Today’s Top Pick is a 1981 Piper PA-23-250 Aztec F.

A veteran instructor said that owning a light twin is a big step up from piston singles, in both performance and expense. However, for those who find themselves flying ever-longer distances over terrain not suited for emergency landings, the measure of security a second engine offers can easily be worth the cost.

The aircraft for sale here has a roomy, six-place cabin with good-looking upholstery and a panel with a number of modern upgrades. The F model is the last of the Aztec types, and 1981 was the aircraft’s last year of production. The first Aztecs arrived on the market in 1960 and each successive version, with a new letter suffix, brought new features. Many people prefer the F model over the rest because it has most of the desirable features, such as the long nose housing an extended baggage compartment.

This 1981 Piper Aztec F has 3,242 hours on the airframe, 493 hours on each of its 250 hp Lycoming IO-540-C4B5 engines since overhaul, and 26 hours on both propellers since overhaul. A one-piece windshield, long-range fuel tanks, and electric trim are among the aircraft’s upgrades.

The panel features Garmin GNS 530 WAAS and GNS 430 WAAS GPS/Nav/Comms, GMA 340 audio panel, King KCS 55 HSI, Garmin GTX 327 transponder STEC 55X autopilot, King KN DME, Bendix RDR 159 color radar, JPI EDM 760 engine monitor, and Shadin fuel flow instrument,      

Pilots looking for a reliable, six-seat light twin with a nice combination of load-carrying capacity, short-field performance, and cruising speed should consider this  1981 Piper PA-23-250 Aztec F, which is available for $280,000 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: Hartzell Has Top Prop Available for Aztec Operators
• FLYING Magazine: MT-Propeller Receives STCs for Composite Props on Piper, Cessna Twins
• FLYING Magazine: Things to Think About When Moving Up to a Light Twin
• Plane & Pilot: Piper Aztec 
• Plane & Pilot: Piper Apache
• The Aviation Consumer: Used Aircraft Guide: Piper Aztec
• AVweb: Record-Breaking Aviator Fran Bera Dead At 93

The post This 1981 Piper PA-23-250 Aztec F Is a Well-Kept ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

While these big projects could make sense for some, we suspect the majority of buyers look for ways to keep the budget and complexity in check.

Enter small-screen EFIS, otherwise known as a budget glass upgrade. These are generally two solid-state gyro instruments—an electronic attitude display and electronic HSI. While you’ll sacrifice screen real estate, you’ll also save big on install labor because mini EFIS units can fit the existing 3-inch instrument cutouts without having to cut new metal, and in some cases, even retaining the old-school plastic overlay.

Here’s a primer on the budget EFIS market, where Garmin and uAvionix are two standouts, with some words on the realities of a bare-bones avionics upgrade.

The $15K Upgrade

While that isn’t chump change, the $15,000 price point is a realistic budget to set, though you might have some left over. And it’s possible to come out of the upgrade closer to the $10,000 price point, depending on the equipment and options.

Still, after adding up the equipment costs and typical labor, there are always extras that add to the bottom line once the airplane hits the hangar floor.

Truth is, while the aircraft may go into the shop for a couple of electronic flight displays, you might decide to also install a new GPS navigator—or maybe a new audio system. The list of add-ons is long, especially for aircraft that haven’t seen an avionics upgrade since the Clinton years. And those extras add up quickly.

The good news is that a basic budget-priced EFIS upgrade is a fine opportunity to clean up old wiring and address problems in the supporting systems. This includes working on the pitot/static system (aging systems often have leakage, which needs to be fixed before installing the new instruments), replacing old circuit breakers, and perhaps fixing faulty panel lighting. If the aircraft has been sitting for a while (or sourced outside of the U.S.), it might not even have mandate-compliant ADS-B.

Bottom line: Before upgrading, our advice is to address the basic systems first, including the transponder, altitude reporting system, and audio systems.

And speaking of cleanup, even the most basic electronic flight instruments provide the green light for removing the vacuum system. When the system hits the rubbish bin, you’ll enjoy a generous weight saving, while also making room behind the panel for future supportability. Vacuum lines, fittings and filters take up lots of space, making it tough for techs to get their hands in it to work.

Once the fundamentals are covered, it’s time for some glass. We’ll start with Garmin’s budget-based offerings.

Small-Screen Garmin

A staple in Garmin’s lineup is the 3.5-inch QVGA color LCD display-equipped G5, which started life as an experimental EFIS before Garmin earned STC for retrofitting them in certified aircraft through an AML-STC covering nearly 600 aircraft models. The G5 is a no-frills instrument but a step up from spinning mechanical iron gyros.

The battery-backup-equipped G5 attitude indicator is $2,725, and the electronic HSI version with GPS nav interface adapter (for connecting to select VHF navs and GPS navigators) is $3,675. Two G5 instruments connected together offer reversionary ADAHRS should one fail, plus there’s a four-hour battery backup if the aircraft electrics quit.

The G5 DG instrument can work for IFR approaches with its electronic HSI but is limited to VHF nav and GPS sources with digital databases, mainly Garmin GNS 430W/530W, GTN 650/750, and Avidyne IFD navigators. The G5 can also work with Garmin’s discontinued SL30 nav/comm and the current Garmin digital nav/comm radios through an RS-232 serial interface.

A couple of G5 instruments have some limitations because to keep in line with the STC requirements, they can’t replace the entire six-pack of flight instruments. Legally, they’ll replace the existing AI or DG, or a single G5 attitude instrument can replace the rate-of-turn instrument. In our estimation, the tech built into the G5 is aging and compared to newer displays it shows—there is no synthetic vision and no touchscreen. Think utilitarian, and while the instruments fit in an existing full-sized instrument cutout, the G5s have square bezels. That means modifying the plastic panel overlays (or false panels, as they’re sometimes called) in aircraft still equipped.

Depending on your particular interface, and which equipment you plan to connect to (including third-party autopilots), you might need Garmin’s $525 GAD 26 digital converter box. There’s also the $412 GMU 11 magnetometer required for heading resolution on the G5 DG. Without it, the instrument will display GPS track and not magnetic heading.

Increasingly, shops tell us that Garmin’s GI 275 beats the older G5 in popularity, given the advanced feature set and overall design. With a form factor that directly replaces most 3 -inch round instruments, the GI 275 is aimed at incremental upgrades and not requiring cutting new metal—plus, you won’t have to modify the plastic overlays, if equipped.

The instruments have a modern 2.69-inch diameter (active screen size) color capacitive touchscreen and an extremely flexible electrical interface potential compatible with a healthy variety of third-party equipment. They can function as a primary flight instrument, EHSI, CDI, an MFD with synthetic vision, traffic and terrain display, and an engine monitor. However, when used as an attitude instrument and heading display, these functions are locked in place per the AML-STC requirements. The GI 275 product line can be confusing because these instruments are available in many configurations—including one that displays Garmin’s EIS engine instrument system.

But for a typical IFR installation, you’ll want the $4,195 GI 275 ADAHRS, which is the one for use as a primary and stand-alone EFIS because it has the sensors for displaying all primary flight data. Again, it’s locked to display only the flight data. Synthetic vision is a $995 option and downloadable, so you don’t have to bring it to a Garmin dealer when adding it later on.

In a budget glass upgrade, it’s common to install a second GI 275 ADAHRS to replace a round-gauge directional gyro, and it connects with the GMU 11 magnetometer for heading resolution. It can be configured as an EHSI, works with a variety of third-party nav sources, and has mapping, traffic, and weather overlay. A GI 275 ADAHRS with the magnetometer is priced around $4,700. Visit www.garmin.com.

uAvionix AV-30-C

The $2,299 AV-30-C (the “C” means it’s for certified aircraft) with a 3-inch color display fits in a traditional 3 1/4 -inch instrument cutout. The AV-30 has been slowly maturing over the past couple of years, and a recent upgrade that makes it compatible for IFR flying has kicked the capability up a few notches. In its basic form factor, an AV-30 is capable of serving as a primary attitude instrument. In a dual installation (one as an attitude indicator and the other as an electronic heading indicator), the AI is required to be locked when used as the primary, although it does display a heading tape at the top of the display.

The AV-30 is loaded with standard features. The short list includes built-in angle of attack, audio alerting, altitude alerting, and primary slip indication. The AV-30-C has an STC with approved model list (AML) that blankets a wide variety of single-engine aircraft with speeds below 200 knots. It’s approved as a stand-alone attitude indicator, as an electronic DG, as a replacement for a slip-skid indicator (it doesn’t have rate of turn—just a skid ball), and it can be used as the required backup attitude display for the majority of primary EFIS systems. It can even be used with the company’s ADS-B/transponder systems.

A dual-unit installation is fair game for removing the aircraft’s vacuum system, but that could need extra approvals or paperwork on the shop level since the specifics of removing the vacuum system are outside the scope of the instrument’s STC. A pair of AV-30s—one as an attitude display, plus electronic pitot static instruments (in certified aircraft you still have to retain the originals), and the other as a heading indicator—is a good way to give an old VFR panel a new lease on life.

At press time, uAvionix released a major upgrade to the AV-30’s capability thanks to external smart adapters. The new uAvionix AV-HSI smart converter accessory adds long-awaited utility to the previously lacking AV-30 IFR interface, with support for essentially all Avidyne IFD and Garmin GTN/GNS GPS navigators. It will work with the GPS-only Garmin GPS 175/GNC 355/GNX 375 navigators, plus the legacy GPS 155XL. This means you can finally display lateral and vertical course guidance for GPS approaches—plus, the converter also works with Garmin’s GNC 255 nav/comm, Garmin nav/comms, and Trig’s TX56/57 nav/comm radios.

For autopilot interfaces, another adapter—the $299 AV-APA—is in the works for communicating with S-TEC rate-based autopilots—which includes the System 20/30/40/50 models. It enables GPS track hold, GPS desired track, GPS bearing, and GPSS digital steering when using the EHSI.

Speaking of add-on interfaces, for aircraft where panel space is limited, the $299 AV-Link can be used to stream ADS-B traffic data to the AV-30 for displaying standard ADS-B traffic symbology. Any portable ADS-B In receiver that works via the industry standard GDL90 Wi-Fi protocol can interface with the display just as it’s done with an iPad. The AV-Link, which piggybacks between the main wiring harness and the AV-30 itself, is only available in experimental installations, for now. Visit www.uavionx.com.

Aspen’s Budget Evoution

The $5,995 Aspen Avionics E5 scales back the features and capabilities built into the flagship 1000 Pro MAX but shares the same drop-in, form-fit chassis that fits the existing holes of mechanical attitude and heading indicators. With a 400×760-pixel TFT Active Matrix LCD screen, the E5 is perhaps the largest of the budget EFIS models with its 6-inch diagonal Matrix LCD screen, and it has a built-in, one-hour backup battery. The E5 shows primary attitude information with altitude, airspeed, and vertical speed, plus an EHSI into a single display with a backup battery.

For IFR capability, the E5 needs to be connected to an IFR panel-mounted navigator but doesn’t require a backup attitude indicator like the Pro models do. It does, however, require Aspen’s ACU (analog converter unit) for connecting with autopilots and VHF nav radios—an accessory that kicks up the price to around $7,000, plus the extra installation effort. You can upgrade the E5 to the Pro MAX version without changing the majority of the hardware. Visit www.aspenavionics.com.

How Much for That?

We think an important step in any budget EFIS upgrade is gathering proposals for larger-screen glass as a comparison. That means bringing the aircraft to the potential installer so they can determine what will and won’t fit.

For sure, the buy-in will be higher, especially when the project requires metal work, but for some—especially with aging eyes—the price delta could be worth it. For others, the smaller screens are a trade-off for an easier installation and lower invoice.

This column first appeared in the Summer 2024 Ultimate Issue print edition.

The post Ultimate Issue: Mini EFIS Units Keep Budget, Complexity in Check appeared first on FLYING Magazine.

Today’s Top Pick is a 1983 Beechcraft A36 Bonanza

Beechcraft Bonanzas have been desirable personal aircraft since the model’s introduction in 1947. Their reputation for performance, styling, and overall high quality kept the four-place retractables at the top of the general aviation market for decades.

By the mid-1960s, though, Piper’s PA-32 Cherokee Six and Cessna’s 206, both utilitarian six-seat piston singles, clearly were drawing potential customers away from Beechcraft.

To counter the competition, Beechcraft stretched the fuselage of its Model 33 Debonair, also called a “straight tail” Bonanza, to accommodate six seats. This version, the Model 36 Bonanza, went on sale for 1968, the same year Beechcraft officially renamed the Debonair the E33 Bonanza.

The 36, later the A36, had double doors on the right side designed to ease cargo loading. Remember, this was marketed as a utility aircraft. The doors also made it easy for passengers to access the rear seats, so buyers soon began requesting posh interiors and other equipment to fine-tune the aircraft for passenger comfort.

Optional club seating quickly became standard, and the A36 took its long-held position as what many consider the standard bearer of the piston single market.

This 1983 A36 Bonanza has 3,893 hours on the airframe, 1,357 hours on its 285 hp Continental IO-520-BB engine, and 684 hours on its McCauley propeller. The engine underwent a top overhaul with new Millennium cylinders 42 hours ago. 

The panel includes dual Aspen Evolution 1000 flight displays, Aspen EFD, RC Allen backup attitude indicator, Garmin 530W, Garmin 430W, PS Engineering audio panel with Bluetooth, JPI EDM 930 engine monitor, Trig TT31 transponder, ADS-B In and Out, KFC 200 autopilot, and Flightstream 210 iPad interface.

Additional equipment includes a standby alternator, Rosen visors, and an LED landing light.

Pilots looking for a high-performance retractable piston single with the flexibility of a family-friendly, six-seat cabin should consider this 1983 Beechcraft A36 Bonanza, which is available for $299,000 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: Air Compare: Beechcraft A36 Bonanza vs. Bonanza V-tails
• FLYING Magazine: Finding Your Ideal Aircraft: Focus on the Mission, Especially When It Changes
• FLYING Magazine: ABS Air Safety Foundation Announces the BEST in Beechcraft Pilot Training
• Plane & Pilot: Beechcraft A36/A36TC/B36TC Bonanza
• The Aviation Consumer: Aircraft Review: Beechcraft Bonanza 36
• The Aviation Consumer: Used Aircraft Guide: Beech Bonanza 36
• AVweb: Xerion Gets STC For Bonanza Engine Monitors

The post This 1983 Beechcraft A36 Bonanza Is a Family-Hauling ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The wide world of aircraft is now open to you, but what can you actually fly? Part of being a good pilot is recognizing that sometimes our eyes are bigger than our skill set. While hopping into a high-performance World War II warbird is a great goal, it is probably not the thing to do while waiting for the ink to dry on that new certificate.

That said, there will be a learning curve with any new-to-you model—and the possibilities are nearly limitless. Here are a few options to get you started that you can either step into right away or require just a few hours of further training.

Ultra-Modern: Cirrus SR22

If what turns your head is a sophisticated aircraft with advanced avionics, comfortable cockpit, and safety features such as a whole-airframe parachute, consider the Cirrus SR22 series. It may not be an entirely new model for everyone, given that it does see use in the training environment. However, between the depth of available features and its capabilities, there’s plenty of room for even more advanced pilots to expand their skill sets to take better advantage of all the model has to offer.

The latest version of the nonturbocharged SR22, the recently unveiled G7, boasts a top cruise speed of 181 knots, 1,169 nm range, and useful load of 1,326 pounds. Capable of seating up to five, it comes equipped with the G3000-esque Perspective Touch+ by Garmin avionics suite and offers an array of advanced features, including crew alerting system (CAS) linked checklists and taxiway routing. The SR22 is also a capable IFR machine, so becoming familiar with the model could be a particularly good option if you’re looking toward your next rating.

• READ MORE: This 2017 Cirrus SR22T Is a High-Performance, Parachute-Protected ‘AircraftForSale’ Top Pick

Keep in mind that there can be a lot of variation within a model type. If you’ve flown an early generation SR22 in training, you could find yourself in for a few surprises when you get into the cockpit of a newer version like the G7—or vice versa. This holds true for any model that has seen updates over multiple production cycles, so check that you are familiar with the specific configuration of the version you’re getting ready to fly well before takeoff.

In general, the SR22 is faster than many trainers and a bit less forgiving than something like a Cessna 172, particularly when it comes to approach and landing speeds. If you’re stepping up from a slower airplane, beware of falling behind the aircraft.

To act as PIC, you will need a high-performance endorsement: typically five to 10 hours of additional training with the instructor signing you off once they feel you are competent. Insurance requirements will likely dictate the final amount.

As a side note, if you’re going all-in and buying a used Cirrus rather than renting, the company offers up to three days of instruction with one of its authorized training partners free of charge via the Cirrus Embark program. Free transition training with the experts is hard to come by and extraordinarily valuable, so don’t miss out.

Vintage: Piper J-3 Cub

Is there anything more iconic in general aviation than a little yellow Piper J-3 Cub? If you’re looking to get places quickly, overcoming all inclement weather, and staying aloft for as long as biology allows, move along. This isn’t the one for you.

But if what you want is a nostalgic meander through beautiful VFR days, honing your stick-and-rudder skills while feeling the wind in your hair, the Cub can be a great model to turn to. Introduced in 1937, the two-seat J-3 is among the most recognizable models around with nearly 20,000 produced and a stock paint job so identifiable that the color came to be called “Cub Yellow.”

• READ MORE: This 1947 Piper J-3 Cub Is a Historic, Beloved ‘AircraftForSale’ Top Pick

Turning to the practicalities, if you don’t already have one, you will need a tailwheel endorsement to fly a J-3. It takes a rough average of 10 hours to complete but will put an array of interesting aircraft within your scope. Be warned: It will not be like flying a tricycle-gear trainer. Tailwheel aircraft have their own traps waiting for the unwary pilot—a much stronger predilection for ground loops, for example—so find a good instructor and pay close attention to the differences in handling characteristics. That said, with solid instruction flying a Cub is well within reach for a newer private pilot.

Pay attention to loading once you’re cleared to go up on your own. The Cub is little and light—two good-sized people can overload it, and it’s just not built for carrying much cargo. The stock 1947 version is powered by a 65 hp Continental engine (the earliest model had just 40 hp), offering a cruise speed of around 65 knots, 191 nm range, and useful load of 455 pounds.

To be fair, the J-3 is also not going to win any awards for cabin comfort. What it has, though, is style and history. The Cub is also a reasonable place to start if you’re looking to fly more complicated vintage aircraft in the future.

Solid Performance: Cessna 172 Skyhawk

Sometimes it just isn’t worth messing with a good thing. The Cessna 172 Skyhawk is a reliable, stable performer with a long history of taking pilots where they need to go. It is easy to fly, easy to land, and capable of a little bit of everything. That’s why it remains such a popular all-around trainer.

Alongside its general cabin comfort, those same characteristics make it a great option for new private pilots. In addition to being familiar to many, it requires no further endorsements or ratings and keeps to speeds common to other ab initio training aircraft—meaning timing in the cockpit will likely be similar even if you learned in something else. Furthermore, if you’re going to be renting, they’re easy to find pretty much anywhere.

• READ MORE: This 1968 Cessna 172 Skyhawk Is an All-Around Capable ‘AircraftForSale’ Top Pick

Like many of the other aircraft discussed, there is a lot of variation in 172 models even when only considering stock versions. Get to know the specific model you’ll be flying. Among other examples—and it probably goes without saying at this point—if you trained on one type of avionics (i.e. glass vs. analog gauges or Garmin flight deck vs. Avidyne), plopping yourself down in front of another without someone to teach you best practices and pitfalls is, quite frankly, a terrible idea. If what’s available to you is different in any significant way than what you trained on, grab a qualified instructor and log some learning time before heading out on your own.

The latest Skyhawk model has a top cruise speed of 124 knots, range of 640 nm, and useful load of 878 pounds. It comes equipped with Garmin G1000 NXi avionics and can seat the pilot plus three passengers. While it may seem too plain for some—it isn’t the fastest, leggiest, or tech-iest for sure—there’s no reason not to love a jack-of-all trades aircraft like the 172.

On the Water: ICON A5

If you are looking to head toward the water with your new certificate, it is worth taking a look at the ICON A5 amphibious light sport aircraft (LSA). Designed with recreational aviation in mind, it aims to provide a simple, fun flying experience even for pilots new to seaplanes. It comes with many safety features, including a whole-airframe parachute.

As of December when the FAA granted it type certification in the primary category, the two-seat ICON A5 is available in certified and special light sport aircraft (S-LSA) versions. Both have a top speed of 95 knots, a 427 nm range, and a useful load of 430 pounds. Certified and S-LSA A5s are powered by the fuel-injected Rotax 912iS engine and come equipped with the Garmin aera 796.

• READ MORE: This 2017 ICON A5 Is a Fun-Loving Amphibian ‘AircraftForSale’ Top Pick

When acting as PIC, the primary difference between the two versions is what you are required to have to fly one. To operate the certified edition in the U.S., you will need a private pilot certificate and seaplane rating. However, the S-LSA model, which ICON began delivering to customers in 2017, will continue to require a sport pilot certificate with a seaplane endorsement. Make sure you know what you need to legally fly the model in front of you.

If a seaplane rating or endorsement is all that stands in your way, the time frame for getting one tends to be about the same as the tailwheel endorsement: typically five to 10 hours of dedicated instruction, with the bar being when the instructor feels you are demonstrating proficiency.

Like most seaplane models, it can be quite difficult to find an A5 to rent. However, if you’re in the market for your own aircraft or one is available to you, it makes for a good launch into the world of amphibious aircraft.

Jet-A Traveler: Diamond DA40 NG

The four-seat Diamond DA40 NG has made a name for itself as a sleek, efficient, and easy-to-fly option for everyone from students to experienced IFR pilots. Its Austro AE 300 engine burns jet-A, making it a great entry-level choice for pilots looking to fly cross-country and/or in areas where avgas isn’t readily available. It is worth noting that the NG’s counterpart, the avgas-burning DA40 XLT, is a significantly different airplane, though worthy of consideration in its own right.

Along with offering great visibility through the bubble canopy, the DA40 NG is a comfortable cross-country machine with good range and reasonable speed for its type. As with the 172, no additional ratings or endorsements are needed to fly one. Once introductory flights are complete and you are comfortable with the aircraft, you’re good to go.

• READ MORE: The Diamond Aircraft Story Continues to Evolve

The newest version of the DA40 NG sports a top cruise speed of 154 knots, 934 nm range, and useful load of 897 pounds. Notably, its fuel consumption comes in at just 5.1 gallons per hour. On the avionics side, it is equipped with the Garmin G1000 NXi flight deck.

In addition to its range, the fuel burn in particular makes the DA40 NG an attractive choice for a new private pilot looking to go places. It can travel a long way on much less than many of its competitors. Another point in the model’s favor is the cockpit noise…or lack thereof. The diesel engine runs on the quieter side.

The DA40 NG is a well-behaved flyer, so transitioning to one shouldn’t be too complicated for most—assuming you didn’t learn to fly in one in the first place.

Fair Winds, Clear Skies

There are a nearly endless number of aircraft models out there, with pathways available straight to the left seats of a great many. While it may take step-ups, additional ratings, or endorsements, make a plan, get the training, and go for your dream airplane.

Who knows? You may even fall in love with a few others along the way.

This feature first appeared in the March 2024/Issue 946 of FLYING’s print edition.

The post Dream Aircraft: What Can You Fly? appeared first on FLYING Magazine.

Today’s Top Pick is a 2023 Cirrus SF50 G2+ Vision Jet.

While revolutionary when introduced, the Cirrus Vision Jet has become a common sight on general aviation ramps across the country due to its popularity with private pilots and a range of commercial operators. Much of the aircraft’s appeal stems from the way it was designed around a single pilot, with the goal of making their workload easily manageable.

Many GA pilots are accustomed to flying aircraft with a range of advanced features, including autopilots and GPS navigation systems. In the Vision Jet, pilots transition to a cockpit with fully integrated automation that is several steps ahead of the retrofit technology that many have flown with for years. The difference is palpable.

Cirrus also had passengers in mind when developing the Vision Jet, which has an especially spacious, airy cabin that allows occupants to stretch out and enjoy pressurized comfort. The experience is akin to a personal airliner with first-class-only seating. If you take your family on a long vacation trip in this aircraft, they may not be willing to ever fly at low altitude with piston power again.    

This Vision Jet has just 14 hours on the airframe and its Williams FJ33-5A turbofan engine, which has a 4,000-hour TBO.

The aircraft’s panel features the Garmin G3000-integrated flight deck with the Cirrus Perspective+ Touchscreen interface and Safe Return emergency Autoland system. The avionics package includes synthetic vision, altitude and heading reference system (AHRS), Garmin Class B terrain avoidance warning system (TAWS), traffic collision avoidance system (TCAS), and triple digital transponders. The airplane has a ceiling of 31,000 feet and is certified under Part 135 to operate in reduced vertical separation minimum (RVSM) airspace. 

Pilots interested in owning a well-equipped very light jet (VLJ) that is nearly new should consider this 2023 Cirrus SF50 G2+, which is available for $4 million on AircraftForSale.

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

• FLYING Magazine: We Fly: Cirrus Vision Jet G2+
• FLYING Magazine: Cirrus Vision Jet Gets Auto Radar, Cirrus IQ
• FLYING Magazine: The Cirrus Life: Three Remarkable Days at the Cirrus Vision Center in Knoxville
• Plane & Pilot: Cirrus Vision SF50 to Add Garmin Autoland
• Plane & Pilot: Cirrus SF50 Vision Jet Wins Collier Trophy
• The Aviation Consumer: Vision Jet: The Safest GA Airplane?

The post This 2023 Cirrus SF50 G2+ Vision Jet Is a Fully Integrated ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

No one should be surprised at the situation. Garmin has been whispering about this possibility for a handful of years.

Unfortunately, the verbiage of the advisory was a typical chalk-dry narrative written in legalese, so some folks cut to the wrong chase.  

As an operator of the affected equipment, this development is near and dear to my heart. But don’t take my word for it, listen to colleague Larry Anglisano at our sister publication, The Aviation Consumer. 

After reengaging with GA as an airplane owner and airline guy a few years back, I was ecstatic that drawing a line with a No. 2 pencil on a sectional chart would no longer be in my future. I could now just follow a magenta line. Wow.

• READ MORE: One Year After Debut, Bose A30 Headset Well Received

The reason for curtailing support of the GNS 430 and GNS 530 simply became a parts supply issue. It is no longer viable for vendors to produce the parts for 25-year-old technology when the market has a dramatically increased demand for the new technology. Essentially, the old units would have to be redesigned with new innards, so what’s the point?  

That said, Garmin hoarded what remained of the supply.

The GNS 430 is most affected because the nuts and bolts module that drives the display are no longer available. The cover glass or lens of the display, however, is still replaceable. The bezel, buttons, knobs, etc. can still be replaced along with the repair of other functionality issues—at least as long as supplies last. So far, the GNS 530 display can be replaced in addition to the items mentioned above. Garmin will also continue to support the data bases.

If your G430 or G530 is repairable, a flat fee starting at $2,000 will be charged. If the unit is not repairable, you’re given the option of having it returned as a doorstop for an assessment fee of $500. Or you can tell Garmin to keep it, and the company will give you a $650 credit toward the new units. 

• READ MORE: Garmin GNS 430: Throwaway or Keeper?

The good news is that sending in a unit with an operable display grants you an opportunity to trade it in on Garmin’s new products with a rebate that ranges from $1,000 to $1,750. 

Food for thought: eBay lists GNS 430’s from around $3,000 to $7,500, depending upon whether it is WAAS equipped. The GNS 530 lists in the range of $4,500 to $10,000. It’s hard to say exactly the price that these units are actually selling for, or if they’re actually marketable, considering the support circumstances.

Legacy Unit Gamble

Last week while attending the Sun ’n Fun Aerospace Expo, I spoke with Garmin sales manager Jim Laster, who said the company’s concern is the gamble of airplane owners waiting until their legacy unit breaks. Is it repairable or does it become junk?

Although Garmin’s new replacement products can be available to ship the next day, the real concern is how long does that airplane owner have to wait for the avionics shop to schedule an installation? Some shops are six to nine months out.

What are the options? If you simply want to replace the functionality of losing the G530 or the G430, purchasing a GPS 175 Navigator together with a GNC 215 Nav/Com might be the easiest solution. Both units combine on your panel to an area only about three-quarter of an inch taller than a G430, with one a GPS and the other a radio. The combined sticker price is $11,190.

But wait, there’s more. Although the model units mentioned above are new technology with touchscreens and high-resolution displays, forking over $13,795 will buy you a GTN 650xi, which includes features not available on the GTN 175 and GNC 215. The features are too numerous to mention, but suffice it to say, you have to determine if the extra $2,605 is worth it.

The final option is to go all out and buy the GTN 750xi for $19,995. The unit has a larger display screen and is about 3 inches taller than a G530. Decisions. Decisions.

At the end of the day, maybe your current budget is to wait until the G530 or G430 completely breaks. That’s my plan, but it could certainly change. At least Garmin has options. Unfortunately, none of them are cheap.

The post Garmin Options Start with Not Ditching Your G430 or G530 appeared first on FLYING Magazine.

Today’s Top Pick is a 1994 SOCATA TB-21 Trinidad TC.

The SOCATA TB-21 Trinidad TC represents the top of what many call the French manufacturer’s “Caribbean series,” which also includes the less-powerful, fixed-gear Tampico and Tobago. All of the TB models are stylish designs that look great on the ramp while providing pilots and passengers with roomy, comfortable cabins. The turbocharged TB-21 TC is well suited to high-altitude cruising, where pilots often can take greater advantage of favorable winds and thinner air.

While the TB-21 is a fairly rare aircraft in the U.S. and has an exotic, unfamiliar look, it is not an obscure oddball with hard-to-find parts. Indeed, parent company SOCATA, which builds the TBM single-engine turboprop, has made a point of supporting its older models. This means owners do not have to worry about their aircraft becoming “orphans.”

This TB-21 Trinidad TC has 2,380 hours on the airframe, 229 hours since overhaul on its Lycoming TIO-540 engine, and 1,830 hours since overhaul on its two-blade Hartzell CS propeller.

The panel includes a Garmin GMA 340 audio panel, GTX 345 ADS-B transponder, GNS 530 GPS Nav/Com, Bendix-King KX165 Nav/Com, KN64 DME, KFC150 autopilot, Insight GEM engine monitor, Shadin fuel flow computer, Horizon Instruments P1000 digital tachometer, BFG WX950 Stormscope, and standby electric attitude indicator.

Additional equipment on the aircraft includes a TKS ice protection system, factory oxygen system, Tanis engine preheater, sun visors, CO Guardian carbon monoxide detector, and Kenwood CD player and AM/FM radio.

Pilots looking for an uncommon four-seat retractable airplane with a stylish design and comfortable cabin should consider this 1994 SOCATA TB-21 Trinidad TC, which is available for $249,900 on AircraftForSale.

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

• FLYING Magazine: DAHER-SOCATA’s Caribbean Line Gets Glass Cockpits
• FLYING Magazine: A Fellow New Airplane Owner Starts with an Unusual Choice
• FLYING Magazine: Panic Over Pacific Thunderstorms
• Plane & Pilot: Socata Trinidad GT
• Plane & Pilot: SOCATA Trinidad TB-20 GT/Trinidad TC/Trinidad TB-21 GT

The post This 1994 SOCATA TB-21 Trinidad TC Is a Rare, Stylish ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Sporting a crisp, high-resolution display, they are nicely equipped with a variety of handy features and a smart feature set. It was showing the radio off at Sun ’n Fun Aerospace Expo 2024 in Florida and Kitplanes contributor Larry Anglisano got a product tour from Garmin’s Jim Alpiser.

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

The post Garmin Demos New VHF Radios appeared first on FLYING Magazine.

Today’s Top Pick is a 1977 Beechcraft Baron 58P.

Pilots can gain several advantages by stepping up to a light twin from a single-engine piston aircraft. The redundancy of an extra engine brings a welcome sense of security when flying in IFR conditions, either at night or over forbidding terrain, because the airplane can continue to fly if one engine fails. Pilots who fly in such conditions regularly can reduce their stress level and that of their passengers while enjoying a bump in useful load by flying a twin. The list of  typical advantages over piston singles includes higher climb rates and cruising speeds.

The Baron 58P for sale here is pressurized, which is a rare feature among light twins that gives it the feel of a larger aircraft when flying at higher altitudes. Pilots will appreciate the increased travel speeds available in the flight levels while passengers will be happy to avoid wearing cannulas for supplemental oxygen. The overall experience can approach that of first-class airline travel.

This Baron has 4,207 hours on the airframe and 148 hours since factory remanufacture on each of its 325 hp Continental TSIO-520 engines. The aircraft is equipped with electronic ignition and vortex generators, carries 196 gallons of fuel, and has a maximum takeoff weight of 6,100 pounds.

The panel features Garmin GTN 750 and GTN 650 GPS/Nav/Coms, Flight Stream 510, Garmin 340 audio panel, GTX 345 transponder, Sandel 3308 HSI, King Century IV autopilot, and Gemini engine monitor.

Pilots with complex travel plans that include long stretches over water, mountain terrain, or at night could benefit from the added security of twin-engine redundancy with this Beechcraft Baron 58P, which is available for $265,000 on AircraftForSale.

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

• FLYING Magazine: We Fly: Beechcraft Baron G58
• FLYING Magazine: Finding a Home for a Beechcraft Baron
• FLYING Magazine: Beechcraft Baron: A Retrospective Look
• Plane & Pilot: Touch-Screen Baron
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• The Aviation Consumer: Used Aircraft Guide: Beech Baron 58

The post This 1977 Beechcraft Baron 58P Is a Significantly Upgraded ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Recently, we cheered on Stephen Mercer as Gardner Lowe Aviation Services in Peachtree City, Georgia, put the finishing touches on his family’s 1982 Piper PA-32R-301T Saratoga. Now, it is time for the pull-offs from that job to find a new life in Corey Sampson’s Cessna 172. We have been tracking this story from the beginning with Sampson’s decision to incorporate used-serviceable material (USM) in his retrofit. 

• Part 1: Cessna 172 Skyhawk Avionics

It is one thing to pull out the Garmin catalog and order up everything new and quite another to retrofit using USM. One must decide what to keep and what to jettison. The situation is not always cut and dried. What if you install all this stuff, and it doesn’t work? 

Thankfully, Sampson is an A&P and can do much of his own work. 

Avionics Equipment Installation

Planning for a major maintenance event comes down to one key element: attention to detail. I have seen more than one maintenance evolution derailed by the smallest detail. I once found myself stalled on a job—a major engine overhaul—for one bolt. Guess what? The airplane needs all of the parts to fly, not just some of them. 

I caught up with Sampson recently to follow up on the installation. He said that although routing was challenging, he didn’t hit any real snags along the way. 

Sampson mapped out his maintenance, and FLYING was there during the initial phases of this evolution. He ensured a clean, comfortable space in which to accomplish his work. The environment is everything in aircraft maintenance. Why do you think line maintenance aircraft mechanics receive a premium? Other factors to consider are tooling and technical data. Sampson had each of these lined up before removing a single component.

Sampson said the downtime for his 172 during maintenance was five weeks for the removal and installation, and one week for pitot-static recertification. He also removed the automatic direction finder (ADF), as it is now obsolete, and therefore, he could save some weight. 

Fitment and Operational Check

Once Sampson finished everything, it was time for Oasis Aviation Avionics & Maintenance to do the pitot-static and transponder check. The company also built up the harness and mapped everything to assist him during installation.

• Part 2: Cessna 172 Skyhawk Avionics

Once Sampson installed everything, it was time to button her up and functionally test the new hardware. To keep from running the engine in the hangar, he procured an external power supply from Aircraft Spruce & Specialty. 

“These portable power supplies are an excellent way to power your avionics on the ground while you train or practice in the cockpit,” the company says. “Especially helpful in learning how to operate glass cockpit avionics and panel mount GPS units.”

They are also furnished with Cessna-style, three-pin plug configuration and manufactured in the U.S.

Next, Sampson programmed and calibrated the two Garmin G5 Electronic Flight Instruments. Once that was complete, it was time to test fly the airplane around the pattern in Peachtree City. After the pitot-static check, he flew to New Orleans with his co-conspirator, Elijah Lisyany, for breakfast.

Continued Airworthiness Action

According to the FAA, “continued airworthiness requires that safety concerns within the existing fleet be addressed, and the knowledge gained applied for the benefit of future fleets as well.” 

The International Civil Aviation Organization (ICAO) breaks it down even further, stating that continued airworthiness “means all of the processes ensuring that, at any time in its operating life, the aircraft complies with the airworthiness requirements in force and is in a condition for safe operation.”

• READ MORE: Getting the Most from Your Prepurchase Inspection

That means Sampson now has to shift his maintenance plan to accommodate his new equipment.

Earlier in the project, Sampson opted for a Garmin GNS 430. Once installed, Corey adjusted the contrast, and viola, it worked beautifully. 

In January, Garmin issued Service Advisory (SA) 23018 Rev B—does it affect the continued airworthiness of Sampson’s Cessna 172? 

It depends. 

First of all, service advisory alerts are just that—advice. The only thing mandatory under FAR Part 91 is an airworthiness directive (AD). 

The SA clearly states that “display repairs for the WAAS and Non-WAAS GPS 400, GNC 420, and GNS 430 are no longer available and have been discontinued.” It does not say the units have been discontinued. 

Additionally, if feasible, someone could create an alternate repair either by DER or 145 process specification. There is more than one way to stay compliant. And, of course, Sampson could replace the unit with another USM GNS 430 or upgrade to Avidyne IFD 440.

The post Testing the Hardware After a USM Retrofit appeared first on FLYING Magazine.