Today’s Top Pick is a 1963 Piper PA-24-250 Comanche.

Take your mind back to the mid-1950s when Piper executives were working on their answer to rival Beechcraft’s Bonanza, a slick, all-metal jewel in a sea of kite-like, high-wing, rag-and-tube aircraft that characterized general aviation at the time.

The resulting Piper PA-24 Comanche was similarly modern, even futuristic. Generally lower list prices for the Piper helped drive brisk sales. Pilots searching the used market today can expect similar value opportunities in the used-aircraft market.

Unlike the Bonanza, which has remained on the market even through difficult times for the aviation industry, the Comanche’s retail run was cut short by a flood that wrecked the company’s Lock Haven, Pennsylvania, factory in 1972. The resulting damage to tooling led to the abrupt end of Comanche production. The relatively high cost of assembling the PA-24 also made it easier for Piper to let the old bird go.

This 1963 Piper Comanche has 2,018 hours on the airframe, 102 hours since overhaul on its Lycoming 0-540 engine, and 5.79 hours since overhaul on its propeller. The aircraft is equipped with chrome cylinders.

The IFR panel includes King KX 170 and KX 175 nav/comm radios, Narco At150 transponder, Sky Beacon for ADS-B Out, Sky Sensor ADS-B In, S-TEC autopilot, King KMA 20 audio panel, Skycom 200E intercom, and Alcor EGT instrument.

Pilots who are looking for a fast, handsome, high-performance retractable single and agree that age is just a number should consider this 1963 Piper PA-24-250 Comanche, which is available for $100,000 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: Piper’s History Found on the Bank of the Susquehanna
• FLYING Magazine: Checklists Only Function When They’re Open
• Plane & Pilot: Piper Comanche
• Plane & Pilot: International Aircraft Directory: Piper Comanche
• Plane & Pilot : Piper Comanche 400: A Muscle Car on Wings
• The Aviation Consumer: Used Aircraft Guide: Piper Comanche
• AVweb: Adopting a Comanche

The post This 1963 Piper PA-24-250 Comanche Is a Stylish, Classic ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The full report, available here, stated that IADA dealers and brokers collectively account for over half of all transactions worldwide. 

How’s the Market Looking?

IADA’s Perspective Survey of over 1,000 members included dealers and brokers for both new and pre-owned aircraft. 

It showed that, with 58 percent of dealers sharing their results from the July-August-September time frame, IADA dealers reported 144 new acquisition agreements in the third quarter of 2024. This is up 4 percent from the second quarter of the year, but up 22 percent year over year compared with the third quarter in 2023.

• READ MORE: Honeywell Forecasts Strong Growth Ahead for Business Aviation

While the number of exclusive retainer agreements stayed relatively steady in Q3 2024 from the prior quarter, reduced-price listings were up 49 aircraft year over year.

“While seemingly significant, the 67 percent increase in reduced-price listings, reported Q3 [year over year], is measured from a relatively small base,” the IADA report said. “As expected, price adjustments are a feature of today’s market as the resetting of value expectations continues after post-pandemic highs experienced in 2021 and 2022.”

Reported activity in Q3 2024 included 373 closed deals and was the highest yet recorded for the third quarter since IADA’s Perspective Survey began in 2020.

“Year to date in 2024, the 993 closed deals reported were up 14 percent in volume compared with year-to-date 2023, an indicator of a healthy level of exchange activity in a counterbalancing marketplace—one in which IADA dealers are the preeminent players,” the report said.

The report stated Q3 2024 ended with 874 year-to-date (YTD) business aircraft transactions under contract, up 24 percent from 704 YTD at the end of the Q3 2023.

David Monacell, IADA accredited dealer at CFS Jets, said in the report that he expects a significant surge in Q4 and intensification after the election.

“Those that wait for ballots to be counted will likely deal with limited inspection locations, watered down pre-buys, and/or post closing conditions in order to transact in 2024,” Monacell said in the IADA report.

Scott Oshman, IADA accredited dealer at Oshman Aviation, said in the report that Q2 and Q3 market conditions and transaction volume have exceeded expectations within the midsize jets, light jets, and turboprop segments.

“Specific to midsize business jets, light business jets, and turboprops, inventory is steadily increasing, but demand and absorption are equalizing the increase in inventory,” Oshman said.

IADA chair Phil Winters said in a news release that while summer months may have been light on sentiment toward business aircraft transactions, most of the dealers and brokers are reporting heightened activity over the past month.

“Although there are more sellers coming to market at a greater rate than buyers, the buyers are absorbing that inventory increase with slightly lower pricing than two years ago,” Winters said. “At the end of the third quarter, we seem to be setting up for an active and healthy fourth quarter of this year.”

Additionally, IADA executive director Wayne Starling said in the release that the insurance marketplace is shifting toward a buyer-driven market, contrasting to earlier trends in 2024.

Days on Market

According to data compiled by AMSTAT, a business aviation market research company, cited in the report, the days on market (DOM) rate for aircraft increased by 55 percent over the past 18 months. This trend has stabilized, however, with the DOM rate undergoing a slight 8 percent increase and staying below the 10-year average.

“IADA members also noted that the anticipated slowdown due to geopolitical tensions and the ongoing election cycle had less impact than expected,” IADA said. “Combined with a recent drop in interest rates, the market is now showing promising signs of renewed activity. Hesitation among buyers due to market uncertainty appears to be diminishing, with IADA members encouraging clients to act swiftly as the fourth-quarter market is expected to accelerate.”

Looking Ahead

The report stated that IADA’s member surveys provide six-month projections for supply, demand, pricing, and dealer willingness to inventory.

Most respondents expect the next six months to show a stable demand and willingness to inventory, except in the large and ultra-long-range jets categories, where projections see both a slight decrease in demand and willingness to inventory.

“A healthy mix of IADA members spanning aircraft financing/leasing, insurance, and sales have reported an increase in business activity in Q3 leading to a more optimistic outlook across the board for the next six months,” the report said. “These experts also believe that buyers have a slightly higher influence on who is driving today’s market while acknowledging that these subtleties can shift based on age, pedigree, and make/model of specific aircraft.”

The post IADA: Encouraging Q3, Possible Surge in Aircraft Sales by Year’s End appeared first on FLYING Magazine.

On January 18, Atlas Air Flight 3885 was between Miami and San Juan, Puerto Rico, when the crew received a fire indication in the Boeing 747-8F’s No. 2 engine at approximately 3,000 feet. An emergency was declared and the aircraft returned to Miami with no injuries reported.

• READ MORE: NTSB Issues Urgent Safety Warning for Some Boeing 737s

No signs of an uncontained engine failure were found, the NTSB’s final report noted, though minor burn damage was reported on the GEnx engine’s thrust reverser fan duct. The aircraft returned to service nine days later on January 27.

According to the agency’s report, a third-party maintenance contractor was tasked with performing a borescope inspection on the No. 2 engine, requiring the removal of a plug. Both the mechanic and inspector certified that the inspection had been completed in line with maintenance manual standards.

The removed plug was found loose in the engine cowling, which resulted in the fire.

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

The post NTSB Blames Boeing 747 Engine Fire on Shoddy Maintenance Work appeared first on FLYING Magazine.

Today’s Top Pick is a 2022 Diamond DA50.

Many pilots have seen the DA50 RG over the last two years or so. Those among us who are lucky have seen one up close, possibly at an airshow or trade gathering, sat in the cockpit and imagined ourselves at the controls on our way to a favorite destination.

This aircraft presents an opportunity to acquire a DA50 with low time instead of signing onto a long waiting list to buy one new from the factory.

Austria-based Diamond’s aircraft have sparked great interest in the U.S. for years because of their novel designs, composite structures, and efficient, economical jet-A fueled power plants that start with the press of a button instead of the lever gymnastics to which many of us are accustomed. One look at a DA50, or a skim of its POH, confirms that it is a modern airplane, not one designed during the middle of the last century.

This Diamond DA50 RG has 392 hours on the airframe, its 300 hp Continental CD-300 turbocharged, FADEC controlled diesel engine, and MT three-blade propeller. The aircraft is equipped with air conditioning, a TKS de-icing system and supplemental oxygen system.

The IFR panel features Garmin G1000 NXi avionics with dual GDU 105 10-inch displays for PFD and MFD, a Garmin GEA 71B airframe/engine interface, dual Garmin GIA 64W GPS/nav/comms with glidescope and localizer indicators, a GMA 1360 audio panel, GRS 79 AHRS, GDC 72 digital air data computer, GMU 44 magnetometer, GTX 345R transponder with ADS-B In and Out, GFC 700 autopilot, digital standby attitude module, Garmin Flight Stream 510, synthetic vision, WX 500 Stormscope, Avidyne TAS 605A traffic advisory system, GSR 56 Iridium satellite datalink, and Honeywell KN 63 DME.

Pilots looking for an advanced, fast, and efficient traveling aircraft that features familiar, easy-to-use automotive-style systems, should consider this 2022 Diamond DA50 RG which is available 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: We Fly: Diamond DA50 RG, the High-Performance Retract That Shines
• FLYING Magazine: First Diamond DA50 RG Sold at EAA AirVenture
• FLYING Magazine: Premier Aircraft Sales Takes First U.S. Retail Delivery of Diamond DA50 RG
• Plane & Pilot: Diamond DA50 RG Works to Create a Niche in North American Market
• Plane & Pilot: Will the Diamond DA50 Redefine Personal Flying?
• The Aviation Consumer: Diamond Gasses It: New Singles Planned
• AVweb: AirVenture 2021: Diamond’s New DA50 RG Debuts at Oshkosh

The post This 2022 Diamond DA50 Is an Advanced-But-Simplified ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The forecast also predicts demand for 8,500 new business aircraft worth $280 billion during that period, up a little from earlier forecasts and prompting some manufacturers to ramp up production. At the same time, customer demand has leveled off, suggesting a more balanced market is taking hold, according to the survey, which was released Sunday in Las Vegas on the eve of the big show.

“The business aviation industry is in a prolonged period of healthy growth, and we don’t see that positive trend changing any time soon,” said Heath Patrick, president, Americas Aftermarket, Honeywell Aerospace Technologies. “Business aviation continues to see more users and, as a result, manufacturers are ramping up production to keep pace with growing demand, a trend we expect to continue for the foreseeable future.”

Demand for large business jets continues to dominate the market. More than two-thirds of that $280 billion will be spent on the latest long-range wonders. But those of more modest means remain bullish on their smaller aircraft as important business tools.

“More than 90 percent of those surveyed expect to fly more or about the same in 2025 than in 2024,” Honeywell said.

NBAA-BACE formally kicks off on Tuesday at the Las Vegas Convention Center.

Editor’s Note: This article first appeared on AVweb.

The post Honeywell Forecasts Strong Growth Ahead for Business Aviation appeared first on FLYING Magazine.

There’s a subset of the population that simply craves excess and revels in abundance.

While that may be true for some jet-setting globetrotters, in the world of GA aircraft ownership, such thinking is relatively rare. Big airplanes have correspondingly big fuel tanks that cost big money to top off.

But what if your mission calls for heavy iron? What if your top priority was to own and fly the biggest airplane possible?

Here in the U.S., such dreams are complicated somewhat by an FAA regulation that requires in-depth training and certification—known as a type rating—to fly jet aircraft or any aircraft with a maximum takeoff weight in excess of 12,500 pounds. While structured, thorough training isn’t necessarily something one should avoid, the regulation begs the question: What are some of the biggest aircraft types a typical private pilot could fly without crossing that threshold and having to undergo such training?

Here, we explore your options if size were prioritized over the typical factors we consider during an aircraft purchase:

Cessna 208 Caravan

Ask just about any Caravan pilot how it flies, and they will invariably describe the big Cessna as nothing more than an oversized 182.

Simple systems, docile handling, and flight characteristics  similar to just about every Cessna produced with tricycle gear define the Caravan. Those who fly them for a living might lament the presence of a propeller or the lack of a swept wing, but they’re always quick to praise it overall.

• READ MORE: Seeking Out Ghosts of Your Airplane’s Past

First flown in 1982, the Caravan continued a trend that arguably began with the growth of the 172 into ever-larger variants. After the 172 and 182 first flew in 1956, subsequent larger versions appeared in the ’60s, including the 205, 206, and 207. Popular in remote, rugged regions like Alaska, these workhorses earned a solid reputation for reliably moving people and cargo into and out of challenging areas—and doing so economically. The Caravan is known as “the flying Swiss Army knife” because of its versatility.

As these models sold through the ’70s, Cessna began exploring a larger, clean-sheet development that would utilize a Pratt & Whitney Canada PT6A turbine powerplant. The resulting model 208 Caravan saw immediate success—initially in the original configuration as a nine-to-13-passenger aircraft, but particularly after 

FedEx ordered 177 cargo variants a short time later.

Most private owners opt for the standard passenger version or the lengthened Grand Caravan with additional seating. The cabin can be configured with high-density seating for utilitarian operations or plush club seating that resembles the seating arrangement of private jets. With full-fuel payloads in excess of 1,000 pounds and an available belly pod that enables the transport of baggage without cluttering up the cabin, overnight trips with friends become simple and straightforward.

Perhaps the most impressive aspect of the Caravan, however, is how simple and straightforward it is to exercise such capability. Even the Grand Caravan, with its nearly 9,000-pound maximum takeoff weight, 

performs as predictably as a four-seat 182. Transitions into the big Cessna are simplified with modern Garmin avionics, and the type is popular enough that qualified training is easy to find.

One of the Caravan’s most intriguing aspects is the availability of Wipaire amphibious floats. Equally capable of operating from land or water, these enable anyone with a seaplane rating to access an even wider variety of destinations–and have fun doing it.

One Caravan amphibian owner inbound to this year’s EAA AirVenture was reportedly notified of an incident at the airport and instructed to hold around a lake for an estimated 45 minutes. Making the best of the situation, the pilot simply landed on the lake, shut down, and went for a swim with his friends until arrivals were allowed in.

If that’s not a fun way to operate a big airplane, we don’t know what is. 

Grumman Goose

While the Cessna Caravan can achieve some impressive things with its amphibious floats, there’s something to be said for a pure flying boat—particularly one with the lineage and soul of a classic 1930s-era Grumman Goose. A product of aviation’s golden age, developed in the era of barnstormers, airmail, and art deco style, the Goose was one of four twin-engine flying boats of Grumman fame.

The model that most people are familiar with is the hulking, 37,500-pound HU-16 Albatross. Designed to perform rescue operations for the U.S. Coast Guard, it was able to handle rough seas in the open ocean and handily exceeded the 12,500-pound limit for this exercise. The rare G-73 Mallard was the next size down in the Grumman flying boat lineup, and at 12,750 pounds, it only just exceeded our weight limit.

• READ MORE: EAA AirVenture: A Study in Cargo and Packing

The G-21 Goose, on the other hand, weighs in at a respectable 8,000 pounds and thus qualifies for our list of big aircraft for private pilots. Powered by two 9-cylinder Pratt & Whitney R-985 Wasp Junior radial engines that each produce 450 hp, the Goose produces a sound and feel like no horizontally opposed piston or smooth-running turboprop can match. After flying a classic airplane with engines like this, nearly every alternative seems to have the soul of an Amana dishwasher.

There are certain advantages to a flying boat over an airplane with floats. Because the fuselage itself serves as the hull, the center of gravity sits much lower than that of a float plane. This increases stability in the water and, depending on the specific design, can withstand rougher seas. 

Additionally, the lack of external floats and braces can make a flying boat more aerodynamically efficient than an airplane on floats. For example, the Goose can cruise at just over 190 mph, while a Beech 18 on floats—using the same engines—can achieve only about 135 mph. Since both burn roughly 50 gallons per hour in cruise, the Goose’s faster speed makes it the more economical of the two on a given trip.

Of course, the mention of economy is laughable in the context of the Goose. With tailwheel landing gear, five-to-seven seats, multiple engines, and particularly as a seaplane, obtaining insurance would likely require divine intervention. Alternatively, one could become independently wealthy and self-insure.

But performance numbers and cost savings are not what the Goose is about. The Goose is about transporting you to an entirely different era of aviation on every flight. Reach up and grab the ceiling-mounted throttle levers, peer through the prop arcs just ahead of the cockpit windows, feel the reverberation of the big radials, and you might as well be Indiana Jones on your way to dinner in Monaco after delivering provisions to your team of archeologists in Alexandretta.

de Havilland Canada DHC-6 Twin Otter

Moving up from our 8,000-pound contenders, we finally reach the biggest and heaviest aircraft one can fly without a type rating.

At precisely 12,500 pounds, it’s not a coincidence that the maximum takeoff weight of the de Havilland Twin Otter matches the maximum limit imposed by the FAA. De Havilland correctly reasoned that the Twin Otter would be that much more attractive to prospective customers if it could be flown by pilots without a type rating. 

Not that additional advanced training would be a bad thing for Twin Otter pilots. From the beginning, the 19-passenger twin turboprop was designed to access some of the most inhospitable locations on earth. From Antarctic expeditions to the South Pole to commercial service to the shortest commercial runway in the world to hair-raising mountainside operations in Nepal, the Twin Otter has extreme capability, and operators use every bit of it.

If outdoor apparel manufacturer The North Face made an airplane, this would be it.

• READ MORE: The Pros and Cons of Aircraft Towing Solutions

Fundamentally, the Twin Otter differs from other similarly sized twin turboprops in its short takeoff and landing (STOL) performance. With a published STOL takeoff distance of only 1,200 feet to clear a 50-foot obstacle and 1,050 feet for landing over the same 50-foot obstacle, the short-field capability is astounding. 

In comparison, the non-STOL Embraer EMB-110 Bandeirante, with the same engines and the same passenger capacity, requires 2,648 feet and 2,848 feet, respectively.

Everything comes at a price, and this capability is no exception. Equipped with big double-slotted Fowler flaps and drooping ailerons, the wing is optimized for low-speed flight and, consequently, is less efficient at higher speeds. Additionally, the exposed wing struts and fixed landing gear, while lightweight and durable, add more drag to the equation. Ultimately, you can expect a maximum cruise speed of around 160 knots.

The Twin Otter is as versatile as it is capable. Standard landing gear enables operation from rough, unimproved runways. Lightweight straight floats provide water access without much of a payload penalty, while fully amphibious floats are able to be flown from land or water. Similarly, both straight skis and wheel skis are utilized in harsh winter climates like Antarctica.

The end result is perhaps analogous to a heavily modified Jeep Wrangler rock crawler. This is a machine laser-focused on extreme capability, able to access places few others can.

If you want fast, comfortable, long-distance transit, there are far better alternatives. But if you want the ability to take a group of friends and a few weeks of camping supplies deep into the wilderness via short, rudimentary airstrips, the Twin Otter is tough to beat.

Beechcraft King Air 260

Take a survey of the most common mission profiles of most aircraft owners, and you’ll find that landing on mountaintop airstrips in Nepal and delivering supplies to the South Pole tend to rank toward the bottom of the list.

More likely, buyers will be interested in fast, comfortable transportation between well-established metropolitan airports. And if their passengers are able to watch cat videos on Instagram and take naps along the way, all the better.

This is where a proven performer with all-around usability comes into play, and few are as proven as Beechcraft’s King Air family. With lineage extending back to the Twin Bonanza that first flew in 1949, the platform evolved into the ’50s-era, piston-powered Queen Air before culminating in the turboprop King Air family that remains in production today.

While many variations of the King Air have been produced over the years, the line can generally be divided into three primary variants.

The entry-level 90, with seven seats and a 10,100-pound maximum takeoff weight, is commonly positioned as a step up from cabin-class piston twins. Excluding the commuter airline variants like the Model 99 and the 1900, the largest King Air is the 350, with seating for 11 and a maximum takeoff weight of 15,000 pounds or more.

Splitting the gap is the midrange 200-series, exemplified by the King Air 260. Like the Twin Otter, it features a maximum takeoff weight of precisely 12,500 pounds, eliminating the need for type-rated pilots. When it comes to real-world, cross-country capability without a type rating, few options are as refined and proven as this King Air series.

The basic formula hasn’t changed much over the years. Combine two Pratt & Whitney PT6 turboprop powerplants, a roomy cabin with comfortable club seating, and docile, well-mannered handling qualities, and you’ve got a flexible performer that, unsurprisingly, has been successful for decades.

One sign of Beechcraft’s quality is the U.S. military’s continued allegiance to the brand.

Over the years, the Bonanza, Baron, Twin Bonanza, Queen Air, and King Air have all found roles in various branches of the armed forces. If ever there was a “mil-spec” airplane, this would be it, and it’s telling that direct competitors like the Cessna Conquest and Piper Cheyenne never followed suit.

With an avionics suite that includes autothrottles, digital pressurization, and synthetic vision, the newly updated 260 reduces workload, making it easier than ever to manage in flight. In the end, this King Air just might be the single closest thing to a private jet available to fly for pilots without a type rating.

Antonov An-2 Colt

Life isn’t all about sensibility and economic viability. Not all of us dream of flying IFR from one perfectly manicured resort town to another.

In a world of smooth yacht rock and clean-cut golf tournaments, some of us long for Metallica and Burning Man.

For this subset of the flying population, the Antonov An-2 is just the ticket. First flown in 1947 and produced in largely unchanged form for approximately 50 years, this monster taildragger was to the Soviet Union what the C-47 was to the U.S.—a rugged, dependable transport that can survive multiple wars and rise to just about any challenge.

With a maximum takeoff weight of 11,993 pounds, it falls just under our weight limit and is, therefore, a natural contender for one of the largest aircraft one can fly without a type rating.

Since its introduction just after World War II, the An-2 has worn many hats, serving as an airliner, military transport, firefighter, crop duster, and even an armed attack aircraft. Nearly 20,000 examples were built in Russia, Poland, and China. Provided you have the means of shipping and importing goods from those parts of the world, spare parts are plentiful.

Everything about the An-2 is massive, unrefined, and utilitarian. The 9-cylinder Shvetsov ASh-62 engine, a development of the Wright R-1820 Cyclone that powered the Boeing B-17 Flying Fortress and Grumman HU-16 Albatross, produces just over 1,000 hp at takeoff power. While doing so, it consumes a staggering 110 gallons per hour.

According to those fortunate enough to have logged time in the beast, attempting to wrangle it through steep turns and crosswind landings is not unlike trying to ride an inebriated water buffalo through a museum’s display of priceless antiquities and fine china. Significant upper body strength is required, and at times, one wishes for a third arm to keep everything running properly. Once finally established in a given phase of flight, things unfold both slowly and deliberately. 

Slow flight is, in fact, one of the An-2’s greatest strengths. With an estimated stall speed of only 35-40 knots and a kite-like 770 feet of wing area, it requires just over 500 feet of runway for takeoff and slightly more for landing. The kite-like qualities turn against you in crosswinds, however, with anything more than 8 knots described as “intolerable.” Taxiing in winds greater than 20 knots is said to be impossible.

Finding a rational reason to purchase such a machine requires searching one’s heart and ignoring one’s brain. For nearly any mission, there exists a more logical and economical alternative. However, logic and economy are simply not significant factors for those who own and love the An-2. 

Instead, this belching, oily anachronism is itself an experience. The purchase could perhaps be justified during preparation for the onset of a Mad Max-style zombie apocalypse scenario, wherein a large aircraft is needed to survive the harshest conditions imaginable with limited maintenance support.

But otherwise, one purchases an An-2 simply to enjoy the An-2.

This feature first appeared in the September Issue 950 of the FLYING print edition.

The post Planes That Are Not Too Big for Fun appeared first on FLYING Magazine.

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.

Aircraft did not start off with tires, or even wheels, for that matter. The Wright Flyer did not use landing gear. Instead, the launching rail system consisted of four 15-foot two-by-fours totaling 60 feet.

“[In 1909] Goodyear developed the first pneumatic aircraft tire, which replaced the runners and bicycle tires on pioneer airplanes like the Wright Flyer,” the company said.

It wasn’t until 1983 that Goodyear made the first radial tire approved by the FAA.

Specifications

The OEMs specify the specific tire size, ply rating, and pressure requirements for each individual aircraft. These elements directly impact the taxi parameters and landing operation.

During tire changes, it is crucial to install only approved aircraft tires.

Several tools assist in selecting the appropriate aircraft tire for your specific application.

Goodyear Aviation Tires features an online application guide where you can look up tires by size, part number, or aircraft.

The Goodyear Aviation Data Book contains seven sections to assist you in navigating the aircraft tire space. This booklet presents specific data on the proper tire sizes for different aircraft main and auxiliary/nose gears, speed ratings, nominal inflation pressures, dimensions, and other data users need to obtain the maximum service from their aircraft tires.

Automotive company Michelin also produces a line of aircraft tires under its Aviator brand. It also has a line of downloads to assist in outfitting your aircraft with the proper tire. 

One way an aircraft component, such as a tire, gains approval is through a supplemental type certificate (STC) issued by the FAA.  Michelin’s General Aviation STC, for example, may be found here.

All parts installed on certificated aircraft must carry some form of approval. Some approvals, such as parts manufacturer approval (PMA) parts, designated engineering representative (DER) repairs, and STCs, are alternate means of approval, which means the OEM does not support them.

Hazards

Aircraft tires are at a greater risk of damage due to their exposure to the elements, extreme temperature fluctuations, and high friction operation.

Common defects include:

• Wear: Uneven or excessive tread wear indicates that your tires may be improperly inflated.
• Sidewall damage: Cracking or bulging in the sidewalls can result from underinflation or harsh environmental conditions.
• Flat spots: Occurs due to heavy braking during landings.
• Foreign object damage (FOD): Debris on the runway can puncture or damage tires.
•  Neglect: Failure to maintain aircraft invites Murphy to hang out on your flight line.

Be wary of extreme air pressure loss. Goodyear urges the following: “Any tire removed due to a pressure loss condition should be returned to an authorized repair facility or re-treader, along with a description of the removal reason.”

Maintenance

Aircraft tires play a crucial role in aircraft operation. 

“Inflation pressure is the most important thing for the tire’s life,” said Tim Wong, service leader at VSE Aviation. “Check tire pressure before the first flight every day.”

Also important are ply ratings.

“Ply rating relates to how much load the tire can withstand,” Wong said. “The higher the ply rating, the heavier the load. Also, ply rating is a ‘rating,’ not necessarily the number of layers in a tire.”

Retreads can also be a good value, according to Wong.

“If you’ve flown commercially, 90 percent of commercial aircraft fly on retreads,” he said. “You will benefit from the OEM casing and longevity of our rubber. It’s definitely a great value with no risk.”

Tire pressure is the single most impactful maintenance item for aircraft tires, according to Philip Weber, former vice president of sales for Bridgestone Aircraft Tire.

The OEMs design aircraft tires to lose pressure as they fly, on average 2-3 percent per landing, to vent gasses that build up between the rubber layers. Regular tire pressure monitoring and maintenance will ensure proper performance and maximize safety.

Sidewall deflection is the biggest determining factor of aircraft tire longevity. The more sidewall deflection, the more quickly the tire wears, and the casing becomes scrap. Higher ply ratings give the tire more sidewall stability, resulting in more carrying additional weight. In addition, some tires have layers of Kevlar to improve tire puncture and FOD protection.

Retreads perform as well, and often better, than the original new tire. Unlike semitruck tires, where the new tread is simply welded to the outer surface of the casing, aircraft tires go through a complete re-baking process every time they are retreaded. This process makes the retread tire like new again.

Additionally, the baking process stiffens and seats the tire bead, which creates tires that are often easier to install and pressurize. In some cases (Boeing 737NG as an example), a retreaded tire can have a deeper tread than the original tire, providing longer on-wing life.

The post Understanding Aircraft Tires 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.

During a recent hearing, Thomas Haldenwang, head of the Federal Office for the Protection of the Constitution in Germany, said the country avoided a serious aircraft accident by “only a lucky coincidence.” German newspaper Der Tagesspiegel reports the fire-starting parcel was set to be loaded on a DHL flight in Leipzig.

The flight was delayed, and the parcel caught fire on the ground. Haldenwang said that had it caught fire midair, a major accident could have followed.

In August, Reuters reported that the German government notified businesses that fire-starting packages may be circulating within shipping networks. The warning followed a series of reports that other parcels had ignited in transit.

Russia is suspected of being behind these parcels. Officials said the German government has seen a rise in “aggressive behavior” by Russian intelligence agencies.

Also in July, a similar incident occurred at a DHL facility in Birmingham, England. It is under investigation by U.K. counterterrorism officials. According to The Guardian, the package caught fire after arriving from a flight on July 22 before being extinguished by firefighters.

“DHL applies strict security measures throughout its global network and works in full compliance with all applicable transport security laws, regulations and procedures,” the logistics company said in a statement to Reuters.

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

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