Today’s Top Pick is a 1979 Bellanca 17-30A Viking.

About a decade ago I was on a cross-country flight, seemingly with no traffic around, when a friend scooted past in his Bellanca Viking. He was not too close, but close enough that I could see the bracing struts on the airplane’s tail.

How could an airplane with such a draggy, old-fashioned feature be so fast? Turns out those struts are among the Viking’s many points of interest and mystery.

Like many high-performance four-seaters that first appeared during the 1960s, the Viking has a big, powerful engine and lots of loyal, loving owners who will tell you why it is the best airplane you can own. Unlike the others, it has a wooden wing and steel-tube fuselage with fabric covering.

There are numerous other traits that set the Viking apart, but the one owners talk about most is its smooth, harmonious handling. While other pilots describe the “heavy” control forces of their big piston singles, Viking drivers use words such as “light” and “responsive.”    

This 1979 Viking has 3,295 hours on the airframe, 1,481 hours on its 300 hp Continental IO-520-K engine, and 246 hours since overhaul on its McCauley three-blade prop. 

The aircraft’s IFR panel includes a Collins AMR 350 audio panel with markers, Garmin 430 GPS/nav/comm (non-WAAS), Century NSD 360 HSI, King KRA 10 radar altimeter, Century III autopilot, Century I backup autopilot, Appareo ESG transponder with ADS-B Out, Stratus ADS-B In, Insight 602 engine monitor,  Shadin Miniflo digital fuel flow indicator and totalizer, Collins VHF transceiver, Collins VOR/LOC receiver and VOR/LOC/GS indicator and Stormscope, and PS Engineering PM 1000 four-place intercom.

Pilots looking for a high-performance four-place retractable aircraft with unique features, a notable family tree, and looks that will help you make friends on the ramp should consider this 1979 Bellanca Viking, which is available for $97,000 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: Challenging Common Aircraft Buying Tips
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• Plane & Pilot: Bellanca Junior, Cruisair, Cruisemaster
• Plane & Pilot: Bellanca 300 Viking
• Plane & Pilot: Plane Speed: How Fast Do You Need to Fly?
• The Aviation Consumer: Used Aircraft Guide: Bellanca Viking
• AVweb: Speed: Buying 180 Knots for $180,000

The post This 1979 Bellanca 17-30A Viking Is a Harmoniously Handling ‘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
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• 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 1958 Cessna 175 Skylark.

The Cessna 175 is a misunderstood airplane that challenged the venerable 172 briefly during the late 1950s and early 1960s by using a geared version of the Continental O-300 6-cylinder engine.

The GO-300 delivered better cruise and short-field performance by turning faster than the direct-drive version during a given phase of flight. The boost in power and speed placed the 175 between the 172 and 182 in the marketing order, filling what Cessna saw as a significant niche. The aircraft did not catch on as strongly with buyers as either the 172 or 182, though, and was dropped from the lineup within a few years.

Today the 175 is rare and obscure to many pilots but has developed a following among those who appreciate its brisk performance and typically lower price compared with the 172 Skyhawk. It remains attractive to resourceful owners  willing to adjust their techniche to the airplane’s unusual operating regime.

This Cessna 175 has 3,152 hours on the airframe and 736 hours on its Continental GO-300 engine. The panel features an Avidyne 440 IFD touchscreen GPS with WAAS, dual Garmin G5s for PFD and HSI, Appareo Stratus ESG transponder with ADS-B, GMU 11 magnetometer, GA 35 antenna, and electronic EGT and CHT display. Additional equipment includes a Reiff engine heater and LED landing and taxi lights.

Pilots who are interested in a classic Cessna that outperforms the 172 but often sells for less and is rare on the used market should consider this1958 Cessna 175 Skylark, which is available for $77,000 on AircraftForSale.

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

• FLYING Magazine: The Advantages of Shopping for Unusual Aircraft
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The post This 1958 Cessna 175 Is an Innovative, Underrated ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

It also pays to consider fuel consumption when buying an aircraft. Like cars, some airplanes seem to sip fuel while others guzzle. More so than with cars, though, finding an airplane with a minimal appetite for fuel often comes with compromises that affect your mission or even scuttle it altogether.

Using information from operating handbooks, manufacturers’ data, pilot reports and industry analysts, including Conklin & de Decker and others, we compiled the following list of turboprop twins and their fuel economy in nautical miles per gallon.

Piaggio P.180 Avanti: 3.3 nmpg
This unusual twin-pusher design from Italy is renowned for outpacing many jets while cutting costs. It also makes a unique sound passing overhead.

Piper Cheyenne II: 3.2 nmpg 
In the oldie-but-goodie category, Piper’s turboprop rework of its long-running Navajo still has a following, in part, because it represents a relatively inexpensive route to turboprop speeds.

Beechcraft King Air B200: 2.7 nmpg
Among the many King Air models, this is about the most economical to operate, burning just over 100 gallons of fuel per hour.

The post The Most Fuel-Efficient Turboprop Twins appeared first on FLYING Magazine.

It also pays to consider fuel consumption when buying an aircraft. Like cars, some airplanes seem to sip fuel while others guzzle. More so than with cars, though, finding an airplane with a minimal appetite for fuel often comes with compromises that affect your mission or even scuttle it altogether.

Using information from operating handbooks, manufacturers’ data, pilot reports and industry analysts, including Conklin & de Decker and others, we compiled the following list of turboprop singles and their fuel economy in nautical miles per gallon.

Daher TBM 900: 4.4 nmpg
The TBM burns about the same 70 gallons an hour as the Pilatus but scores better due to its higher cruise speed—just over 300 knots. 

Pilatus PC-12 NG: 3.7 nmpg
Popular for charter service, business, and personal transport, the Pilatus posts attractive fuel economy figures, due mostly to its cruise speed of around 260 knots.

Daher Kodiak: 3.3 nmpg
Piston pilots have to brace themselves for a shock at the fuel pumps when transitioning to turbine power. Even a relatively economical utility model like the Kodiak burns 45 gallons per hour.

The post The Most Fuel-Efficient Turboprop Singles appeared first on FLYING Magazine.

It also pays to consider fuel consumption when buying an aircraft. Like cars, some airplanes seem to sip fuel while others guzzle. More so than with cars, though, finding an airplane with a minimal appetite for fuel often comes with compromises that affect your mission or even scuttle it altogether.

Using information from operating handbooks, manufacturers’ data, pilot reports and industry analysts, including Conklin & de Decker and others, we compiled the following list of piston twins that top their categories, and their fuel economy in nautical miles per gallon.

Tecnam P2006T: 17.8 nmpg
Twin Rotax engines burning about four gallons per hour each help this twin post impressive fuel economy numbers. Many piston twins burn two to three times as much.

Diamond DA-62: 12.6 nmpg
Automotive-derived engines help this twin reach nearly 200 knots while burning only slightly more fuel than older twins with far less performance.

Piper PA44 Seminole: 12.2 nmpg
Long a standard for multiengine instruction at flight schools, the Seminole is still among the most economical twins although modern designs with advanced engines offer more speed for the same amount of fuel.   

The post The Most Fuel-Efficient Piston Twins appeared first on FLYING Magazine.

It also pays to consider fuel consumption when buying an aircraft. Like cars, some airplanes seem to sip fuel while others guzzle. More so than with cars, though, finding an airplane with a minimal appetite for fuel often comes with compromises that affect your mission or even scuttle it altogether.

While an individual pilot’s technique—and variations even among aircraft in the same model line—can affect fuel consumption, it is clear that certain models have advantages over others. 

Using information from operating handbooks, manufacturers’ data, pilot reports and industry analysts, including Conklin & de Decker and others, we compiled the following list of LSAs and their fuel economy in nautical miles per gallon.

Aeromarine Merlin PSA: 28.3 nmpg
As a single seater, the Merlin keeps things especially light and achieves economy-car fuel efficiency. The company notes that many pilots spend nearly all of their time flying solo anyway. 

Flight Design F2: 24.4 nmpg
A light sport pioneer, Flight Design struggled for decades to shore up funding for development and production until its acquisition by Lift Air, a division of Lift Holdings, in 2017. 

Remos GX: 23.2 nmpg
Like many LSAs, the Remos GX is a European design, in this case from Germany, that is available as a kit for amateur builders or fully built and ready to fly.

The post The Most Fuel-Efficient LSAs appeared first on FLYING Magazine.

It also pays to consider fuel consumption when buying an aircraft. Like cars, some airplanes seem to sip fuel while others guzzle. More so than with cars, though, finding an airplane with a minimal appetite for fuel often comes with compromises that affect your mission or even scuttle it altogether.

Making light aircraft fuel efficient might mean giving up cabin space, useful load, and several knots in cruising speed. Cars can more easily make large gains in miles per gallon while still carrying the whole family to far-off destinations in thickly padded comfort. Of course, part of the reason for this is that they never have to leave the ground.

Still, there are aircraft that operate in a sweet spot where speed and fuel burn combine to yield far more nautical miles per gallon (range) than other models of similar size and capacity. We looked at performance figures for dozens of airplanes in a range of categories from light sport aircraft (LSAs) to midsize jets and were surprised by some of the differences we found.

While an individual pilot’s technique—and variations even among aircraft in the same model line—can affect fuel consumption, it is clear that certain models have advantages over others. 

Using information from operating handbooks, manufacturers’ data, pilot reports and industry analysts, including Conklin & de Decker and others, we compiled the following list of aircraft that top their categories, and their fuel economy in nautical miles per gallon.

Most Fuel Efficient LSA Aircraft

Aeromarine Merlin PSA: 28.3 nmpg
As a single seater, the Merlin keeps things especially light and achieves economy-car fuel efficiency. The company notes that many pilots spend nearly all of their time flying solo anyway. 

Flight Design F2: 24.4 nmpg
A light sport pioneer, Flight Design struggled for decades to shore up funding for development and production until its acquisition by Lift Air, a division of Lift Holdings, in 2017. 

Remos GX: 23.2 nmpg
Like many LSAs, the Remos GX is a European design, in this case from Germany, that is available as a kit for amateur builders or fully built and ready to fly.

Most Fuel Efficient Piston Singles

Mooney M20G: 15.8 nmpg
The Mooney M20 series was around for so long that not everyone agrees which model is the best. However, the 180-horse versions were famous for squeezing the most speed out of limited power.

Cessna 172P: 15 nmpg
Being slow is among the many things for which the classic 172 is known. Fortunately, it uses very little fuel in the process, so its efficiency is still higher than for most GA airplanes.

Cirrus SR20: 12.9 nmpg
The less-powerful Cirrus piston model is still no slouch. Stepping up to the brawnier SR22T would get you there faster but would also use more fuel per mile.

Most Fuel Efficient Piston Twins

Tecnam P2006T: 17.8 nmpg
Twin Rotax engines burning about four gallons per hour each help this twin post impressive fuel economy numbers. Many piston twins burn two to three times as much.

Diamond DA-62: 12.6 nmpg
Automotive-derived engines help this twin reach nearly 200 knots while burning only slightly more fuel than older twins with far less performance.

Piper PA44 Seminole: 12.2 nmpg
Long a standard for multiengine instruction at flight schools, the Seminole is still among the most economical twins although modern designs with advanced engines offer more speed for the same amount of fuel.   

Most Fuel Efficient Turbine Singles

Daher TBM 900: 4.4 nmpg
The TBM burns about the same 70 gallons an hour as the Pilatus but scores better due to its higher cruise speed—just over 300 knots. 

Pilatus PC-12 NG: 3.7 nmpg
Popular for charter service, business, and personal transport, the Pilatus posts attractive fuel economy figures, due mostly to its cruise speed of around 260 knots.

Quest Kodiak: 3.3 nmpg
Piston pilots have to brace themselves for a shock at the fuel pumps when transitioning to turbine power. Even a relatively economical utility model like the Kodiak burns 45 gallons per hour.

Most Fuel Efficient Turbine Twins

Piaggio P.180 Avanti: 3.3 nmpg
This unusual twin-pusher design from Italy is renowned for outpacing many jets while cutting costs. It also makes a unique sound passing overhead.

Piper Cheyenne II: 3.2 nmpg 
In the oldie-but-goodie category, Piper’s turbine rework of its long-running Navajo still has a following, in part, because it represents a relatively inexpensive route to turboprop speeds.

Beechcraft King Air B200: 2.7 nmpg
Among the many King Air models, this is about the most economical to operate, burning just over 100 gallons of fuel per hour.

Most Fuel Efficient Light Jets

Cirrus SF50: 6.0 nmpg
It took a while to certificate the unusual Cirrus single-engine jet, but many feel the wait was worth it in order to have a jet that nearly doubles the fuel economy of some turboprops.

HondaJet HA-420: 4.2 nmpg
Honda definitely brought some of its economy-car experience to the jet market. Its HA-420 is among the fastest light jets but manages to keep the fuel burn reasonable.

Embraer Phenom 100: 4.0 nmpg
Embraer’s decades of experience building economical military trainers and regional jets translated well to its Phenom series, which set a high bar in the small-jet category.

Most Fuel Efficient Midsize Jets

Cessna Citation II: 2.0 nmpg
Arguably the jet that started it all, at least for economy-minded operators, the Citation models from the 1980s continue to be among the least expensive to operate.

Gulfstream G200: 1.9 nmpg
With seats for eight, this long-running Gulfstream model has the range to make Atlantic crossings. It made its first flights in 1997.

Hawker 900XP: 1.7 nmpg
This model, built from the late 2000s to the early teens, was popular for its roominess— comfortably seating eight—and its reasonable overall operating costs.

The post The Most Fuel-Efficient Aircraft appeared first on FLYING Magazine.