Today’s Top Pick is a 1973 Cessna T310Q.

Decades ago I spotted a Cessna 310 POH at a used-book sale and had to have it. I picked up a hardcover copy of Chuck Yeager’s autobiography at the same sale and learned a lot about flying from both books.

While I will never approach Yeager’s rarified level of pilotage, I may yet manage to own a 310 someday. Right now, I want this one.

The 310 has been a favorite of mine since childhood when I became aware of airplanes flying over our suburban New Jersey home. Wingtip-mounted main tanks made this light twin easy to spot and added to an already gorgeous design. My father called it an example of “Buck Rogers styling.” He said the same about the mid-1960s Chevrolet Corvette Stingrays that I coveted.

It is natural for pilots to be attracted by the promise of speed. This particular 310, which has undergone a Riley Turbostream conversion, is more prepared than most light piston twins to keep the promise.

Aviation innovator Jack Riley was famous for conversions that coaxed truly impressive performance from Cessnas and other makes. The 310 Turbostream swapped the aircraft’s original Continental engines for larger, turbocharged, intercooled, counter-rotating Lycoming 540s generating 350 hp each.

With that much power, legend has it, the Turbostream can reach 260 ktas, or about 300 mph. How I would love to give that a try.

Not long ago I read about the aircraft for sale here in an article on the Cessna Owner Organization website. I thought about how airplanes like this seem to never show up on the used market but now here it is for sale. It is hard to resist.

This 1973 Cessna T310Q has 4,400 hours on the airframe, 415 hours since overhaul on each of its 350 hp Lycoming TIO-540-N2BD engines, and 428 hours since overhaul on its Hartzell heated three-blade propellers.

The IFR panel includes a garmin GTN 750 GPS/nav/comm, Bendix King KX 165 nav/comm, dual Garmin G5s, dual Garmin GI 275 engine instruments, Garmin GTX 345 transponder with ADS-B In and Out, and Garmin GMA 345 audio panel, Bendix 82 color radar, and Cessna 400A autopilot with yaw damper.

Pilots looking for a sleek, roomy light twin with hot-rod performance and cross-country practicality should consider this 1973 Cessna T310Q, which is available for $295,000 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: Things to Think About When Moving Up to a Light Twin
• FLYING Magazine: Cessna 310 ‘Songbird III’ Still Attracts the Fans
• FLYING Magazine: Garmin Achieves STC for GFC 600 for Cessna 310R, Pilatus PC-12/47
• FLYING Magazine: Flight Simulator’s Cessna 310 Offers Up Realistic Weather Lesson
• Plane & Pilot: Cessna 310
• Plane & Pilot: Cessna 310
• AVweb: Jimmy Stewart Cessna 310 Monument Dedicated
• The Aviation Consumer: Used Aircraft Guide: Cessna 310

The post This 1973 Cessna T310Q Is a Souped-Up ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1957 Beechcraft E18S.

The 1963 comedy adventure film It’s a Mad, Mad, Mad, Mad World is packed with character actors such as Mickey Rooney, Ethel Merman, Jim Backus, and Phil Silvers. And let’s not forget the Beechcraft Model 18 that steals the show by flying cleanly through a billboard.

Like the actors, the “Twin Beech” aircraft has been showing up on screens large and small since at least the middle of the last century. Part of the reason, I suspect, is because it also plays a range of roles very well.

In real life the aircraft was produced from 1937-69, but even today it looks wonderful if not quite modern (those big round engines date the old bird).

Thousands were built and many are still flying. Sure, they turn up at vintage fly-ins and in the collections of well-heeled aircraft enthusiasts. But pilots also continue to use them as personal mounts because they remain effective for certain passenger, cargo, and utility missions.

In their heyday these airplanes, often in their polished aluminum glory, were popular and prestigious executive transports. If you want to carry from six to 11 passengers today while enjoying a mechanical, highly interactive version of pilotage, this Model 18 could be your next hangar occupant. 

This 1957 Twin Beech has 9,615 hours on the airframe, 327 hours since overhaul on the 450 hp Pratt & Whitney R-985 radial engine on the left side and 492 hours since overhaul on the right. The aircraft has eight seats and was painted in 2023.

The IFR panel includes a Garmin GNS 530 GPS/nav/comm, a King KX 155 nav/comm, a transponder with ADS-B and an intercom along with a full complement of traditional analog engine and flight instruments.

Pilots who have an affection for vintage iron and often carry loads that are slightly beyond the capacity of typical light twins should take a look at this 1957 Beechcraft E18S, which is available for $199,000 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: Warbirds You Can Fly: Beech 18
• FLYING Magazine: Restoring a Beech Super 18 to Former Glory
• FLYING Magazine: Beechcraft: A History
• Plane & Pilot: Beech H18 Super-Liner
• Plane & Pilot: Matt Younkin‘s Beech DA-18 Twin Beech by Randy Gusdorf
• The Aviation Consumer: Used Aircraft Guide: Beech Model 18
• The Aviation Consumer: Your First Piston Twin: Buy With Caution

The post This 1957 Beechcraft E18S Is a Nearly Timeless ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The agency has released Safety Alert SA091, which warns pilots to train for partial as well as full power loss in multiengine piston aircraft.

According to the NTSB,  the safety alert was issued because of recent significant multiengine accidents attributed to a loss of control stemming from the pilots’ failure to properly manage the propeller on the engine that lost power.

The problem, according to the NTSB alert, is that there is a gap between training for full engine power loss and partial loss, as pilots can improperly manage a partial loss of power leading to an increased risk of loss of control.

“Constant-speed, manually feathering propellers on multiengine aircraft are equipped with mechanisms called start locks that keep propeller blades from going into feather position during a normal engine shutdown on the ground, thus making it easier to start the engine with the propeller blades at a low pitch blade angle,” NTSB said. “These locks’ centrifugal latches disengage when the propeller is spinning above a certain rpm. However, start locks can engage in flight if the propeller’s rpm drops below this critical threshold.”

Chapter 13 of the FAA’s Airplane Flying Handbook (FAA-H-8083-3C) outlines multiengine operations: “In a multiengine airplane, loss of thrust from one engine affects both performance and control. The most obvious problem is the loss of 50 percent of power, which reduces climb performance 80 to 90 percent.” 

The loss of engine power on one side creates asymmetrical thrust, similar to the way a rowboat with one of the oars turned sideways results in asymmetrical thrust.

When held so the large flat part of the oar is facing forward and moved through the water, the oar can generate a lot of forward motion (thrust). But if one of the oars remains static and in the water while the other continues to generate thrust, the rowboat can go out of control because the nonmoving oar is generating drag. Rotating the nonmoving oar so the thin side of the oar is facing forward creates feathering and the lowest profile into the water. In the case of the aircraft, the relative wind generates less drag, allowing for more controllability.

The NTSB noted that while feathering the propeller of an engine that has lost power is a recommended practice, pilots are reminded that once the propeller rpm decreases below the speed at which the start locks engage, the pilot will not be able to feather the propeller, which can lead to drag that results a loss of control.

The safety alert reminded pilots that twin-engine aircraft certified under Part 23 are not required to provide a positive climb rate with one engine inoperative, although they do have a published “minimum controllable airspeed.”

“Because the minimum control speed for an airplane with one engine inoperative is determined with the propeller windmilling, timely feathering increases your controllability margin beyond certificated performance,” the safety alert said.

During training, multiengine pilots are warned that single-engine operations consist of maintaining aircraft control and attempting to troubleshoot and restore engine power while simultaneously drifting down toward an emergency landing site because very few light twin trainers can climb on one engine.

Several accidents have been attributed to a loss of control due to the start locks engaging before the propeller could be placed into feather, resulting in a loss of control, NTSB said.

The NTSB recommended pilots review and practice manufacturer procedures for engine failure, including partial power loss in addition to complete engine failure. Pilots should know the rpm below which feathering the propeller is not possible.

Engine power loss scenarios should be practiced in the air or in simulator training sessions so that the pilot’s actions will be correct and timely.

When conducting pre-takeoff checks, the pilot should be sure all engine controls, including the propeller feathering mechanisms, are functioning normally.

Pilots should discuss and brief what procedures to follow when there is a loss of engine power at a particular phase of flight, such as shortly after takeoff when the landing gear has been retracted or when the aircraft is in cruise above 3,000 feet or on approach.

And don’t forget the multiengine pilot’s mantra during engine power loss—”identify, verify, fix or feather.” That means determining which engine has lost power, noting the nose yaws toward the the sick engine, verifying this theory by adjusting the throttle and looking at the gauges; fixing the issue by switching fuel tanks if able; and feathering the propeller to cut down on drag and maintain controllability.

The post NTSB Issues Warning of Prop Lock Out on Multiengine Aircraft appeared first on FLYING Magazine.

Today’s Top Pick is a 1961 Aero Commander 500A.

Aero Commander twins have long been known as well-built, durable, and versatile load carriers. During the early 1950s these Ted Smith designs helped define the then-new category of light twin civil aircraft.

In 1955 the U.S. Air Force chose an Aero Commander as a personal transport aircraft for President Dwight D. Eisenhower. Today pilots find the airplane ideal for transporting family members, friends, and business associates comfortably on long trips traversing multiple states.

Aero Commanders also excel at carrying cargo and are renowned for their versatility and user-friendly handling and systems. Speaking of systems, the aircraft for sale here has an updated panel and other equipment that make it hard to believe this machine is more than 60 years old.

This Aero Commander 500A has 4,193 hours on the airframe, 1,429 hours on its right-side Continental IO-520 engine, and 1,438 hours on the left side. There are 334 hours on the right propeller and 333 hours on the left. Fuel capacity is 156 gallons. The aircraft has heavy-duty landing gear, new starter motors, new alternators, new exhaust headers, mechanical fuel pump and throttle and mixture controls on the left engine, new windshield, and new 28-volt battery.

The panel includes a Garmin 35C remote audio panel, GTN 750 GPS/Nav/Comm, Aspen Evolution 1000 PFD, GTX 345 transponder with ADS-B In and Out, JPI EDM 790 twin totalizer with EGT and CHT, S-Tec 50 autopilot, Bendix/King weather radar, Davtron digital timer, and dual 12-volt USB power outlets.

Pilots looking for a roomy piston twin for family vacations or business travel should consider this 1961 Aero Commander 500A, which is available for $220,000 on AircraftForSale.

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

• FLYING Magazine: Grand Renaissance Commander Levels Up the Twin Turboprop
• FLYING Magazine: Investor Breathes Life Into Aero Commander Rebirth Bid
• FLYING Magazine: Aerostar 702P
• Plane & Pilot: Rockwell Commander “Shrike” 
• Plane & Pilot: Aero Commander 680/Courser
• AVweb: Twin Commander Aircraft Names New President
• The Aviation Consumer: Used Aircraft Guide: Twin Commander 500

The post This 1961 Aero Commander 500A Is a Historically Significant ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2017 Diamond DA62.

A lot of pilots who fly high-performance piston singles would like to step up to light twins but have doubts about handling their complexities, especially when one engine quits. Diamond Aircraft’s DA62 twin aims to remove much of the difficulty and potential anxiety from flying with one engine out. Diamond uses electronic engine controls and automation to simplify operation and ease the pilot’s workload.

Diamond’s approach results in a personal light twin that is ideal for cross-country travel with family or business associates. The security of a second engine relieves potential concerns regarding sudden power loss in one engine. The relative ease of securing the failed engine in the DA62, including automatic propeller feathering, helps minimize the disruption of asymmetric thrust that can be difficult for some less-experienced pilots to handle. In addition, the aircraft’s Austro engines are based on automotive powerplants that are likely to feel straightforward and familiar. 

This Diamond DA62 has 593 hours on the airframe and each of its 180 hp turbocharged Austro AE330 diesel engines. The panel features Garmin G1000 NXi-Phase 2 avionics.

Pilots who are interested in moving up to a light twin but wish to avoid some of the complexities of managing two engines—or one in the case of an engine failure—should consider this 2017 Diamond DA62, which is available for $1.5 million on AircraftForSale.

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

• FLYING Magazine: We Fly: Diamond DA62
• FLYING Magazine:Transition Training: The Diamond DA62
• FLYING Magazine: Diamond DA62 to Debut at NBAA Convention
• Plane & Pilot: Ultimate Piston Twin: Diamond DA62
• Plane & Pilot: Plane & Pilot 2017 Buyer’s Guide: Piston Twins
• AVweb: Aeromot to Assemble Diamond DA62s in Brazil

The post This 2017 Diamond DA62 Is a Thoroughly Modern ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1979 Piper PA-60-700 Superstar.

Aircraft designer Ted Smith is well-known in general aviation circles for designing the Aerostar, a sleek, midwing light twin built for high-speed travel. The best performing versions of the Aerostar and upgraded Superstar aircraft still hold the title of fastest production light piston twins ever built. The aircraft was already a legend when it co-starred with Tom Cruise in the 2017 film American Made, but the movie certainly rekindled interest in the model, which had been out of production for decades.

A close look at certain details of the Aerostar might lead some observant people to other famous Smith-designed aircraft, including the Douglas A-20 Havoc and the Aero Commander general aviation twins that gained popularity soon after reaching the market during the 1950s. These earlier twins were more practical than the later Aerostars but nowhere near as fast or attractive. The rare Aerostar, whose production was repeatedly slowed by issues related to funding, design, and market conditions, will always be the subject of “what-if” discussions among aviation enthusiasts. Owners, however, love this fast, fine-looking, and innovative machine that clearly was ahead of its time.  

This 1979 Aerostar has 2,606 hours on the airframe, 972 hours on the left engine, 796 hours on the right, and 488 hours on each of its counter-rotating propellers since overhaul. The aircraft received new exterior paint last year. 

The panel features a Garmin G600TXi, Garmin GI 275, GNS 530W and 430W GPS/Nav/Coms, Flight Stream 210, GCU 485 mode selector, S-Tec 55X autopilot, dual Gramin transponders with ADS-B In and Out, Avidyne EX500 MFD, engine monitor, Shadin fuel flow monitor, color radar, Stormscope, and Sirius XM weather.

Pilots interested in flying one of the fastest GA piston twins ever developed should consider this 1979 Piper PA-60-700 Superstar, which is available for $600,000 on AircraftForSale.

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

• FLYING Magazine: Aerostar 702P
• FLYING Magazine: Things to Think About When Moving Up to a Light Twin
• Plane & Pilot: Aerostar 702: Still The Fastest
• Plane & Pilot: Piper Aerostar 600/601/700P
• Plane & Pilot: Used Light Twins Roundup
• The Aviation Consumer:200-Knot Buzzkill: MX, Insurance Realities

The post This 1979 Piper Aerostar Is a Top-Tier Piston Twin and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1974 Aero Commander 500S.

Like many aviation enthusiasts who regularly attended airshows during the 1970s and ’80s, I tend to associate the Aero Commander 500 series twins with Bob Hoover, the aviation legend known for performing stunning aerobatic routines with the unassuming-looking aircraft. Hoover’s maneuvers, such as dead-stick point rolls at low altitude, landed squarely in the “don’t-try-this-at-home” file. Still, pilots interested in energy management could learn a lot from him.

The airplane for sale here traces its origins to Aero Design and Engineering Corp., formed in the mid-1940s by Theodore “Ted” Smith, the same person who later brought us the Aerostar. Smith developed a light twin called the Aero Commander 3805, which first flew in 1948—long before many of the twins it would compete with during the following decades.

This Aero Commander has 8,000 hours on the airframe and 1,000  hours on each of its engines. Its panel features a Garmin G600 PFD/MFD and a traditional stack of gyro- and pressure-driven avionics.

Pilots looking for a classic light twin that is known for ruggedness, reliability, and load-carrying capacity should consider this 1974 Aero Commander 500S, which is available for $295,000 on AircraftForSale.

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

• FLYING Magazine: Grand Renaissance Commander Levels Up the Twin Turboprop
• FLYING Magazine: Aerostar 702P
• Plane & Pilot: Rockwell Commander Shrike (Aero Commander 500)
• Plane & Pilot: Aero Commander 680/Courser
• Plane & Pilot: Aero Commander L 3805
• The Aviation Consumer: Twin Commander 500

The post This 1974 Aero Commander 500S Is a Pioneer Light Twin and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1981 Beechcraft Baron E55

When Beechcraft introduced the Baron in 1961, it finally had a model that could compete directly with Cessna’s light twin, the 310. Earlier Beech twins such as the Travel Air and Twin Bonanza had not gained the broad appeal that the Baron would soon enjoy. The difference was power. The Baron 55, essentially a Bonanza with two engines, was a stunning performer with climb rate and load carrying performance that attracted buyers.

Later versions of the Baron, including the stretched 58 and pressurized P model, increased the aircraft’s performance and versatility, but many pilots are particularly fond of the original 55 configuration, sometimes called the “short” Baron, for its excess of power and sporty handling. Unlike some earlier light twins, Barons had enough power to climb and continue the mission on a single engine. This capability added to the aircraft’s appeal for pilots who considered the second engine a safety feature, especially for pilots who regularly fly at night, over water and over mountainous terrain.

This 1981 Baron has 5,000 hours on the airframe and 900 hours on each engine since overhaul. The panel includes a Garmin GTN 750 GPS Nav/Com, Garmin G5, GTX 345R transponder, S-TEC autopilot, electric trim, two USB ports and a JPI 700 engine monitor.

Pilots looking for a comfortable, high-performance aircraft for family or business transport, with the added security of a second engine, should consider this 1981 Beechcraft Baron E55, which is available for $310,000 on AircraftForSale.

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

• FLYING Magazine: Finding a Home for a Beechcraft Baron
• FLYING Magazine: Long-Term Unleaded Fuel Test Begins in AOPA Baron
• FLYING Magazine: Beechcraft Baron: A Retrospective Look
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• Plane & Pilot: Beechcraft 1980 B55 Baron
• The Aviation Consumer: Beech Baron 58

The post This 1981 Beechcraft Baron E55 Is a Fast-Climbing, Load-Hauling ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1981 Piper PA-60-602P Aerostar.

For a time when I was a kid, I thought twin-engine airplanes could fly twice as fast as single-engine models. While that theory was incorrect, the Ted Smith-designed Aerostar often seemed determined to be the exception. Indeed it is still regarded as the fastest certified light twin. I recall watching them fly over my home when, as a young airplane spotter, I found the Aerostar’s swept tail surfaces, tapered wings, and long nose easy to identify.

A few years back, an Aerostar like the example for sale here became a star in the 2017 Tom Cruise film American Made. While that aircraft showed its ability to haul big loads of contraband, this one certainly would carry family, friends, or business associates in comfort. Its combination of speed and redundancy could encourage an advancing pilot to to fly longer legs over water, mountains, and other forbidding terrain in order to reach new destinations.

This 1981 Aerostar has 5,015 hours on the airframe, 660 hours on each of its turbonormalized Lycoming IO-540 engines since factory overhaul in 2015, and 775 hours since overhaul on its Hartzell propellers. The panel includes a Garmin GNS 530W and 430W GPS nav/coms, GMA 347 audio panel, GTX 330 transponder, GFC 200 autopilot, WX10A Stormscope, Garmin G5 backup A/I, Aspen Pro 1000 MFD and PFD, SiriusXM weather, and JPI 760 engine analyzer.

Other equipment includes high-output alternators, Hoskins fuel totalizer, Davtron M800 digital chronometer, freon air conditioning, known ice equipment, four USB ports, and spoilers.

Pilots looking for a fast, well-equipped twin that is ready for long-distance travel should consider this 1981 Piper PA-60-602P Aerostar, which is available for $289,000 at AircraftForSale.

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

• FLYING Magazine: Aerostar Arrives at AirVenture with a Jet
• FLYING Magazine: Things to Think About When Moving Up to a Light Twin
•  Plane & Pilot: Aerostar 702: Still The Fastest
• Plane & Pilot: Piper Aerostar 600/601/700P
• The Aviation Consumer: Smokin’: Buying 200 Knots for $200,000

The post This 1981 Piper PA-60-602 Aerostar Is a Famously Fast ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1995 Piper PA-34-220T Seneca IV.

Piper is famous for developing a varied line of aircraft from a single airframe. Other airplane makers have made similar moves, such as Beechcraft developing the Baron twin from the Bonanza single. Piper did this a lot, though, and did it well. The company stretched its PA-28 Cherokee to make the PA-32 Cherokee Six then added a second engine to create the PA-34 Seneca. The new light twin came to market in the early 1970s, just as the company’s PA-30 Twin Comanche and PA-23 Aztec were beginning to feel dated.

The Seneca proved popular among light twins in part because it developed over decades to fulfill a range of roles, from a multiengine trainer and time-builder to a luxurious vehicle for family travel. By the time the aircraft for sale here was built the design had evolved with improvements in power, avionics and aerodynamics. For many pilots, the Seneca IV offers an ideal combination of comfort, load-carrying capacity, speed, and economy.

This 1995 Seneca IV has 6,020 hours on the airframe, 45 hours on each of its Continental TSIO-360 engines, and 45 hours on its three-blade, counter-rotating propellers. The panel includes a King KMA 24 audio panel, dual KX 155 digital nav/coms, KLN 90B GPS, KN 82A ADF, Appareo Stratus transponder, PS Engineering intercom, Strike Finder SF2000, KFC 150 autopilot, and dual glide slope indicators. The aircraft is also factory-equipped with de-ice boots and hot props, copilot instruments, digital fuel flow, and electric trim.

Pilots looking for a stable, comfortable, six-place transport for business travel and family excursions, with the added redundancy of two engines and safety of counter-rotating props should consider this 1995 Piper PA-34-220T Seneca IV, which is available for $329,000 on AircraftForSale.

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

• FLYING Magazine: We Fly: Piper Seneca V
• FLYING Magazine: Garmin Autopilot Certified for Piper Seneca V
• FLYING Magazine: Things to Think About When Moving Up to a Light Twin
• FLYING Magazine: The Search for Multiengine Time
• Plane & Pilot: Piper Seneca I/II/III/IV/V
• The Aviation Consumer: Used Aircraft Guide: Piper Seneca

The post This 1995 Piper PA-34-220T Seneca IV Is a Comfortable, Well-Equipped ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.