This is the 100th installment of The New Owner, and I suppose it’s only natural that the milestone is occurring amid a maniacal blend of emotions swirling around said ownership.

On one hand, EAA AirVenture in Oshkosh, Wisconsin, is next week (July 22-28), so there’s massive excitement for epic times just ahead. On the other hand, some maintenance issues have arisen over the past couple of weeks that create severe trepidation and directly threaten those amazing times.

It’s a perfect representation of aircraft ownership as a whole. Amazing experiences put at risk of derailment from unforeseen circumstances, fighting back and forth like so many Hollywood heroes and villains. But instead of the villains threatening the powers of good with swords, guns, and death rays, the threats come in the form of grounded airplanes and massive repair bills.

Frankly, I’d prefer to take my chances with the guns and death rays.

• READ MORE: Airplane Types Unlock AirVenture Locations for Parking, Camping

The first sign that something was amiss came several days ago in the form of engine oil. More specifically, a few extra drops on the hangar floor, slightly higher consumption than normal, and a new sheen collecting on the bottom of the engine. It wasn’t that my Continental engine was leaking oil. That’s pretty typical for most old Continentals. It was that mine was quite suddenly leaking in new places, at higher volumes, much differently than normal.

At any other time of year, it would be a simple matter of postponing future flights and booking some time with my mechanic. But this was Oshkosh month, a time when the severity of any mechanical problems increases exponentially as the date of the magnificent fly-in nears. And being that the big event was only a couple of weeks away at this point, panic quickly set in.

I immediately texted my mechanic, Ryan. He’s a great guy who embodies rural Wisconsin friendliness and honesty. He’s the kind of person who will bend over backward to help you and happily provide educational lessons about the tasks he’s performing along the way. He and his brother own and operate Johnson Brothers Flying Service in Lone Rock, Wisconsin, about 40 miles west of Madison.

While I was waiting for his reply, I examined my engine. I couldn’t quite pinpoint the source of the oil, but I suspected my Continental C-145 was experiencing weepy pushrod seals. This is a known issue with the type, as well as with the later version, the O-300.

I’ve always been amused at the engine’s midproduction name change from C-145 to O-300. Continental evidently figured that referring to the engine by the displacement (300 cubic inches) made it sound more powerful and impressive than referring to it by the 145 hp it produces. Marketing 101, I suppose.

Ryan replied that he would try to make it out sometime during the week before my departure to Oshkosh. But because he was so busy, he couldn’t guarantee it. I’d just have to wait and hope. In the meantime, I opted to remove my upper and lower cowls for a closer inspection.

To someone like me with close to zero mechanical aptitude, dismantling your airplane’s upper and lower cowls to reveal an entirely naked engine is simultaneously empowering and intimidating.

In one respect, it makes you feel like you know what you’re doing. Anyone walking past the open hangar door would naturally assume you possess some rudimentary level of knowledge and proficiency. But in another respect, you’re pretty sure you’re fooling nobody.

For the purposes of an engine inspection, however, it worked out just fine, and I was able to trace the leak to the oil temperature probe on the back of the engine accessory case. I forwarded this intel to Ryan.

The next afternoon, I received a text from him. Unbeknownst to me, he made it out to my plane and addressed the leak. I was ecstatic and headed right out to the airport for a shakedown flight prior to my trip up to Oshkosh.

Sure enough, the oil leak appeared to be taken care of. I preflighted the airplane, pulled it out of the hangar, and hopped in—only to discover that the throttle was inexplicably encountering some kind of blockage halfway into its travel.

Thinking that a running engine might somehow solve the problem, I started it up but found that nothing had changed. The throttle knob would only advance about halfway to full throttle before encountering a hard stop.

Now, things were getting serious. It was a Friday evening, less than a week before my planned departure to Oshkosh. Ryan was busy and wouldn’t be able to chat until Sunday or Monday. Desperate not to miss the big event, I gave my friend Dan a call.

“Hey, man, have you sold your Ercoupe yet?” Dan replied that he had not. “And you’re not going to make it to Oshkosh this year, right?” “That’s right,” he replied. “We’ll be in Michigan all week.”

• READ MORE: Flying In to AirVenture: A Carefully Orchestrated Cacophony of Chaos

He knew I was angling for something, so I explained.

“I’m dealing with some mechanical issues on the 170, and I’m not sure if it’ll be fixed in time for Oshkosh,” I said. “If it’s not, how about I take the Ercoupe up and hang some of those big ‘for-sale’ signs on the prop so a half million people see it?”

After considering this for a moment, Dan agreed that it would be a win-win sort of situation.

With a backup plan firmly in place, Saturday came and went. On Sunday morning, I received a text from Ryan. He was available to zip out to the hangar and have a look at my throttle issue.

The fix took him all of about five minutes. He explained that he must have inadvertently dislodged part of the throttle cable while inspecting something else during the oil leak work. He assured me it wasn’t likely to occur again and said he’d be entirely comfortable flying it. He also said that because it was his fault, he wouldn’t be charging me for the trip out. I gave him a 100-dollar bill anyway to show my appreciation.

At the time of this writing, I have just about everything packed up. My tent, sleeping bag, cooler, chairs, underwing party lights, and coffee supplies are ready to go. This afternoon, I’ll fly a shakedown flight to check for any errant oil leaks and confirm all is in order. With any luck, I’ll be flying my own plane up to Oshkosh tomorrow and, much as I sincerely appreciate Dan’s offer, hopefully not an Ercoupe.

If you wonderful readers will also be at Oshkosh next week, please come find me. I plan to be somewhere around Row No. 67, right up on the airshow crowd line. I’d like to thank you in person for your readership and support over the past few years and give you a sticker or two.

Just look for the blue 170 with Alaskan Bushwheel tires. Or, depending on how things go, a classy little Ercoupe.

The post When Unforeseen Circumstances Threaten to Derail Amazing Experiences appeared first on FLYING Magazine.

Today’s Top Pick is a 1984 SOCATA TB-30 Epsilon.

Many pilots dream about flying the hottest fighters from World War II, such as North American P-51 Mustangs and Vought F4U Corsairs.

But those increasingly rare aircraft are extremely complex and expensive to maintain—and not all that easy to fly. Those are among the factors that have made military trainers so popular.

Aircraft such as the Beechcraft T-34 Mentor, North American AT-6 Texan, Boeing Stearman PT-17, and Epsilon for sale here allow pilots an opportunity to fly vintage military iron without breaking their budgets. Flying aircraft in this category is within the capabilities of many private pilots, though still demanding enough to be exciting.

They generally offer more impressive performance than standard aircraft and are strengthened to handle aerobatic flight and combat-style maneuvers. Among the military trainers available, the Epsilon is closer than most to familiar GA designs, making it more approachable while still somewhat exotic.   

This 1984 TB-30 Epsilon has 4,755 hours on the airframe, 1,203 hours since overhaul on its engine, and 737 hours on the propeller. The panel features a Garmin G5 EFIS with backup battery, Garmin GNX 375 GPS, GA 35 WAAS antenna, GAD 29 interface unit, and Garmin 660 in the rear cockpit. 

Pilots seeking a taste of military flight training in an airplane that is fit for long-distance travel should consider this 1984 SOCATA TB-30 Epsilon, which is available for $356,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use its airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Tunisian Air Force Takes Delivery of T-6C Texan II Integrated Trainers
• FLYING Magazine: Genesys Aerosystems Pursues STC for Military Trainers
• FLYING Magazine: U.K. Military Expands Fleet With Beechcraft and Embraer Aircraft
• Plane & Pilot: TB-30 Epsilon Flight Keeps Pilot Hooked on Flying
• Plane & Pilot: Piper Pillán: A Saratoga With ‘Top Gun’ Dreams
• Plane & Pilot: Flying in the Alps

The post This 1984 SOCATA TB-30 Epsilon Is a Military-Spec ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1977 American Champion 8KCAB Super Decathlon.

The basic American Champion Citabria excels at making introductions. Whether pilots are seeking tailwheel endorsements, practicing short-field technique, or learning about backcountry flying, Citabrias have always been a good place to start in part because of their wide range of equipment and performance.

Pilots who want to get serious about aerobatics are likely to gravitate toward the Super Decathlon, which serves as a versatile stepping stone between basic flight training and the possible acquisition of a dedicated aerobatic aircraft such as an Extra or a Pitts.

A Super Decathlon can be a good mount for any pilot who wants a more traditional, tactile flying experience. Without the digital instrumentation, navigation and automation that are increasingly common in today’s GA aircraft, this Decathlon demands constant engagement. You will spend most of your time aloft looking outside, scanning your surroundings instead of monitoring screens. 

If you have been flying for a long time, an airplane like this can take you back to your earliest days of hand-flying.

This Super Decathlon has 2,258 hours on the airframe and 345 hours on its 180 hp engine. The aircraft is certified in the standard and aerobatic categories and is equipped with inverted fuel and oil systems. During 2015 the wing spare was inspected and revarished, and the wing was repainted. The fuselage was repainted in 2023, and the interior was refurbished in 2022. The panel is equipped with basic flight and engine instruments.

Pilots interested in pursuing aerobatics or just looking for a traditional taildragger with performance well above average should consider this 1977 American Champion 8KCAB Super Decathlon, which is available for $117,000 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: American Champion Unveils Xtreme Decathlon
•  FLYING Magazine: The Family That Flies Together
• FLYING Magazine: Over, Under, Sideways, Down: The Art and Science of Aerobatic Flight
• Plane & Pilot: Bellanca 8KCAB Decathlon
• Plane & Pilot: American Champion Super Decathlon: Flight With Greg Koontz
• The Aviation Consumer: Used Aircraft Guide: Decathlon and Citabria

The post This 1977 American Champion 8KCAB Super Decathlon Is an Entry-Level Aerobatic ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The issue of what is legal (in FAA terms) and approved (by manufacturers) puts maintainers in a sticky situation. On one hand, the FAA issues a supplemental type certificate (STC) allowing for products to deploy on aircraft, but the engine and/or aircraft manufacturer may not approve or recognize the STC as something permitted for use under the terms of their warranty. 

Whether an aircraft owner or operator chooses to use the alternate fuel or not is a matter of choice. The fuel has been approved by the FAA and is perfectly legal to use in the SR series aircraft. The dilemma for the maintainer arises upon returning a Cirrus aircraft to service even for something as routine as an oil change. 

• READ MORE: Identifying Corrosion in All Its Forms

Consider this scenario. The pilot opted to refuel with G100UL or the aircraft arrived with G100UL in the tank. This alternate fuel is a drop-in replacement, so 100UL could have been added to 100LL already in the tank. Granted the maintenance action in this case did not involve fuel, but the maintainer is signing for the entire aircraft to be returned to service. If they sign the repair IAW OEM guidelines, this includes Service Advisories (including one that prohibits the use of G100UL fuel). Consequently if the aircraft is carrying G100UL, then this could be an issue because the aircraft is not being returned to service IAW this Cirrus SB.

Of course, as with any guideline, the issue of signing for an aircraft is subject to interpretation. I know mechanics that will only work on aircraft they have personal history with and do not want to return to service an inherited unrecognized maintenance action.

In the advisory (SA24-14) “Transition to Unleaded Fuel and Use of Non-Cirrus Approved Fuel in SR Series Aircraft” released June 18, Cirrus said it was committed to the industry’s transition to unleaded fuels, which is underscored by its collaboration with stakeholders such as the Aircraft Owners and Pilots Association (AOPA), General Aviation Manufacturers Association (GAMA), FAA, and Eliminate Aviation Gasoline Lead Emissions (EAGLE) industry initiative.

Aircraft and engine manufacturer’s are extremely risk averse. They historically do not recognize alternate methods of airworthiness, and this includes STCs, parts manufacturer approval (PMA) parts, and designated engineering representative (DER) repairs.

There is a commercial element to this since any aftermarket PMA part procured from a third party is a revenue lost for the OEM. It appears the reason for the SB in this specific case is Cirrus’ concern about the breakdown of a fuel tank sealant that was seen in an isolated (one) aircraft known to have been fueled with G100UL.

The company will need to vet this against other aircraft in the fleet to ascertain if the perceived breakdown is an isolated outlier related to the drop-in fuel, or if the dislodged fuel tank sealant was a manufacturing defect unrelated to the use of G100UL. 

• READ MORE: 5 Attributes of a Top-Notch Maintenance Provider

“While some aspects of the initial Cirrus testing of the GAMI G100UL fuel are encouraging, other areas, including materials compatibility, remain inconclusive,” the advisory said. “At this time, Cirrus does not approve the use of GAMI G100UL fuel in Cirrus SR Series airplanes. Per Continental and Lycoming, only approved fuels may be used for an engine to be covered by warranty.” 

According to the FAA, G100UL is safe to use, hence the STC approval. This took years of testing to clear the milestones. In fact GAMI uses the fuel in its company SR22..

According to GAMI, the fuel has undergone substantial testing and displayed no issues on other aircraft. The company also disputes Cirrus’ claim that using G100UL voids the warranties on engines supplied by Lycoming and Continental, however, the engine manufacturers have confirmed its use could affect warranty claims, according to AVweb. 

Tim Roehl, president of GAMI, indicated that his team is drafting a formal response to Cirrus Service Advisory SA24-14 to be posted on its website. Roehl also said that the sealant Cirrus references is not the polysulfide sealant more commonly used in the industry but a polythioether sealant. Roehl stated that G100UL has been in service since 2010 on one wing of the company’s Cirrus SR22, using the same polythioether sealant Cirrus uses, with zero incidents.

The FAA does not comment on specific OEM warranty policies but the agency has reiterated that GAMI’s G100UL does have the STC approval. This is not uncommon as the FAA routinely approves alternate solutions without the buy-in from OEMs. The burden is on the third-party solution provider to prove airworthiness—i.e. STC holder, PMA manufacturer, or designated engineering representative for DER repairs.

What This Means for Maintainers

This fuel issue places aircraft maintenance professionals in a bit of a quandary. On one side, you have the FAA approval for G100UL, but at least one aircraft manufacturer, Cirrus, and one engine manufacturer, say they are not approved via service advisories.

The FAA typically steers clear of airframe/powerplant OEM issues until they become an airworthiness directive (AD). To assist in clearing any confusion, the agency issues periodic documents to help owner/operator/maintainer stay abreast of the situation. One such publication is the FAASTeam service bulletins.

When asked if service bulletins are mandatory, the FAA says: It depends. 

Here is a quick agency ruling: “If you are operating your aircraft under 14 CFR part 91, a service bulletin is advisory, and compliance is not mandatory unless it is included in an Airworthiness Directive.”

Another resource is FAA Advisory Circular AC 20-114, which addresses manufacturers’ service documents: “Service documents should be neither treated nor represented as the official FAA approval documents, unless either a letter of design approval from the FAA or a record that compliance has been determined by an FAA designee is on file for recommended actions indicated as FAA-approved in service documents.”

That said, service documents are beneficial and transmit a wealth of knowledge. When returning aircraft to service, it is critical to list if the action is in accordance with OEM information or another alternate form of maintenance. This comes into play when installing PMA parts, or an STC like G100UL.

The post Cirrus Service Advisory Throws Fuel on G100UL Maintenance Debate appeared first on FLYING Magazine.

According to the Seattle Times, the first aircraft took off from King County International Airport/Boeing Field (KBFI) on Friday at 6 p.m. PDT with Boeing pilots and FAA personnel on board.

The flight is the first of several that will be conducted over the next 18 months.

According to Boeing, the 777X is designed to be more fuel efficient with reduced carbon dioxide emissions and have a greater operating range and lower operational cost than the Airbus A350, which is considered its direct competition. 

The wings of the 777X have a folding tip that the company said “enables high-span efficiency while maintaining taxiway and gate compatibility.”

In the cockpit there is touchscreen technology similar to what is used in the B777 and B787 aircraft. Passengers aboard the 777X will note there is more room in the cabin, as it has been extended laterally by 4 inches. In addition, the windows are larger and placed higher in the bulkhead.

The post Boeing 777X Begins FAA Certification Flight Testing appeared first on FLYING Magazine.

Today’s Top Pick is a 2020 Cirrus SR22T G6.

The Cirrus SR22’s arrival on the market more than 20 years ago marked a new direction and a new standard for general aviation aircraft.

Certified piston airplanes capable of transporting a family of four no longer had to be composed of aluminum panels held together with hundreds of rivets. For the first time in decades, small personal aircraft design seemed to be advancing.

The new airplane’s sleek, smooth, and aerodynamic composite airframe and powerful engine combined to provide impressive, reliable performance beyond what earlier models offered. Potential customers as well as rivals in the industry were surprised that the Cirrus models could fly so fast without retracting their landing gear.

The standard-equipment Cirrus airframe parachute placed the SR22 and SR20 even further ahead of competitors. The novel safety device gives pilots more options in emergency situations. In recent years similar parachute systems have become available as modifications for earlier makes and models, confirming the market for airframe parachutes stretches beyond the Cirrus lineup.

This 2020 Cirrus has 700 hours on the airframe, its Continental engine, and Hartzell three-blade scimitar propeller. The aircraft comes with a warranty until April 2025.

The panel features the Cirrus Perspective Plus avionic suite, which includes dual WAAS GPS receivers, dual AHARS, dual air data computers, dual Garmin 12-inch displays, Garmin GMA-350c audio panel, GTX 345R transponder with ADS-B In and Out, GFC 700 autopilot with yaw damper and electronic stability, synthetic vision, QWERTY keyboard controller, Garmin Active Traffic, SiriusXM weather and radio, Garmin Flight Stream, engine monitor, and enhanced ground proximity warning system.

Additional features and equipment include air conditioning, TKS anti-ice system, five-place oxygen system, and Tanis engine preheater.

Pilots interested in a modern, high-performance piston single with composite construction and a long list of features to satisfy pilots and passengers should consider this 2020 Cirrus SR22T-G6, which is available for $829,900 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use its airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: We Fly: Cirrus SR22T 8000
• FLYING Magazine: Hartzell Composite Prop Comes to Cirrus SR22
• FLYING Magazine: We Fly: Cirrus SR22 G6
• Plane & Pilot: Latest Cirrus SR22 Is Faster? How Much Faster?
• Plane & Pilot: Redbird Has Cirrus SR22 Controls for Home Flight Simulators
• The Aviation Consumer: Used Aircraft Guide: Cirrus SR22

The post This 2020 Cirrus SR22T Is a Standard-Setting ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Once there it gathered more parts as though magnetized and consumed money like, well, a suddenly well-paid merchant marine on extended shore leave. You embraced one and tolerated the other. In time, the list of to-be-completed tasks shrank, and the possibility of it actually flying came into view, almost mirage-like.

The path from having a huge pile of airplane-kit components in the driveway to a flying example has complications beyond the construction process, all of which you learn as you go—with help from KITPLANES, naturally. But the ultimate goal for most is to have a flying airplane. (Truly, for some, the journey is the driver, not the goal.) And it’s the step from an assemblage of airplane-looking parts to an actual flying machine that is unique to homebuilding.

• READ MORE: Latest CubCrafters Design Looks Back and Ahead

Every Cessna you’ve flown has had a professional test pilot commit its first hour or more of flight. For your homebuilt, the task is on your shoulders. Probably.

The question, of course, is: Should you? It depends. How experienced are you overall? How many different aircraft types have you flown? What is your experience level in airplanes the same or very similar to your project? How recent is your flight experience? These are all fixable things, meaning if you have spent most of your budget on the build, it becomes smart, as you get near the end of the project, to start investing in flying time.

Begin with whatever you’re most comfortable with or what is locally available. At this getting-back-to-it stage, it is less important to be in an airplane similar to your homebuilt than it is just to get the stick or yoke time. Find an instructor who will not let you fly sloppy and who will keep you honest. Also, don’t fool yourself into thinking that an hour or two of dual instruction after years away from the flight deck will do it. You need to get well and truly current and, more importantly, proficient.

Then it’s time to consider training in airplanes similar to yours. The average homebuilt has more power for any given gross weight. Consider that the Van’s RV-7A typically has as much installed power as a Piper Archer, yet is 750 pounds lighter. It also has less wing area but, more important, far lighter controls. While the RV series in general has predictable stall characteristics, they are not as “mushy” as your common four-seat family airplane. Training only in the Piper will not prepare you for the RV.

For some of the most popular brands, again we’re talking Van’s RV series, transition training is available, which is highly desirable. In fact, many insurance companies effectively demand it for the first flights. If training is available in your make/model of homebuilt, find the money and do it. There is nothing better than recent experience in an airplane likely to be very similar to the one you just built.

• READ MORE: This 2022 Van’s RV-14 Is a Homebuilt, Cross-Country ‘AircraftForSale’ Top Pick

How important is this training? Accident statistics around homebuilt first flights illustrate the need. About a third of all reportable accidents during first flights fall into the broad category of “pilot miscontrol”  or improper handling of the airplane. Nothing in the airplane broke or caused the accident; it was pilot error.

Of those mishaps, the greatest single category involves stalls, followed by a bad flare or bounced landing, followed by misjudged approaches and loss of control during landing. Sometimes misrigging can make an airplane touchy near the lower end of the speed range, but more often than not, it’s just flown with inadequate margin. In the first few hours, you really don’t know what you don’t know.

Just because you feel ready doesn’t mean the airplane is. In the past, Experimental/Amateur-Built aircraft were required to have something called pre-cover inspections, basically a partway check by a designated airworthiness representative (DAR) or inspector to help ensure you’re doing a good job. That’s no longer required, but you do need to have a DAR or an FAA representative inspect the airplane prior to first flight.

More often than not, this is a spot check of critical systems—flight controls, in particular—and a thorough review of the paperwork to support that you did build the airplane and that you’ve completed all the forms. It is not necessarily a guarantee of airworthiness. That’s up to you as the manufacturer.

What most builders do today is host a last-look party. Invite other builders around for an afternoon poring over your airplane. Best are those who have built and are flying the same type you have, but those with keen eyes and a mechanical bent are also helpful. Open up the airplane, stand back, and let them find stuff. Stow your ego. They will find things wrong—missing cotter pins or rivets, wires rubbing, bolts not properly secured, all kinds of things. Fix every single defect they find before you fly.

Why is this so important? Because it can prevent problems. In a recent survey of first-flight accidents, 20 percent were attributable to builder error—most often mistakes building or configuring the fuel system (22 percent of the total builder-error accidents) with problems involving the carburetor, propeller or rotor, and airframe each accounting for 18 percent of the accidents.

• READ MORE: Buying a Van’s RV-4 Is an Experimental Adventure

Some of these accidents begin when builders try new ways to do things—as in the fuel-system design, for example—but sometimes it’s just poor execution of common and well-understood systems. A core truth in homebuilding is that the closer you stay to the plans—meaning that you’re building an airplane as much like the factory’s efforts as you can—the happier you’ll be in the long run. Every divergence from plans is a place where you lose the fleet experience and the engineering savvy others have gained for you, sometimes at the expense of other accidents.

In the not-too-distant past, builders who planned to perform first flights (as well as the rest of the flight-test program, defined as Phase I flight test by the FAA) could piece together elements of a good program, but it wasn’t ready made for them. It is now, thanks to the EAA’s Flight Test Manual and the accompanying Flight Test Cards. The manual provides step-by-step instructions on how to commit the most common portions of Phase I flight test, including the first flight, so there’s no need to freelance the materials.

Moreover, the test cards make each flight into bite-sized missions that focus on specific aspects of airplane control and performance. The concept is to commit the flight, note the results on the cards, and then continue only when the test is completed successfully.

In fact, the flight test cards underpin a new program in the Experimental world called task-based flight testing. Before this idea, all homebuilts were subject to a Phase I flight test based on hours flown, most commonly 40, but sometimes as few as 25 when the engine and propeller combination was a certified duo. Experimental LSA are the exception. But for the most common homebuilts, the new task-based system allows builders to complete Phase I once all the tests are complete.

Most of us have found that the last few hours of Phase I was a matter of trundling around, burning time. It’s too early to tell if Phase I hours are really reduced, but some have completed all the tests in 30 hours or less.

The last question is a hard one: Are you willing to treat your airplane like the machine that it is? If the engine quits on takeoff, you have to be willing to put it into the trees off the end of the runway. Because you’ve spent years building has no bearing on the outcome. You must be willing to sacrifice the airplane to save yourself. Builders have come to grief trying to stretch the glide after a problem, trying to make the airport or a softer landing spot because they don’t want to bend their new bird.

Truth is, doing your own flight testing takes more than piloting skill—though it absolutely starts there. You need to be careful, thoughtful, disciplined, and laser focused on the task at hand. When you land after the first flight and someone asks you how it felt, your answer should be more than “pretty good.” Instead, be precise: “Well, rudder trim’s a bit off, number 3 CHT is a little high, and I think the right main brake is sticking a bit.” Write that down (or, better, review the in-cabin video you so wisely employed), pull the airplane into the hangar where you can uncowl it, and inspect it like it’s the first time.

Then, once the adrenaline has worn off a bit, fist pump all you want. Just remember you have a bunch more of this ahead of you before your dream airplane is real.

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

The post Ultimate Issue: Are You the One for That First Flight? appeared first on FLYING Magazine.

Today’s Top Pick is a 2020 ICON A5.

Like a lot of light sport aircraft (LSA), the ICON A5 was designed for sport flying—the pursuit of good times aloft rather than the efficient transit between points.

The sleek machine thoroughly fulfills its primary mission, excelling at low altitude reconnaissance of lakes, rivers, and coves that easily serve as landing spots. 

The A5’s compact airframe and maneuverability make it ideal for short recreational flights. Still, the notion that LSAs do not adapt well to travel over longer distances is not accurate.

Traveling to out-of-the-way places with a lot of water landing opportunities could be the ideal setting for the A5. For flying into the backcountry, this aircraft is an alternative to high-wing taildraggers with oversize tires.

Exploring waterways, beaches, and sandbars is a great way to embrace the great outdoors. Traveling longer straight-line distances, especially along rivers and coastlines, is also within the ICON’s capability. Imagine seaplane base-hopping from North Carolina’s Outer Banks to the Florida Keys.

This ICON A5 has 220 hours on the airframe and its Rotax 912 engine.  

Pilots looking for an aircraft that is well-suited to pure sport flying, with a focus on the joy of being airborne, should consider this 2020 ICON A5, which is available for $269,000 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: ICON A5 Receives FAA Primary Category Type Certification
• FLYING Magazine: ICON A5 Among Aircraft to Appear at Detroit Auto Show
• FLYING Magazine: ICON A5 Light-Sport Aircraft Review
• FLYING Magazine: ICON A5s Will Soon Include Garmin’s G3X
• Plane & Pilot: The ICON A5: An LSA Amphib That Handles Like a Dream
• Plane & Pilot: ICON Bumps Useful Load of A5 LSA Seaplane
• The Aviation Consumer: ICON A5: A Sophisticated and Fun Aircraft

The post This 2020 ICON A5 Is a Fun, Versatile ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The OA-1K is based on the AT-802 and is a joint project between Air Tractor and defense contractor L3Harris.

Some observers have questioned the Air Force’s commitment to the Sky Warden program as the military shifts focus away from counter-insurgency operations that match up with the turboprop single’s capabilities. For example, the original plan to buy 75 OA-1Ks has already been scaled back to 62, according to reports.

READ MORE: Recon Crop Duster: Special Ops Selects Modified AT-802U Platform for Armed Overwatch

The OA-1K, as ordered, can carry up to 3 tons of weapons such as precision-guided missiles and bombs. The aircraft can also be equipped with externally mounted sensor pods with electro-optical and infrared video cameras. The airframe can accommodate up to eight underwing pylons.

According to L3Harris, the Sky Warden can fly 200 nm and loiter on-site for as long as six hours with a full combat load.

“The OA-1K is a low-cost, reliable, multirole, small-to-medium-size aircraft system to support geographically isolated special operations personnel,” the Air Force said in a statement. “The aircraft will perform close air support, precision strike, armed intelligence, and surveillance and reconnaissance in austere and permissive environments.”

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

The post Air Force Pilots Begin Training for Air Tractor-Based Light Attack Variant appeared first on FLYING Magazine.

The aviation community continues to expand every year, and the light sport aircraft market has flourished recently. With the growing number of aviation clubs, hobby groups, events, and publications, you may be wondering if you could have access to an aircraft, or maybe you’re already a student pilot or a member of a flying club with flying hours under your belt and want to own your own aircraft. 

Deciding on a Make and Model

If you haven’t already decided, you first need to determine what type of plane best suits your needs and your financial situation. For some, a light sport aircraft (LSA) model with two seats fits their mission. A large family, on the other hand, may need a six-seater. Whichever aircraft fits your need, unbiased, useful information can be hard to find.  

The Aviation Consumer offers deep dive used aircraft guides for many makes and models to get you started. If you want to see the technical details of head-to-head comparisons, check out FLYING’s Air Compare series and AvBuyer’s comparison series. After you’ve narrowed down your search, set up email alerts on Aircraft For Sale.

Costs and Budget Considerations

Cost considerations don’t stop at sticker price, of course. Aircraft ownership, like ownership of any other vehicles or assets, comes with inherent yearly, monthly, and usage-based costs. 

While there are a range of costs and requirements depending on model, region, and intended purpose of your aircraft, there are several regular fees you’ll have to take into account in any budget. We’ve broken them down into fixed costs and variable costs.

Fixed Costs

Fixed costs must be paid regardless of how many hours you fly.

Aircraft insurance 

Every aircraft owner must have liability insurance to legally fly or operate in controlled airspace, but for obvious reasons, it’s prudent to have an insurance plan that covers damage and loss of use, where applicable. 

Hangar fees

Unless you already own your own hangar or storage facility, you will typically need to pay rental storage fees to properly store and protect your plane. 

Variable Costs

Variable costs depend greatly on many factors, including how often you fly and what model you have.

Fuel 

Fuel costs will vary greatly based on type of aircraft and distances you fly it. It’s an excellent idea to research fuel costs based on your region and preferred type of aircraft before factoring fuel into a budget.

Maintenance 

Maintenance and inspections are constant, ongoing costs of aircraft ownership. Regular maintenance is essential for not only the safety and longevity of your aircraft but also for remaining compliant with requisite inspections and regulations. Finding a certified mechanic is vital, and labor can be costly. Check out this guide for Cessna 172 annual maintenance costs for a budget example. 

Repairs

Like any piece of equipment, an aircraft can be prone to a major failure outside of the manufacturer’s maintenance schedule. While some repairs may be relatively minor, such as cosmetic fixes or worn item replacement (i.e., tires or lightbulbs), a major issue could appear at any time, such as vacuum pump failure or a gasket leak. 

Purchase and Financing Options 

Whether or not you have the means to purchase an aircraft in cash, it’s worth considering your financing options.

There are many benefits to financing all or part of the value of your aircraft. By taking advantage of long-term and low-rate financing, you can have the right aircraft for your mission right now while keeping liquid capital to deploy more effectively in your business or other investments. 

In most cases, your return on investment will make it worth holding onto your capital and will outpace interest rates, but you will need to shop around to secure the best rates. 

There are several options available to help you finance your aircraft purchase:

Bank loan

Traditionally, the most common method of financing a large purchase would be a standard bank loan. However, most lenders know very little about underwriting airplanes, so it may be difficult to find a bank that will give you the best terms for aviation financing.

As with houses, cars, and boats, an aircraft loan typically comes at either a fixed rate or a floating rate and is dependent on credit worthiness and down payment. Loans are typically structured for as short as 30 months or as long as 180 months, with amortizations up to 240 months.

Lease

Leases are an alternative option that removes the commitment of purchasing. In a typical lease agreement, the lessee rents an aircraft for a specified period of time, often with the option to purchase at the end of the contract. Your business may choose to lease instead of buy depending on cash-flow considerations, but keep in mind that leasing means you are spending money that you will never get back, as it doesn’t contribute to equity.

Aviation financing

Compared to traditional loans and leases, financing through an aviation lending specialist provides the most advantages for any aircraft purchase. 

Unlike traditional banks, a specialist such as FLYING Finance has access to capital markets that understand airplanes and want to get you approved to fly.

FLYING Finance provides tailored financing solutions for business jets, piston aircraft, turboprop aircraft, helicopters, and more. With technical knowledge about your purchase and a network of experts, FLYING Finance can work with you to get you the best possible rates, payment plans and protections. 

FLYING Finance is more than a loan facilitator—it is a trusted aviation financing partner and part of a comprehensive aviation ecosystem, dedicated to enriching your aviation journey. The FLYING portfolio of aviation websites and services covers everything from expert advice on aircraft ownership to safety tips, providing you access to the best resources in the industry. 

Aircraft partnerships

FLYING Finance also facilitates financing for aircraft partnership agreements (sometimes called fractional ownership agreements), wherein multiple individuals come together to finance an aircraft. In these cases, all partners act as guarantors, usually with equal responsibility. This is a great way to have access to a private aircraft while splitting the cost and can be done for hobby or business purposes. 

Whatever aircraft you choose and whatever finance options work best for you, buying your first plane can be possible with the help and resources of a trusted team of experts. Connect with FLYING Finance team members today to discuss the details of your finances and the steps of the application process. 

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