H. A. Clark Memorial Field Airport (KCMR) in Williams, Arizona, on January 26, 2022, at about 10:55 a.m. MST. The pilot had planned to fly to Eagle Airpark (A09) in Bullhead City, Arizona.

• READ MORE: NTSB’s ‘Flying on Empty’ Focuses on Pilot Fuel Management

The pilot reported to NTSB investigators that following departure, as the aircraft climbed through about 700 to 800 feet agl, the engine lost power and he initially attempted to turn back toward the airport. The pilot said the stall warning sounded as he began the turn, and it quickly became clear the aircraft could not glide back to the airport, so he opted to land in a field. The Bonanza “subsequently landed hard and impacted vegetation during the landing roll,” the NTSB report stated. The aircraft was substantially damaged, and the pilot sustained minor injuries.

During interviews with the NTSB, the pilot said that during previous flights he had noticed “minor heating” in two of the engine’s cylinders, which he mentioned to his mechanic. His mechanic reportedly told him to turn on the fuel boost pump to resolve the problem. According to the report, the pilot said this technique “worked great until the day of the accident.”

During the accident flight, the pilot noticed the two cylinders overheating while climbing shortly after takeoff and turned on the boost pump. The engine lost power immediately afterward.

• READ MORE: ‘Fuel Exhaustion’ Led to B-25’s Hard Landing: NTSB

The mechanic told investigators that he suggested the pilot take note of exhaust gas temperature, cylinder head temperature, and fuel flow when the problem occurred, and bring in the accident airplane for further maintenance.

“He did not recall suggesting that the pilot use the auxiliary fuel boost pump during takeoff or climb,” the report stated.

The NTSB said the probable cause of the accident was “the pilot’s activation of the auxiliary fuel boost pump shortly after takeoff, which resulted in an excess amount of fuel to the engine and a total loss of engine power.”

While some details of the pilot and mechanic’s recollection of circumstances leading up to the accident do not align, the event presents an example of how easily pilots can make mistakes when they do not follow the manufacturer’s instructions that accompany the aircraft.

Both the POH for the F33A and a placard near the auxiliary boost pump indicate the pump should be off during takeoff and turned on only during a loss of fuel pressure. Fuel pump procedures can differ significantly between aircraft, depending on the engine and fuel system. Some aircraft use auxiliary pumps for priming and little else short of an emergency.

The Continental IO-520 BA in the F33A contrasts with the Lycoming IO-540 in my airplane, which operates with the boost pump on during takeoff and landing. Such differences can be tricky for pilots who fly many different aircraft types or those who recently began flying new airplanes with fuel systems that differ from their old ones.

As is often the case with aviation accidents, the case of this F33A reflects the need for pilots to stay intimately familiar with their aircrafts’ operating manuals, systems and placarding, and to maintain a high level of formality and care when reviewing checklists before, during, and after flights.

The post Pilots Can Learn From NTSB Final Report on Bonanza Accident in Arizona appeared first on FLYING Magazine.

Today’s Top Pick is a 1979 Cessna R172K Skyhawk.

When pilots talk about using aircraft to pursue adventures, floatplanes often find their way into the conversation. A desire to explore remote airports—and perhaps the occasional grass strip—tends to expand to include landing modified STOL airplanes on hillsides, gravel bars, and beaches. But why land on the shore if you can land in the water?

The Cessna for sale here appeals to me because I learned to fly in 172s and do not often see them on floats and subsequently on the market. While a fully kitted-out de Havilland Beaver is the stuff of flying fantasies, a 172 is a more reasonable goal for many of us. I can think of a few shores where I would love to beach this one. 

This Cessna 172K has 2,953 hours on the airframe and 1,342 hours since overhaul on its Continental IO-360 engine, which, rated at 200 hp, is a significant upgrade over engines in stock 172s. The aircraft comes with standard landing gear, so it can be converted between land and water use. Its useful load is 600 pounds with floats and 930 pounds with landing gear.

The panel includes a Garmin 430 GPS/nav/com, Garmin GTX 345 ADS-B transponder, Garmin Aera portable GPS, Horizon Aircraft digital tachometer, JPI 450 fuel flow meter, and JPI EDM 700 engine monitor.

Pilots who want to train for a seaplane rating and build time on the water, or those already rated who wish to add a floatplane to their fleet, should take a look at this 1979 Cessna 172K, which is available for $250,000 on AircraftForSale.

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

• FLYING Magazine: Getting Back in the Water: Seaplane Fly-Ins That Inspire
• FLYING Magazine: Hopping the Virgin Islands by Seaplane
• FLYING Magazine: How Seaplane Floats Work
• FLYING Magazine: Connecticut Airport Keeping Seaplanes on the River
• Plane & Pilot: Learning To Fly Seaplanes
• Plane & Pilot: Least-Routine Float Landing Ever
• The Aviation Consumer: Seaplane Transitions: ‘Tis the Season

The post This 1979 Cessna 172K Floatplane Is an Adventure-Seeking ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1943 Boeing​/​Stearman B75N1.

The Stearman Model 75 biplane is a classic that seems to gain popularity with each passing year. The military versions, known as the PT-13, PT-17, and PT-18, depending on whether they had a Lycoming, Continental, or Jacobs engine, taught the bulk of new military cadets how to fly before they moved on to a more complex monoplane trainer like the Vultee BT-13 Valiant.

Today, many general aviation pilots take far more hours learning to fly these machines than the military trainees were allotted. However, people familiar with the Stearman will tell you it is easy to fly and still makes an ideal trainer, especially for pilots interested in eventually flying higher-performance tailwheel aircraft like AT-6s, fighters, and other warbirds.

Flying a Stearman is also an utter joy, judging from the 15 minutes or so of stick time I received in a friend’s airplane in 2013. Looking down through the bracing of its bright yellow wings at the green forests of southeastern New York was an experience I will always treasure. I would like to repeat it someday, for a much longer flight. 

This 1943 Stearman has 4,287 hours on the airframe and five hours on its Lycoming R680-B4E radial engine and 418 hours on the propeller since overhaul. The VFR panel includes a Garmin GTX 327 transponder, GTR 225 radio, and uAvionix SkyBeacon ADS-B.

Other equipment and features include Redline brakes, Skytronics 24-volt, 50-amp alternator, Air Repair landing gear seal kit, Russ tailwheel kit, Airwolf oil filter, and Auto Fuel STC.

Pilots who want a taste—or perhaps just a hint—of what young cadets in World War II went through while learning to fly should consider this 1943 Boeing​/​Stearman B75N1. This type would have been the first aircraft many of those aspiring pilots had ever touched, and it is available for $139,900 on AircraftForSale.

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

• FLYING Magazine: Restoration Nation: The Stearman Next Door
• FLYING Magazine: Ageless Aviation Fleet of Stearmans Expands to Honor More Midwestern Military Veterans
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• The Aviation Consumer: Off The Beaten Path: Vintage Aircraft
• AVweb: Buying The Old Ones: Homework Mandatory

The post This 1943 Boeing /Stearman B75N1 Is the Quintessential Biplane and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1982 Beechcraft B36TC Bonanza.

Beechcraft’s Bonanza has occupied the top of the piston single market in terms of performance and desirability ever since its introduction more than 70 years ago. Even today, with technologically advanced newer models available, many pilots will settle for nothing less than a Bonanza. And among the range of Bonanzas, from early V-tails to the latest G36, some experts say, the B36TC is the best.

Which aircraft is “best” depends on your mission. The B36TC has a turbocharged engine and a wing that is about 4 feet longer than the standard Bonanza. These features reflect the nature of this aircraft’s performance. It is meant to operate at high altitude and high speeds. For pilots looking for a high performance single with more muscle than most and can trim valuable time from long-distance trips, this B36TC could be an ideal entry into the turbocharged ranks.

This B36TC has 3,397 hours on the airframe, 169 hours on its Continental TSIO-520-UB engine since an overhaul by Western Skyways in 2017, and 930 hours on its McCauley propeller since overhaul. The turbocharged engine is equipped with a Merlyn intercooler and GAMI fuel injectors. The airframe includes the Aero Engineering upper rudder hinge bracket STC.

The panel includes a Garmin GTN 750, King KX 165 nav/com, GTX 345 transponder, WX-10 Stormscope, KFC 200 autopilot, Insight engine monitor, Shadin fuel flow monitor, GMA 340 six-place intercom, and Artex ELT. Paint and interior were redone in 2010. Other equipment includes a propeller de-icing system and built-in oxygen system.

Pilots interested in boosting the speed and altitude of their family trips while enjoying a roomier cabin and flexible six-place seating should consider this 1982 Beechcraft B36TC Bonanza, which is available for $349,900 on AircraftForSale.

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

• FLYING Magazine: Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails
• FLYING Magazine: Finding Your Ideal Aircraft: Focus On the Mission, Especially When it Changes
• Plane & Pilot: Beechcraft A36/A36TC/B36TC Bonanza
• Plane & Pilot: There’s Something About A Bonanza
• The Aviation Consumer: Beechcraft Bonanza 36

The post This 1982 Beechcraft B36TC Bonanza Is a High-Flying, Turbocharged ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1995 Piper PA-34-220T Seneca IV.

Piper is famous for developing a varied line of aircraft from a single airframe. Other airplane makers have made similar moves, such as Beechcraft developing the Baron twin from the Bonanza single. Piper did this a lot, though, and did it well. The company stretched its PA-28 Cherokee to make the PA-32 Cherokee Six then added a second engine to create the PA-34 Seneca. The new light twin came to market in the early 1970s, just as the company’s PA-30 Twin Comanche and PA-23 Aztec were beginning to feel dated.

The Seneca proved popular among light twins in part because it developed over decades to fulfill a range of roles, from a multiengine trainer and time-builder to a luxurious vehicle for family travel. By the time the aircraft for sale here was built the design had evolved with improvements in power, avionics and aerodynamics. For many pilots, the Seneca IV offers an ideal combination of comfort, load-carrying capacity, speed, and economy.

This 1995 Seneca IV has 6,020 hours on the airframe, 45 hours on each of its Continental TSIO-360 engines, and 45 hours on its three-blade, counter-rotating propellers. The panel includes a King KMA 24 audio panel, dual KX 155 digital nav/coms, KLN 90B GPS, KN 82A ADF, Appareo Stratus transponder, PS Engineering intercom, Strike Finder SF2000, KFC 150 autopilot, and dual glide slope indicators. The aircraft is also factory-equipped with de-ice boots and hot props, copilot instruments, digital fuel flow, and electric trim.

Pilots looking for a stable, comfortable, six-place transport for business travel and family excursions, with the added redundancy of two engines and safety of counter-rotating props should consider this 1995 Piper PA-34-220T Seneca IV, which is available for $329,000 on AircraftForSale.

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

• FLYING Magazine: We Fly: Piper Seneca V
• FLYING Magazine: Garmin Autopilot Certified for Piper Seneca V
• FLYING Magazine: Things to Think About When Moving Up to a Light Twin
• FLYING Magazine: The Search for Multiengine Time
• Plane & Pilot: Piper Seneca I/II/III/IV/V
• The Aviation Consumer: Used Aircraft Guide: Piper Seneca

The post This 1995 Piper PA-34-220T Seneca IV Is a Comfortable, Well-Equipped ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.