The new route, which begins on November 4, will offer up to three daily round-trip flights between the two airports. This marks a significant expansion for Harbour Air, as it has traditionally only operated seaplanes.

“We’re very excited to launch our first-ever wheeled flights between YVR’s South Terminal and YYJ Victoria International Airport and provide passengers with new flexible early morning and late evening commuting options,” said Chris Fordyce, Harbour Air Group’s commercial chief, in a news release.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Seaplane Operator Gets Wheels appeared first on FLYING Magazine.

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.

As such, there are two seaplane/floatplane training operations in the area: Seattle Seaplanes, located on the southeast corner of Lake Union (0W0), and Kenmore Air, with two locations, one on the northwest side of Lake Union (W55) and another on Lake Washington on the north tip of Renton Municipal Airport (KRNT).

Who Gets a Seaplane/Floatplane Rating?

There are three kinds of people who attain seaplane ratings.

The first are those who do it as a bucket-list item. They may never get near the water again, but they have the rating to show off. The second is the person who earns the rating because they dream about owning a seaplane someday. The third is the person, who by happenstance, luck, and/or determination, gets a job flying a float-equipped aircraft for scenic flights, taking fishermen and hunters to the backcountry, or providing flight instruction.

Sometimes it is a matter of being in the right place at the right time, as it was for Seattle resident Kit Warfield. Warfield, now retired, spent several years as a professional pilot at Seattle Seaplanes.

Warfield’s water journey began in 2008 when she was a land-based CFI teaching private pilot ground school. Two of the learners in the class were taking their training on floats and suggested Warfield reach out to their instructor, who was looking for pilots for his school.

• READ MORE: Boston-to-New York Seaplane Service Ends Scheduled Operations

“Like lots of land-based pilots, I always thought it would be fun to get a seaplane rating but didn’t actually pursue it directly,” said Warfield, noting that when she contacted the instructor at Seattle Seaplanes, she cautioned that she did not own a seaplane rating.

“My eventual boss replied, “That’s OK. I’ll train you, and then you can come work for me,’” Warfield said. “Hmm…Get a seaplane rating and get to use it?! Sign me up!”

Warfield earned her single-engine seaplane rating in August 2008. She has 4,100 hours total time, 3,800 in seaplanes. Much of that time came from instructing.

If the pilot in training already flies land airplanes, there can be some negative transference. For example, there are no brakes on the water, just energy to manage. This means you have to be extra vigilant when the aircraft is on the water because boats you’re sharing the space with don’t have brakes either, although there’s something to be said for reverse thrust.

“Once you are underway, you are truly underway. You can’t just set the brake and pause for a moment,” said Warfield. “Situational awareness is key all the time. Yes, that’s true with land planes as well, but seaplane pilots have to keep an eye out for paddle boarders, sailboats, watercraft,and occasionally wildlife.”

Warfield has seen whales, sea lions, birds, and even encountered a seal on one occasion during a landing.

“He regaled me then slipped back under the water,” she said. “I wonder what he thought of me and my airplane?”

Warfield puts on her CFI hat in offering advice to those who seek a seaplane rating.

• READ MORE: WWII-Era ‘Philippine Mars’ Transport Seaplane Headed to Arizona Museum

“The Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook (FAA-H-8083-23) is an excellent resource for aspiring seaplane pilots and can be downloaded from the FAA website,” she said. “Learners who have tailwheel experience or sailing are often able to apply that experience to the seaplane training, as the seaplane is taxied with the yoke or stick all the way aft like a tailwheel-equipped aircraft, and the flaps, when deployed, act like sails, and if the pilot can read the wind, he or she can sail the seaplane like a boat on the water. There are some procedures that are slightly different from land procedures, such as performing the run-up before the aircraft leaves the dock, and you don’t goose the throttle to make a taxi turn.”

One of the most common questions is: How long does it take to earn a seaplane rating?

“My standard answer is: It depends,” said Warfield. “There’s no set hour requirement from the FAA, but it generally takes a pilot at least five to eight hours to get proficient in the basics. Pilots with a combo of tailwheel experience, sailing (or boating) experience, and comfort in a small plane really figure out SES pretty quickly.”

Warfield calls it very basic flying, meaning daytime VFR flight only.

“The planes I flew don’t have GPS or glass cockpit or anything fancy like that,” she said. “I look at it not as a challenge, though, but as an opportunity for the learner pilot to see just how much fun it is to fly a seaplane. In fact my boss said, ‘If they’re not having fun, you’re not doing your job right.’

“While it’s true a person can’t readily rent a seaplane, it is still worth getting a seaplane rating. It helps hone skills, observations, and you get to do all kinds of cool stuff with an airplane that you can’t do on land, e.g. step turns, or beaching the airplane somewhere. It’s a lot of fun and you learn a lot. So, why not?”

The Dream

Steve Skoog, a Seattle-area pilot who holds ATP ratings for both MEL and SEL as well as type rating for DA50 and LR-jet with a total of 6,500 hours with eight in seaplanes, said he had always aspired to earn a seaplane rating.

“Having grown up in the Pacific Northwest, I have always dreamed of getting a seaplane rating,” Skoog said. “My dream was actually to own a house on Lake Washington and Lake Chelan…and fly my seaplane back and forth. As an adult I now realize how dreadfully expensive that dream is, but I can’t wait to fly a seaplane from Lake Washington to Lake Chelan and back.”

There was definitely some negative transference, Skoog recalled.

“I would find myself rotating my feet forward on the rudder pedals, trying to apply the brakes that weren’t there,” he said. “When landing, as the seaplane slows down, you apply back pressure to keep the tips of the floats out of the water. Sounds simple, but as you come off step, the nose of the Cessna 172 seaplane really starts to pitch up. Every instinct and reflex told me to release the back pressure, but the proper procedure at that point in the landing is to keep full back pressure. It took me most of the week to overcome that habit.”

Splash-and-goes were easily his favorite part of training.

“You fly just above the water in the step attitude, then pull out a little bit of power, touch down momentarily, add the power back in, and return to flying a few feet above the water,” Skoog said. “You can do countless landings in just a matter of minutes.”

Resources

• The Seaplane Pilots Association (seaplanepilotsassociation.org) is one of the best sources for all things seaplanes.
• The Water Landing Directory, available as an app, can help you access information about waterways, seaplane bases, and fueling. It also provides a destination guide and event calendar along with a seaplane flight training guide that lists seaplane schools around the world with details about the type of aircraft they use and how to contact them.

History

The first aircraft produced by the Boeing Co. was on floats, the Boeing Model 1.

In 1916 William Boeing established the Pacific Aero Products Company (later known as Boeing) in the Pacific Northwest because of the abundance of spruce trees. Airplanes were made of wood in those days, and spruce is a light wood that can take a bullet as a through and through, unlike pine, oak, and alder that all splinter. Boeing wanted to sell aircraft to the military for use in World War I.

Boeing took his first airplane ride on a Curtiss seaplane, accompanied by Terah Maroney. Maroney was a pioneer of early aviation in the U.S. known for her barnstorming exploits.

In 1916 the Boeing Model 1, also known as the B&W, rolled out of the factory. However, the U.S. Navy rejected the design and instead it was sold to New Zealand Flying School.

This feature first appeared in the July/August Issue 949 of the FLYING print edition.

The post For Those Aviators Attracted to Water appeared first on FLYING Magazine.

Today’s Top Pick is a 1969 Cessna 180H Skywagon.

While amphibious floats are an ingenious development, many seaplane traditionalists will tell you that straight floats are the way to go because they force a pilot to focus on water operations, stop thinking about paved runways, and fully embrace the seaplane experience. While floats that work only in water might seem restrictive, they also provide a special brand of freedom.

Knowing that you have to land on water plays a big part in how you plan trips and where you wind up going, though one can argue that seaplane bases are similar to airports in that you can pick up rental cars there and cover the last few miles to your destination just as if you had landed on tarmac. The big difference lies in all of the places you can visit that are not bases at all but beaches, sandbars, and wharfs. Just about any spot with a dock will work, though you certainly do not need that much infrastructure to pull off seaplane sorties. Clear beaches and mooring rope usually will do the trick.  

This 1969 Cessna 180H has 5,400 hours on the airframe and 550 hours on its Continental O-470R engine since overhaul. The 88-inch McCauley propeller has logged 138 hours since new. The panel features an iPad mount, Stratus transponder and ADS-B, and integrated WAAS interface kit for traffic and weather.

Additional equipment includes a seaplane exhaust, Brackett air filter, oil quick drain, Rosen visors til pull handles, and new paint, interior and windshield in 2019. The aircraft comes with standard wheel landing gear, Edo 2870 floats, and Federal 2500 skis.

Pilots interested in exploring lake country, attending seaplane fly-ins, and accessing a new list of interesting places should consider this 1969 Cessna 180H Skywagon, which is available for $249,900 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: Are Seaplanes the Fastest Way From New York to Boston?
• FLYING Magazine: Hartzell Voyager Propeller Approved for Cessna 180s
• FLYING Magazine: Hartzell Scimitar Prop Approved for Cessna 180 and 182
• Plane & Pilot: Cessna 180 Skywagon
• The Aviation Consumer: Choosing a Floatplane: What’s a Good One?
• The Aviation Consumer: Seaplane Transitions: ’Tis the Season

The post This 1969 Cessna 180H Skywagon Is an Adventure-Seeking ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The wide world of aircraft is now open to you, but what can you actually fly? Part of being a good pilot is recognizing that sometimes our eyes are bigger than our skill set. While hopping into a high-performance World War II warbird is a great goal, it is probably not the thing to do while waiting for the ink to dry on that new certificate.

That said, there will be a learning curve with any new-to-you model—and the possibilities are nearly limitless. Here are a few options to get you started that you can either step into right away or require just a few hours of further training.

Ultra-Modern: Cirrus SR22

If what turns your head is a sophisticated aircraft with advanced avionics, comfortable cockpit, and safety features such as a whole-airframe parachute, consider the Cirrus SR22 series. It may not be an entirely new model for everyone, given that it does see use in the training environment. However, between the depth of available features and its capabilities, there’s plenty of room for even more advanced pilots to expand their skill sets to take better advantage of all the model has to offer.

The latest version of the nonturbocharged SR22, the recently unveiled G7, boasts a top cruise speed of 181 knots, 1,169 nm range, and useful load of 1,326 pounds. Capable of seating up to five, it comes equipped with the G3000-esque Perspective Touch+ by Garmin avionics suite and offers an array of advanced features, including crew alerting system (CAS) linked checklists and taxiway routing. The SR22 is also a capable IFR machine, so becoming familiar with the model could be a particularly good option if you’re looking toward your next rating.

• READ MORE: This 2017 Cirrus SR22T Is a High-Performance, Parachute-Protected ‘AircraftForSale’ Top Pick

Keep in mind that there can be a lot of variation within a model type. If you’ve flown an early generation SR22 in training, you could find yourself in for a few surprises when you get into the cockpit of a newer version like the G7—or vice versa. This holds true for any model that has seen updates over multiple production cycles, so check that you are familiar with the specific configuration of the version you’re getting ready to fly well before takeoff.

In general, the SR22 is faster than many trainers and a bit less forgiving than something like a Cessna 172, particularly when it comes to approach and landing speeds. If you’re stepping up from a slower airplane, beware of falling behind the aircraft.

To act as PIC, you will need a high-performance endorsement: typically five to 10 hours of additional training with the instructor signing you off once they feel you are competent. Insurance requirements will likely dictate the final amount.

As a side note, if you’re going all-in and buying a used Cirrus rather than renting, the company offers up to three days of instruction with one of its authorized training partners free of charge via the Cirrus Embark program. Free transition training with the experts is hard to come by and extraordinarily valuable, so don’t miss out.

Vintage: Piper J-3 Cub

Is there anything more iconic in general aviation than a little yellow Piper J-3 Cub? If you’re looking to get places quickly, overcoming all inclement weather, and staying aloft for as long as biology allows, move along. This isn’t the one for you.

But if what you want is a nostalgic meander through beautiful VFR days, honing your stick-and-rudder skills while feeling the wind in your hair, the Cub can be a great model to turn to. Introduced in 1937, the two-seat J-3 is among the most recognizable models around with nearly 20,000 produced and a stock paint job so identifiable that the color came to be called “Cub Yellow.”

• READ MORE: This 1947 Piper J-3 Cub Is a Historic, Beloved ‘AircraftForSale’ Top Pick

Turning to the practicalities, if you don’t already have one, you will need a tailwheel endorsement to fly a J-3. It takes a rough average of 10 hours to complete but will put an array of interesting aircraft within your scope. Be warned: It will not be like flying a tricycle-gear trainer. Tailwheel aircraft have their own traps waiting for the unwary pilot—a much stronger predilection for ground loops, for example—so find a good instructor and pay close attention to the differences in handling characteristics. That said, with solid instruction flying a Cub is well within reach for a newer private pilot.

Pay attention to loading once you’re cleared to go up on your own. The Cub is little and light—two good-sized people can overload it, and it’s just not built for carrying much cargo. The stock 1947 version is powered by a 65 hp Continental engine (the earliest model had just 40 hp), offering a cruise speed of around 65 knots, 191 nm range, and useful load of 455 pounds.

To be fair, the J-3 is also not going to win any awards for cabin comfort. What it has, though, is style and history. The Cub is also a reasonable place to start if you’re looking to fly more complicated vintage aircraft in the future.

Solid Performance: Cessna 172 Skyhawk

Sometimes it just isn’t worth messing with a good thing. The Cessna 172 Skyhawk is a reliable, stable performer with a long history of taking pilots where they need to go. It is easy to fly, easy to land, and capable of a little bit of everything. That’s why it remains such a popular all-around trainer.

Alongside its general cabin comfort, those same characteristics make it a great option for new private pilots. In addition to being familiar to many, it requires no further endorsements or ratings and keeps to speeds common to other ab initio training aircraft—meaning timing in the cockpit will likely be similar even if you learned in something else. Furthermore, if you’re going to be renting, they’re easy to find pretty much anywhere.

• READ MORE: This 1968 Cessna 172 Skyhawk Is an All-Around Capable ‘AircraftForSale’ Top Pick

Like many of the other aircraft discussed, there is a lot of variation in 172 models even when only considering stock versions. Get to know the specific model you’ll be flying. Among other examples—and it probably goes without saying at this point—if you trained on one type of avionics (i.e. glass vs. analog gauges or Garmin flight deck vs. Avidyne), plopping yourself down in front of another without someone to teach you best practices and pitfalls is, quite frankly, a terrible idea. If what’s available to you is different in any significant way than what you trained on, grab a qualified instructor and log some learning time before heading out on your own.

The latest Skyhawk model has a top cruise speed of 124 knots, range of 640 nm, and useful load of 878 pounds. It comes equipped with Garmin G1000 NXi avionics and can seat the pilot plus three passengers. While it may seem too plain for some—it isn’t the fastest, leggiest, or tech-iest for sure—there’s no reason not to love a jack-of-all trades aircraft like the 172.

On the Water: ICON A5

If you are looking to head toward the water with your new certificate, it is worth taking a look at the ICON A5 amphibious light sport aircraft (LSA). Designed with recreational aviation in mind, it aims to provide a simple, fun flying experience even for pilots new to seaplanes. It comes with many safety features, including a whole-airframe parachute.

As of December when the FAA granted it type certification in the primary category, the two-seat ICON A5 is available in certified and special light sport aircraft (S-LSA) versions. Both have a top speed of 95 knots, a 427 nm range, and a useful load of 430 pounds. Certified and S-LSA A5s are powered by the fuel-injected Rotax 912iS engine and come equipped with the Garmin aera 796.

• READ MORE: This 2017 ICON A5 Is a Fun-Loving Amphibian ‘AircraftForSale’ Top Pick

When acting as PIC, the primary difference between the two versions is what you are required to have to fly one. To operate the certified edition in the U.S., you will need a private pilot certificate and seaplane rating. However, the S-LSA model, which ICON began delivering to customers in 2017, will continue to require a sport pilot certificate with a seaplane endorsement. Make sure you know what you need to legally fly the model in front of you.

If a seaplane rating or endorsement is all that stands in your way, the time frame for getting one tends to be about the same as the tailwheel endorsement: typically five to 10 hours of dedicated instruction, with the bar being when the instructor feels you are demonstrating proficiency.

Like most seaplane models, it can be quite difficult to find an A5 to rent. However, if you’re in the market for your own aircraft or one is available to you, it makes for a good launch into the world of amphibious aircraft.

Jet-A Traveler: Diamond DA40 NG

The four-seat Diamond DA40 NG has made a name for itself as a sleek, efficient, and easy-to-fly option for everyone from students to experienced IFR pilots. Its Austro AE 300 engine burns jet-A, making it a great entry-level choice for pilots looking to fly cross-country and/or in areas where avgas isn’t readily available. It is worth noting that the NG’s counterpart, the avgas-burning DA40 XLT, is a significantly different airplane, though worthy of consideration in its own right.

Along with offering great visibility through the bubble canopy, the DA40 NG is a comfortable cross-country machine with good range and reasonable speed for its type. As with the 172, no additional ratings or endorsements are needed to fly one. Once introductory flights are complete and you are comfortable with the aircraft, you’re good to go.

• READ MORE: The Diamond Aircraft Story Continues to Evolve

The newest version of the DA40 NG sports a top cruise speed of 154 knots, 934 nm range, and useful load of 897 pounds. Notably, its fuel consumption comes in at just 5.1 gallons per hour. On the avionics side, it is equipped with the Garmin G1000 NXi flight deck.

In addition to its range, the fuel burn in particular makes the DA40 NG an attractive choice for a new private pilot looking to go places. It can travel a long way on much less than many of its competitors. Another point in the model’s favor is the cockpit noise…or lack thereof. The diesel engine runs on the quieter side.

The DA40 NG is a well-behaved flyer, so transitioning to one shouldn’t be too complicated for most—assuming you didn’t learn to fly in one in the first place.

Fair Winds, Clear Skies

There are a nearly endless number of aircraft models out there, with pathways available straight to the left seats of a great many. While it may take step-ups, additional ratings, or endorsements, make a plan, get the training, and go for your dream airplane.

Who knows? You may even fall in love with a few others along the way.

This feature first appeared in the March 2024/Issue 946 of FLYING’s print edition.

The post Dream Aircraft: What Can You Fly? appeared first on FLYING Magazine.

Elfly, the developer of Noemi (short for no emissions), moved into new facilities last week at Sandefjord Airport, Torp (ENTO), about 70 miles south of Oslo, Norway. Torp is the largest privately-owned airport in the country, and Elfly will use the site to build its first full-scale Noemi prototype, as well as for testing and validation.

Elfly bills Noemi as a “modern-day amphibious aircraft,” powered by batteries and a pair of electric engines, with a large access door and windows. The design was inspired by predecessors such as the de Havilland Twin Otter and Grumman Mallard. It is expected to have a 124 sm (108 nm) range.

Elfly hopes to bring Noemi to market in 2029. It will begin with the complex landscape of Norway and its thousands of fjords and lakes before expanding worldwide. It’s unclear where the company will fly next, but its website depicts maps of New York City, Miami, Seattle, and major cities in Europe, the Middle East, East Asia, and Oceania.

Before that, the company intends to fly its full-scale Noemi prototype in 2026. That model will feature an unpressurized cabin powered by twin electric motors with up to 1 megawatt of combined output.

Ultimately, Noemi will offer commuting and sightseeing flights from city centers to islands or from harbors to airports, for example. Elfly is also developing models for cargo transport and medical evacuation. The company aims to save a total of 3 megatons of carbon emissions by 2050, aligning with Norway’s goal for domestic aviation to be emission-free by 2040.

The design is part of a research project funded by private investors and the Research Council of Norway, and Elfly is collaborating with the Norwegian government to develop it. The company will use an $8 million grant it recently obtained from Enova SF, a government enterprise that promotes environmentally friendly energy production and consumption.

“Torp Airport is an excellent new location for us to build and engineer while we retain our business unit in Bergen, [Norway],” said Elfly founder and CEO Eric Lithun. “It affords us plenty of space to grow for testing and also as we ramp up our team this year. Moreover, the airport’s dynamic management is very enthused by our plans to return seaplane travel to the fjords and lakes of Norway—and beyond, using electric power.”

The airport includes a full-scale NATO standard runway. It hosts national and international scheduled air services from Wideroe, Ryanair, Air Baltic, Norwegian, and Wizz Air, as well as various charter flights.

Elfly will take over a 1,160-square-meter office and workshop space within Torp’s 1,700-square-meter hangar, where it will build the first Noemi prototype. The company’s new neighbors include Norwegian Air Ambulance and its fleet of Airbus H135 and H145 helicopters, multiple flying schools and training centers, and Wilderoe’s Dash 8-Q400 maintenance facility.

Construction on the new facility is scheduled to begin this summer. In anticipation of the move, Elfly recently expanded its team to include 30 senior engineers, with new arrivals from Airbus, Pilatus Aircraft, HondaJet, Dornier Seawings, and Heart Aerospace.

“Torp is encouraging Elfly in its efforts to introduce zero-emission aircraft, as electric planes undoubtedly will contribute towards more sustainable and environmentally friendly aviation,” said Gisle Skansen, CEO of TORP Sandefjord Airport. “We look forward to following their progress very closely as a valued new tenant.”

Elfly is targeting certification for Noemi under the European Union Aviation Safety Agency’s (EASA) CS-23 normal aircraft category up to Level 4, which it says will allow the design to evolve into a 19-seat seaplane.

Initially, it will be offered in a business or executive cabin configuration for nine passengers plus luggage. The manufacturer will also offer a “VIP layout” with six seats and a “tourist pleasure” model for 13 passengers, minus baggage.

Elfly intends to operate 15 Noemi aircraft under its own Air Operator Certificate, which it recently announced it is targeting. In December, the firm signed a letter of intent with the Lofoten Islands region to develop a zero-emission regional aviation ecosystem in the archipelago. The islands are expected to be one of the company’s launch markets.

At EAA AirVenture in Oshkosh, Wisconsin, this past July, Elfly selected U.S. firm Electric Power Systems as the battery provider for Noemi. The company is now focused on confirming an engine provider.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Elfly Adds Facilities at Torp Airport to Build Fjord-Hopping Electric Seaplane appeared first on FLYING Magazine.

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

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

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

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

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

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

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

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

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

The decision was spurred by results from preliminary testing, according to the company.

Aurora Flight Sciences—a Boeing subsidiary— along with competitor General Atomics Aeronautical Systems were selected by the Defense Advanced Research Projects Agency (DARPA) last year to design a large transport seaplane to carry troops and heavy equipment for long distances over water using wing-in-ground effect aerodynamics to boost efficiency. The Liberty Lifter program is currently in Phase 1B, which is focused on aircraft design and risk reduction, according to the agency.

• READ MORE: General Atomics Receives DARPA Contract To Develop Liberty Lifter Seaplane

During this phase, Aurora altered its design from a T-tail design to a Pi-tail—a feature it called “more structurally efficient” in accommodating an aft cargo door. 

“Additionally, the floats were relocated from the side sponsons to the vehicle’s wingtips, which creates a better balance between vehicle affordability and performance in ground effect,” Aurora said in a statement released Monday.

The changes are a result of its teaming with Oregon-based shipyard ReconCraft for expertise in maritime manufacturing, as well as Gibbs & Cox, a naval architecture and marine engineering firm. ReconCraft is set to build full-scale structural test articles, including a section of the aircraft’s fuselage, Aurora said. 

“The build and testing of structures reduces risk and ensures quality, as the team works with novel materials and unique requirements,” the company said. 

• READ MORE: DARPA Narrows Down Liberty Lifter Design Competition

The company also studied the slamming of the aircraft during landing by testing a scale model of the hull in a tow tank at Virginia Tech University. It also is planning testing of flying sensors and software for wave detection and prediction.

“Innovations often occur at intersections. Here, it’s the intersection of our maritime and aerospace teams,” said Dan Campbell, Aurora program manager. “For example, the intersection of maritime manufacturing with aerospace structural design, or the intersection of maritime wave forecasting with aerospace controls.”

DARPA is tentatively set to conduct a preliminary design review in January 2025 before it selects a single design to be built and demonstrated. The first flight of the Liberty Lifter is planned for early 2028, the agency said.

The post Aurora Flight Sciences Revises Liberty Lifter Design appeared first on FLYING Magazine.

Today’s Top Pick is a 1945 Grumman American G-44 Widgeon

The Widgeon was part of a line of amphibious aircraft that Grumman built from the 1930s through the 1950s. It is the baby of the family, smaller than the Goose, Mallard and Albatross, and while it served as a military transport during World War II, the Widgeon was designed with civilian use in mind. As a result, it is easy for motivated pilots to look at one today and start dreaming about loading up the family and embarking on air- and waterborne adventures.

I will admit to falling in love with this aircraft at first sight. I immediately imagined using it to explore remote lakes and harbors in Maine. There is a lovely inlet near our favorite vacation spot on Deer Isle where I have long fantasized about landing a seaplane in the narrow corridor between the many moored sailboats. That would stir things up. More on the serious, practical side, this Widgeon is just the right size for family trips. I have been seeking justification for nabbing seaplane and multi-engine ratings anyway and this airplane makes a strong case. I did promise my wife I would finish instrument training first, though, so my island-hopping plans will have to wait.

This 1945 Grumman Widgeon has 5,192 hours on the airframe, 429 hours on each of its Lycoming GO-435-C2B engines, and 130 hours on the propellers. As with many Widgeons, the newer Lycoming engines replaced its original Ranger inline engines. Other engine upgrades included GO-480s or Continental IO-470s and IO-520s.

The panel has been updated with a Garmin 530W GPS, GMA 347 audio panel, Sandel SN3500, KX155 nav/com, Century III autopilot, GTX330 transponder, KR87 ADF, and WX500 Stormscope.

Pilots looking for a cool, uncommon vintage aircraft that offers access to  out-of-the-way ports and beaches in addition to runways should look into this 1945 Grumman American G-44 Widgeon, which is available for $325,000 on AircraftForSale.

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

• FLYING Magazine: Video: Fly Along with Grumman Widgeon
• FLYING Magazine: How Fly-Ins Sold Pilots on Brookeridge Airport
• Plane & Pilot: Grumman Goose/Widgeon
• Plane & Pilot: Splash In
• Plane & Pilot: Grumman Mallard G73
• The Aviation Consumer: Shopping For A Seaplane: Pick A Price Point

The post This 1945 Grumman American G-44A Widgeon Is a Versatile, Amphibious ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

James William Buffett died on the evening of September 1, surrounded by “family, friends, music, and dogs,” according to a statement released on social media on Saturday. The cause of death, as reported by TMZ, was lymphoma, as the result of advanced skin cancer. He left behind his wife Jane, two daughters, and one son—and a comprehensive catalog of songs, books, and businesses that embody the “Margaritaville” lifestyle captured by his most famous record, of that title.

Buffett was born on Christmas Day, 1946, and after fits and starts that included an initial failure to break into Nashville’s music industry, he found his way to the Florida Keys and a lifestyle that would inspire his oeuvre. He was introduced to flying by a college friend—but with little extra cash to spend on lessons, he put flying on hold. Once he’d tasted success, he pursued his dream of becoming a pilot. He toured using his Dassault Falcon 50 and later Falcon 900 (he was typed in both), and he owned and flew a succession of airplanes and amphibs—no surprise—including a Grumman Albatross, the Hemisphere Dancer, that was a visitor to airshows such as Sun ‘n Fun Aerospace Expo and EAA AirVenture. His other aircraft included a Boeing Stearman, Cessna Citation 500 series, Cessna Caravan, and his first airplane, a Lake Renegade named “Lady of the Waters.”

He had but one recorded accident (NTSB: BFO94LA151). On August 25, 1994, he was flying his Grumman G-44A Widgeon near Nantucket, Massachusetts. On the takeoff run, on the step, he reported a swell approaching and before he could reduce power, the seaplane veered to the right. The Widgeon hit the water and nosed over. Buffett fortunately received only minor injuries and was the only person aboard. At the time, he had nearly 1,500 hours total time, with 191 hours in the make and model.

The post Musician and Pilot Jimmy Buffett Flies West appeared first on FLYING Magazine.