Recently, we highlighted the value of turboprops as the perfect niche aircraft between the passenger jet and the piston-driven propeller plane segments. But what if the use cases for turboprops don’t fit your needs? 

For new pilots and aviation enthusiasts, piston planes are the perfect class of aircraft. With fewer regulatory hurdles and less expensive operating costs, here’s a list of what to love about a simple, lightweight aircraft.

Purchase Costs 

In general, piston-driven aircraft are much less expensive than turboprops—and especially jets. 

As a general rule, general aviation models can be found for anywhere from $100,000 to $1 million, while turboprops typically start above the million-dollar mark. Depending on your budget, a piston-driven airplane can be many times more affordable and still meet your needs. 

Training 

For most turboprops, pilots are required to have additional training and certification (sometimes including multiengine and high-performance ratings).

Whatever certificate you hold, whether private, commercial, or ATP, you may need to obtain a multiengine rating or complete type-specific training in a flight simulator or qualifying aircraft.

The operational characteristics of even the lower-end turboprops are more complex than piston engines. As a new pilot or a hobby enthusiast, investing in that kind of certification may not be in reach or necessary, especially if you simply want to fly short distances in a single-engine piston plane.

Fuel Availability 

Even though turboprops and small passenger jets are able to land at relatively remote airports, some FBOs only carry 100LL, a high-octane fuel meant for spark-ignited piston engines.

Turboprops and other jets require specific jet fuels, which can limit your options for resupply.

Fuel Cost

For short flights, piston engines have lower fuel consumption rates than turboprops or jets.

Coupled with the lower cost of the fuel itself, this makes operating a piston-powered aircraft more economical for most personal and hobby use, or even potentially business use for someone who has the necessary licensing or only flies within a few hundred miles. 

Maintenance 

Turboprops and jets are inherently costlier to maintain or modify than piston engines and require your aviation maintenance technician (AMT) to have specialized skills and certification.

There are four primary types of aircraft maintenance: preventative maintenance, maintenance, alterations, and repairs. 

If you are already a Part 91 private, sport, or higher certificate pilot, the FAA allows you to do your own preventative maintenance as long as it does not involve “complex assembly operations.” 

For a list of what type of projects meet the FAA’s criteria, head to the 14 CFR Appendix A to Part 43.

Some of the more basic items approved by the FAA include the following:

• Servicing landing gear wheel bearings (for example, cleaning and greasing)
• Servicing landing gear shock struts (for example adding oil, air, or both)
• Lubricating items not requiring disassembly other than removal of nonstructural items (for example, cover plates, cowling, and fairings)
• Replenishing hydraulic fluid in the hydraulic reservoir
• Replacing safety belts
• Replacing bulbs, reflectors, and lenses of position and landing lights
• Replacing or cleaning spark plugs and setting spark plug gap clearance
• Replacing any hose connection, except hydraulic connections
• Replacing prefabricated fuel lines
• Cleaning or replacing fuel and oil strainers or filter elements
• Replacing and servicing batteries

Simple Design

Piston engines are typically designed with four to six fixed cylinders arranged in a horizontally opposed configuration, not unlike the internal combustion engines found in many other types of vehicles. Likewise, piston engines are often naturally aspirated, meaning there are no complex induction systems. 

These are time-tested designs that have been in common use for over a century. They operate with the same principles and basic mechanics as automotive engines, meaning if you have mechanical experience, much of it will transfer to maintaining your piston-driven airplane.

This doesn’t apply to everyone, of course, but it’s worth mentioning that the tools and training required to work on a piston engine are much less extensive than jet engines. 

Piston planes have a thriving community of aviation enthusiasts from around the world. Given their price point and lower bar for entry, piston engines will be in the skies for decades to come. The new and used markets for these single-engine aircraft are rich with options for whatever your budget or needs.

Check out FLYING Magazine’s thriving piston community and AvBuyer’s aircraft ownership guides for a plethora of resources. 

If you’re not sure about how much to finance and how much to put down, reach out to the FLYING Finance team today. You might be surprised to learn that your capital is better invested by financing an aircraft instead of paying cash, thanks to FLYING Finance’s interest rates, so there’s no reason not to get started and apply today.

The post Why Choose a Piston Plane? appeared first on FLYING Magazine.

Today’s Top Pick is a 1942 Noorduyn Norseman UC-64A.

If you think the Noorduyn Norseman looks a lot like a de Havilland DCH-2 Beaver, you are not alone. The similarities make sense because the two aircraft were designed to handle the demands of air transport in the Canadian backcountry as well as military duty.

Each has a big Pratt & Whitney radial engine in front, supplying the excess of power needed to lift heavy loads from short, rough fields and deliver vital supplies across the sparsely populated stretches of territory that characterize northern Canada. The Norseman, though, made its first flight during the mid-1930s, about a dozen years before the Beaver’s arrival.

While the Norseman was fortified to perform in arctic regions, it would be a fun, effective way to travel today, especially for a large, outdoorsy family that might otherwise choose a recreational vehicle for vacation transport. Imagine the sensation this aircraft would cause parked on the ramp of Massachusetts’ Nantucket Memorial Airport (KACK) among the modern jets and turboprops.

This 1942 Noorduyn Norseman has 13,250 hours on the airframe and 625 hours on its Pratt & Whitney R-1340-AN-1562 engine since overhaul. The panel features a Narco Comm-811 transceiver, King KT 76A transponder, Narco AR-850 encoder, NAT AA-80 intercom, and Garmin 296 GPS map.

Additional equipment includes Federal hydraulic metal skis, a throw-over yoke, Davtron digital outside temperature and leading edge landing lights, taxi lights, and strobes.

Pilots interested in antique aircraft that remain versatile, utilitarian, and practical by modern standards should take a look at this 1942 Noorduyn Norseman, which is available for $195,000 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: Building the Dream Beaver for Generations
• Plane & Pilot: Noorduyn Norseman (C.C.F.)
• AVweb: Summer’s Over; Go Home
• The Aviation Consumer: Off the Beaten Path: Vintage Aircraft
• The Aviation Consumer: Antiques and Classics: Owning and Operating

The post This 1942 Noorduyn Norseman Is an ‘AircraftForSale’ Top Pick Tested in the Canadian Backcountry appeared first on FLYING Magazine.

Despite challenging weather conditions, seasoned bush pilots navigated through deep, snow-covered canyons and low ceilings to arrive at Valdez-Pioneer Field (PAVD) for the launch of competition May 10. Many found their routes impassable, which limited the number of competitors. 

The Heavy Touring Class of competitors were led by two Helio Couriers that dominated the remaining fleet of Cessnas who were over 100 feet behind winner Lukas Stutzer. Caleb Lofstrom took second place, followed by Shawn Holly in his 1974 Cessna 180.

The Light Touring Class competition was won by Steve Spence in a fat-tired 1957 Cessna 172  with a combined takeoff and landing distance of 192 feet. Mark Hasner took second place in his Cessna 170B, and  Levi Althens was third in another 170B.

In the Bush Class, Cache Carr went unchallenged in his 1977 Piper PA-18 Super Cub. He then joined the Experimental Bush Class, where he was able to showcase his skills.

That class was won by newcomer Lukasz Czepiela in the same Red Bull/Cubcrafters Carbon Cub UL that he landed on the iconic Burj Al Arab Hotel helipad in Dubai. It was also the same plane he flew to perform daily aerobatic airshows at Valdez. Lukasz was followed by second-place Carr and third-place Nathan Rehak in his 1922 CAW-12 Cub.

• READ MORE: Carbon Cub Pilot Takes STOL to the Extreme With Helipad Landing

The Light Sport Experimental Class is always a crowd favorite because records are often set. Unfortunately there was no wind during their taxi out. While staging, Dan Reynolds (shortest landing record holder at Valdez) experienced a brake pedal malfunction in his 1983 Chinook Valdez Special and had to withdraw, leaving Frank Knapp (combined takeoff and landing record holder at Valdez) unable to compete against his good friend and rival and capture the victory. Jon Kotwicki with FLY8MA.com took second in his Rans S-20.

Despite temperamental weather with rain and light snow flurries throughout the weekend, aviation and STOL enthusiasts were undeterred. The packed crowd was rewarded with impressive aerobatic performances by Scott Sexton of Barnstormer Aviation, Czepiela, and Reynolds. 

The post Valdez Fly-In STOL Competition Celebrates 20th Anniversary 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
• FLYING Magazine: Husky Gets Hartzell Trailblazer
• FLYING Magazine: Video: Reverse Taxi in a Husky
• Plane & Pilot: Aviat‘s Husky Adds New Tricks
• Plane & Pilot: Plane & Pilot Photo/Video of the Week: Autoland in a Husky?
• The Aviation Consumer: Aviat Husky
• 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 1968 Beechcraft E33 Debonair.

While it is true that in 1960 Beechcraft marketed the new “straight tail” Debonair as a basic, lower-priced version of its flagship V-tail Bonanza, that modest approach did not last long. Many customers chose the Debonair more for its speed, style, and handling. These were largely the same reasons other buyers preferred the V-tail models, and Beechcraft realized that offering two distinct versions of the Bonanza attracted more buyers.

Eventually the company dropped the Debonair name and began selling the model with the same high level of standard equipment as the upmarket V-tail.

Today pilots can step into a Debonair like the example for sale here and find contemporary glass-panel avionics that make the vintage airplane seem new. And while these Beechcrafts from the 1960s might be close to 60 years old they still display the responsive, harmonious handling and strong performance that have kept the model in production for decades.

This 1968 Debonair has 6,698 hours on the airframe and 523 hours on its engine since overhaul. The aircraft also is equipped with D’Shannon engine baffles and easy-access cowling, and D’Shannon cockpit side windows.

The panel features Garmin G500 PFD and MFD, Garmin GTN 650, GI 275 backup multifunction attitude indicator, GTX 345 with GPS and encoder, and  EDM 730 engine monitor with fuel flow.   

Pilots looking for a fast, comfortable traveling airplane with a panel nicely upgraded with mostly glass avionics should consider this 1968 Beechcraft E33 Debonair, which is available for $230,000 on AircraftForSale.

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

• FLYING Magazine: Beech Bonanza and Debonair Approved for Garmin GFC 500 Autopilot
• FLYING Magazine: Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails
• Plane & Pilot: Beechcraft Model 33 Bonanza/Debonair
• Plane & Pilot: The Most Affordable Singles
• Plane & Pilot: Plane Facts: Beech Bonanzas

The post This 1968 Beechcraft E33 Debonair Is an Impressively Updated ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

According to Tecnam, the P2012 STOL is designed specifically to operate at airports and airstrips characterized by “extremely short runways with demanding operational constraints.”

The aircraft, while designed as STOL, still maintains “a 99 percent commonality of parts with the standard P2012 Traveller series aircraft” and still manages to fill the needs of a niche market that relies on a certain level of performance and flexibility, the company said.

About the Aircraft

The P2012 STOL is a twin-piston aircraft with a maximum gross weight of 8,113 pounds and  useful load of 2,831 pounds. It can be configured for up to nine passengers with amenities such as USB ports, individual air outlets, dedicated reading light, seat pockets, and cup and mobile phone holders.

The multimission capability of the aircraft allows it to go from a passenger carrier to air ambulance or cargo hauler within minutes.

• READ MORE: Tecnam P2012 STOL on Track for 2023 Certification

The cockpit features a G1000 NXi avionic system, GFC700 specifically tuned autopilot, and ADS-B In/Out. The flight deck features connectivity with Bluetooth, Flight Stream, Iridium along with weather radar, stormscope, inset map, and ForeFlight Synthetic Vision.

The aircraft also has a wider cabin than other STOL in its class, according to the Italian manufacturer.

Aircraft Performance

According to Tecnam, at the maximum takeoff weight of 8,113 pounds, the P2012 STOL can lift off in 1,033 feet, clearing a 50-foot obstacle in 1,394 feet. The landing distance over an obstacle is reported to be 1,181 feet.

With the production aircraft already in the final stage of the assembly line, the P2012 STOL is ready for the first deliveries to customers, the company said.

The aircraft is scheduled to be on display at Sun ’n Fun Aerospace Expo in Lakeland, Florida on April 9-14.

The post EASA Certifies Tecnam P2012 Traveller STOL Variant appeared first on FLYING Magazine.

In many cases, that trust is bought with the standardization, quality control, and testing that goes into type and production certification. However, that has its limits, not the least of which are the oft-disparaged cost of certified models and a certain inability for significant customization. As Henry Ford said of the Model T: “You can have it in any color you want, as long as it is black.”

When looking for a less expensive, more flexible option, would you buy and fly an airplane your hangar neighbor built?

Most of us can probably agree that it depends pretty much entirely on the neighbor in question. For Tyler Gibbs, 27, who flies out of California’s Corona Municipal Airport (KAJO), it was a decision that just made sense.

Family History

About a year and a half ago, Gibbs purchased a Van’s Aircraft RV-4, a two-seat experimental/amateur-built (E/A-B) airplane, from his older brother. It’s his first aircraft, though he says it won’t be his last. While he trained in certified models, he had some exposure to the world of experimentals through his brother, opening the door to the possibility when it came time to find his own airplane.

• READ MORE: Robinson Helicopter Co. Names New CEO

Flying runs in the Gibbs family: His father, brother, and sister-in-law are all pilots. Even so, it took a bit for Gibbs to take the controls himself. In spite of, or perhaps because of, the early exposure to aviation, he had graduated from college and was working at the family trailer sales business before the flying bug finally bit.

Once it had, he didn’t look back. He earned his private pilot certificate, followed promptly by his multiengine and instrument ratings and commercial pilot certificate. With those in hand, he began to work as a pilot for hire, picking up gigs flying skydive jump planes and towing gliders. With two and a half years of aviation experience, Tyler is pursuing his glider rating and beginning to look toward earning his CFI.

About a year after getting his private certificate, Gibbs decided it was time to purchase his own airplane. Aircraft ownership was not a new concept in the Gibbs family either. The family has owned a number of airplanes over the years, including a Cessna 172 and 210. But, like flying, aircraft ownership wasn’t something Gibbs had really considered for himself.

• READ MORE: ICON A5 Receives FAA Primary Category Type Certification

Once he decided it was something he wanted, he didn’t have to look far to find the one that suited him best. His brother had an RV-4 (N527CG) he was willing to pass along.

N527CG had several owners before coming to Gibbs, having been built by Luther Arthur and flown for the first time in 1991. Gibbs’ brother bought it from a friend years later. He and his wife flew it for almost four years before selling it to Tyler.

There’s a lot to be said for buying a known aircraft from a trusted source, especially when taking the step from certified models to experimentals. For those not familiar with the segment, E/A-B aircraft aren’t subject to the same construction and maintenance rules as their certified counterparts—though the RV-4 is made from extremely conventional materials wielded in very conventional fashion, and all experimentals are required to have annual inspections. They can be built and worked on by pretty much anyone and modified to suit the builder. It’s also safe to assume that no two builds—even if the same plans or kit components were used in construction—will be exactly alike. That’s an adventure for a first-time E/A-B buyer, for sure.

With N527CG, Gibbs had the advantage of direct knowledge of the aircraft’s maintenance and operational history. Prior to coming to the Gibbs family, the aircraft was repainted with its current World War II U.S. Army Air Corps-inspired livery.

When Tyler’s brother owned the airplane, the engine was rebuilt after it developed an oil leak. During the overhaul, the Lycoming O-320 received some new additions, including electronic ignition and a conversion to fuel injection.

Assessing a Homebuilt

As Gibbs’ story might suggest, there are a few things to consider when buying a used E/A-B that might not come up when purchasing a certified aircraft. To start, a potential buyer will need to study up on the model they intend to purchase. The goal is to develop a solid idea of what a well-built example should look like, what types of problems are most common to the design, and what kinds of modifications are likely to crop up. If possible, a look at the plans for the kit can help provide a better sense of how everything should fit together. Buyers looking at Van’s designs have another tool in the drawer: Because of the popularity of all of its airplanes, it’s easy to find “comparable” examples, and several shops have popped up around the country that specialize in RV maintenance and prepurchase inspections.

In Gibbs’ case, he had a source on hand who knew the aircraft nearly as well as the original builder. Not to mention, the RV-4 wasn’t his brother’s first experimental— and Gibbs had experience helping him work on several of those. That familiarity made it a comfortable, reliable purchase, and a solid choice for a first aircraft.

When examining a potential E/A-B buy, the first thing to look at is the overall quality of the build. It’s usually safe to assume that an aircraft with significant problems on the surface (i.e. wavy fiberglass or deformed rivets) is likely to have other, not-so-visible issues underneath. A clean, tidy build with no obvious faults is a good place to start when considering a used experimental.

N527CG is a beautifully built and maintained aircraft with a long and well-documented history. Having been in the family for four years—with significant engine work done during that time—it doesn’t have many surprises left. While Gibbs’ particular situation might be hard to come by for another first-time E/A-B buyer, it does bring up the importance of taking the time to talk with people who know and have worked on the airplane. If a builder isn’t excited to talk about the trials and triumphs of making an aircraft, it’s probably time to look for a different one to buy.

Another aspect to pay close attention to with an experimental is how the builder might have modified the design from the original plans or kit components. Mods are common in this segment and can significantly affect the performance and handling characteristics of the model. While this provides a lot of room to adapt a design for its intended mission, it is a potential trouble spot for a buyer who will be tasked with figuring out exactly how, where, and why the aircraft differs from factory specifications and to understand if the nature of the modification is common (therefore vetted by the fleet, or at least some of it) or an outlier. In general, the fewer mods the better when it comes to buying a used E/A-B.

As previously discussed, N527CG received its biggest mod while in family hands and was then flown for a meaningful period of time. Post-modification performance reports were likely to be accurate. Even so, Gibbs says his first flight in N527CG was a memorable experience. He’d completed his tailwheel training in a Cessna 140 and flew with a friend to get in some dual in a different RV-4 before heading out in his own airplane. Gibbs was smart to do so, but even better are full transition courses available for most RVs that have proven to reduce risk for pilots new to the type. With the engine modifications giving it more power (and being solo in the cockpit), it took off like a rocket. As it should: The RV-4’s maximum gross weight is 1,000 pounds less than a Cessna 172’s of similar horsepower.

While it seems obvious, it is important to take the time to check which equipment has been installed before buying an aircraft. Returning to the flexibility aspect, the options can vary far more widely in an E/A-B than in a certified model. An airplane outfitted with old, unsupported avionics isn’t a great place to start unless the buyer is planning to overhaul it themselves. Especially for a first-time E/A-B owner, it is worth looking for an aircraft with an updated panel.

The panel in Gibbs’ RV-4 is set up with a Dynon FlightDEK-D180, Garmin GTR 200 radio, and BendixKing KT-71 transponder. While the current avionics aren’t exactly getting any younger, he has plans to update them in the near future. Since he is already aiming to do the work necessary to make the aircraft IFR-capable, what it came with is of less interest than it might be to a buyer who doesn’t want to perform any panel work any time soon.

When it comes to assessing a used homebuilt, another thing to look at is which engine and propeller the builder chose to install. A good prospect will have an engine and prop specifically listed by the kit manufacturer. When it comes to reliability, accident records, and resale value, alternative options—those not named by the manufacturer—generally don’t hold up as well.

• READ MORE: Across the Generations at Continental Aerospace Technologies

In the case of N527CG, the engine selected when it was built makes the list. However, the modifications make it a little less of a slam-dunk for a buyer looking for the perfect homebuilt prospect. A stock O-320 produces 150 to 160 hp. Gibbs reports that post-rebuild, the modifications to N527CG’s engine have boosted power above the stock 160 hp. While he had insider intel on the work done and how the aircraft performed afterward, a buyer less familiar would need to put in extra effort to ensure they knew what they were getting.

As a final note on purchasing considerations, when buying a used experimental aircraft (any aircraft, really), a thorough prebuy inspection conducted by someone familiar with the specific model being considered—or at least who knows homebuilts—is highly recommended. The upfront cost of an inspection can keep a “great deal” from turning into a money-guzzling, unflyable, uninsurable headache in the long run.

Owning an RV-4

N527CG has been Gibbs’ for a year and a half. During that time, he has flown it all over the West Coast, building tailwheel time, commuting to work, and mostly just having a great time. These days, the aircraft is based at KAJO, where he is also a member of the California Flyers Club.

In terms of reliability, the airplane hasn’t needed much of anything beyond regular upkeep. In Gibbs’ words, it’s a simple airplane with simple maintenance needs—just a really good aircraft. It has also proven to be a good example of what’s available beyond the occasionally narrow world of certified airplanes.

Flight Future

When asked about his aviation goals, Gibbs says he is thinking hard about getting into aerial firefighting. He’s also very interested in teaching and believes he will always want to spend at least some of his time with students after earning his CFI. When it comes to aircraft ownership, he has no plans on stopping with the RV-4. He is thinking about adding an airplane more suited to traveling cross-country with a family—something like a Cessna 310.

Also on his bucket list, proving that it can be hard to walk away from experimentals once you’ve had a taste, is building an RV-8.

E/A-B vs. Certified

There are always a great many things to consider when buying an airplane. Not only is it a significant investment, it is one in which we trust our lives—and those of our family and friends. With that in mind, it might be easy to assume that flying anything not built in a factory, even ages ago, increases the risk. Rather, like the rest of aviation, it usually comes down to making good, well-reasoned choices.

A certified model with a murky maintenance history and more stop-drilled cracks than solid surface should raise flags with a buyer in much the same way as weirdly rippled sheet metal on a homebuilt.

On the other hand, a good example of each airplane is a ticket to adventures defined by arguing pattern etiquette, grumbling about fuel prices, and knowing that no one else is doing it right, for the love of Orville and Wilbur.

Also, there’s that feeling when the wheels leave the pavement and the sky opens up in front of you. You know the one.

A Brief Look at the Van’s RV-4

Manufactured by Van’s Aircraft, the RV-4 kit is a clean-sheet design and the first two-seat model in the company’s extraordinarily popular RV line.

It logged its first flight in August 1979, and kits are still available for sale, though now in limited production. To date, there are well more than 1,400 kits on record as having completed their first flights.

The RV-4 is an all-metal, low-wing monoplane that seats two in a tandem configuration. Van’s lists the model as having a top speed of 213 mph (185 knots) with a 180 hp engine, typical empty weight of between 903 and 913 pounds and gross weight of 1,500 pounds. It will carry 32 gallons of fuel and 50 pounds of baggage.

Manufacturer-listed engine options for the RV-4 include the Lycoming O-320-D1A/D2G, IO-320-D1A, and O-360-A1A. Van’s notes that the model was designed for engines between 150 and 160 hp, but engines between 125 and 180 hp are commonly installed and work well.

According to estimates collected by the company, building time for an RV-4 averages between 2,000 and 2,200 “person hours,” with the caveat that many builders don’t log every minute they spend in the shop.

Kit price for the RV-4 is listed at $32,365.

Just add an engine, prop, interior, paint, avionics—and your time.

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post Buying a Van’s RV-4 Is an Experimental Adventure appeared first on FLYING Magazine.

GAMA found that aircraft shipments rose across all segments compared to 2022, coming in at 3,050 airplanes and 962 helicopters delivered in 2023. The numbers represent year-on-year increases of 9 percent and 9.8 percent, respectively. Overall airplane billings for last year rose 2.2 percent to $23.4 billion while total helicopter billings increased 11.2 percent to $4.4 billion.

“For the first time in more than a decade, the general aviation manufacturing industry has eclipsed 4,000 aircraft delivered,” said GAMA president and CEO Pete Bunce. “In addition to this strong showing, there are robust and growing order backlogs for all segments of aircraft. This is a testament to the resilience of our industry and the integral role that general and business aviation plays in our communities.”

Breaking down the numbers, piston airplane deliveries were up 11.8 percent from 1,505 in 2022 to 1,682 in 2023. Turboprop shipments also surged, hitting 638 delivered last year and improving 9.6 percent over the previous year. While business jet deliveries saw the least change, the segment still increased 2.5 percent with 730 delivered.

On the rotorcraft side, 209 piston helicopters shipped last year, up from 194 in 2022. Turbine helicopter deliveries jumped 10.4 percent. GAMA noted that fourth-quarter data from Leonardo Helicopters was not available when the report was published, so it excluded Leonardo’s Q4 2022 data from its comparison.

• READ MORE: GAMA Reports Year-Over-Year Increase in Aircraft Shipments In a ‘Governed’ Recovery

“While the deliveries from 2023 are very encouraging, our industry faces headwinds from ongoing supply chain issues, workforce shortages, uncertainty and unpredictability from global regulators, and shortsighted efforts aimed at curbing business and general aviation, particularly in Europe,” said Bunce. “As civil aviation’s innovation incubator, our entire GA industry is focused on new aircraft and technologies that will lead the way in safety and sustainability for the entire aviation sector. This progress is dependent on having effective, predictable, and accountable regulatory processes, and a supportive business environment.

“Therefore, it is crucial that the U.S. Congress passes a long-term FAA reauthorization bill, a fiscal year 2024 appropriations bill for the FAA, and a tax measure, which is pending, that promotes research and development.”

GAMA’s full report is available on its website.

The post GAMA: 2023 Aircraft Shipments Up Across All Segments appeared first on FLYING Magazine.

But as a sign of evolving times, the General Aviation Manufacturers Association (GAMA) aircraft shipment reports now collect electric aircraft under the single-engine piston heading. And in 2022, GAMA recorded a total of 1,366 singles delivered—piston and electric, with 17 of those the Pipistrel Velis Electro, under European Union Aviation Safety Agency (EASA) approval as it awaits FAA validation. That’s better than last year’s 1,261 and 2020’s 1,164. Just 158 twins left the hangar in 2022—but that’s up from 148 in 2021 and even with the 157 delivered in 2020.

Sporty Singles

Diamond’s certification of the DA50 RG under FAA approval announced at EAA AirVenture on July 25 takes the lead on news for the sector. The DA50 RG, reviewed in the June 2023/Issue 938 edition of FLYING, steps into the spot once held by the Beechcraft Bonanza. It’s a speedy, high-performing retract with an advanced Continental engine design—this time the diesel CD-300 rather than the IO-550. And it can haul a lot of people and gear with relative comfort felt in the backseats—though the total seats number five instead of the Bo’s six. The modern powerplant can run on sustainable aviation fuel, and it retains the inherent slow-speed handling characteristics for which the Diamonds stay famous.

• READ MORE: We Fly: Diamond DA50 RG, the High-Performance Retract That Shines

That Bonanza remains in production—more than 75years later—though Textron Aviation saw just three of the G36 models delivered in 2022. Strength for the Wichita, Kansas-based OEM remains with its Cessna singles, the 172S Skyhawk, the 182T Skylane, and the Turbo 206 HD Stationair. Textron Aviation leveraged its position with flight school and aviation universities with 151 deliveries of the 172 to complement the 48 182s and 42 Stationairs.

• READ MORE: We Fly: Cessna 206

Expect an enthusiastic response through the end of 2023 from Cirrus Aircraft to step up its bid to retain the top spot in overall piston delivery numbers. The Duluth, Minnesota-based OEM sent 100 SR20s, 159 SR22s, and 280 SR22Ts home with lucky pilots in 2022 for a total of 539 singles—in addition to the 90 SF50 Vision Jets it delivered. Cirrus has made incremental changes to the SR series for this year, including a bespoke model run celebrating its 9,000th SR delivery midyear. The real news will come as it continues to test a 100LL replacement in its big-bore Continentals. The OEM is working with General Aviation Modifications Inc. (GAMI) on its G100UL fuel in pursuit of a solution for the fleet as it faces the sunsetting of leaded fuel in the next several years. Every OEM running 200 hp or higher engines in its piston aircraft is in a similar position.

• READ MORE: The Big Reveal: Cirrus Shows Off the SR G7

Tecnam introduced its P2010 Gran Lusso single in 2022, aimed at the luxury four-seat market. It has resonated, as the company delivered 46 of the P2010 series last year. Other interesting piston singles run the gamut of missions—from aerobatics with the Extra NG and Gamebird GB1 (rumors of the GB2 remain unanswered) to backcountry utility with the CubCrafters XCub and NXCub and just plain nostalgic fun with the WACO YMF-5, profiled in our August 2023/Issue 940 of FLYING.

• READ MORE: We Fly: WACO YMF-5

Piper also continues strong sales, particularly of its PA-28 series and PA-44 Seminole into training fleets worldwide. With 146 of the Pilot 100i and Archer III sold in 2022, Piper has also recently signed deals for its diesel version of the Archer, the DX, to flight schools in India, where 100LL is scarce and expensive. Ron Gunnarson, vice president of sales and marketing for Piper Aircraft, said, “In 2022 we delivered 232 aircraft, 14 percent higher than what we did in 2021. That increase was realized in both primary segments—the trainer class and the M class.” Piper is “comfortable” delivering 180 to 200 training aircraft, Gunnarson said.

• READ MORE: Piper Lifts the Veil on the M700 Fury, Its Fastest Single Yet

Stepping Up to Twins

Also moving strongly into the training sector is Tecnam, which debuted its P-Mentor two-seat, single-engine trainer at EAA AirVenture in Oshkosh this summer—and which we reviewed in FLYING’s July 2023/Issue 939 edition. While it awaits certification under the FAA, Tecnam continues to see success with its two piston twins—the Rotax-powered P2006T for flight schools and the Lycoming-powered P2012 Traveller for regional operators.

Piper’s Seminole meets the P2006T in the flight training world, with 21 of the light T-tail twins sent to training programs last year. But big questions remain for the future of Piper’s Seneca V and the Beech-craft G58 Baron—neither of which saw any deliveries in 2022.

What’s certain, though, is that you will see more of Diamond’s futuristic-looking twins, the DA42-IV and the DA62, whether you’re flying in North America or Europe. The DA42, which some organizations use for training, sold 45 units, while the more powerful cross-country DA62 delivered 53 units worldwide.

• READ MORE: We Fly: Diamond DA62

The post Piston Performers appeared first on FLYING Magazine.

The light aircraft manufacturer has been working toward CAAC validation for some time, reporting in November that it had passed an engineering audit designed to confirm certification specification compliance with the agency. According to Flight Design, plans are also in place for China-based company FX to build the F2-CS23 in Shenzhen. FX entered into a partnership with Flight Design at the beginning of the F2 project.

• READ MORE: Flight Design Passes CAAC Audit

“This is a great achievement and related to the very good cooperation between CAAC, EASA, and our team,” said Matthias Betsch, head of Flight Design’s EASA design organization. “The F2 is the first model of the F Series which follows the safety requirements of the new EASA CS23 certification specification and [provides] outstanding safety, performance, space and comfort for this kind of private-use and training airplane.”

Flight Design is also pursuing FAA validation for the F2-CS23, which earned its EASA type certificate in December 2021. Offering a top speed of 233 kph (126 knots), 2,000-kilometer (1,080 nm) range with 30-minute reserve, and maximum takeoff weight of 1,320 pounds, the model was developed as a certified version of Flight Design’s F2 special light sport aircraft (SLSA). Powered by the Rotax 912iS engine, the F2-CS23 comes equipped with Garmin G3X flight displays.

The post CAAC Validates Flight Design F2-CS23 Type Certification appeared first on FLYING Magazine.