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

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

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

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

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

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

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

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

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

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

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

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

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

Today’s Top Pick is a 2002 Kitfox Series 5.

The Kitfox is nearly as much of a classic, fixture, or legend in the experimental category as the J-3 Cub is among traditional factory-built aircraft. And while not as old as the Cub, the Kitfox has been around for a long time.

Introduced in 1984 as a kit, the side-by-side two-seater has developed in several series and has sold in the thousands. This Series 5 model was larger than previous Kitfoxes, was meant to carry more weight, and give builders the option of installing engines designed for certified airplanes. The airplane for sale here has a 100 HP Rotax 912.

One reason the Kitfox has lasted so long on the fickle market is because of its impressive STOL performance and ability to climb and cruise quickly enough to be a practical traveler. Two people really can get around in this aircraft and, with takeoff and landing rolls of less than 300 feet, it can introduce pilots to exciting, out-of-the-way places.

For decades the Kitfox has been a standard for small amateur-built backcountry aircraft. It has certain features that set it apart, including full-span flaperons that enhance control response at low speeds. Large doors made of clear plastic, a generous windshield, and expansive skylight roof give pilots exceptional visibility in the air and a better view of reference points while operating on the ground.

This 2002 Kitfox has 1,782 hours on the airframe and 289 hours on its Rotax 912 engine and Whirlwind propeller. The engine is equipped with a power-boosting Zipper Big Bore kit. The aircraft also comes with 29-inch bush wheels, Acme shocks, and a new “dually” tailwheel.

Pilots looking for a light, powerful aircraft tailored for effective backcountry travel should consider this 2002 Kitfox Series 5, which is available for $98,900 on AircraftForSale.

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

• FLYING Magazine: There Are No Rules in Bush Flying
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• AVweb: AirVenture 2023: The Kitfox Muscles Up With the Rotax 916

The post This 2002 Kitfox Series 5 Is a Backcountry-Ready ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2002 Zenith CH 801.

Zenith aircraft and their Zenair relatives sprang from the drawing board of Chris Heintz, an aeronautical engineer who worked in air transport design and manufacturing before moving into kits for GA pilots. His line of two- and four-seat airplanes stretches to the 1970s, while the Zenith CH series of high-wing models has been on the market for more than 30 years.

These airplanes are designed around short-field performance and are known for easy flight characteristics, reliability, and low-maintenance operation. Because they have been popular for a long time, and the manufacturer remains in business, owners can rely on strong factory and club support with repairs, service, and modifications.  

This 2002 Zenith has 86 hours on the airframe and its Lycoming O-360-B2A engine, which has a 2,000-hour TBO. The panel features an MGL Avionics Stratomaster Velocity flight instrument, Icom IC A200 radio, Electronics International CHT gauge, Garmin GTX 320 transponder, and ACK Technologies ELT. Additional equipment includes strobe lights, pitot heat, electric flaps, and electric trim.

Pilots looking for an economical, reliable kitbuilt aircraft with a reputation for good design and performance should consider this 2002 Zenith CH 801, which is available for $120,000 on AircraftForSale.

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

• FLYING Magazine: Friends Enjoy a Different Kind of ‘Bar Hopping’ in Their Zenith LSAs
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• AVweb: Buying Used: Zenith STOL CH 701

The post This 2002 Zenith CH 801 Is a Sturdy, Short-Field ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2007 Lancair ES-P

Lancair is well known for the aerodynamically efficient, amateur-built experimental aircraft kits it produced for decades. Many of its most popular aircraft are compact, two-place machines that can be effective traveling airplanes as long as the occupants know how to pack lightly. The four-place ES models helped the company move closer to the mainstream in terms of equipment, accommodations, and passenger expectations.

In the familiar quest to cut travel times, the ES-P adds pressurization to allow more comfortable cruising at high altitudes. Turbocharging keeps the power high as the air thins. This combination of speed, comfort, and convenience makes the ES-P an attractive proposition to pilots who want to travel long distances with their families and friends while saving time and avoiding the use of tubing and cannulas to deliver supplemental oxygen in the flight levels.  

This Lancair ES-P has 430 hours on the airframe and on its Continental 400 hp TSIO-550 engine and MT four-blade propeller since overhaul. The aircraft was built from a kit with assistance from RDD Enterprises and features an extended rear pressure bulkhead that provides additional space in the pressurized cabin.

The panel includes dual Garmin G3X Touch displays with 10.6-inch screens, GTN 750 WAAS GPS, GFC 507 autopilot, SL 30 panel-mount Nav/Com, GMA 245R audio panel and a GEA-24 engine monitor module. Additional equipment includes a heated pitot and AOA probe, RDD Thermawing de-ice, prop de-ice, and RDD air conditioning.

Pilots who are interested in well-equipped, high-performance kit-built aircraft should consider this 2007 Lancair ES-P, which is available for $475,000 on AircraftForSale.

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

• FLYING Magazine: We Fly: The Lancair Turbo Mako
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• KITPLANES: Lancair ES-P

The post This 2007 Lancair ES-P is a Kit-Built Composite ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2020 Pipistrel Panthera.

Pipistrel’s fast Panthera retractable has been sparking conversation among pilots for several years because of its sleek futuristic appearance, aerodynamic efficiency, 1,100 nm range, and cruise speed of nearly 200 ktas. The four-seat aircraft operates under experimental rules, though Textron, which acquired Pipistrel in 2022, has said the aircraft is on course for certification later this year.

This 2020 Pipistrel Panthera has 70 hours on the airframe and its 260 hp Lycoming IO-540 engine since new. The panel features Garmin G3X avionics with dual 10-inch displays for PFD and MFD and synthetic vision, GTN 750 Xi GPS/Nav/Com, GTN 650 Xi GPS/Nav/Com, GMA 35 audio panel, GTX 345R transponder with ADS-B In and Out, Artex ELT 345 and Mid-Continent Instruments backup airspeed, altimeter, and artificial horizon.

Pilots interested in cutting-edge design, long-distance travel, speed, and fuel efficiency should consider this 2020 Pipistrel Panthera, which is available for $760,000 on AircraftForSale.

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

• FLYING Magazine: Pipistrel Sees Path to EASA Certification of the Panthera
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• FLYING Magazine: Panthera Evolves as EASA Certification Nears
• Plane & Pilot: Pipistrel Panthera
• The Aviation Consumer: Pipistrel Panthera: Sleek, Stylish, Fast

The post This 2020 Pipistrel Panthera Is an Efficient, Experimental AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2004 Lancair ES.

Lancair’s products have long been examples of kit-built aircraft done right, especially for customers looking for the same basic qualities and capabilities found in certified models. From the first Lancair 200 that debuted at Oshkosh in 1985 to this ES, founder Lance Neibauer had a good feel for what builders wanted in an airplane kit project, and delivered.

If the ES looks familiar, it probably is because the aircraft evolved into the certified Columbia 300 and 350 and later, following Cessna’s acquisition, the TTX. The ES, its successors, and competition reflect the state of general aviation during the 1990s, when NASA rolled out its  Advanced General Aviation Transport Experiments (AGATE) program to spur interest and advancement in GA transportation. The same program helped drive development of rival and eventual winner Cirrus. Still, the ES and its later certified relatives have a devoted following, especially among pilots who value cross-country speed.

This 2004 Lancair ES has 380 hours on the airframe, Lycoming IO-540-EXP engine, and Hartzell Scimitar propeller. The panel includes a Garmin G3X Touch display with SiriusXM receiver, GEA 24 engine indication system, GMC 307 3-axis autopilot, heated pitot and AOA probe, GMA 245 audio panel, GTN 750 GPS nav/com, and GTX 45 transponder.

Pilots looking for the practicality of four seats in a kit-built aircraft that typically will outperform similar certified designs, should consider this 2004 Lancair ES, which is available for $349,000 on AircraftForSale.

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

• FLYING Magazine: JetEXE Buys Lancair, Plans Sustainable Designs
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• Plane & Pilot: Lancair ES/Super ES/ES-P
• Kitplanes: Meet the New Lancair
• Kitplanes: Lancair To Sell Legacy Assets In Favor Of Evolution Series

The post This 2004 Lancair ES Is an ‘AircraftForSale’ Top Pick for Kit-Built Enthusiasts appeared first on FLYING Magazine.

Today’s Top Pick is a 2000 Lockwood AirCam.

The Lockwood AirCam takes “low and slow” to a new level. Some pilots with experience in the aircraft describe flying at 50 feet agl and 48 knots while smelling the flowers below. Sitting in the AirCam’s open cockpit can give you a rare peek into how it must have felt for many aviation pioneers during the first years of powered flight. Unlike those early aircraft, though, this tested design built with modern materials and two reliable engines is a safer, more practical machine.

This AirCam has 1,285 hours on the airframe and both of its Rotax 912 ULS engines. There are 1,146 hours on each of its overhauled Warp Drive propellers. The aircraft also has a third seat that can fit in the baggage area.

This airplane’s new panel features Dynon avionics, including a 10-inch Skyview Classic EFIS display, Dynon com radio, transponder, ADS-B out and In with traffic and weather, and a PM 3000 audio panel with intercom. The rear-seat panel includes a 7-inch Dynon Skyview Classic.

Pilots looking for a pure expression of flight that includes wind in the face and nearly unlimited visibility should consider this 2000 Lockwood AirCam, which is available for $129,000 on AircraftForSale.

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

• FLYING Magazine: Air Cams Descend on Jekyll Island
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• KITPLANES: The AirCam Experience
• KITPLANES: AirCam Close to Shipping 300th Kit

The post A 2000 Lockwood AirCam Is a Versatile Top ‘Aircraft For Sale’ Pick appeared first on FLYING Magazine.

The Aerosport Rail is a tiny, multiengine aircraft and a rather interesting contradiction. On one hand, its designers whittled away at it until every last extraneous element of the aircraft, including a windscreen and enclosed fuselage, was omitted. On the other hand, they introduced complexity and parallel systems by integrating a second engine. 

Browsing through their circa-1970 marketing material, a backstory adds some context. Formed by a magazine editor and aeronautical engineer, the company prioritized safety, ease of assembly, low cost, and fun flying characteristics. And despite the outwardly primitive appearance, the unconventional design lends itself to these qualities.

The T-tail, for example, was chosen to place it out of the prop wash and eliminate buffet, which may have been a concern with a minimalist empennage that was perhaps more likely to bend and flex than other designs. The pusher engine configuration was selected to reduce noise and buffeting around the pilot, and having two engines offered a level of redundancy that made an engine failure a nuisance rather than a catastrophe. And the 2-cylinder, two-stroke, reengineered snowmobile engines were placed close together to minimize any asymmetric thrust resulting from an engine failure.

The designers apparently succeeded in all respects—and in the last one in particular. During initial testing, a pilot reportedly performed a takeoff with the left engine shut down and its propeller windmilling. Additionally, rudder effectiveness was reportedly maintained during single-engine flight all the way down to the 45 mph stall speed.

With both engines operating, performance was spritely. Marketing material promised a takeoff run of 230 feet, with the ability to clear a 50-foot obstacle in 1,230 feet. Cruise speed at 85 percent power and 2,000 feet was said to be 66 mph while burning just under seven gallons per hour total. Top speed was listed as 90 mph, the modest speed number reflecting the substantial parasite drag inherent in the entirely open design. Indeed, at lower speeds such as climbout, the Rail returned decent performance, with the 900 fpm climb rate easily exceeding that of, for example, a Cessna 150.

Considering the 440-pound Rail’s 100-mile range, 220-pound full-fuel payload, and complete lack of any design features related to comfort or ergonomics, this was clearly an airplane optimized for local flights. But for warm summer evenings bimbling around down low over hayfields and picturesque lakes, the peace of mind provided by the unique twin-engine configuration and completely unobstructed visibility would have made for a uniquely enjoyable experience. 

Unfortunately, the Rail was not a commercial success. In addition to the company prototype shown here, FAA records indicate a Rail registered as N44HW was completed in 1976. An article in Sport Aviation mentions it had accumulated more than 14 hours by June of that year, but it was deregistered only four years later. Another Rail, registered as a “Rail II” and wearing the registration N27T, was completed in 1975, but it’s unclear whether it was ever flown.

Whether the lack of success was the result of a technical obstacle not mentioned in Aerosport’s marketing material or whether the Rail simply succumbed to the business challenges that have claimed so many other designs over the years is unclear. Whatever the reason, the aircraft depicted in every photo of the type seems to have disappeared entirely, and its registration was canceled in 1976, six years after its first flight. 

Ultimately, it’s a sad and all-too-common end to an interesting chapter of aircraft design. A floatplane version was in the works, and had that come to fruition, the resulting machine would have amounted to a mini-AirCam, offering similar levels of fun and redundancy at a far lower price. Even comparing landplanes, the Rail, at $2,495 for the complete kit including engines, cost only 20 percent of a new Cessna 150. 

Though the Rail was unconventional to the point of bordering on crazy, and though it was, like many other private aircraft designs, a commercial failure, it looked to offer more fun per dollar than most other types of the era. Perhaps one day it will be resurrected. At the very least, it could enable aspiring professional pilots to build their multiengine time more affordably than ever.

The post The Unconventional, 440-Pound Aerosport Rail appeared first on FLYING Magazine.

My earliest concerts with the progenitor Cub taught me well. In a Piper J-3 flown with instructor Rich Davidson out of Lee Bottom Flying Field (64I) near Jefferson, Indiana, 20 years ago, I learned the first of many Cub lessons. The sunny little taildragger loves to fly with the doors off, low and slow—it knows no other way. While the merry creature handles just fine on the pavement, it loves the grass, and the more out of the way the green piste, the better.

Meeting the CubCrafters’ Carbon Cub series for the first time, I feel no differently. In fact, this latest lesson hit home squarely our first time touching down on a gravel bar in the Yakima River near the company’s home base in southeastern Washington state.

I’d come to Yakima to fly two of the latest variants of the Carbon Cub, the factory-assist-built FX3 and its newest sibling, the EX3 kit-built version, for the experimental/amateur-built category. While the two feature the same fuselage and tailwheel design, what’s up front in the versions we’d fly is a little different but demonstrates well the design’s latest evolution into the customizable machine so well matched to the pilot.

A. The Executive Glass Touch panel option features the Garmin G3X Touch with synthetic vision for terrain following, and an angle of attack indicator (AOA) to help squeeze all of the performance from takeoff to landing and preserve safe margins along the way.

B. Comms are enhanced by the Garmin GTR 200 VHF com radio.

C. A remote-mounted Garmin GTX 335R transponder ensures you’re compliant no matter what airspace you fly in.

D. You can add an autopilot, ADS-B, and an upgraded transponder in the panel, depending on the missions you plan in your FX-3 or EX-3.

The Power

Both aircraft feature a new 2,000-pound maximum gross weight—but from there, you have options. Either can be powered by the CubCrafters-exclusive Lycoming CC363i with 186 hp, up from the CC340’s 180 hp in earlier versions of the Carbon Cub. With fuel injection from Precision Airmotive and dual electronic ignition from Lightspeed Engineering, the CC363i extracts just a little bit more oomph from the block, as witnessed in our trials.

That engine also drives a new, lighter-weight, composite constant-speed propeller. CubCrafters promises higher efficiency, faster throttle response, and a 20-percent increase in thrust from the duo—and by pitting it against the previous engine, that made sense.

Where does it come from? Well, the improvements began with the CC340, and the impetus to lose weight as compared to standard Lycoming O-300 series en-gines. CubCrafters turned to partner ECi/Titan in 2008 and its own in-house manufacturing to fashion lighter-weight components, such as an aluminum sump and a magnesium accessory case.

Along with reducing weight in the electrical components, the changes dropped 45 pounds as compared to an O-320. The carbureted CC340 makes 180 hp, and the company thought it had found the ideal powerplant for the Carbon Cub. More than 400 deliveries later, that assertion has been validated.

But wait, the team thought—we can do more. The new engine just didn’t resonate well with the constant-speed prop—which was an important part of the wishlist customers had for better performance across all phases of flight.

Making It Sing

The skunkworks at CubCrafters set their sights on the Hartzell Trailblazer prop that’s popular in backcountry applications for its ability to coax the most from the engine for takeoff and climb. In the process of developing a powerplant to match, CubCrafters also moved to fuel injection—also by Precision Airmotive—for greater fuel efficiency and more reliable engine starts.

• READ MORE: We Fly: CubCrafters Carbon Cub FX-3 & EX-3

Adding a governor and other accoutrements to the prop/engine interface also adds pounds—so an increase in horsepower needed to offset incremental weight gains. The team found the power through incorporating Millennium cylinders with tapered barrels, a counterweighted crankshaft, and Superior Air Parts roller tappets. A proprietary cold-air induction system with a unique curved plenum resembling a streamlined udder is formed out of carbon fiber—we saw them in the molding process during our factory tour. Aero Sport Power—a longtime friend to CubCrafters—assembles the engine and tests it before it goes on the FX3 or out to a customer with the EX3 kit.

Proof in the Flying

For our first test flight, in a tangerine-and-black FX3 marrying the CC363i and Trailblazer prop, we caught the last of the cool morning at CubCrafters’ delivery and maintenance base on the south side of the field atYakima Air Terminal/McAllister Field (KYKM) in central Washington. CubCrafters’ vice president of sales and marketing, Brad Damm, showed me around the preflight inspection and then hopped in the back to introduce me to the airplane properly.

I learned the ground coupling of the airplane with some S-turns, taxiing across the yellow line and trying the toe brakes along the way. The visibility to the front is pretty good, considering both my average height and the conventional-gear arrangement, so those turns served as an opportunity to wake up my feet as opposed to being truly necessary to see the way forward. In the cockpit, I oriented myself to the combo of the Garmin G3X Touch integrated flight deck plus G5 electronic instrument and GTR 200 VHF com radio—complete with an autopilot we wouldn’t use much. The throttle/prop levers sat at my left hand just above my waistline, with the mixture actuated by a knob on the left side of the instrument panel.

Still, I was ready to get the airplane into a flight attitude. With 7,600-feet-plus of pavement on Runway 27 ahead of us, even my first takeoff in the FX3 was hilariously short. A smooth application of throttle brought immediate reply as I held the stick forward to coax up the tail. Once that moment occurred, the rest of the ground roll took just a few seconds, and we were climbing through 600 feet agl by the end of the runway without much effort on my part.

In The Air

Slipping over the ridge to the south of the airport, we found a practice area to climb to 3,000 feet msl—more than 1,500 feet above the valley floor—for airwork. From a cruise climb power setting of 22.8 manifold pressure and 2,300 rpm, I tested out a few steep turns, dipping the Cub-familiar cross-brace bars to the horizon, to the left through 360 degrees, and then to the right.

The cable-actuated flight controls felt relatively smooth and the grip on the stick sat naturally in my right hand. Electric trim on the top of the stick also came readily to hand, though even in the left turn, I didn’t need much. I noted the improvement over legacy Cubs in aileron response—CubCrafters updated the airfoil and relocated the aileron hinge points to good effect. I pulled the throttle back for some slow flight to learn for myself the Carbon Cub’s benign low-speed handling characteristics, and flew through those shallower turns with a smile. Feeling warmed up, we flew into a stall series, starting with a power-off configuration and full flaps—the last notch I found a bit sticky to get to from the lever high in the left side of the cockpit. I’m sure I just need the right touch, developed with more time (yes, please). True to form, the FX3 wouldn’t really break in the approach-to-landing stall—it just mushed straight ahead with good aileron authority and airspeed below 45 mph (39 kias), as expected. The departure stall took a lot of nose-up attitude, but presented a fairly mild experience overall.

For my initial landings, we returned to the airport—the last pavement I’d see for the day. Slowing to 85 mph (74 kias) took little effort—this is not a particularly slick airframe despite its shiny coat—and I found a consistent rhythm coaxing the FX3 to an easy 65 mph (56 kias) on short final. Through a trio of three-point landings in light winds, I tested the FX3’s heavy-duty main landing gear and Alaskan Bushwheels’ tailspring and tailwheel. In some respects, the pavement can be harder on the big soft tires than the dirt. Still, the plush mains and honest control response dampened out any vagaries in my last-six-inches technique.

CubCrafters Carbon Cub EX3/FX3

Price (as tested): Varies

Powerplant: CubCrafters CC363i, 186 hp

Propeller: Hartzell Trailblazer, 2-blade, composite, constant-speed

Seats: 2 

Empty Weight: 1,023 lb.

Max Gross Weight: 2,000 lb.

Useful Load: 977 lb.

Length: 23.3 ft.

Wingspan: 34.2 ft.

Wing Area: 179 sq. ft.

Fuel Capacity: 25 gallons

Max Rate of Climb: 2,400 fpm

Endurance: 5.8 hours at 110 mph/ 96 kias

Range: 765 sm

Max Speed: 141 mph/ 122 kias

Cruise Speed: 135 mph/117 kias @ 75 percent power

Stall Speed (ldg config): 37 mph/ 32 kias

Takeoff Ground Roll: Less than 100 ft.

Landing Ground Roll: 155 ft.

The post We Fly: CubCrafters Carbon Cub EX-3 & FX-3 Made for Backcountry appeared first on FLYING Magazine.

Follow along as we test out the FX-3—and see what the EX-3 is capable of off-airport, including an honest-to-goodness hayfield—in this snapshot from our Q4 2022 issue of FLYING.

The post We Fly: CubCrafters Carbon Cub FX-3 & EX-3 appeared first on FLYING Magazine.