Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1967 Nanchang CJ-6A.

When you see a Nanchang CJ-6 on display or flying in formation at an airshow, your first thought might be something like, “That airplane is not from around here.”  It is true that the aircraft, long used as a military trainer in China, is a departure from what we are accustomed to seeing at local airports. Still, the Nanchang boasts a following in the U.S. among pilots who cite its fun-to-fly qualities, which include aerobatics. There are quite a few of the aircraft registered here, and owners enjoy an active type club, the Red Star Pilots Association.

The Nanchang echoes the lines of the Soviet-era Yak 18. Over time it received a number of revisions, upgrades, and adjustments to improve its performance and maintain its relevance in the fleet. It seems like its appeal would be similar to that of the North American AT-6 Texan from World War II, which has become a favorite among warbird enthusiasts. There are many differences between the Nanchang and the Texan—including lower operating costs, in general—though the Chinese machine winds up occupying a category of its own. Its trailing-link tricycle landing gear, for example, reflects its use as a trainer for pilots headed for duty in jet fighters.

This Nanchang has 835 hours on the airframe since rebuild and 567 hours on the engine since overhaul. Its panel includes a Garmin GTR 200 and Bendix King KN165. The aircraft was last painted in 1992. In the U.S., the CJ-6 is operated under the FAA experimental/exhibition category.

Pilots interested in owning a unique, eye-catching military aircraft that gets attention at the airport—and could also fetch invitations to airshows—should take a close look at this Nanchang CJ-6, which is available for $85,000 on AircraftForSale.

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

• FLYING Magazine: Oshkosh Flying Memories
• Plane & Pilot: Warbirds On A Budget (Sort Of)

The post This 1967 Nanchang CJ-6A Is an ‘AircraftForSale’ Top Pick for Pilots Interested in Warbirds appeared first on FLYING Magazine.

Seeking to understand for its membership the long-term effects of various new fuels on the general aviation market, the Aircraft Owners and Pilots Association has begun flight testing unleaded, high-octane avgas in a Beechcraft Baron. 

The project launched this week with the introduction of GAMI’s G100UL during initial flights in Ada, Oklahoma. Beginning with a baseline of two freshly overhauled Continental IO-520 engines, the Baron will be operated under AOPA management, with the cooperation of Savvy Maintenance founder and technician guru Mike Busch, using the company’s computerized diagnostic tools to analyze engine data and compare it against the information it has collected from “hundreds of thousands of hours of GA flights,” according to an AOPA release.

• READ MORE: Time to Get Serious About Unleaded Fuel

An AOPA spokesperson told FLYING that the association is staging in Ada right now “since that is where the majority of the fuel is, and it makes sense to use [it] as a geographically appealing hub.” Presumably this will allow AOPA the “best efficiency in demonstrating the fuel to a wide range of people.” GAMI’s fuel obtained a supplemental type certificate, covering a broad range of piston aircraft, from the FAA in September 2022. The initial STC for Lycoming O-320, O-360, and IO-360 engines came in July 2021. 

• READ MORE: GAMI Gaines Avgas STC for Pistons on Unleaded Fuel

AOPA president Mark Baker was at the controls for the demonstration flight to kick off the program on October 31. For one hour, Baker flew with G100UL feeding the left engine and standard 100LL powering the right one.

“We wanted to get some actual experience with a 100-octane unleaded fuel in the kinds of airplanes and engines that our members own and fly,” said Baker. “This fuel has been tested extensively in labs and received an FAA STC. Should the FAA approve additional fuels, we’ll test them, too, so we can see what they’re like to use out on the airways.

• READ MORE: GAMI Now Selling STCs for G100UL

“George Braly and GAMI have done a great deal of pioneering work preparing for general aviation’s unleaded future. We’re staging the AOPA Baron at GAMI’s headquarters in Ada first to try out its G100UL.”

The post Long-Term Unleaded Fuel Test Begins in AOPA Baron appeared first on FLYING Magazine.

When we last left Corey, he had relocated his 1966 Cessna 172H to its new home in a T-hangar at Newnan-Coweta Airport (KCCO) in Georgia and was prepping for his annual inspection. He pulled the pertinent airworthiness directives (ADs), mapped out a plan, and reviewed other technical data like service bulletins (SBs). Now, it’s time to get down to business.

Inspection

Using the AC 43.13 as his guide, Corey began diligently and methodically going over his airplane with a keen inspector’s eye. These first few passes around are critical, as they will start telling the story of the state of your aircraft. It is essential to look for cracks, carbon trails, oil leaks, and parts hanging when they should be fastened.

To begin, Corey started to de-panel the aircraft. I am going to walk you through how we annual the aircraft. Pay close attention to the hardware and look for damaged fasteners, stripped screws, and spent lock nuts. Hardware is often overlooked, but remember, kids, hardware that leaves its assigned position becomes FOD. Make sure you have a mechanism to capture findings and a digital camera to record the event. Even an iPhone or iPad works and can be handy with the camera and notepad. Make sure to wipe off your hands before picking it up. Yes, I am speaking from experience.

It is inspection time. Make sure you have a high-power flashlight and inspection mirror for those hard-to-reach places. Working his way around the flight controls, Corey was looking for cracks, corrosion, and metal fatigue. The flight control cables should be smooth and free from fraying. Ensure the pulleys move and run true. No wobble here, kids. Check the travel of everything in the system to make sure nothing is binding. It is important to lube the pulleys in the control system and check cable tensions using a tensiometer.

Now, on to the powerplant. Pull a compression check on each cylinder and record the findings. If they are good to go, consider yourself lucky and move on. If not, highlight any low cylinders and add them to your squawk sheet. Aircraft mechanics love saying “squawk sheet”—it is our term.

Pop out the spark plugs, clean and inspect them. Now, this would not be one of my articles without tech data, so make sure you bookmark the Tempest 1710A Spark Plug Guide for care and keeping of your plugs. Check the condition of the electrode, looking for stripped threads and carbon or oil fouling. Record and discrepancies in your what? That’s right. Remove and replace (R&R) any bad ones.

Working around the engine, look for oil leaks and chafing, check bolt connections, and ensure proper torque. If you happen to snug up a few through bolts, make sure you mark your spot with torque seal—it will help keep you on track. Do an oil change and check the screen (or filter for spin-on) for metal flakes. If you see chunks, stop and call your broker—you are going to need some cash. There are steps you can take to help keep things smooth in the engine. Corey uses AVBLEND to help keep corrosion internal to the engine at a minimum. Another preventative maintenance step is to perform an oil analysis. One solution is provided by Jet-Care International in Cedar Knolls, New Jersey. If done every few engine oil changes, Corey can keep an eye on the health of his engine by looking for spikes in certain metal content. Finish up under the hood by looking for cracks in baffling, stray lines, and oil leaks. You can even use a cell phone to borescope inspect (BSI) the exhaust baffle.

Keep working around the aircraft, perform a brake inspection, and replace pads worn to limits. Always check tire pressure and tread, then repack wheel bearings. Finish up by doing a walkaround, and Corey usually sprays Corrosion X in the wings and belly and fogs it.

Discrepancies

Now, it’s finally time to work on the squawk sheet.

• Squawk No. 1 was a nav radio inoperative. The corrective action was to replace a frayed ground wire. Checks good now.
• Squawk No. 2 was a nose-gear shimmy. The shimmy damper checked out, so Corey used a shim kit for the nose strut. Checks good now.
• Squawk No. 3 was wing strut fairings. Part of the correct action to R&R was to disconnect the wing strut. Checks good now.

The only other things Corey tackled were cosmetic items. He worked on the glareshield leather and had the center pedestal panel redone. Because he is the owner and operator, Corey prefers to maintain his aircraft throughout the year and not “wait for the annual” to address concerns.

Return to Service

Now is the moment of truth. It’s time to return the aircraft to service. After attending Bakers School of Aeronautics, Corey is now an IA and can sign off the annual. Corey reassembled everything, gave her a bath, and signed off everything in the logbook. To cap it off, he took a test flight over to Atlanta Regional Airport-Falcon Field (KFFC) just in time to witness a friend do his solo flight. That, my friends, is a job well done.

The post Cessna 172 Annual: Part 2 appeared first on FLYING Magazine.

Bombardier reported Thursday that its third-quarter revenues came in at $1.9 billion, representing a 28 percent increase compared to the same period last year. The business jet manufacturer attributed the gains to higher deliveries and continued momentum in aftermarket business.

Crediting benefits from the expansion of its service center footprint in 2022, Bombardier noted that its aftermarket business saw an 11 percent year-over-year growth in Q3. The segment accounted for $414 million in revenues for the quarter. The company plans to focus on increasing its share of the aftermarket business going forward.

• READ MORE: Bombardier Delivers More Aircraft, Reports Growing Backlog in Second Quarter

“Bombardier’s third-quarter results are nothing short of impressive, whether you look at margins, cash generation, overall revenues, order activity, and more,” said Bombardier president and CEO Éric Martel. “When we reshaped Bombardier, we set out to build a resilient business that performs in any marketplace. Today, our results demonstrate we are there.”

Overall, Montreal-headquartered Bombardier shipped 31 aircraft in Q3 2023 compared to 25 aircraft delivered in Q3 2022. The company has logged a total of 82 aircraft deliveries so far this year, including the recent handoff of its 150th Global 7500 business jet. Bombardier reported a backlog of $14.7 billion at the end of the third quarter.

Martel also pointed out that Bombardier is on track to meet its 2023 delivery targets and well positioned to increase output in the future.

The post Bombardier Reports Q3 Growth in Revenues appeared first on FLYING Magazine.

Gulfstream Aerospace Corp. said it has completed its manufacturing facility for the Gulfstream G400, Gulfstream G500, and Gulfstream G600 business jets. The expansion project at the company’s operations in Savannah, Georgia (KSAV), increases the facility capacity by 142,000 square feet.

“Gulfstream continues to invest across all our facilities, including in Savannah, our headquarters for more than 50 years,” said Mark Burns, president of Gulfstream. “We designed the G400, G500, and G600 to have a number of commonalities that increase both operational and manufacturing efficiencies. Those commonalities mean that we have the flexibility to easily expand production lines to meet the growing demand for these aircraft, which also increases job growth across the region.”

The production methods used for the G400, G500, and G600, which were designed with Gulfstream’s Savannah-based research and development team, include advanced automation, 3D-model designs, and special robotic and bonding techniques.

“The technological advancements in our state-of-art manufacturing facilities help us deliver the highest quality product in the industry, built by the industry’s most talented workforce,” said Burns.

The increase in manufacturing capacity is part of Gulfstream’s strategic plan, which includes expanding wing and empennage production and the customer support service center in Savannah. Gulfstream said the expansion represents a $150 million investment expected to add 1,600 jobs to the region.

• READ MORE: Gulfstream Expands its Facilities Footprint

Gulfstream said it also has increased aircraft outfitting operations at Appleton International Airport (KATW) in Wisconsin and at St. Louis Downtown Airport (KCPS) in Illinois. The company also continues to expand customer support operations in the Dallas-Fort Worth (KDFW) area and Mesa, Arizona (KFFZ).

The post Gulfstream Aerospace Completes Manufacturing Expansion appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1949 Stinson 108-3.

The Stinson 108 series of rag-and-tube aircraft were among the most popular models in the general aviation boom in the wake of World War II. Its four-seat layout set it apart from typical high-wing taildraggers of the time, most of which had just two seats. The Stinson was more like a roomy family car when compared with Piper Cubs, Taylorcrafts, and Luscombes. Indeed, the company called certain utility versions of the 108 “station wagons.”

The 108 made its debut in 1946 as an enlarged derivative of the earlier Stinson Voyager and progressed through a series of improved versions, including the 108-1, 108-2, and 108-3. Each successive model came with improvements such as more powerful engines and redesigned controls. Production was brisk and Stinson built more than 5,000 108s before Piper acquired the company in 1948. Piper continued to assemble Stinson aircraft from the existing supply of parts and sold them over several years into the 1950s, but the acquisition essentially marked the end for Stinson.

This Stinson 1949 108-3 has 738 hours on the airframe and 215 hours on its 165 hp Franklin engine. The aircraft underwent a restoration in 2012. Its panel includes a Garmin GNC 250XL GPS/com with a moving map, GTX 320A transponder, and vintage instruments that are new or overhauled.

Pilots interested in owning a classic aircraft that continues to serve as practical transportation while drawing a crowd at the airport should consider this 1949 Stinson 108-3, which is available for $125,000 on AircraftForSale.

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

• FLYING Magazine: Approachable Aircraft: Stinson 108
• FLYING Magazine: Pilots Gather at the 2022 Stinson Summit
• FLYING Magazine: His and Hers Stinsons
• Plane & Pilot: Stinson 108 “Voyager”
• Plane & Pilot: Rocky Mountain Turbulence In An Old Stinson
• The Aviation Consumer: Buying the Old Ones: Homework Mandatory

The post This 1949 Stinson 108-3 Is a Classic ‘AircraftForSale’ Top Pick with Lots of Vintage Charm appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1968 Cessna 177 Cardinal

It may be hard to believe, but there was a time in the 1960s when Cessna felt its venerable 172 Skyhawk had run its course and needed replacement. Designers and engineers seemingly had a field day coming up with improvements to make the successor model, the 177 Cardinal, an even bigger hit than its predecessor.

The Cardinal looked like a winner, with sleeker, more modern lines, no wing struts, and full-flying stabilator. Owners loved its large, wide-opening doors and the way its windshield stretched far forward ahead of the wing to improve visibility. For many reasons and to the surprise of Cessna officials, customers continued to favor the 172. After several years of production, Cessna discontinued the Cardinal, but the aircraft has enjoyed a loyal following ever since.

This Cardinal has 7,134 hours on the airframe and 250 hours on its Lycoming O-320 engine since overhaul. The panel includes a Garmin GTN 345, GTX 335, dual G5s, King KX155, and EDM 930 engine monitor. The aircraft was last painted in 1986 and received a new interior in 2021.

Pilots in the market for an economical, utilitarian aircraft with better looks than many of its competitors in the category should look into this 1968 Cessna 177 Cardinal, which is available for $135,000 on AircraftForSale.

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

• Plane & Pilot: TruTrak Vizion For Cessna 177s
• Plane & Pilot Cessna 1973 177 Cardinal
• Plane & Pilot: Cessna 177 ‘Cardinal Classic’
• The Aviation Consumer: Cessna 177RG

The post This 1968 Cessna 177 Cardinal Is a Sleek, Well-designed ‘AircraftForSale’ Top Pick  appeared first on FLYING Magazine.

Light aircraft manufacturer Flight Design announced Tuesday that it has passed an engineering audit conducted by the Civil Aviation Administration of China (CAAC).

Flight Design noted that successfully completing the audit represents a significant milestone in the CAAC validation process for the company’s F2-CS23 two-seat piston aircraft. Designed to confirm compliance to a certification specification, the inspection was conducted by a four-person, on-site team from the agency and a Flight Design team led by head of design organization Matthias Betsch, head of airworthiness Christian Majunke, head of quality management Alexander Kosolapov, and head of  general aviation China Wu Xiao Dong.

• READ MORE: Flight Design’s F2 is An All-Around, All-Composite Light Sport Aircraft

“We are very pleased [with] the result of the F2-CS23 on-site inspection by the CAAC this week,” said Betsch. “Our design organization is located in Eisenach, Germany, but our team of engineers are truly international. The fact that their great work has now been accepted by EASA and CAAC is a testament to their professionalism and hard work.”

• READ MORE: Flight Design Ramps Up Production of F2, CT Series Aircraft

A certified version of Flight Design’s F2 SLSA, the F2-CS23 received its type certificate from the European Union Aviation Safety Agency (EASA) in December 2021. The model has a top speed of 233 kph (126 knots), a 2,000-kilometer (1,080 nm) range with 30-minute reserve, and a maximum takeoff weight of 1,320 pounds. It is powered by the 100 hp Rotax 912iS engine and comes equipped with Garmin G3X flight displays. Base price for the F2-CS23 is listed as 214,900 euros ($227,150).

The F2-CS23 is also undergoing validation by the FAA.

The post Flight Design Passes CAAC Audit appeared first on FLYING Magazine.

MT-Propeller has revealed a new composite propeller for warbirds powered by engines of up to 2,200 hp. The company said the new four-blade prop is certified by the European Union Aviation Safety Agency (EASA) for use on the North American P-51 Mustang and F-82 Twin Mustang.

MT said one of its goals in designing and manufacturing the propeller, called the MTV-4-1, is to help keep the vintage aircraft flying as airworthy parts for the original propellers are “becoming increasingly difficult” to find.

• READ MORE: Pilatus PC-12 Aircraft Meet European Noise Regs with 7-Blade Prop

The new propeller looks like the original, with a similar blade shape, but the blades are made of a natural composite and certified and tested for an unlimited lifespan, according to MT. The F-82 used for testing has helped demonstrate the propellers’ capabilities this year while flying to airshows across the U.S. The composite warbird propellers are moving through the FAA certification process.

MT is a renowned manufacturer of a range of composite propellers, including hydraulically controlled models with two to seven blades designed for engines of up to 5,000 hp and electrically controlled props with two to four blades for engines up to 350 hp. The company also makes two-blade, fixed-pitch propellers.

• READ MORE: MT Flight-Tests Propeller With 11 Blades On A Piper Cheyenne

MT said its props—30 models in all—are designed for traditional piston- and turbine-powered aircraft, ranging from motor gliders to regional airliners. They are also made for airships, hovercraft, and for use in wind tunnels.

MT holds more than 220 supplemental type certificates (STCs) and is an OEM supplier for more than 90 percent of the European aircraft industry and about 30 percent of the U.S. aircraft industry. The company said it has more than 28,000 propeller systems delivered, with more than 100,000 installations in service.

The post MT-Propeller Builds Composite Warbird Props for North American P-51, F-82  appeared first on FLYING Magazine.

Does this sound familiar? You just spent a bundle on that new-to-you airplane and, unfortunately, there aren’t any hangars at your airport, so it looks like your bird will be on the ramp and at the mercy of Mother Nature through the winter.

It’s time to think about a way to protect your airplane with a cover.

Don’t Go Cheap

You’ve probably heard the joke that copper wire was invented when two pilots found the same penny. We are, by nature, frugal since flying as a hobby costs quite a bit, inspiring some aircraft owners to cut corners with $500 buddy annuals, deferred maintenance, and jerry-rigged aircraft covers made from blue vinyl tarps and bungee cords.

While this relatively low-cost solution is somewhat easy to implement and better than nothing, it is often not in the best interest of the airplane because the tarps don’t easily conform to its shape. If the breeze gets under a tarp, it can slap against the aircraft, resulting in scratched paint and windows. Also, tarps don’t interface well with antennae.

Covers Made for Aircraft

Pilot shops often carry canopy covers for both low- and high-wing aircraft. These are usually made of fabric lined with microfiber on the inside and water-repellent fabric on the outside. Held in place with adjustable straps and plastic buckles, they can cost as little as $300 and head north from there, depending on what you purchase and the extras, such as having the aircraft registration number emblazoned on them. Some covers come with a storage bag to hold them when not in use.

Sporty’s Pilot Shop offers several models of covers for both designs. The low-wing canopy covers have a shock cord enclosed in the hem to help keep it tight against the airplane. If wind gets under the cover, that means rain and snow can get under it too, making it next to useless.

The high-wing canopy covers have a wraparound style that covers the windshield, side, and rear window area. It is a one-piece design that secures with Velcro. 

Most covers are designed to prevent water intrusion. This is often detected by the presence of wet carpeting or condensation on the instruments, then you have to determine where it is getting in. There is some experimentation involved. Other covers are designed to protect the aircraft from the unrelenting sun.

“Climate dictates the cover you need,” said Bruce Perch from Bruce’s Custom Covers, based in Morgan Hill, California. Perch’s line ranges from dust covers and cowl plugs to full aircraft covers, with nearly 15,000 products out in the world.

“I know it’s hard to believe that so many products could be available just to cover and protect airplanes, but it’s true,” Perch said. “The amazing thing to me, though, is that we’re still coming up with new designs to satisfy our customers’ requirements worldwide.”

Most covers begin with fabric, according to Perch.

“Almost all are synthetics,” he said. “Some polyester, some acrylic, some nylon, some vinyl. Depends on the end use, material performance under conditions, and customer preference. The largest volume of the material we use is produced just for us. Over the years, we have developed several laminated materials, either fabric or film, that are designed specifically for aircraft protection.”

In the winter months, Perch’s business produces a lot of insulated engine covers. When paired with a heat source, like an engine block heater, a properly fitted engine cover is “extremely effective in preserving the engine in cold conditions,” he said. “… We also produce covers for hail protection. You’re probably aware of this: A serious hail storm can completely total a plane in minutes. We can protect against that.”

Getting a Good Fit

Finding the right cover for your aircraft begins with type. Since the details such as antennae and probes can vary from frame to frame, the company supplies customers with specific forms they can use and instructions on how to take measurements. If someone is having an issue, a telephone call to the shop can be placed and step-by-step instructions will be provided.

Jack Schoch is one of those aircraft owners who, after a weather challenge, decided it was time to buy covers. Full disclosure: I fly with Schoch on a regular basis. Since 2018, he has been the proud owner of N733NF, a 1976 Cessna 172N he named Babe in honor of his late wife.

The aircraft is kept on the ramp at Pierce County Airport-Thun Field (KPLU), some 21 nm south of Seattle-Tacoma International Airport (KSEA). The nontowered airport features several flight schools and a robust general aviation community. Hangar space is at a premium, and there is a waitlist for the waitlist.

“For four winters she sat outside, and I didn’t have any covers,” Schoch said. When he found water inside the aircraft, he went on leak safari and installed Dri-Z-Air dehumidifiers, although they are not recommended as they contain salt, and that can lead to corrosion if the salt water spills, yet many pilots use them anyway.

Schoch has four units in his aircraft in spill-proof saucers that he very carefully removes before each flight. He dumps the water before replacing the units.

“I have a total of five of the pots, two up front, two in the passenger area, and one in the baggage compartment,” he said. “Some folks have said that’s too many, but she’s my bird.”

Schoch decided on the full package from Bruce’s Custom Covers—wing covers, canopy cover, engine cover, and air vent plugs. Although we don’t get much snow in this part of Washington state (not much by East Coast or Midwest standards anyway), we do get a fair amount of rain. Thus far, the covers have kept the aircraft dry.

Put It On, Take It Off

The first time you install the covers there will be a bit of a learning curve—especially right out of the box. I helped Schoch when he first installed the covers on Babe. It was not my first aircraft cover encounter, and it took two of us and a stepladder to do it the first time, in part because it was windy and cold. It was difficult to get the covers over the top of the airplane (that is where the stepladder came in), because Mother Nature was fighting us, and our hands were going numb. We covered the aircraft, took the covers off, then recovered it again to make sure learning took place.

“Covers are color coded or graphically marked to help users figure out which way is forward,” said Perch.

Perch refers customers to the company website (www.aircraftcovers.com) where there are more than 10,000 photos of most of its covers installed. Pro tip: You can also cheat by writing notes on the underside of the cover with a laundry marker, like “Nose,” “Left Side,” etc. 

More than Covers

According to Perch, his company sports more than 20,000 specific aircraft protection products—and that number continues to grow.

“For the 172, for example, I currently offer 67 products as shown on our website, with dozens more specialty items for that aircraft that are not published,” he said. “As for how many aircraft models we have designed for, that number is over 1,200 right now, and it includes the oldest aircraft flying to the newest designs, including spacecraft and drones.”

The post Protecting Your Investment appeared first on FLYING Magazine.

The World War II era was an interesting time to be an aircraft engineer. Piston-engine technology was reaching a pinnacle of power and complexity, huge design and production demands were incoming from the war effort, and the advent of jet power had just emerged. It was a time to push up sleeves, sharpen pencils, and push boundaries.

This was certainly the case at Douglas Aircraft Co. When approached by the military to develop a small bomber that prioritized speed, Douglas responded with the XB-42, nicknamed “Mixmaster”—a decidedly unconventional, piston-powered design that it promised would achieve nearly 500 mph. When the military gave the go-ahead to build and fly two prototypes, it was up to the engineers to deliver the extreme performance.

To accomplish this, they focused on eliminating as much extraneous drag from the wing and airframe as possible. Rather than installing the two 1,800 hp Allison V-1710s (as used in the Bell P-39 Airacobra, Lockheed P-38 Lightning, Curtiss P-40 Warhawk, and others) in individual, wing-mounted nacelles, both engines were entirely housed within the aft fuselage. This kept the wing completely clean, without any of the parasite or interference drag inherent in the traditional nacelle configuration.

The engineers then developed a system of six individual drive shafts to link the engines to an aft gearbox, which drove a pair of three-bladed pusher propellers. The propellers were electrically controlled and able to feather, and the aft propeller was capable of adjusting its pitch even farther, providing reverse thrust. The feathering capability would be used later in the test program when one of the two engines would fail in flight.

The configuration didn’t deliver quite as much speed as Douglas had hoped. At 23,440 feet, the XB-42 could only achieve a maximum speed of 410 mph, and its cruise speed settled at 312 mph. Admirable numbers for a piston-powered bomber, but still well short of the company’s targets.

As other aircraft designers would also learn, pusher propellers located at the extreme aft end of the airframe create new and unique problems. Rotating too sharply during takeoff and flaring hard during landing, for example, would result in prop strikes. Douglas solved this by adding a ventral vertical stabilizer with an integrated shock absorber to isolate the airframe from the blows of tail strikes.

Another concern was the well-being of the flight crew in the event it became necessary to bail out of the aircraft. To prevent it from the grisly fate of entering two counter-rotating prop arcs after jumping, Douglas made it possible for the crew to first jettison the propellers and aft gearbox with an explosive charge. Instantly dumping more than 1,000 pounds from the extreme aft end of the airframe would wreak havoc on the center of gravity and produce a violent, nose-down pitching tendency.

One crew would experience this firsthand when it was forced to bail out during a test flight in December 1944. This crash would result in the loss of one of the two XB-42s. The remaining example would go on to fly in its original form and was later modified with two underwing turbojet engines, becoming the XB-42A.

Ultimately, the design would shed its propellers entirely and evolve into a pure jet when the static test airframe was developed into the jet-powered XB-43 Jetmaster. The sole surviving XB-42 awaits restoration at the National Museum of the U.S. Air Force in Dayton, Ohio.

The post The Douglas XB-42 ‘Mixmaster’ Flew Almost as Fast as It Looked appeared first on FLYING Magazine.

Textron Aviation has reported that revenues for its aviation unit were up $171 million compared to last year’s third quarter, coming in at $1.3 billion.

Textron, representing Cessna and Beechcraft models, delivered 39 jets and 38 commercial turboprops for Q3 2023, an overall net improvement over the 39 jets and 33 turboprops in Q3 2022. The segment logged a quarterly profit of $160 million, which the company attributed to favorable pricing and higher volume. The aviation unit ended the quarter with a backlog of $7.4 billion.

On the rotorcraft side, Bell Textron’s revenues for the quarter came in even with Q3 2022 at $754 million, with the company citing “supply chain constraints, partially offset by higher military volume.” Commercial helicopter deliveries dropped from 49 for Q3 2022 to just 23 for Q3 this year. Bell’s backlog at the end of Q3 came in at $5.2 billion.

• READ MORE: Supply Chain Woes Hurt Textron Q3 Deliveries

Textron eAviation, including the recently acquired Pipistel, posted a loss of $19 million for the quarter. The company noted that the expenditure was “primarily related to research and development costs.”

“In the quarter, we saw higher overall revenues and net operating profit driven by growth at [the] Aviation, Industrial and Systems [divisions],” said Textron chairman and CEO Scott Donnelly. “At Aviation, we saw our strongest order quarter of the year with a 12 percent increase over the third quarter of 2022.”

Textron Systems unit’s quarterly revenues rose $17 million to $309 million, while the company’s Industrial unit saw $922 million in Q3 revenues, up $73 million from the same period last year. Textron’s Finance segment reported revenues of $13 million, notching a profit of $22 million for the quarter.

The post Textron Sees Higher Overall Revenues for Q3 appeared first on FLYING Magazine.

McFarlane Aviation has achieved a significant milestone by receiving FAA-PMA approval for two new fuel selector valves, part numbers MC0311070 and MC0311070-1, extending the lineup of options for Cessna owners. These valves serve as direct replacements for Cessna OEM part numbers 0311025, 0311070, and 0311070-1. 

“Our fuel valve has improved corrosion resistance from the anodized coating,” McFarlane lead project engineer Val Yancey-Jardon said in a release. “They’re precision machined for the O-ring capture cavity, and we fully test each assembly before leaving the facility [in Baldwin City, Kansas].”

The development is part of McFarlane’s broader effort to provide cost-effective and top-quality replacement parts for various Cessna aircraft models, from the 150s through the 190s. With this addition, Cessna owners now have access to a more-affordable alternative to the OEM valves without compromising on quality.

In addition to offering brand-new valves, McFarlane provides comprehensive repair services for Cessna fuel valves. Its inventory includes repair kits, seal kits, gaskets, fittings, and replacement parts. For Cessna fuel valves, McFarlane features long-life, fuel-proof Viton seals, ensuring lasting performance.

McFarlane said it caters to a wide range of aircraft applications with its line of fuel system replacement parts, benefiting various aircraft models, including Piper, Beechcraft, Mooney, Maule, and more.

McFarlane Aviation is a leading supplier of premium aircraft parts, accessories, and innovative solutions for general aviation. The company said its commitment to engineering meticulous products guarantees exceptional quality and extended lifespan.

McFarlane also owns and operates a diverse family of brands, including CJ Aviation, Flight-Resource/MT Propellers, and Airforms.

Editor’s Note: This story originally appeared on planeandpilotmag.com.

The post McFarlane Receives FAA-PMA Nod for Cessna Fuel Selector Valves appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 2001 Beechcraft A36 Bonanza.

The Beechcraft Bonanza was a hit from its early days in the late 1940s. Compared with the fabric-covered GA aircraft that were common at the time, the all-metal, V-tail Bonanza must have looked almost like a spaceship. The attractive design evolved for decades, but for many customers the arrival of the A36 represented a breakthrough. With a stretched fuselage and six seats in a club configuration, the airplane offered passengers flexible seating or could carry lots of cargo instead of people. The first 36-series Bonanzas hit the market in 1968, and the model is still sought-after.

This A36 has 1,681 hours on the airframe, 690 hours on its Continental IO-550 engine, and 358 hours on its Hartzell propeller since overhaul. Inside its air-conditioned cabin, the aircraft’s updated panel includes Garmin G500 TXi 10 landscape displays with SVT, Garmin G600 autopilot with yaw damper, Garmin GTN 750 TXi and GTN 650 TXi touchscreen nav/comms, GTX 345R transponder, GTS 800 traffic advisory system, and more.

Pilots in the market for a fast, capable piston single with a large cabin suited for family travel or business use should consider this 2001 Beechcraft A36 Bonanza, which is available on AircraftForSale.

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

• FLYING Magazine: Hartzell Earns STC for Three-Blade Bonanza Propeller
• FLYING Magazine: ABS Air Safety Foundation Announces the BEST in Beechcraft Pilot Training
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• Plane & Pilot: Beechcraft A36/A36TC/B36TC Bonanza
• The Aviation Consumer: Beechcraft Bonanza 36

The post This 2001 Beechcraft A36 Bonanza Is ‘AircraftForSale’ Top Pick for Family and Business Travel appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 2005 Maule M-4-180V.

Maule aircraft have been flying STOL missions since long before the practice “became a thing,” as my kids would say. And while there are numerous aircraft that can take off and land in a reasonably short distance, many pilots consider Maules among the best for getting in and out of tight spots. When you roll up to the self-serve fuel pumps in a Maule taildragger, people will assume that you are serious. The kids call that a “flex.”

Company founder Bedford D. Maule performed perhaps the ultimate flex by taking off inside a hangar and flying out through the open door. We do not advise trying such stunts with this M-4, but you can be sure this machine was designed to transport you and your gear to interesting places that are not necessarily airports.

This 2005 Maule M-4 has 575 hours on the airframe and 180 hp Lycoming O-360-engine. The panel includes a Garmin 250XL nav/com, Garmin GTX 327 transponder, and uAvionics SkyBeacon ADS-B.

If your airborne travel plans include short-field and backcountry operations, camping, and other outdoor activities, you should take a look at this 2005 Maule M-4-180V, which is available for $114,500 on AircraftForSale.

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

• FLYING Magazine: Choose Your Mount—The Maules Do it All
• FLYING Magazine: Maule Air Expands Its M-9 Series, Introduces M-4
• Plane & Pilot: Maule M-4 180V
• Plane & Pilot: Maule M-4 through M8
• The Aviation Consumer: Buying Backcountry: Focus on Your Needs

The post This 2005 Maule M-4-180V Is ‘AircraftForSale’ Top Pick for Short-Field Flyers  appeared first on FLYING Magazine.

Embraer announced Thursday that it delivered 43 jets during the third quarter, bringing the total aircraft shipped by the company in 2023 to 105. The number represents a 33 percent increase in year-to-date deliveries over last year.

Overall, Embraer reported a 30 percent rise in Q3 deliveries compared to the same time period in 2022, marking the second consecutive quarter in which it recorded double-digit delivery growth. Third-quarter shipments in its commercial aviation segment grew from 10 aircraft last year to 15 in 2023. On the executive side, Embraer delivered a total of 19 light and nine medium jets, representing a combined 22 percent increase over Q3 2022.

Embraer closed Q3 with a firm order backlog of $17.8 billion, growing $500 million since the end of Q2. The company has sold 42 commercial aircraft so far this year, with orders from airlines including SkyWest, Luxair, Air Peace, Binter, and American Airlines. The sales bring the backlog for the company’s commercial unit to $8.6 billion.

• READ MORE: Embraer Reveals the Phenom 100EX Ahead of NBAA

On the executive side, Embraer has an order backlog of $4.3 billion, reporting “sustained demand across its entire product portfolio and strong customer acceptance in both retail and fleet markets.” Among recent developments in the segment, the company cited the introduction of the Phenom 100EX, the addition of autothrottle for the Phenom 300E, and the Phenom 300 series fleet passing the 2 million-flight-hour milestone.

• READ MORE: Czech Republic Sets Eyes on Embraer C-390 for Military Transport

Embraer noted that the backlog for its Services & Support unit reached “the highest backlog volume ever recorded,” coming in at $2.8 billion at the end of Q3. For its Defense & Security arm, the company reported milestones including the first KC-390 to enter into service outside of Brazil and the selection of the C-390 Millennium as the new tactical military transport aircraft for Austria and the Czech Republic.

The post Embraer Deliveries Up 30 Percent in Third Quarter appeared first on FLYING Magazine.

Van’s Aircraft founder Richard VanGrunsven has announced changes at the company aimed at addressing “serious cash flow issues, which must be addressed quickly to ensure ongoing operations. We are confident that we can work through this situation, but some changes are required,” he says. Van’s posted an extensive explanation of the situation in addition to the video featuring founder VanGrunsven. (You can read it here.)

Van’s current challenges result from “a combination of significant events over a relatively short period of time [that have] increased costs, doubled normal inventory levels, slowed deliveries, and strained our cash flow to the breaking point,” the company says. It cites increases in manufacturing still evident from the COVID slowdown, an issue with primer used by a subcontractor in quickbuild components and the most recent problems with laser-cut parts, which were a response to help increase production capacity at a time when Van’s was experiencing historically high demand. Builders discovered that the laser-cut parts tended to crack during the dimpling process. “Although our testing proved that laser-cut parts are functionally equivalent to punched parts, belief among many builders is that they are unsuitable for use,” the company says. “This has resulted in an unmanageable number of requests to replace laser-cut parts and cancel orders. More than 1800 customers are currently affected by this issue, some of whom have received more than one kit.”

As part of the announcement, Van’s said that “starting today through mid-November, Van’s will be focused on assessing the internal changes necessary to address these issues. This means some of the typical day-to-day operations at Van’s will be affected while our team develops plans to correct the problem.”

Those changes include streamlining the company’s efforts to focus on replacing laser-cut parts for existing builders and reassessing its manufacturing processes. “During this period, shipments will be delayed, kit orders will not be processed, and refunds will not be issued,” the company says. “We will be unable to conduct factory tours and demo flights. We are adjusting our daily operating hours. Starting Monday, October 30th we will be open from 8:00 a.m. to 4:00 p.m. Pacific Time each business day. Our builder technical support hours will shift to 8:00 to 9:30 a.m. and 3:00 to 4:00 p.m. each business day. This is a permanent change.”

In the background, Van’s has “assembled a small team of experienced advisors to assist us” from Hamstreet & Associates, a Portland, Oregon-based firm that “leads troubled companies through financial and operational crises, and delivers results.” That team includes interim CEO, Mikael Via, who had served Glasair Aviation in the early 2000s and developed the Two Weeks to Taxi builder-assist program. Hamstreet is expected to provide financial expertise as well as other interim officers to help Van’s move forward.

Builders and potential Van’s customers are likely to wonder about pricing and availability in the future. “Van’s Aircraft faces several challenges that require us to take time between now and mid-November to perform an internal assessment of our inventory, production, and shipping capabilities as well as overall operating efficiencies,” Van’s says. “During this time, we will be evaluating all reasonable means of satisfying builder concerns regarding laser-cut parts. At the same time, we will be reviewing the costing of our parts and kits.”

Van’s is expected to issue updates via its website in the near future.

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

The post Van’s Aircraft Announces Recovery Plan appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 1946 Globe GC-1B Swift.

The Globe Swift has an interesting history that begins during aviation’s golden age between the wars but truly gets going in the wake of World War II. The sleek, low-wing, two-seater has fighter-like styling, retractable landing gear and  sliding canopy. Given these features, it is easy to understand the airplane’s appeal.

While not speed demons, Swifts move along well, generally between 104 to 112 ktas, on fairly low horsepower. A long list of STCs include engine upgrades that can push speeds higher. Early models came with 85 hp Continental engines that soon gave way to 125 hp versions, which improved performance significantly. Swift pilots tend to care more about the airplane’s responsive handling and light, tactile controls. Still, engines ranging above 200 hp and numerous other approved speed modifications can give the aircraft a racier feel.  

This Swift has 1,455 hours on the airframe and 77 hours on its Continental C-125-2 engine since overhaul. The panel includes an AV-30 multi-function flight instrument, an EDM 700 engine monitor with fuel flow, and Stratus ADS-B. 

Pilots interested in vintage aircraft that are fairly rare but reasonably economical to operate and maintain should consider this 1946 Globe GC-1B Swift, which is available for $49,900 on AircraftForSale.

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

• FLYING Magazine: 1946 Globe Swift ‘Speedster’ 
• FLYING Magazine:The Swift and First Solos
• Plane & Pilot: Globe/TEMCO Swift: An Efficient And Comely Two-Seater That Stood The Test Of Time
• Plane & Pilot; Globe Swift GC-1B
• The Aviation Consumer: Off The Beaten Path: Vintage Aircraft

The post A Globe Swift from 1946 Is a Sleek, Rare, and Rewarding ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an airplane that catches our attention because it is unique, represents a good deal, or has other interesting qualities. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily.

Today’s Top Pick is a 2015 CubCrafters Carbon Cub SS

The light sport category has spawned numerous designs that are tributes to the original Piper Cubs and seek to recapture the experience of flying those antique machines. Most use modern design and manufacturing techniques as well as updated materials and equipment in bids to make new Cubs better than the old. While it might be difficult to convince many traditionalists to try a modernized Cub, few will deny that the Carbon Cub SS outmuscles its ancestors.

CubCrafters combined high power, low weight, and precise controls to make the Carbon Cub SS an immediate STOL contender capable of tackling a range of backcountry flying adventures. The design helped redefine what a light sport aircraft (LSA) can be.

This 2015 Carbon Cub SS has 285 hours on its airframe, engine, and Catto 80/50 composite propeller, as well as a long list of features and upgrades, including Acme Aero heavy-duty landing gear, BlackOps shocks, Alaskan Bushwheels with 26-inch tundra tires, LED lights and strobes, vortex generators, Grove 2-piston brakes and Scott 3200 tailwheel. The panel includes a Garmin G3X Touch display, 2-axis autopilot, Garmin GTR200 comm radio, GTX23 ES transponder, and ADS-B In and Out.

If your typical mission involves short-field operations and exploring the backcountry in a traditional but modern aircraft, you should consider this 2015 Cubcrafters Carbon Cub SS, which is available for $199,000 on AircraftForSale.

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

• FLYING Magazine: CubCrafters Unveils Carbon Cub UL
• FLYING Magazine:Carbon Cub Pilot Takes STOL to The Extreme With Helipad Landing
• FLYING Magazine: Behind the Scenes at CubCrafters, Crafting a Cub
• Plane & Pilot; Carbon Cub SS
• The Aviation Consumer: The Look-Ahead Cub

The post CubCraftrers’ 2015 Carbon Cub SS Is a Modern Throwback and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The general aviation industry expected last week’s release from the Environmental Protection Agency of the endangerment finding on leaded avgas. Thanks to a number of factors—including recent codification of leaded fuel reduction plans under the EAGLE (Eliminate Aviation Gas Lead Emissions) coalition—it feels like the finding was welcomed rather than feared.

Because of the way the U.S. government operates, particularly under the Clean Air Act of 1970, certain processes within the associated agencies, including the FAA, could not begin without the finding.

Now leadership from within the industry’s manufacturers, distributors, associations, and users (that’s us, the pilot community) can act on the commitment to getting the lead out of our avgas—specifically the high octane fuel required by high-performance piston engines currently served by 100LL.

But what happens now? I spoke with Walter Desrosier, vice president of engineering and maintenance for the General Aviation Manufacturers Association, this week about the finding and what it triggers. “We have significant progress,” said Desrosier. “There is a broad, collective community commitment from the entire GA industry in cooperation with the government and the FAA to move to no lead. So the EPA action that came out is part of that transition process. It actually puts into the Clean Air Act process how they will mandate a transition. So this is not something that we continue to talk about, that we hope to find solutions—this is a commitment  from the industry that continues to work towards the best solutions.”

The timeline has officially begun, but it will take a couple of years for the mandate and the associated guidance to come into play. In the meantime, the industry is already working hard toward fielding the solutions.

Fuels in Process

Those solutions include four candidate fuels in the works from different providers in varying states of development, testing, and acceptance. “Part of our transition will also be what’s the best available fuel,” said Desrosier.

By most measures, the furthest along comes from GAMI Inc., whose G100UL has attained supplemental type certification from the FAA. GAMI works with at least one producer, VTOL, to manufacture the fuel in enough quantity to reach those who need to test it and develop its distribution in the field. The STC means the FAA considers the fuel safe for the applications covered in that approval.

While the STC includes broad fixed-wing piston aircraft acceptance, testing continues for rotorcraft with Robinson deep into its program with the fuel. Cirrus Aircraft is also testing the fuel within its fleet.

But any fuel that makes it to market must also demonstrate commercial viability. It must make it from the manufacturer through the distribution channels—pipeline or trucking—to the airport where it goes into a tank, and then into our fuel tanks on aircraft. That means the fuel must be acceptable in each of those steps by the businesses involved, as well as the end user burning it in flight.

“With the GAMI fuel, the path that they chose to take is to do their proprietary STC approval, which is perfectly fine on the safety side with the FAA, but they also chose not to enter into an ASTM consensus specification process,” said Desrosier. “Typically that’s how all the other stakeholders in the community become familiar with a fuel…the content of the fuel, the understanding of the evaluation and the assessments of the fuel, and the understanding of the components, and the understanding of the business risks related to being a stakeholder who might purchase, who might produce, who might distribute, who might dispense, and who might put it into people’s tanks.

“There’s a lot of business decisions in this, and a lot of risk.”

Swift Fuels has already entered the market with a lower octane unleaded fuel, 94UL, with limited distribution now but a growing foothold, especially in states and at airports where there is more pressure to get away from leaded avgas.

Swift is pursuing both an STC and ASTM path with its high octane fuel, 100UL, and it has chosen a clever way to gain market acceptance—and perhaps reach commercial viability—with the new fuel. For its current 94UL, Swift offers a “Forever STC,” through which an operator purchasing the STC for the lower octane fuel is promised that the STC for the 100UL fuel will be  included in that purchase when it’s available.

Swift will be able to deliver the fuel through the existing infrastructure to the existing tanks it has put in place for 94UL. According to Desrosier, Swift has already started the consensus standard and is going through the STC process. Critically, the manufacturer will share the results through the consensus process, and when it obtains FAA approval, it will share that data with all the stakeholders.

Two other fuels are pursuing approval through the PAFI (Piston Aviation Fuels Initiative) program. One already has the ASTM test specification, produced by Afton Chemical/Phillips 66, and it is continuing to share information, according to Desrosier. It has to go through the full ASTM testing process, but it has “the roadmap” to do it.

The other candidate fuel (Lyondell/VP Racing) is close behind. The consortium has entered into the specification process and expects to also share its progress.

More than One?

One big question in my mind: Will we end up with more than one fuel, and will they be intermixable? I asked Desroiser, along with the follow-up question: Is this testing pathway defined or is it wait and see?

No, said Desrosier, the fuels are not allowed to intermix and co-mingle. All of the candidate producers are testing to comingle with 100LL—because that is part of the transition process and very likely to occur in the field.

“In terms of ‘could be,’ it depends on the final composition of the fuels,” he said. “We do know some of the key components,” and some fuels will not be able to mix because they are too different.

In the end, having two fuels make it through the process means that the market will decide—and we will have a backup in case of an unforeseen issue with a producer or fuel. “We think it’s going to have to be a market decision,” said Desrosier. “I’m not expecting a significant market penetration, dividing the market in half” with different fuels regionally available.

“Once you have the acceptance by FAA, ultimately the consumer is the very last in the supply chain,” he concluded. 

With the pilot or owner-operator, it often boils down to price—and that won’t likely change with 100UL.

The post Time to Get Serious About Unleaded Fuel appeared first on FLYING Magazine.