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
• FLYING Magazine: First Reno Air Race Winner Mira Slovak Flies West
• 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 1945 Stinson L-5G Sentinel.

The Stinson L-5G Sentinel saw widespread use as a liaison and utility aircraft during World War II and into the Korean War. This aircraft is one of many modified for use as an ambulance, with a deck installed behind the rear of the cabin and additional access doors to accommodate a stretcher.

Like several military utility airplanes of the era, including Pipers, Aeroncas, and Taylorcrafts, the Sentinel was developed from a popular civilian model, in this case, the Stinson 105 Voyager.

The Stinson has the advantage of relative novelty, as observers at the airport are less likely to recognize it compared with, say, a common Piper Cub in a military paint scheme.

The airplane for sale here is freshly restored with sharp insignia and is sure to attract attention and add interest to any fly-ins the pilot might attend. It would also make a fun cross-country machine for two people who are not in a hurry.

This 1945 Stinson L-5G Sentinel has 1,720 hours on the airframe and 70 hours on its 190 hp Lycoming O-435 since overhaul. The VFR panel features a Garmin GTR 225 comm radio and a GTX 345 transponder with ADS-B In and Out. Additional equipment includes nav/comm equipment from the World War II era, used for display only. The aircraft received new covering, paint, and interior in 2022.

Pilots interested in owning a warbird with an interesting story that is easy to fly and practical as personal transport should consider this 1945 Stinson L-5G Sentinel, which is available for $120,000 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: Pilots Gather at the 2022 Stinson Summit.
• FLYING Magazine: His and Hers Stinsons
• FLYING Magazine: Approachable Aircraft: Stinson 108
• Plane & Pilot: Stinson 10A Voyager
• The Aviation Consumer: Buying the Old Ones: Homework Mandatory
• AVweb: AirVenture Auction to Sell Doolittle Stinson and More

The post This 1945 Stinson L-5G Sentinel Is a Veteran ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1941 Boeing​/​Stearman PT-17.

Many pilots dream of owning a vintage biplane, complete with open cockpits, fabric covering, bracing wires, and other details that characterize the classics.

In the end, though, they decide that such aircraft, lightly built with thin struts and spindly landing gear, are too delicate to be practical. While this notion might hold true for many biplanes designed during aviation’s golden age between World Wars I and II, it does not apply to the Boeing/Stearman PT-17.

Stearman Aircraft Inc. began turning out biplanes for commercial and personal use during the 1920s and by the mid-1930s had the eye of the U.S. Army Air Corps, which was looking for a new primary trainer.

The Stearman A75, later known as the PT-17 was a near-perfect candidate for the job because it was generally easy to fly yet still demanding enough to differentiate aspiring pilots with potential from those who would be better off pursuing a different specialty.

Perhaps most important was the aircraft’s ruggedness. This is one well-built biplane that was capable of bouncing back from the many mistakes that student pilots make.

The characteristics that made the Stearman a great trainer more than 80 years ago make it a wonderful personal airplane today.

The 1941 model for sale here offers pilots a window into aviation’s past, when airplanes had round engines and fabric covering. It also gives us a new way to see those familiar stretches of earth that we fly over regularly—from an open cockpit.

This 1941 Stearman has 3,749 hours on the airframe, 330 hours on its Continental W670-6A radial engine since overhaul, and 210 hours on its Sensenich propeller since overhaul. The VFR panel includes a King KLX 135 digital GPS/Comm, KT 76C transponder and intercom in addition to traditional analog flight and engine instruments

Pilots searching for a vintage biplane that is robust enough to handle frequent modern-day sorties including fly-ins, vacation getaways, and occasional formation flying with the owner’s club should consider this 1941 Boeing/Stearman PT-17, which is available for $155,000 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: Restoration Nation: The Stearman Next Door
• FLYING Magazine: Taking Wing: Stearman Patrol
• FLYING Magazine: Tuskegee Airmen Stearman Flies Into History
• The Aviation Consumer: Antiques and Classics: Owning and Operating
• AVweb: National Museum of the U.S. Air Force Acquires PT-17
• AVweb: Pilot Completes U.K.-Australia Stearman Flight

The post This 1941 Boeing/Stearman PT-17 Is a Tough, Two-Winged ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

MT said one of its goals in designing and manufacturing the propeller, called the MTV-4-1, is to help keep the vintage aircraft flying as airworthy parts for the original propellers are “becoming increasingly difficult” to find.

• READ MORE: Pilatus PC-12 Aircraft Meet European Noise Regs with 7-Blade Prop

The new propeller looks like the original, with a similar blade shape, but the blades are made of a natural composite and certified and tested for an unlimited lifespan, according to MT. The F-82 used for testing has helped demonstrate the propellers’ capabilities this year while flying to airshows across the U.S. The composite warbird propellers are moving through the FAA certification process.

MT is a renowned manufacturer of a range of composite propellers, including hydraulically controlled models with two to seven blades designed for engines of up to 5,000 hp and electrically controlled props with two to four blades for engines up to 350 hp. The company also makes two-blade, fixed-pitch propellers.

• READ MORE: MT Flight-Tests Propeller With 11 Blades On A Piper Cheyenne

MT said its props—30 models in all—are designed for traditional piston- and turbine-powered aircraft, ranging from motor gliders to regional airliners. They are also made for airships, hovercraft, and for use in wind tunnels.

MT holds more than 220 supplemental type certificates (STCs) and is an OEM supplier for more than 90 percent of the European aircraft industry and about 30 percent of the U.S. aircraft industry. The company said it has more than 28,000 propeller systems delivered, with more than 100,000 installations in service.

The post MT-Propeller Builds Composite Warbird Props for North American P-51, F-82 appeared first on FLYING Magazine.

Today’s Top Pick is a 1941 North American AT-6D Texan.

North American turned out more than 17,000 AT-6 Texans and variants like the SNJ Harvard, mostly for advanced training during World War II. But the airplane’s career would continue long after the war, arguably to this day. Indeed, for many pilots the AT-6 remains the most effective preparation for those who want to fly high-performance tailwheel fighters.

Like many AT-6s, the airplane for sale here has been restored and upgraded in certain ways to keep pace with the changing demands of modern general aviation. Still, lifting off in this sturdy, 600 hp machine, retracting the gear and adjusting power settings is sure to transport modern pilots back to the early 1940s, when this airplane was the last stop before stepping into a thoroughbred fighter to fly combat missions.

My fondest AT-6 memory is of a family friend and career airline pilot who also owned one of the trainers and flew it regularly. We were members of the same radio-control model airplane club during the 1980s. One Sunday he circled our busy club field in a rural part of New Jersey. We loved the sweet sound of that radial engine. As he departed he performed a beautiful barrel roll—not something I would try today, but an absolute thrill at the time. We all cheered.

This 1941 AT-6D has 870 hours on the airframe, 280 hours on its Pratt & Whitney R1340 engine and 100 hours since overhaul on the Hamilton Standard propeller. The panel includes an Apollo 360 GPS, King KX 170B nav/com with KI 214 glideslope and Narco AT 50 transponder, uAvionics WingX ADS-B beacon and Sigtronics 200 intercom. Special features include a smoke system for potential airshow performances.

Pilots looking for an exciting warbird experience, invitations to airshows, or a stepping stone to flying frontline vintage fighters like P-51 Mustangs and F8F Bearcats, should consider building time in this 1941 North American AT-6D Texan, which is available for $210,000 on AircraftForSale.

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

• FLYING Magazine: The T-6 Texan
• The Aviation Consumer: Warbird Ownership: Respect Required
• The Aviation Consumer: Off The Beaten Path: Vintage Aircraft

The post Today’s Top Aircraft For Sale Pick: 1941 North American AT-6D Texan appeared first on FLYING Magazine.

The warbird community has been aware of the potential issue for several weeks. The owners of the remaining airworthy B-17s had grounded their aircraft as a precaution.

The FAA describes the measure as an “interim AD” intended for all Boeing B-17E, F, and G models.

Per the FAA documentation: “This AD was prompted by a report indicating that the left front spar lower fitting had completely separated at the wing-to-fuselage joint, and the equivalent joint on the right side of the airplane was cracked. This AD requires inspections of the wing terminal-to-spar chord joints, and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.”

• READ MORE: Remembering ‘Texas Raiders’

The B-17 is a four-engine bomber designed by the Boeing Co. in the 1930s, using pencil, paper, and slide rules. Bristling with machine guns in addition to the ability to carry a hefty bomb payload, the aircraft was nicknamed “The Flying Fortress.” In combat it soon earned a reputation for being a tough machine that could sustain extraordinary amounts of damage yet still bring the crews home.

During World War II some 12,731 B-17s were built; now there are less than 25 of the iconic aircraft still flying. Others are on permanent static display in aviation museums. Most were destroyed after the war and recycled into beer cans and the like.

Over the past 20 years, the only way to see a B-17 in the air was at an air show or when the aircraft touring groups came to your city. Warbird buffs planned their year around the visits of the aircraft belonging to the Commemorative Air Force, Collings Foundation, and Experimental Aircraft Association.

Two weeks ago, EAA director of communications Dick Knapinski told a reporter from WBAY-TV in Green Bay, Wisconsin, that the organization had made the decision to ground its B-17 Aluminum Overcast as a precautionary measure, and that he doubted there would be any airworthy B-17s at EAA AirVenture in Oshkosh this year because the other entities that own the aircraft are doing the same. Knapinski also pointed out the airframes were designed for short-term use—to win a war—and now they are 80 years old. The fact they have lasted as long as they have can be attributed to the meticulous care provided by the organizations that own and operate them—and sometimes that means keeping them on the ground.

• READ MORE: Remembering the Mighty Men of the 381st Bomb Group

“The B-17 fleet operators are working closely with the FAA to collect information for this robust 75-plus-year-old platform,” said Drew Stephani, EAA communications specialist. “We are all focused on keeping the fleet safe and ultimately in the air for all to enjoy for generations to come.”

The FAA estimates that this AD affects 18 airplanes of U.S. registry, of which only three are airworthy at this time. The others are undergoing restoration. In addition, there is a B-17 in operation in the United Kingdom. 

The FAA estimates the inspection costs to comply with this AD will be approximately $2,125 per aircraft for 25 hours of labor at $85 per hour. Inspections for all U.S. operators of the aircraft are estimated to cost $38,700.

Background on the AD

According to AD documentation, in 2021 during a walk-around, pretakeoff check of a B-17 “it was discovered that the left wing had shifted away from the fuselage by about 2 inches. Further investigation was conducted when both wings were removed in 2023 and found complete separation of the left front spar lower fitting at the wing-to-fuselage joint as well as additional cracking on the equivalent joint on the right side of the airplane.

“This condition, if not addressed, could result in fatigue cracking of the wing terminal-to-spar chord joints, which could result in loss of control of the airplane and reduced structural integrity of the airplane.” 

Spars have been an issue before. In 2001 the FAA issued an AD for cracks in the spar chord of the B-17, but this new AD has determined a new inspection procedure needs to be developed. It was noted that some of the aircraft operate under experimental airworthiness certificates and give rides to the public. For this reason, the FAA has “intentionally included these airplanes in the applicability of this AD because of the risks associated with passenger-carrying operations frequently conducted by these airplanes.”

AD Compliance

This AD requires inspections of the wing terminal-to-spar chord joints to detect cracking and corrosion using one of two methods:

• A magnetic particle inspection of the terminal fittings and an eddy current inspection of the spar chord
• An eddy current bolt hole inspection on the steel terminal fittings and the aluminum spar chord

The results of the inspection must be sent to the FAA. The agency considers this AD to be an interim step, noting the information gleaned from the inspection reports “will enable the FAA to obtain better insight into the nature, cause, and extent of the discrepancies found on the affected airplanes, and develop a long-term solution that will address the unsafe condition. Once final action has been identified, the FAA might consider further rulemaking.”

The AD becomes effective on June 1, 2023, but comments are being taken until July 3.

Comments may be submitted using the procedures found in FARs 11.43 and 11.45 and by any of the following methods:

• Federal eRulemaking Portal: Go to regulations.gov and follow the instructions for submitting comments.
• Fax: 202-493-2251
• Mail: U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, D.C., 20590.
• Online 

The post FAA Grounds B-17s Through Airworthiness Directive appeared first on FLYING Magazine.

The NTSB released its final report on the September 19, 2020 accident involving the North American B-25N, N7946C known as Old Glory. Three people on board the aircraft were injured in the accident.

According to the NTSB, the 1940s era twin-engine bomber experienced “a total loss of engine power due to fuel exhaustion.” Also contributing, it said, “was the erroneous fuel gauge indications and inadequate preflight planning and inspection” on the part of the three person crew. 

The copilot and a passenger were seriously injured in the accident, and the pilot suffered minor injuries, according to investigators.

What Happened

According to the NTSB, the aircraft was being ferried from San Diego to Stockton, California, with a stop in Vacaville. Refueling records show that on September 18 the airplane took on 497.7 gallons of fuel at Brown Field Municipal Airport (KSDM) in San Diego. According to the passenger who was also the aircraft’s mechanic, the fuel level was about three inches below the bottom of the fuel filler neck.

The NTSB’s interviews with the crew noted there was conflicting information about the aircraft’s fuel burn, caused in part by a lack of documentation in the 1940s era operations manual.

In post-accident statements the pilot reported using a 150-gallons-per-hour fuel burn for flight planning purposes, and estimated the aircraft would burn 485.9 gallons total during the flight.

He also told investigators that neither he or the other crew members visually verified the fuel level in the tanks.

The passenger/mechanic corroborated the statement, noting that on the last leg of the trip when he arrived at Nut Tree Airport (KVCB) in Vacaville “he was told to board the accident airplane and prepare for departure. The passenger stated that, because he had rushed into the airplane, he did not accomplish his normal routine, which included checking fuel and oil levels.”

The copilot reported that he asked the pilot about the fuel level and was told there were 200 gallons on board, which was enough for the 20 minute flight to Stockton, California.

The NTSB report states that two flights were made between the refueling and the accident, although information pulled from the Automatic Dependent Surveillance-Broadcast (ADS-B) data for the aircraft showed six flights were done between the refueling in San Diego and the accident the next day. There were multiple takeoffs and landings done, which register as separate flights as ADSB does not differentiate touch and goes from full stop landings.

In addition, the copilot provided a photograph from inside the airplane before the loss of power, which showed a power setting of about 1,700 rpm and 27 inches of manifold pressure. The photograph also captured the front and aft fuel tank gauges. The front tank fuel gauges showed about 70 gallons on the left side and about 55 gallons on the right side. The aft gauges displayed 0 and were fully deflected to the bottom for both the left and right sides.

The Last Flight

During the flight, the pilot was sitting in the right seat, according to the NTSB. In the left seat was the copilot, who was acting as pilot flying.

According to the pilot’s statement, during the flight “the left engine fuel pressure fluctuated, and the left engine lost power momentarily but resumed operation. The pilot saw that the fuel pressure needle returned to normal, but he was concerned that an engine-driven fuel pump might have failed. The pilot subsequently turned the boost pumps to high and asked the passenger to open the fuel cross-feed valve.”

The aircraft was approximately six miles from its intended destination when both fuel pressure needles began to fluctuate.

The pilot took command of the aircraft as he assumed fuel starvation had occurred. He turned the aircraft away from a residential area and toward an agricultural field to make an off-airport landing. He noted that when the fuel pressure dropped below 10 pounds per square inch both engines lost power.

The pilot was able to avoid power lines during the approach. The aircraft touched down and during the roll out, the pilot managed to avoid a drainage ditch by yanking the aircraft back into the air momentarily, but could not avoid a second large ditch. The aircraft bounced when it struck the second ditch, coming down in a nose-low attitude, which forced the nosegear into the cockpit, collapsing all three landing gear. The engines struck the ground and were torn from the airframe by the impact.

The B-25 was equipped with two interconnected forward and aft main fuel tanks in each wing, which could hold a total of 670 gallons of fuel.

During the recovery efforts, remaining fuel was noted in each tank. The left forward tank contained a total of 15.4 gallons, the aft tank 8.5. The right forward tank contained 15.8 gallons, the aft tank 8.2 gallons of fuel.

The post accident investigation included refilling the tanks with water to check for leaks, of which none were found. However, all four fuel gauges reported erroneous indications at almost all levels measured. The carburetors were too badly damaged for a determination of fuel flow.

The B-25 of WWII

The North American B-25 Mitchell, a medium bomber, was introduced in 1941 and used in every theater during World War II. In April of 1942, 16 B-25s launched from the USS Hornet in the Pacific Ocean for attack on Japan. Although the raid did very little physical damage to Japanese military targets, it provided a substantial morale boost to Americans who were still reeling from the attack on Pearl Harbor in December of 1941.

The post ‘Fuel Exhaustion’ Led to B-25’s Hard Landing: NTSB appeared first on FLYING Magazine.

Warhawk Air Museum in Nampa, Idaho

The Warhawk Air Museum in Nampa, Idaho has been open to the public since 1989. The collection ranges from a Fokker DR-1 triplane to a MiG-21.

According to Sue Paul, the museum executive director, the public’s favorite aircraft are the World War II designs, particularly the P-51B model Mustang known as The Boise Bee, and the Museum’s Curtiss P-40N Warhawk Parrot Head and P-40E Kittyhawk Sneak Attack.

“The N Model has a parrot head on the nose; the E model has the classic shark mouth,” Paul said.

The P-40E was restored in the 1960s and first flown in 1971. The N model was restored to airworthiness in the 1980s. Both aircraft make the air show circuit and have competed in the Reno Air Races—they are also movie stars—look for them in the 2001 film Pearl Harbor.

When asked about her favorite, Paul says it’s Sneak Attack because the airplane literally has her name in it: S U E.

The post Museum Spotlight: Warhawk Air Museum appeared first on FLYING Magazine.

Decidedly less common is the initiative to reimagine a World War II-era fighter as a modernized, turboprop attack aircraft and market it to the government. This, however, is precisely what happened in the form of the Piper PA-48 Enforcer. First flown in 1971, a total of four prototypes were built and demonstrated until their retirement in 1984.

The concept of modifying and remanufacturing P-51s began in the 1950s. At that time, the National Guard retired the last of the active duty examples, making them available for purchase on the open market at bargain prices. A company called Trans Florida Aviation saw a business opportunity.

Their strategy targeted two potential customers. First, they’d offer civilian versions with the military equipment stripped out and replaced with additional fuel tanks and luxurious interiors. Second, they would modify existing military Mustangs with new avionics and weapons systems, optimizing them for ground attack, close air support, and counter-insurgency missions.

These Mustangs were renamed the Cavalier Mustangs, and a total of 19 were produced for a variety of civilian and military customers. In the late 1960s, the owner of the company became interested in a turboprop variant and fitted a military Cavalier Mustang with a 1,630 shp Rolls-Royce Dart 510. No sales resulted, however, and ultimately, only one entity could be convinced of the airplane’s potential.

• READ MORE: Meet The Often-Forgotten Cessna XMC

That entity was none other than Piper Aircraft, which purchased the rights to the turboprop Mustang and continued to develop the concept. Beginning with two existing Cavalier Mustangs, they installed massive, 2,445 shp Lycoming YT-55-L-9 turboprop engines. While the addition of nearly 1,000 horsepower surely increased the airplane’s capability, commonality was presumably also touted to the U.S. military; this was the same engine found in the CH-47 Chinook helicopter.

Piper went on to construct two clean-sheet versions of the aircraft, and named all four examples the PA-48 Enforcer. Each was fitted with a modified Douglas Skyraider propeller and each airframe was enlarged, as were the wings and tails. To ease maneuvering at high speeds and low altitudes, the ailerons were equipped with a boost system from a Lockheed T-33 jet, and the rudder was equipped with a yaw damper. Despite being visually similar to the original P-51, the modified aircraft were said to have less than 10 percent parts commonality with the old fighter.

• READ MORE: The Edgar Percival E.P.9 and Its Unusually Useful Design

With six underwing hardpoints capable of carrying nearly three tons of armament, the recipe seemed perfect for the ground attack and counter insurgency roles. Unfortunately, even after successfully performing test flights and demonstrations in the early 1980s, the military did not agree. Both PA-48s were ultimately retired and placed on display in museums.

N482PE has been restored and is on display at the Air Force Flight Test Museum at Edwards Air Force Base in California. For many years, N481PE was on display at the National Museum of the U.S. Air Force in Dayton, Ohio. More recently, however, it has been transferred to the Pima Air & Space Museum, where it sits outdoors in the Arizona sun.

The post When Piper Built a Warbird appeared first on FLYING Magazine.