Today’s Top Pick is a 1955 Cessna 180 Skywagon.

The Cessna 180 is a true classic, having transformed the image of the high-wing taildragger and opened up new frontiers for adventurous pilots.

In the middle of the 20th century, most general aviation aircraft had tailwheels, flew slowly, carried two people and not much else, and were covered with fabric.

The all-metal Cessna 180 was sleek, sturdy, powerful, and could carry more people farther afield to remote hunting and fishing camps, or haul families to vacation destinations. The 180 changed aviation in some of the same ways that modern SUVs and crossovers changed family road trips 50 years later.

Today this 180 reflects the same form-follows-function elegance and flair for adventure that set the model apart when it arrived on the market.

This 1955 Cessna 180 has 5,950 hours on the airframe, 155 hours on its 230 hp Continental O-470 engine since overhaul, and 1,289 hours since overhaul on its McCauley two-blade propeller.

The aircraft is equipped with numerous upgrades that make it well suited for backcountry travel, including a Sportsman STOL kit, 24-gallon Flint tip tanks in addition to standard 60-gallon main fuel tanks, Cessna 185 gear legs and tailwheel stinger, P-Ponk landing gear strengthening kit, heavy-duty brakes, 850×6 main tires, XP Modifications 10-inch tailwheel, shoulder harnesses, BAS folding jumpseats, BAS tail cone lift handles, door stewards and abrasion boots on the horizontal stabilizer. Useful load is 973 pounds.

The panel includes a Garmin GMA 340 audio panel, GNS 430W GPS/nav/comm, Garmin VOR/localizer/glide slope indicator, GTX 327 transponder, GDL 82 ADS-B, King KX 155 nav/comm, King KI 208 VOR/localizer indicator, Electronics International oil, vacuum, fuel flow and electrical instruments, 12-volt power outlet, and EDM 700 engine monitor

Pilots looking for an early 180 with updated equipment that is ready for traditional cross-country travel or more adventurous itineraries should consider this 1955 Cessna 180, which is available for $183,500 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: One Iconic Cessna 180 Has Quite a Story to Tell
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The post This 1955 Cessna 180 Is a Cross-Country, Backcountry ‘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.

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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 2006 Maule M-4-180V.

Maule Air, the Moultrie, Georgia-based purveyor of modern taildraggers, has been charting its own unique course for decades.

While its aircraft seem old-fashioned because of their rag-and-tube construction, they remain in production and are ideally suited to their customers’ needs, which include carrying loads into the backcountry and operating from short, rough fields. In light of the growing popularity of STOL and off-airport flying, Maule’s lineup feels completely up to date.

The aircraft for sale here offers an attractive combination of capability and economy. While relatively new by general aviation standards, this M-4 feels like a bargain compared with numerous older taildraggers that are popular among short-field enthusiasts. Even though Maules have been around since the 1940s, they are not necessarily well-known among everyday aircraft shoppers. They tend to attract pilots with a strong sense of adventure and tradition.  

This 2006 Maule M-4 has 925 hours on the airframe and on its 180 hp Lycoming O-360-C1F engine since new. Airframe upgrades include observation doors, vortex generators, Cleveland brakes, 8.50-by-6 tires, an Alaskan Bushwheel 3200 tailwheel, and floatplane reinforcement kit. The aircraft has a maximum takeoff weight of 2,300 pounds and a useful load of 882 pounds.

The panel features a Garmin 250XL GPS/Comm, Aera 660 portable GPS with panel mount that displays ADS-B with weather and traffic, PM1000 intercom, Narco AR850 altitude reporter, Garmin GTX 345 transponder, Electronics International SP-8-A engine analyzer, OAT gauge, and fuel totalizer.

Pilots searching for a traditional 1940s-style taildragger with numerous upgrades that make it better-suited to modern times should consider this 2006 Maule M-4-180V, which is available for $125,900 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: Choose Your Mount—The Maules Do It All
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• The Aviation Consumer: Used Aircraft Guide: Tailwheel Maules

The post This 2006 Maule M-4-180V Is a Backcountry-Ready ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The company was founded 1980 by the late Jim Richmond who, after noticing how the Piper Super Cub was used for backcountry operations while on a trip in Alaska, modified and refined the design for better safety and performance.

Richmond was an accomplished pilot and engineer, and was dedicated to making machines that enabled pilots to reach unimproved areas for recreation. He died in November 2021 at the age of 67.

• READ MORE: CubCrafters Founder Jim Richmond Dies

A newly formed nonprofit organization aims to honor the legacy of the founder of CubCrafters aircraft by expanding access to backcountry flying.

Jim Richmond Backcountry Aviation Foundation

“The new [Jim Richmond Backcountry Aviation Foundation (JRBAF)] is a tax-exempt 501(c)(3) public charity dedicated to expanding public backcountry aviation access as a legacy project in honor of Jim Richmond, the late founder of CubCrafters,” said Brad Damm, vice president of CubCrafters.

The new foundation is completely separate from CubCrafters, said Damm, who serves as its volunteer executive director.

• READ MORE: Latest CubCrafters Design Looks Back and Ahead

According to Damm, the creation of the new charitable organization has been in the works for several years.

“We’ve organized a solid nonprofit corporate structure, established a great board of directors, and applied for and received tax-exempt status from the IRS,” he said.

The membership fee for the foundation is $100 a year, which, according to Damm, covers the federal tax on the grand prize aircraft in its annual fundraising raffle.

“So the winner doesn’t have to pay tens of thousands of dollars out of pocket just to accept the prize,” he said. “The grand prize aircraft itself is pretty special. It is a Carbon Cub S/N 001—an aircraft with a direct connection to Jim Richmond himself.” 

According to Damm, the foundation has been designed to complement the work that similar groups, such as the Recreational Aviation Foundation (RAF), Alaska Airmen, and Idaho Aviation Association do to support the backcountry pilot community.

“We are constantly blown away by the advocacy they accomplish, the volunteer hours they put in, and the overall scope of what those organizations do year in and year out,” he said. “[Our new foundation’s focus is on] expanding public aviation access to the backcountry by opening more high-quality destination locations for people to fly to, experience, and enjoy.”

Part of that is the foundation’s purchase of the historic 45 Ranch in Idaho and opening it to the public.

“The airstrip is on deeded land owned by the Jim Richmond Backcountry Aviation Foundation,” Damm said. “The new strip has always previously been closed to the public, but we’ve now changed that now and the public is welcome. Anyone is welcome to land and explore or enjoy the property. If you want to use the camp or rent one of the cabins, membership is required.”

Information about JRBAF membership may be found here.

The post New Organization Aims to Expand Backcountry Aviation Access appeared first on FLYING Magazine.

In October 2022, Stilson and his dad purchased 120 acres of land in southern Utah. From the outset, the intent was always to have a runway on the site.

“Location wise, we are about 10 minutes to the south of Beaver, Utah, up in the mountains [in the region of Fremont Indian State Park],” Stilson said. “We’ve named the land Fremont Ridge.”

The first priority for Stilson and his father—both pilots and joint owners of a Rans S-20 Raven—was establishing a place to land.

• READ MORE: Fort Worth Area Aviation Community Expands with Second Airpark

“This chunk of the property which we got had a flat, open area on top of this mesa,” Stilson said. “It was just big enough to be able to put a decent-sized runway, and it took about a month to clear all the sagebrush, cut out the runway, and put down [grass] seed. We started the process in late 2022, and the grass started sprouting up in the spring of 2023. The runway and base stuff have been ready to go for a little bit, but there’s still so much left to do.”

Stilson is hoping to put the grass strip on the map, both figuratively and literally. He said an upcoming priority is to get the runway noted on sectionals, in addition to finalizing plans to make the airport a bucket-list place for other pilots. 

“We put two small container cabins up there and plan to add more,” he said. “There are a lot of other amenities still on the way. We also plan to have a parking area, so people can park their plane once landing. Then we are going to be doing things like installing a pickleball court. The goal is to eventually…create a little pond and have some fishing up there,” and add a large grass field for soccer.

“Then we have 20 acres off the end of the runway that we may potentially turn into an airpark. People could either rent a cabin or just come park their plane and stay for a night. We would like to make it something special and a great pit stop for pilots who might be traveling through or looking to adventure in southern Utah.”

• READ MORE: New App Helps Pilots Connect, Find New Places to Explore

Stilson has slowly been letting the aviation community know about the airstrip. Even without amenities, the unique landing site has been eyed by a number of aviators as a place they want to visit. 

You may wonder: Can I fly into the airstrip? Once the airstrip is added to the sectional, Stilson plans to start allowing others to visit. 

According to Stilson, Utah’s laws make it an easier decision to open up the property for other pilots to enjoy.

“Utah has recreational laws that protect people who open their lands to people who want to recreate on them,” he said. “What I’ve been told is it’s almost smarter to rely on those laws than to try to create any sort of a liability waiver yourself, because these laws are already pretty bulletproof. The way to put it is, ‘land at your own discretion.’ If I put it on the pilot that they chose to land [here], then they take the liability.

“That doesn’t mean I’m not going to make it very clear what some of the risks that come along with landing at this strip. I think most backcountry pilots will have no issue at all,” he said. “The airstrip sits at roughly 7,000 feet, and it can get up to 95 degrees Fahrenheit up there. There’s a lot of risk with part of the runway that is essentially a no-go-around for most airplanes.”

• READ MORE: Development Underway for New 400-Acre Fort Smith Metro Area Airpark

Stilson has been intentional about making the roughly 2,300-foot airstrip as safe as he can. 

“If you don’t have climb performance, it’s going to be really hard,” he said. “I recommend people land the opposite way, which is also a little more challenging because it’s slightly downhill. But at least you have a go-around option. [When landing] you have to hug some mountains and your base-to-final [turn] can be a little interesting, since you have to clear a couple of trees. We are working on doing what we can to make it a little safer, just because it’s somewhat technical.”

The fact that the airstrip sits on a mesa presents another challenge.

“You get that aircraft carrier landing from the winds that can potentially drop you down very quickly if you’re not careful,” Stilson said. “There are definitely a few technicalities to consider. But I think they are not going to be a huge deal, especially because we installed a [SayWeather] system and a windsock. This was a no-brainer for me because I need pilots to be able to get the wind direction and speed, as well as the density altitude.” 

In an attempt to help keep backcountry aviation alive, Stilson said he created this runway to spark a sense of adventure.

“Southern Utah is perhaps one of the most magical places to explore as a backcountry pilot. I’m an avid member of the Utah Backcountry Pilots Association and strive to be a good steward of the beautiful state we live in,” he said. “I hope our small airstrip opens the door to pilots who want to experience the southwest in a unique way.”

The post Perfect Spot: Building an Airstrip on Fremont Ridge appeared first on FLYING Magazine.

Today’s Top Pick is a 2010 Aviat A-1C-180 Husky.

There is a reason the Aviat Husky reminds many people of a Piper PA-18 Super Cub. It is because the airplane’s designer, Frank Christensen, had the Cub in mind. He had tried to buy the Super Cub design from Piper with a plan to build an improved version. Piper declined the offer, however, leaving Christensen, who produced the Christen Eagle aerobatic biplane, to design his own STOL utility machine. He started with a list of improvements that, many pilots feel, make the Husky a more pleasant airplane to fly than the Super Cub.

Several versions of the Husky have rolled out of the factory since the first one flew in 1985. The 180 hp model for sale here hits a sweet spot for many pilots, combining strong short-field and load-carrying performance with decent cruising speed, comfort, and fuel efficiency. Wipline 2100 amphibian floats are included, as are standard wheels and oversize bush wheels and tires.  

This 2010 Husky has 1,129 hours on the airframe and 1,132 hours on the 180 hp Lycoming O-360-A1P engine and MT 3-blade propeller. The VFR panel includes a Garmin 696 GPS. The aircraft is equipped with vortex generators.

Pilots looking for a strong STOL performer with cruise speeds suitable for longer cross-country trips and the option for operating on water should consider this 2010 Aviat A-1C-180 Husky, 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: Husky Experience Offers Backcountry Fun
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• AVweb: Buying Utility STOL: Ignore the Ad Hype

The post This 2010 Aviat A1-C-180 Husky Is a Short-Field Wiz and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2004 Maule M-7-260C.

Maules stand out on the ramp for a number of reasons. Even people accustomed to spotting taildraggers might not recognize these Georgia-built backcountry airplanes. They do not look like Piper Super Cubs, Cessna 180s, or any of the usual suspects at your favorite grass strip. But for bush-flying enthusiasts and pilots whose travels take them regularly to short fields, Maules are objects of desire.

The M-7-260C for sale here combines Maule’s reputation for lifting heavy loads from short runways with a roomy, versatile cabin and cruising speeds that make longer trips more attractive. This rugged aircraft is at home whether traveling to paved runways or challenging off-airport destinations.

This 2004 Maule M-7-260C has 1,058 hours since new on the airframe, its 260 hp Lycoming IO-540 engine and Hartzell Scimitar propeller. The aircraft is equipped with 29-inch Alaskan Bushwheels, a Tundra Tailwheel assembly, and vortex generators.

The panel includes a Garmin GMA 340 audio panel, GNS 530W GPS/nav/com, SL40 nav/com, GTX 330 transponder, Electronics International CGR 30P engine monitor, dual Garmin G5s, GI-106 glide slope, S-TEC 30 autopilot with altitude hold, and dual USB ports.

Pilots looking for an over-the-counter bush airplane from a company that has specialized in backcountry flying for decades should consider this 2004 Maule M-7-260C, which is available for $320,000 on AircraftForSale.

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

• FLYING Magazine: Choose Your Mount—The Maules Do it All
• FLYING Magazine: Maule Air Expands Its M-9 Series, Introduces M-4
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• Plane & Pilot: Going Direct: Ray Maule‘s Life Well Lived
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• The Aviation Consumer: Used Aircraft Guide: Tailwheel Maules

The post This 2004 Maule M-7-260C Is a Direct Route to Adventure and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2000 Aviat A-1B Husky.

Aviat’s A-1 Husky hit the market in 1988 after Frank Christensen of Christen Eagle fame tried unsuccessfully to buy the rights to the Piper Super Cub and other legacy taildragger designs. He decided that designing, building, and certifying a new aircraft would make more operational and financial sense. The aircraft progressed from concept to FAA certification in 18 months.

With a 180 hp Lycoming O-360, the Husky outmuscled the classic Cub. The new aircraft also improved over time, with increasing useful loads and better overall performance as the design evolved through A-1A, A-1B, and A-1C versions. The Husky has developed an enthusiastic following over its decades in production and remains popular on the used market. 

This 2000 A-1B Husky has 295 hours total time on the airframe and its Lycoming O-360-A1P engine and Hartzell propeller. The panel includes a Garmin GMA 340 audio panel, GNS 430W GPS/Nav/Com, GTX 345 transponder, GA 56 GPS antenna, ACK A30 encoder, and VM1000 digital engine monitor and fuel flow indicator.

Pilots who want to pursue backcountry adventure in a traditional taildragger with strong short-field capability and modern features and avionics should consider this 2000 Aviat A-1B Husky, 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: Husky Experience Offers Backcountry Fun
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The post This 2000 Aviat A-1B Husky Is a Short-Field-Shredding ‘AircraftForSale’ appeared first on FLYING Magazine.

They represent some of our most precious resources in aviation, and a collection of more than 11,000 volunteers coordinated by the RAF have helped maintain them and promote them to the flying community.

Join FLYING’s editor-in-chief Julie Boatman as she flies in with a work crew in a Daher Kodiak 100 to experience the camaraderie and satisfaction that participating in such an important effort can bring.

Look for the full story in our feature in the latest issue of FLYING, Issue 944 for December 2023/January 2024. Subscribers will receive it in their mailbox or inbox soon.

The post We Fly: The RAF at 20 Years Into Moose Creek appeared first on FLYING Magazine.

Vanyo was killed in his amateur-built CubCrafters Carbon Cub near Twisp, Washington, last month. Twisp is 112 miles north of Moses Lake in an area popular for outdoor recreation.

What Happened

According to the NTSB, on the morning of October 1 Vanyo was taking a flight accompanied by a friend who also owned a Carbon Cub, a popular backcountry aircraft known for its STOL capability.

The two airplanes launched from a private airfield and flew directly to a hillside located about 2 nm away. The friend landed uphill on the slope of the hillside and positioned his airplane to the west of a tree.

Using a radio, the friend advised Vanyo that he should land in between the parked airplane and the tree. According to the friend, Vanyo made two low passes over the ridge, performing reconnaissance over the landing area, then the friend “observed the airplane touch down on the slope further to the east of his location (on the wrong side of the tree) and land upslope. After a short landing roll, the Vanyo appeared to abort the landing. During the attempt to take off, the airplane’s left wheel collided with a large rock, resulting in the left landing gear folding under the fuselage.

The damaged Cub continued over the ridge to the east, then the friend lost sight of the airplane. He radioed Vanyo to ask if he was OK, and Vanyo replied, “I’m flying, but I’m having problems.” The airplane collided with terrain shortly thereafter. Rescuers reported finding Vanyo dead at the scene.

The wreckage was strewn over approximately 90 feet, beginning with “points of contact consisting of disrupted dirt on the upslope of a hill.” Investigators found chips of silver paint and small pieces of fabric, along with numerous vortex generators in the dirt and outboard wingtip structure. A large portion of the forward left wingtip was found 25 feet from the main wreckage, along with pieces of plexiglass and splinters of propeller that led up to the main fuselage, which was found on its left side with the right wing folded forward over the engine.

The tires came to rest near the belly pod. The left tire was flat and had several gouges and scrapes on the rubber, and the metal hub was bent and folded over itself. The landing gear struts had collapsed, and the bottom of the left struts were separated and appeared to have been worn from being dragged across terrain.

The left wing was crushed and came to rest inverted. The left forward and aft lift wing struts had separated but remained attached to their respective fittings on the fuselage and wing.

The fuselage frame behind the left lift-strut fork and gear-strut connection fittings was deformed. The left-aileron pulley, located adjacent to the deformed frame, could not be moved, as the aileron cable was trapped between the frame and pulley. Free movement of the cable is essential for activation of the aileron and aircraft control.

An approximate 1.5-foot piece of the left aft-lift strut remained attached to the airframe, with the trailing edge of both portions of that strut exhibiting black marks consistent with tire rubber. The flaps appeared to be partially down, and the fuel selector was in the off position. However, it could not be determined if this action was performed by Vanyo or rescue personnel responding to the accident.

Investigators could not definitely determine the point of first impact but did find tracks in the dry grass on the slope consistent with the landing direction. In addition, a large rock with numerous impact marks was located on the saddle of the hill. In the surrounding area, several silver chips of paint and a zip tie were found that would have been on the landing gear

The NTSB is continuing its investigation, with the final report likely several months away.

The post NTSB Releases Preliminary Report on Vanyo Accident appeared first on FLYING Magazine.