Today’s Top Pick is a 1978 Varga Aircraft 2150A Kachina.

When was the last time you spotted a Varga 2150 on the ramp? How about a Shinn or a Morrisey?

These are all related, and one can argue that they are the same aircraft whose name changed as it moved from one manufacturer to another. Still, even when you combine all of the versions and evolutions, this is a rare machine.

After checking out some of its thoughtful features, pilots might wonder why this airplane is not more popular.

During the 1950s William Morrisey, an aircraft designer and test pilot, built an airplane called the Morrisey 1000C Nifty. He developed the aircraft into the 2000C before selling the design to Shinn Engineering.

By the late 1960s Shinn had ceased production, and Varga Aircraft acquired the design rights. Over the course of ownership changes the airplane gained power, from a Lycoming O-235 in the beginning to a 150 hp O-320 and finally a 180 hp O-360.

Because it is small and light, the airplane flies well enough on any of the three engines, but the O-360 version is a bit of a muscle car with wings.

Many people will be stumped as they try to identify the Varga, perhaps thinking it is a Grumman Tiger or, from a distance, a Beechcraft T-34 Mentor. That large, airy canopy gives it the look of a military trainer. Indeed, some clever folks call it the poor man’s AT-6.

This 1978 Varga 2150A has 1,810 hours on the airframe and 308 hours since overhaul on its 150 hp Lycoming O-320 engine. The panel includes a Garmin GNX 375, Garmin 795 GPS touchscreen transponder/GPS/moving map with ADS-B In and Out, GTR 225 comm, intercom, and basic analog flight and engine instruments.

Pilots looking for a compact personal aircraft with tandem seating for two and control sticks that give it a sporty, almost fighter-like feel should consider this 1978 Varga 2150 Kachina, which is available for $79,500 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: Down to Empty Fuel Tanks
• Plane & Pilot: Varga Kachina
• Plane & Pilot: Varga 2150/2180 Kachina
• Plane & Pilot: Shinn 2150-A

The post This 1978 Varga 2150A Kachina Is a Rare-but-Reliable ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1981 Mooney M20J 201.

A good cross-country airplane is in the eye of the owner-operator. Different pilots prioritize a diversity of traits when shopping for the aircraft that suits their mission best.

While many GA travelers look for models with large, comfortable cabins, others are interested primarily in speed, with other qualities taking a back seat. A subset of these speed aficionados is also having a fondness for efficiency, and for them, there are few options better than a Mooney M20J.

From their introduction in the mid 1950s, the Mooney M20s have reliably done more with less, typically outrunning other four-place aircraft with much more horsepower. Early M20s came with the 150 hp Lycoming O-320, essentially the same powerplant found in Cessna 172s. The Mooney, however, became renowned for nearly reaching 150 ktas with the engine.

The M20 series really came into its own when matched with the 180 hp Lycoming O-360 and later the 200 hp IO-360, like the one in this 1981 M20J 201. The “201” is part of a Mooney naming convention indicating the airplane’s top speed in miles per hour, burning relatively little fuel while generating impressive speeds. Later turbocharged models took advantage of higher altitudes in gaining even more speed and becoming favorites among serious cross-country pilots.

This 1981 Mooney M20J 201 has 4,103 hours on the airframe and 301 hours on its Lycoming IO-360 engine and propeller since overhaul. The aircraft has a useful load of 914 pounds and carries 64 gallons of usable fuel.

The IFR panel includes a King KMA 24 audio panel, King KY 197 comm radio, KNS 80 nav with localizer and glideslope, KX 165 nav/comm with localizer and glideslope, KR 87 ADF, KLN 89B GPS, Garmin GTX 335 transponder with ADS-B Out, King KFC 200 autopilot with flight director and Stormscope.

Pilots who want to travel at a quick pace without burning 15 to 20 gallons of fuel per hour should consider this 1981 Mooney M20J 201, which is available for $124,900 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: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• FLYING Magazine: Life Lessons of an Iced-Up Mooney
• FLYING Magazine: Inside Manny the Mooney’s Much-Needed Paint Job
• FLYING Magazine: Mooney Expands Customer Service Offerings
• Plane & Pilot: This Incredible Plane: Mooney Porsche M20L PFM
• The Aviation Consumer: Used Aircraft Guide: Mooney 201/M20J
• AVweb: Mooney Under New Management

The post This 1981 Mooney M20J Is a Model of Efficiency and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1967 Cessna 150G.

There are a lot of Cessna 150s and 152s flying today. The sturdy two-seat trainers have been taking students through flight training and check rides for more than 60 years. In that time they have earned a reputation as reliable, economical, no-nonsense aircraft that are suited to several missions beyond training, such as traveling, commuting, and short-field operations.

The airplane for sale here is not your everyday 150, having been modified with a number of upgrades aimed at making it a better bush machine. Changes include taildragger landing gear, wing modifications, and a 150 hp engine like those found in the larger Cessna 172. The engine swap boosts its horsepower by 50 percent compared with a standard 150.

This 1967 150 has 2,066 hours on the airframe and 17 hours on its Lycoming 150 hp O-320-E2D engine. The panel features a Narco Mk-12 Nav/Com, Sport 200 two-place intercom, and Genave Beta 5000 transponder.

Additional equipment includes the Texas Taildragger STC, 150 hp STC, gross weight increase STC, STOL-Craft leading edge and wing tip kit, flap and aileron gap seals, and Patroller doors.     

Pilots looking for a compact STOL airplane, and especially those who like the Cessna 150 but wish it was a taildragger, should consider this modified 1967 model, which is available for $103,900 on AircraftForSale.

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

• FLYING Magazine: Is It Possible to Legally Fly a Cessna 150 as an LSA?
• FLYING Magazine: Teenager Takes Control of Cessna 150 After Pilot Passes Out
• FLYING Magazine: I Learned About Flying From That: 18,300 Feet in a Cessna 150
• Plane & Pilot: Incredible Plane: Cessna 150
• Plane & Pilot: Quiz Time: Cessna 150
• Plane & Pilot: Stranded Cessna 150 Tries to Take Off from a Sandbar and There’s No Possible Way He Makes It! Unless . . .
• The Aviation Consumer: Cessna 150/152

The post This 1967 Cessna 150 Is a Modified, Tail-Dragging ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick Is a 1995 Mooney M20R Ovation. 

Mooney’s long-running M20 series aircraft are known for aerodynamic efficiency that allowed them to cruise at impressive speeds, often outrunning airplanes with much larger, more powerful engines. Early M20s used Lycoming O-320s and O-360s for power. As the line evolved, fuel injected engines with up to 200 hp became common. Still, many pilots wondered how an M20 would perform with a big-bore, 6-cylinder engine like those under the cowlings of so many other high-performance four-seaters. The M20R Ovation for sale here has the answer.

Even though its Continental IO-550 is derated to 280 hp, the Ovation can cruise at 190 ktas, getting pilots and passengers to their destinations quicker than earlier Mooneys and ahead of most competing aircraft. This Ovation  also has an updated panel, attractive paint scheme, and sharp interior. 

The 1995 Mooney Ovation offered has 1,662 hours on the airframe, 709 hours on its 280 hp Continental IO-550-G engine, and 709 hours on the three-blade Hartzell Scimitar propeller.

The aircraft’s panel includes Garmin GNS 530W and GNS 430W GPS/nav/com radios, GTX 345 ADS-B transponder, Aspen Evolution 1500 PFD and MFD, Garmin GMA 347 audio panel, GTS 800 active traffic, BendixKing KAP-150 autopilot, Insight Strikefinder, and JPI EDM700 engine monitor.

Additional features include a standby vacuum system, four-place intercom, electric flaps, electric trim, and speed brakes that help prevent the aerodynamically clean M20R from overspeeding during descents. 

Pilots looking for a fast, efficient, four-place cross-country aircraft should consider this 1995 Mooney M20R Ovation, which is available for $209,900 on AircraftForSale.

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

• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• FLYING Magazine: Project Notebook: Mooney M20V Acclaim Ultra
• FLYING Magazine: STC Approved for Hartzell Propeller Three-Blade Mooney Bravo Prop
• Plane & Pilot: Mooney M20 PFM, MSE, TLS, Eagle, Encore, Ovation, Bravo
• Plane & Pilot: Big Approvals For Garmin GFC 500 Autopilot: Cessna 210s, Mooney M20s and Beech Bonanza Vee Tails!
• The Aviation Consumer: Used Aircraft Guide: Mooney 231/252

The post This 1995 Mooney M20R Ovation Is a Powerful, Slippery, and Speedy ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1974 Grumman American AA-5 Traveler.

The Grumman American AA-5 Traveler and the rest of the company’s AA series began with the Bede 1, a kit aircraft developed by renowned and controversial designer James Bede. American Aviation acquired the design and later became part of Grumman. Grumman American developed a line of general aviation aircraft ranging from the two-seat Yankee and TR-2 trainer with Lycoming O-235 engines to the performance-oriented Tiger with a 180 hp O-360.

The AA-series airplanes are known for delivering stronger performance than many pilots would expect based on their power. Their notable cruise speeds and fuel economy stem in part from their bonded wing skins, which use strong honeycomb structures and no rivets, resulting in a durable, smooth, and aerodynamically clean surface. While the AA trainer aircraft proved a bit too sporty for many students, they appealed to experienced pilots seeking responsive handling. Today the AAs have a following but can often be found at bargain prices. 

This 1974 Grumman Traveler has 3,521 hours on the airframe and three hours on its 160 hp Lycoming O-320 engine since overhaul. The airplane has both a new Sensenich propeller and ducting for its heater and defroster. The panel includes a Garmin GNS 430, King KY197 transceiver, Garmin/Apollo SL70 transponder, Davtron M800 digital clock, Century autopilot, PS Engineering PMA 6000M audio panel, UAvionix ADS-B beacon, and FL202D digital fuel gauge. The aircraft also has a four-place intercom and four USB charging outlets.

Pilots looking for a compact, innovative, and economical four-place traveling aircraft with responsive handling should consider this 1974 Grumman American AA-55 Traveler, which is available for $95,000 on AircraftForSale.

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

• FLYING Magazine: Approachable Aircraft: Grumman AA-5 Series
• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• FLYING Magazine: Garmin’s Retrofit Autopilot STCed for Additional Aircraft Models
• Plane & Pilot: Grumman American TR-2
• The Aviation Consumer: Panel Planner 101: Grumman – Light IFR
• The Aviation Consumer: Grumman Tiger/Cheetah

The post This 1974 Grumman American AA-5 Traveler Is a Compact, Fast, and Efficient ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The new prop’s light weight and increased responsiveness contribute to its improved performance on the Super Cub, the company said. The ability to adjust pitch also gives pilots more operational flexibility.

Sensenich said it tested the new propeller extensively in Alaska and Texas during the certification process and said the STC is available, and shipments of pre-ordered propellers have begun. The company said pilots have been “raving” on supercub.org about the propeller’s performance on their airplanes.

Sensenich said it is working on other projects for FAA approval including ground-adjustable carbon props for 0-320-powered Cessna 172s and for other Continental and Lycoming 4-cylinder engines ranging from 65 to 140 horsepower.

The post Sensenich Receives STC for Piper Super Cub Prop appeared first on FLYING Magazine.

History

Founded in 1845 as the Demorest Manufacturing Company, Lycoming has called Williamsport home from the beginning. Charles Lindbergh’s transatlantic flight ignited the company’s aviation spark, and in 1929, Lycoming began producing aircraft engines. Since then,the company has delivered many variations of aircraft engines, but none are as iconic as the O-320.

The FAA issued the first O-320 type certificate on July 28, 1953, and production began later that year. According to Type Certificate Data Sheet No. E-274, the O-320 characteristics represent a basic model—four-cylinder, horizontally-opposed, air cooled, direct drive with automotive type generator, and a starter providing for a single acting controllable pitch propeller. Lycoming later rebranded the original O-320 as the O-320-A1A.

Jeff Schans, manager of customer development for Lycoming, offered the following insights. “The O-320 engine is very robust like all our engine lines. We have 320 power plant solutions on several of our original equipment manufacturers’ airframes, including both certified and experimental.”

While we could not substantiate data on the O-320 alone, Lycoming has just surpassed building 300,000 engines, a total that encompasses all models. Lycoming further states that there are an estimated 200,000 engines in service today.

While thousands of legacy aircraft are still flying, the company continues to innovate and keep the O-320 up to speed with the industry. In 2005, Lycoming introduced new valve-train roller tappet technology—the first significant aircraft reciprocating advancement in more than a decade. According to a Textron news release, the “roller tappet eliminates the sliding motion between the cam and tappet, improving wear and allowing the introduction of more advanced materials.” We encountered roller tappets at my aircraft engine shop and saw success with cam wear. 

Recently certified, the Lycoming Electronic Ignition system, dubbed Integrated Electronic Engine (iE2), is the latest innovation to come on the market for O-320 series engines.

Variations & Applications

In 1968, Cessna selected the O-320-E2D (Lycoming part number 9794) to power its new 172, the Model I, marking Lycoming’s introduction to the legendary airframe. In 1977, the 172N delivered from the Cessna factory was equipped with the infamous Lycoming O-320-H2AD (part number 10282) engine. This 160 hp option was the first 172 to run the industry standard 100LL, a move away from 80/87 octane fuel. Armed with a D4RN-3000 dual magneto, barrel-style hydraulic lifters, stamped rocker arms, and lack of accessory housing, this would be unlike any 320 you have ever seen. As this was a 320 in name only, the beleaguered powerplant never achieved the reliability of its predecessor, the -E2D.

Cessna corrected its misstep of the previous model with the 172P, and returned to the more standard O-320-D2J. At 160 hp, it served as a boost to the 150 hp -E2D, but without the struggles of the -H2AD. A 180 hp IO-360-L2A drives the latest Cessna 172S Skyhawk, delivering more power and modernizing this iconic airframe.

FLYING has a long history with the Lycoming O-320 engine. Named one of the Top 50 Amazing Aircraft Engines in 2014, FLYING said about the little engine that could, “The bottom line is the O-320 delivers reliability, affordability, and familiarity.” In a mid-2021 article, it announced General Aviation Modifications, Inc. (GAMI) announced the STC for its G100UL avgas, and the first aircraft powerplants it selected were the Lycoming O-320, O-360, and IO-360 (STC SA01967WI SE01966WI). Piper is another aircraft manufacturer utilizing the O-320 series engine. The Piper PA-28-140 Cherokee has either an O-320-E2A or an O-320-E3D engine. During my tenure as an aircraft engine shop owner, we helped Middle Georgia State University maintain its Piper Warrior fleet, which used an O-320-D2A powerplant.

Flight school operations are demanding, and fleet readiness is critical. However, safety is at the forefront of every decision regarding students. Frequent oil changes, strict adherence to scheduled maintenance, and a reliable engine platform kept Middle Georgia at the top of any flight school list.

While most think of production aircraft when discussing powerplants, a sizable flying community of amateur builders also needs solutions to power their creations. One of the top kit airplane producers in the country, Van’s Aircraft, uses Lycoming O-320 series engines on multiple platforms. Van’s RV-4 and RV-6/6A use the 150/160 hp O-320. The RV-7/7A and RV-8/8A can accommodate O-320, and the RV-9/9A is suitable for Lycoming engines in the 118 hp to 160 hp range.

A direct quote from Van’s reads: “These engines are the most readily available, affordable, and reliable of the possible choices. One can use other aircraft engines of similar configuration, weight, and power, but only the Lycoming will fit the mounts and cowls supplied with our kits.”

Importance to General Aviation

Aircraft maintenance is the heartbeat of any aviation organization. While Lycoming publishes technical documents to advise best maintenance practices, people still need to interpret and implement the instructions. For powerplant maintenance, a good engine shop can help keep your O-320 running like new.

J.D. Kuti, president of Pinnacle Aircraft Engines, LLC, sees the full spectrum of aircraft engines at his shop in Silverhill, Alabama, but the O-320 series is one of his favorites. I spent some time with Kuti and wanted to know why he enjoys 320s so much.

“The O-320 engine is one of our most popular engines at Pinnacle,” said Kuti. “Most flight schools in the United States have fleets powered by the Lycoming O-320 series engine. Another thing to remember is several entry-level airframes have the O-320 series as the powerplant. For some, the O-320 is their first engine experience.”

The versatility of the O-320 allows it to serve in a variety of applications. The engine mounts are made as part of the crankcase casting and can be straight-mounted (Conical) or angled (Dynafocal). O-320 cylinder configurations are as varied as the airframes they serve.

Early configurations were standard flange, also known as narrow-deck. Later, Lycoming upgraded the design to a wide deck. To keep things interesting as time moved on, there is also a thin wide deck. The cylinder studs in the crankcase are unique to each of the cylinder variants.

Although most O-320 engines are configured for fixed-pitch propellers, some have parameters for a constant speed configuration for a handful of airframes. The O-320 engines come in both 150 hp and 160 hp. The FAA has an STC to convert 150 hp to 160 hp, depending on the selected airframe.

O-320 Nuances

“The Lycoming O-320 engine is one of the most reliable engines in the aftermarket today,” said Kuti. “Maintenance is relatively straightforward on these engines. Over time, you learn the little things not addressed in the technical publications.

“Most of the airframes powered by O-320 engines, both the upper and lower cowling, are removable, allowing plenty of access to the engine. One of the struggles in maintaining Lycoming O-320 engines today is getting new cylinders. The supply chain remains constrained after the pandemic. “Thankfully, plenty of used cylinders are still out there, and depending on their history can make nicely overhauled cylinders,” he says.

My First Lycoming

“Building my first Lycoming O-320 was a lot of fun,” Kuti continued. “I first researched the service instruction letters (SILs), service bulletins, and airworthiness directives. The factory prefers to communicate through service documents; several updates and product improvements have yet to be integrated into the overhaul manual. I remember trying to find the torque specification for the crankshaft gear bolt. It wasn’t in the manual or the torque specs table.”

“After searching several locations and coming up empty, I asked and was directed to a service bulletin, which had what I needed. I recommend to anyone wanting to home-build an engine for their kit plane to do extensive research on the front end or find an experienced engine builder and ask about an owner-assist build. Frequently they have knowledge not listed in any manual.”

One concern owners, operators, and maintainers have is related to the reliability of the equipment they use. The O-320 series, although highly reliable, has tricky areas, such as the camshaft and tappet bodies, which are prone to corrosion and spalling. Kuti mentioned searching ADs when rebuilding his first 320, and while the FAA database is an excellent place to start, sometimes you need a more specific approach.

Jim Thomas, president/CEO of Tdata, Inc., offers the following insight on ADs and other O-320 tech pubs. “Most of our products break them down by dash number, but someone can also run a listing for the O-320 series. It is important to note that appliance ADs (such as magnetos) are not included in this report. You will need to search by the component manufacturer, such as Champion Slick for magnetos, Marvel-Schebler for carburetors, and Hartzell for a propeller governor. This configuration is only an example list of accessories for the O-320.

“Other formats would require searching by that specific manufacturer. Also, be aware of supercedures, obsolescence, and company mergers and acquisitions,” he concludes. Wise counsel.

Going to Lycoming School

The Lycoming O-320 aircraft engine is dependable, versatile, and iconic to general aviation. These horizontally opposed, air-cooled, reciprocating engines power everything from the Italian helicopter Aero Eli Servizi Yo-Yo 222 to the homebuilt Wittman W-8 Tailwind, and many more—not bad for what a friend at work calls “a souped-up VW engine.” 

For those who want total immersion into the O-320 and other Lycoming models, the company has a school anyone can attend. Lycoming’s Piston Engine Service School program at the Lumley Aviation Center is a five-day extensive training program for owners/operators, aviation maintenance technicians, pilots, and airplane enthusiasts. The school is an excellent experience for homebuilders and a qualification for the IA renewal program FAR 65.93(a)(4). For more information, please get in touch with the Pennsylvania College of Technology.

This is what is so great about aviation life. The brand new entry-level aviation hobbyist and the dyed-in-the-wool A&P veteran could be side by side at the Lycoming school, each gaining knowledge and honing their craft. Do you have O-320 experience or a fond memory? I would love to hear your thoughts, musings, and tales.

This article was originally published in the February 2023 Issue 934 of FLYING.

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