Today’s Top Pick is a 2018 EDRA Aeronautica Super Petrel LS.

The EDRA Aeronautica Super Petrel serves as a reminder that there are amphibian light sport aircraft (LSA) in the air that are not ICON A5s. Indeed, this unusual biplane design has been on the market for more than 20 years and evolved from kitbuilt amphibians as far back as the early 1980s.

The Super Petrel is known for its combination of high lift, thanks to its two wings, and maneuverability, due in part to its relatively short wingspan. Built in Brazil, the composite aircraft is also renowned for its build quality.

Owners, however, are likely to love the Super Petrel for all of the truly out-of-the way destinations it can reach with relative ease.

The aircraft’s retractable landing gear allow pilots to kick off adventurous itineraries from their local airport and wind up moored in a scenic remote cove an hour or two later. How many times have you been at a waterfront restaurant, watching diners arrive by boat, and pictured yourself pulling up in a seaplane?

Perhaps your time has come.

This Super Petrel has 50 hours on the airframe and on its Rotax 912iS engine. Pilots who want an amphibian LSA with unique design features that enhance handling while also turning heads should consider this 2018 EDRA Aeronautica Super Petrel LS, which is available for $68,000 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: What Is the Best Amphibious Aircraft?
• FLYING Magazine: Here’s a Look at Some Affordable Aviation Favorites
• FLYING Magazine: Photos: DeLand Sport Aviation Showcase
• Plane & Pilot: Beyond ICON: 5 Seaplane Alternatives
• Plane & Pilot: Top Picks in Today’s Light Sport Aircraft Market
• AVweb: Podcast: Super Petrel Gathers a Crowd

The post This 2018 EDRA Aeronautica Super Petrel LS Is a High-Lift ‘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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• FLYING Magazine: STOL Invitational at Oshkosh Draws SRO Crowds
• Kitplanes: Kitfox Celebrates 40, Too
• The Aviation Consumer: Kitfox LSA: Taildragger or Trike?
• 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 2007 Progressive Aerodyne SeaRey Adventure.

Progressive Aerodyne’s SeaRey amphibian started out in the early 1990s as a kitbuilt aircraft, though it evolved from designs that were flying in the 1970s, driven by enthusiasm for homebuilt ultralight and experimental sport aircraft. Today the Adventure and Elite models are available as production-line LSAs, and technological advances in engines, airframes, and systems have helped these aircraft develop into notable performers.

The SeaRey has built a following not because of speed, comfort, load-carrying capacity, or most of the other qualities pilots typically tout when discussing their traditional certified aircraft. Indeed, it does not excel in any of those areas. The aircraft’s fun factor, though, is extremely high according to people who fly them. They provide a tactile, engaging, even raw flying experience that can be difficult to find today, despite the vast number of aircraft types available.

This 2007 SeaRey Adventure has 208 hours on the airframe, its Rotax engine, and its three-blade carbon propeller. The aircraft’s avionics include a Dynon EFIS, King radios, Mode C transponder, and two-place intercom.

Pilots looking for a fun, engaging introduction to flying off water should consider this 2007 Progressive Aerodyne SeaRey Adventure, which is available for $58,500 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: FAA Certifies SeaRey Production LSA
• FLYING Magazine: Seaplane Adventures for Pilots
• FLYING Magazine: Rising Stars: Light Sport Universe
• Plane & Pilot: Beyond ICON: 5 Seaplane Alternatives
• The Aviation Consumer: SeaRey Elite: Upscale Amphib LSA
• AVweb: Progressive Aerodyne Offers Searey for Promotions

The post This 2007 Progressive Aerodyne SeaRey Adventure Is a Responsive, Modern, Amphibian ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2021 BRM Aero Bristell LSA.

The stereotype is out of date, but there still are a lot of people who think of light sport aircraft (LSA) as small, slow, and cramped. The BRM Aero Bristell defies that characterization, as well as the idea that light sports are toys, not traveling machines.

The Bristell’s wide cabin, impressive climb, and cruise performance make it an ideal escape vehicle for two people on weekend excursion or taking a long-awaited vacation trip.

For many pilots, LSAs offer an opportunity to fly at lower cost with fewer complications. The Bristell aims to meet those standards while delivering the kind of performance pilots might expect only from larger, more complex aircraft. It is also a sharp-looking, well-finished airplane that most pilots would be proud to park in their hangar. 

This 2021 BRM Aero Bristell LSA has 40 hours on the airframe and on its 140 hp turbocharged and intercooled Rotax engine. The aircraft’s empty weight is 843 pounds.

The IFR panel features dual 10-inch Garmin G3X touchscreens, G5 EFIS, GNX 375 GPS, Garmin autopilot with GMC 507 module, Garmin GT 20R comm radio, and SiriusXM Weather.

Pilots looking for a reliable, responsive, and comfortable light sport aircraft with high climb rates and cruising speeds should consider this BRM Aero Bristell LSA, which is available for $335,000 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: We Fly: BRM Aero Bristell SLSA
• FLYING Magazine: Michelin Aviation Partners With BRM Aero Bristell
• FLYING Magazine: Pre-Owned LSAs Offer Recreational Flying Fun on Any Budget
• FLYING Magazine: An Inside Look at Modern LSA Ownership
• Plane & Pilot: Bristell: An LSA Traveling Machine
• The Aviation Consumer:Bristell NG5 – Another LSA Speedster
• AVweb: Bristell Aircraft Appoints North American Distributor

The post This 2021 BRM Aero Bristell LSA Is a Well-Equipped, Travel-Ready ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2022 Vans RV-14.

When the first Van’s RV-14s reached the market about a decade ago, some fans of the company’s long line of aircraft wondered what made this side-by-side two-seater different from others in its fleet such as the RV-7. The two do appear similar, at least to the untrained eye. Closer inspection reveals that the RV-14 is larger, with a more powerful engine and more baggage space.

For people who like to draw comparisons between aircraft and cars, one might call the RV-7 a classic, compact, two-seat sports car while the RV-14 is more of a GT, or grand touring machine. Indeed, the larger aircraft’s wing is designed to operate efficiently on longer cross-country trips. While not all customers had noticed, Van’s felt there was a gap to be filled in the fleet somewhere between the RV-7 and the large, four-seat RV-10. Today the many pilots flying RV-14 appear to agree.    

This recently built RV-14 has an airworthiness date of March 22, 2022, and has logged 65 hours on the airframe, its Lycoming YIO-390-EXP76 engine, and  Hartzell two-blade, constant-speed propeller. The aircraft has a 50-gallon usable-fuel system.

Its panel includes a Garmin G3X IFR avionics suite with dual 10-inch screens, GMC 507 autopilot, GMA 245R remote audio panel, GNX 375 IFR navigator with ADS-B In and Out transponder.

Pilots seeking a high-performance, homebuilt aircraft with decades of development and market experience behind it should consider this 2022 Van’s RV-14, which is available for $298,000 on AircraftForSale.

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

• FLYING Magazine: We Fly: RV-14A Full Performance
• FLYING Magazine: DeltaHawk Is Developing a Package for Installing Its DHK Engines in Van’s RV-14s
• FLYING Magazine: Buying Experimental Aircraft, Demystified
• KITPLANES: Kitplanes Flies the New RV-14
• KITPLANES: Van’s Introduces New IO-390 Variant for RV-14, Plus Updates to RV-10 Kit
• KITPLANES: RV-14 Passes NKET 51% Rule Evaluation
• KITPLANES: Building and Flying an RV-8

The post This 2022 Van’s RV-14 Is a Homebuilt, Cross-Country ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

As the comment period closed on January 22 for the MOSAIC revamp of the light sport aircraft approval process, several signatories backed EAA’s take—and the FAA must address the proposal in light of ongoing quality and oversight issues at Boeing.

EAA submitted its response Monday, cosigned by the Aircraft Owners and Pilots Association, National Business Aviation Association, and the National Air Transportation Association, with broad support of the measure, including several key areas to refine or expand.

“We support and strongly encourage the agency to commit the resources needed to continue to move this proposal forward and implement these changes,” said the consortium in the EAA statement. “Doing so will further enhance the safety, utility, and commercial viability of general aviation by fostering new aircraft designs and further stimulating the development of new technology.” 

Those elements include: 

• Removal of exclusions on aircraft class, expanding from the currently limited list of airplanes, gliders, powered parachutes, weight-shift control, and lighter-than-air, to add rotorcraft and powered lift and allow for new classes as technology advances
• Removal of the maximum takeoff weight of 1,320 pounds for land-based aircraft (1,430 for water-based aircraft)
• Raising the maximum level flight V_H speed from 120 to 250 kcas
• Allowing for alternative powerplants, controllable pitch props, and retractable landing gear
• Raising the maximum stall speed V_S1 from 45 to 54 kcas—in fact, the consortium would like to see a speed raised to 58 kcas or as high as 61 kcas
• Raising the maximum seating capacity from two to four seats, with the allowance for sport pilots to have up to three passengers

The final two items are apparently where the EAA/AOPA/NATA/NBAA consortium and GAMA diverge in some specifics, with GAMA opposing the allowance of a higher stall speed than 58 kcas, as well as the expansion of sport pilot privileges to allow for carrying up to 3 passengers.

FLYING reached out to GAMA for its comments, and they responded with the following statement, along with its general support for those submitted by EAA/AOPA/NATA/NBAA.

“GAMA supports the key aspects of the MOSAIC proposal to increase the size, performance and scope of aircraft that can be flown by sport pilots and issuance of a special airworthiness certificate in the light-sport aircraft category with the objective of improving safety, functionality, innovation, and availability of small general aviation aircraft. However, there are areas of the proposal regarding new and complex design and expanded operations of light-sport aircraft which are not fully supported by operational safety data alone and require additional consideration and understanding on how FAA intends to implement with the appropriate mitigations for risk.”

“In addition, GAMA believes FAA could more fully realize the intended objectives and benefits of this proposal by applying a consistent safety continuum approach across all small aircraft airworthiness and certification processes.” In translation, the association seeks further investigation of that risk before broadening the remit of the light sport model. The association notes that it was unable to gain consensus across its membership in the risk mitigation inherent in the proposal—given its inclusion of OEMs that build everything from LSA to Part 25 and 29 category aircraft.

Now, the FAA must sift through the recommendations and comments from a broad range of industry users and transform into action those elements that a consensus of the general aviation community has supported, as FLYING has observed.

Allowing for internal oversight is a key element that has propelled the development in LSA under ASTM. The transition to the certification program under the NPRM needs to acknowledge that in the face of increased public outcry on FAA oversight of similar types of self-assessment, such as Boeing and certain other OEMs of Part 23, 25, and 29 aircraft enjoy.

Who Do They Represent?

EAA in its letter acknowledged its 290,000 members and 900 local chapters of pilots, aircraft builders, and kitplane/vintage/warbird enthusiasts, while AOPA mentions its 300,000 “individuals who collectively operate 85 percent of all general aviation aircraft in the United States.” NATA reflects the operational side of GA, representing “nearly 3,700 aviation business locations across a broad cross section of the industry,” including fractional and Part 135 operators, and FBOs, MROs, and flight training providers. NBAA notes 11,000 “business and professional members involved in business aviation.”

• READ MORE: MOSAIC Questions Linger in Light Sport Aircraft Community

GAMA was formed to “foster and advance the general welfare, safety, interests, and activities of the global general and business aviation industry,” with more than 150 member companies represented, according to the association. Those constituents also include FBOs, pilot and maintenance training facilities, and fleet operators.

The EAA consortium comments may be read here. GAMA’s comments may be reviewed here.

The post Comments From Aviation Associations Take on Pros and Cons of MOSAIC appeared first on FLYING Magazine.

Today’s Top Pick is a 1946 Taylorcraft BC-12D Twosome.

Taylorcraft was known during World War II for building gliders and the L-2 Grasshopper, an observation and liaison aircraft adapted from the company’s pre-war Tandem Trainer for the Army Air Force. Initially called the O-57, the aircraft got a name change to L-2 when the military altered the general designation for such small aircraft from “observation” to “liaison.” The Grasshopper was used for pilot training in the U.S. but was not used in combat or sent overseas during the war.

At the war’s end, the company returned to the general aviation market and produced the BC-12D, which competed with the Piper Cub, Luscombe, and other small rag-and-tube models powered mostly by 65 hp engines. The company entered bankruptcy following a severe postwar downturn in the light aircraft market. Today the aircraft still has a following among vintage aircraft enthusiasts and those seeking older models that qualify as LSAs.

Pilots looking for a light, ultra-simple, two-seat taildragger with bare-bones instrumentation that harks back to the years just after World War II should consider this 1946 Taylorcraft BC-12D Twosome, which is available for $21,000 on AircraftForSale.

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

• FLYING Magazine: 1946 Taylorcraft Making Sweet Music, Again
• Plane & Pilot: Taylorcraft
• AVweb: Buying The Old Ones: Homework Mandatory

The post This 1946 Taylorcraft BC-12D Is a Charming, Bare-Bones ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

This medical adventure started with The Impossible Airplane project, a custom-controlled RV-10 that will be the first purpose-built airplane in history for a pilot flying with just their feet. I’ve been flying Ercoupes for a long time, but the RV-10 does not qualify for the current light sport rules. So if I’m ever going to solo The Impossible Airplane, I’ll need to get my private pilot certificate, which also means getting at least my third-class medical.

• READ MORE: The Impossible Airplane Showcases Aviation Innovation

Even without arms, my formal application started like any nondisabled student pilot. I spoke to several pilot friends about an aviation medical examiner (AME) they would recommend. Unlike most other applicants, though, I wanted to find an AME who had experience with nonstandard applications. Over the years, I’ve heard horror stories from prospective pilots about how one poorly written statement caused months of delays and paperwork headaches. I also know that there is no established precedent for a pilot to receive a medical who is only flying with their feet. So, if we didn’t get the application right the first time, there’s no telling what other issues we would have to resolve.

Luckily, I found Dr. Douglas Little. He is an AME in my hometown of Tucson, Arizona, and has handled several other nontypical medical applications. I also felt reassured when Little explained the medical deferral process and that he would help me through the back and forth with the FAA. He must have done a good job because two months later I received a letter from the FAA that said I needed to see an orthopedic doctor for an evaluation and further documentation. 

When I first read the letter, I wondered why the FAA wanted an evaluation. I was born without arms. I’ve made it this far in life and aviation. But it was easy enough to schedule an appointment and send the evaluation back to the agency. When I sat down with the orthopedic doctor, it took a few minutes to explain the situation and what we were asking for. He wasn’t a pilot, but he was professionally curious. (I get a lot of professional curiosity from doctors, especially podiatrists who want to see how my feet have adapted.) The next day I had triplicates of his evaluation and sent two of them to the FAA. It was a pretty straightforward letter attesting to the functionality of my legs and feet with the absence of arms.

The FAA never asked for my medical history. I can see how that collection of documents would be difficult to assemble and then even harder to present to the agency in an organized manner. There are many services out there that specialize in assisting pilots with that process. Luckily for me, about two months after sending in my evaluation, the FAA approved a medical flight review. I can only guess that a combination of Little, the orthopedic doctor, and flying as a light sport pilot for several years helped the process.

The FAA gave me the option to choose the district office that would oversee the process. Naturally, I chose the Scottsdale, Arizona, FSDO. A couple of weeks after that, I got a call from an FAA representative. She informed me that I could select the examiner for my medical flight review and would have  a six-month window to complete it. That gave me pause for a moment. I know many student pilots were struggling to find examiners and take timely tests. On top of that, the Ercoupe I wanted to use was still undergoing a lot of maintenance. Plus, I needed a good refresher after a summer of not flying at all. However, the FAA official assured me that if I needed more time, then I just needed to call the office before the six-month window was up. 

And now I am waiting for the medical flight review. A CFI friend recommended an examiner who was properly qualified for these. I told him the situation, and he was happy to arrange a date toward the end of my six-month window. I’m both nervous and excited. If I fail my exam, then I will be disqualified from flying as a light sport pilot, and my days as a pilot are over. But if I pass—when I pass—many of the LSA restrictions will be lifted. There will be other restrictions, but I’ll overcome those too. 

Thanks to the light sport rules, the doors have been opened for more pilots like me to learn to fly. I’m so thankful that Able Flight is leading the charge for helping pilots with disabilities learn to fly. Able Flight gave me a scholarship for my light sport training. More and more of us are progressing on to the private pilot level and hopefully making it easier for the next pilot to follow after us. And who knows? Maybe after earning my private pilot certificate and instrument rating, I will start looking over the requirements for being a commercial pilot.

As I stand on the threshold of setting this next precedent, I’m reminded that every flight, every test, every hurdle overcome is not just for me, but for those who dream of taking to the skies regardless of the obstacles they face.

The post The Process of Obtaining a Medical Certificate appeared first on FLYING Magazine.

Today’s Top Pick is a 2010 Cessna 162 Skycatcher.

Cessna designed the 162 Skycatcher as a modern trainer and personal aircraft that could take over where ancient Cessna 150s and 152s left off. Like the older airplanes, the Skycatcher has two seats and was marketed to flight schools as a durable, nice-handling trainer. For power it uses the Continental O-200 engine like the 150. The Skycatcher, however, is newer, so there are no kitschy carpeting or cracked plastic interior panels. It also has glass-panel instruments and a novel control stick that many pilots find especially intuitive.

Many pilots and aviation industry folks agree that there were several problems with Cessna’s big pushback into the two-seat trainer market, but few believe the Skycatcher was among them. Most found the aircraft thoughtfully designed and engineered, well behaved, and pleasing to fly. For more experienced pilots looking for compact personal transportation, the Skycatcher was a bit faster and better suited for traveling.

This Skycatcher has 499 hours on the airframe, 406 hours on its Continental O-200D engine, and 355 hours on a McCauley two-blade propeller. The panel includes a Garmin G300 PFD/MFD with traffic and weather, electronic engine instrumentation, GPS, terrain and obstacle data, Garmin GTX 327 transponder, and SL-40 com radio.

Pilots seeking a small two-seater for training, travel, or simply for the sake of flying should consider this 2010 Cessna 162 Skycatcher, which is available for $75,000 on AircraftForSale.

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

• FLYING Magazine: Cessna 162 Skycatcher
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• FLYING Magazine: Cessna Skycatcher Disappears from View
• Plane & Pilot: Cessna 162 Skycatcher: It‘s Here!

The post This 2010 Cessna 162 Skycatcher Is a Rare, Rewarding ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

According to Flight Design, the order list currently stands at more than 100 aircraft, and production is increasing to support four F2 aircraft per month by the end of 2023. The company said this was made possible in part by support from the Lindig Group, a majority shareholder.

“The kind and timely support from the Lindig Group, the staff in Sumperk and Kherson [Ukraine] has made this possible. It takes a lot of commitment to create and sustain an aviation business,” said Daniel Guenther, CEO of Flight Design. “We thank everyone involved, our staff, our dealers worldwide, and especially [Lindig Group CEO] Sven Lindig. He has stood beside us through the most difficult times.”

Not the least of these challenges was retrieving four CTLS airframes from the factory in Kherson and getting them to customers in Europe. The company noted that the completion of airframes will continue through 2023 and then move to production of new airframes by a manufacturing partner.

Flight Design is anticipating an increase in business as a result of the FAA MOSAIC (Modernization of Special Airworthiness Certification) project, in particular regarding its F2 series.

The Flight Design F2 entered the American market in 2021 and its design continues to evolve.

The F2-CS23 is approved as a European Union Aviation Safety Agency type-certified GA aircraft in Europe, and the validation process has progressed with the FAA. It is expected that the F2-CS23 will be popular with flight schools and in rental fleets.

“The F2 in its current S-LSA form can carry a much larger payload,” said Tom Gutmann, owner of Airtime Aviation. “We expect to increase the payload of the new F2-LSA aircraft that are now being delivered under MOSAIC and think there’s even more that can be done within MOSAIC.”

The company is also continuing the development of the Flight Design F4, the four-seat version of the F series. The F4, described as a larger version of the F2, is equipped with a Rotax 916 turbocharged powerplant and designed to carry four adults.

The F4 passed a design review earlier this summer and is moving toward the prototype stage. The company noted the F4’s systems and tooling are identical to the F2, which should make the process go quicker.

The post Flight Design Ramps Up Production of F2, CT Series Aircraft appeared first on FLYING Magazine.