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.

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.

The short takeoff and landing (STOL) variant of Tecnam’s twin-engine P2012 Traveller is on track to receive its EASA type certification by the end of the year, the company announced this week at the NBAA Business Aviation Convention & Exhibition (NBAA-BACE) in Las Vegas.

The P2012 STOL switches out the original Traveller’s Lycoming TEO-540-C1As for Continental GTSIO-520-S engines. At its maximum takeoff weight of 8,113 pounds, the 11-seat STOL model will have a takeoff distance of 1,394 feet compared to the standard Traveller’s 2,596 while offering a landing distance of 1,181 feet at its maximum landing weight of 8,003 pounds. The standard version is capable of landing in 2,438 feet.

“Addressing the needs of a market niche that has been underdeveloped and unsupported for decades, Tecnam once again provides a solution for operators seeking a modern, spacious, comfortable, safe yet stylish aircraft with outstanding STOL capabilities for their business,” the Italy-based company said in a statement. “The P2012 STOL is the only twin-piston aircraft with short takeoff and landing capabilities that [comply] with the latest certification changes.”

• READ MORE: Tecnam Introduces P2012 STOL To Serve Challenging, Remote Airports

Equipped with the Garmin G1000 NXi avionics suite, the Tecnam P2012 STOL has a top cruise speed of 185 knots, 905 nm range, and useful load of 2,831 pounds. The IFR-capable aircraft can be configured for missions including passenger transport, cargo, and air ambulance operations. Tecnam expects to begin P2012 STOL deliveries in January.

Expanding U.S. Partnerships

Italy-based Tecnam also announced at NBAA-BACE the launch of a new dedicated maintenance training program in partnership with Florida-based Aero Affinity Holding Corp.. According to Tecnam, courses will be available for its entire fleet. Tecnam noted that those who successfully complete the courses will be eligible to become an authorized Tecnam Service Center. Courses will be offered in locations including Ontario, Canada; Florida; and California.

“The American market is strategic for Tecnam,” said Umberto Giannotta, the company’s service delivery manager. “We want customers and technicians to be competent and comfortable flying and servicing the aircraft.”

In addition, Tecnam appointed Southern Cross Aviation as a spare parts distributor for the P2012 series in the U.S. Headquartered in Fort Lauderdale, Florida, Southern Cross also has a distribution hub in Anchorage, Alaska, and is planning to open a facility in Mesa, Arizona. Tecnam said the partnership aims to provide an “enhanced experience for P2012 operators across the country” in light of “many more” scheduled aircraft deliveries in the Americas. 

The post Tecnam P2012 STOL on Track for 2023 Certification 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 1975 Beechcraft A24R Sierra.

When pilots get together for long chats, the conversation often turns to training experiences, including the airplanes in which they took their check rides before receiving private pilot certificates. There are Cessna people who trained in 150s and 172s, and Piper people who trained in PA-28s. But there is a third group whose primary training came in fixed-gear Beechcrafts like the Musketeer and Sundowner, which are close relatives of the more advanced A24R Sierra for sale here.

To compete with the likes of Piper’s Arrow and Cessna’s retractable 172s and 177s, Beechcraft improved its basic trainer airframe with more power, retractable gear, and a constant-speed propeller. The changes gave the aircraft extra speed, carrying capacity, and overall utility. Fans of the model point to its roomy cabin and build quality that set it apart from some competing models. The Sierra is known for details such as extra space for six seats and trailing-link landing gear that help smooth out landings. It also sits impressively high on the ramp.

This 1975 Sierra has 4,143 hours on the airframe and 1,620 hours on the engine. Its IFR-certified panel includes a Garmin GTN 650, dual Garmin G5s, a GTX 330 ADS-B transponder, GMA 340 audio panel, Century II autopilot, JPI 700 engine monitor, and King KX 170B nav/com. Paint and interior are original.

Pilots looking to step up to a roomy, economical, four-seat retractable for faster-paced personal or family travel, or to build time in a complex aircraft, should consider this 1975 Beechcraft A24R Sierra, which  is available for $119,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Approachable Aircraft: Beech Sundowner and Musketeer
• FLYING Magazine: Looking Beyond a Pre-Purchase Checklist
• Plane & Pilot: Beechcraft 1977 C24R Sierra 200

The post Today’s Top Aircraft For Sale Pick: 1975 Beechcraft A24R Sierra 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 1994 Piper PA-32R-301 Saratoga SP

I was recently chatting with a pilot friend at the airport. He does not own an airplane right now but always speaks fondly of the Piper Saratoga he owned when his sons, now in their 30s, were young children. I have lost count of the vacation trips, camping trips, and fishing excursions he described, but they all seemed to turn out well.

There might be a bit of selective memory at work, but there is no denying the Saratoga’s prowess as a traveling platform, thanks to its large cabin and stable, user-friendly flight characteristics.

This air-conditioned Saratoga SP has always been hangared and is looking for its third owner. It has 1,952 hours on the airframe and engine, with 154 hours since the installation of six new Lycoming cylinders.

The panel has a Garmin GTN 650 GPS/nav/com and a Garmin SL 30 nav/com, Avidyne EX 500 multifunction display, Garmin GTX 330 Transponder w/ADS-B In and Out, WX 500 Stormscope, King KFC 150 autopilot with HSI, and a JPI EDM 800 engine analyzer with fuel flow.

Pilots looking for a stable, straightforward, six-seat single with a spacious, air-conditioned cabin where your family can stretch out should take a look at this Piper Saratoga SP, which is available for $289,500 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Six Seat Stalwart: Used PA-32 Review
• FLYING Magazine: Six Classic Utility Aircraft
• Plane & Pilot: The Most Affordable Singles
• Plane & Pilot: Piper Saratoga 1998 HP PA32R301
• The Aviation Consumer: Used Aircraft Guide: Piper Saratoga and Lance

The post Today’s Top Aircraft For Sale Pick: 1994 Piper PA-32R-301 Saratoga SP appeared first on FLYING Magazine.

Gallatin, Tennessee, on September 1-2 hosted the inaugural Music City STOL Competition at Music City Executive Airport (KXNX). Known as the “Gateway to Middle Tennessee,” for its active aviation community and situated just minutes outside of Nashville at an elevation of 583 feet, Gallatin proved to be the perfect setting for a National STOL Series event. 

The event, which drew an estimated crowd of 1,000, featured performances by seasoned pilots and enthusiastic newcomers, with YouTube personalities Ryan Dembroski of Super Aero and Brian Turner from Just Plane Silly, along with other notable figures, serving as announcers.

Touring Class: Brandon Corn Soars to Victory

In the Touring Class, Brandon Corn, the current class standings leader on the 2023 National STOL Series tour, achieved a remarkable personal best with a takeoff distance of 138 feet in his No. 30 1965 Cessna 205 Black Betty. Corn’s performance in the aircraft with a gross weight of 3,300 pounds secured his victory in the class with a combined distance of 323 feet. 

Newcomer John McCardle took second place in his 1978 Maule M5-235C, while Jeff Abrams finished third in No. 65 Piperzilla, a 1965 Piper Cherokee 180C.

“Music City STOL was a great event—awesome crowd. The wind was in my favor, and everything just went right,” Corn said. “After that solid run, I knew we had them whooped. We will get her home and tuned up for the next event.”

Rookie Class: New Competitors Shine

The Rookie Class featured four new competitors. Justin Burkholder, an experienced pilot with 1,200 hours of flight time, shared his excitement about joining the competition. “I’ve got around 100 hours in the airplane,” Burkholder said.

Chase Bentley, flying a 1952 Cessna 170, emerged as the class winner with a takeoff distance of 468 feet. Daniel Donahue’s 1947 Stinson 108-1 secured second at 515 feet, and James Abbot was third in his 1958 Cessna 182B

Backcountry Class: Intense Competition Takes Center Stage

The Backcountry Class was the most competitive of the event, featuring a heated rivalry between the top competitors in the season standings. No. 99 Micah Lindstrom and No. 00 Jeff Pohl in the The Dirty Bird (the 2021 and 2022 National STOL Series Class Champion) battled it out against newcomer No. 52 Shawn Johnson in STOL Trooper—all piloting 1955 Cessna 170Bs.  Lindstrom led after the first round, but Johnson’s performance in the second propelled him into the lead. 

Despite a strong effort by Lindstrom, Johnson secured the victory with a second-round score of 244 feet. Wind gusts and shifts played a significant role in the outcome. Pohl expressed his frustration with his near miss: “I scratched by like 6 inches,” he said. “Otherwise, I think I might have had it.”

Johnson was left in disbelief upon learning he won the class. “No way! You’re joking. I didn’t expect that,” he said “I really thought I was the underdog coming into this event.” He had recently found his engine had three cracked cylinders and said the new powerplant contributed to the win. 

Adventure Class: The American Legend Cubs Shined 

In the Adventure Class, Keith Lange flew 47 hours in his No. 50 1956 Piper Cub Pepper from Wasilla, Alaska, to compete. The American Legend Cub MOACs battled it out, piloted by Brain Shirley (No 81) and Legend Cub Factory Luke Spoor (No. 71). Spoor dominated early as Shirley scratched in his first and fourth rounds. 

The rising density altitude posed challenges, but Spoor emerged as the class winner with a combined distance of 183 feet, followed closely by Shirley and Lange.

Sport Class: Competition, Short Takeoffs

Rich Boardman, a seasoned STOL competitor, was present in his No. 94 CubCrafters Carbon Cub SS and created some exciting competition with Joel Milloway, who piloted his Rans S-7 Tiger Shark. Nick Ardillo, also flying a CubCrafters Carbon Cub SS, endured a challenging start, scratching in his first, second, and fourth rounds. Ardillo secured his only score for the event in the third round with a distance of 234 feet, which earned him third place.

Boardman and Milloway engaged in a neck-and-neck race, with Milloway securing the first two round victories. However, in a nail-biting fourth round, Boardman edged out Milloway to win the class by 2 feet with a combined take off and landing distance of 177 feet—the shortest of the event—and earning him the title of the Music City STOL grand champion.

Unlimited Class: McInteer Seizes the Opportunity

With the absence of the usual top-ranked Unlimited Class competitors, both Charles Lilly and Patrick McInteer were feeling encouraged to showcase their abilities. McInteer narrowly edged out Lilly for the victory.

“I couldn’t be happier with our first year hosting National STOL for the Music City STOL Competition,” said Chad Hall, Music City STOL host, president of EAA Chapter 1343, and co-founder of BOLDAviation. “Having them come to Gallatin is truly next level for us and hopefully the first of many events like this we hope to see at our field. I’m truly grateful to Tom Wolf, Eric Farwell, Karen Flanary, and the whole National STOL team for coming to Gallatin and for our amazing volunteers, local pilots, city and county officials, and everyone else who helped make this happen.”

The National STOL Series continues to see growth, with an increasing number of new faces competing in events across the country. 

Visit the National STOL Series website to view the current season standings and the Music City STOL official scores.

The post Inaugural Music City STOL Competition Takes Off in Tennessee appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an aircraft 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 1951 Hawker Sea Fury Mk II

With the final running of the National Championship Air Races in Reno, Nevada, coming up September 13-17, it seems like a good time to point out a longtime Reno racer that is on the market.

Furias, campaigned by veteran race pilot Lloyd Hamilton during the 1980s, was a fixture at Reno for many years and finished second in the 1986 Gold race. After posting the top qualifying time during the 2012 Reno races, the aircraft sustained damage when its landing gear collapsed and it skidded off the runway. Furias is looking for a new owner to get it back into the air and back to competition.

Originally flown by the Royal Australian Navy, the aircraft was imported into the U.S. during the 1970s. Sea Furies were advanced piston-engine fighters that arrived too late for World War II but have been popular as modified air racers. Early on, Furias traded its original Bristol radial engine for a Pratt & Whitney R-4360, known as the Wasp Major. With four rows of cylinders, the engine also earned the nickname “corn cob.”

This Sea Fury has several racing modifications, including anti-detonation injection, or ADI, a boil-off oil cooling system, and telemetry. Its panel includes a Garmin GPS, transponder and an oxygen system.

Aircraft enthusiasts interested in racing, historic aircraft, warbirds, or classic restoration should take a look at this unique machine, which is available for $375,000 on AircraftForSale.

You can arrange financing of the airplane through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Top 25 Most Beautiful Airplanes
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• Plane & Pilot: HAWKER “SEA FURY”
• Plane & Pilot: Warbirds On A Budget (Sort Of)
• Plane & Pilot: Reno Air Races 2012

The post Today’s Top AircraftForSale Pick: 1951 Hawker Sea Fury ‘Furias’ appeared first on FLYING Magazine.

Each day, the team at Aircraft For Sale picks an aircraft 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 2000 Mooney M20M Bravo 

For years Mooney owners touted their compact, aerodynamically clean aircraft for maintaining a fast pace with small, fuel-sipping engines. They were a textbook case of doing more with less. Indeed, they often burned half as much fuel as competing four-seat retractables with larger engines and more power.

By the time this 2000 Bravo rolled off the assembly line, things had changed at the company and M20s were getting brawny. Packing a 6-cylinder, turbocharged Lycoming 540 engine, this airplane can climb quickly to 25,000 feet and cruise at speeds above 200 ktas.

With paint and interior in great condition and just 1,253 hours on the airframe, this Bravo has a long life ahead and is full of possibilities for pilots who want to cover long distances quickly. Other features include dual batteries and alternators, a factory oxygen system, leather-covered yokes, air vents and reading lights at all four seats along with cup holders.

The IFR panel includes a Garmin GTN 650, dual Garmin GI 275 flight instruments, GTX 345 transponder with ADS-B in and out, King KFC 150 autopilot, and more.

If you are looking for a family hauler that will handily outrun most of the competition, consider looking into this Mooney M20M Bravo, which is available for $259,000 on AircraftForSale. You can arrange financing of the airplane through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Mooney M20, A Look Back in Photos
• FLYING Magazine: Mooney Makeover: Buying the Airplane
• Plane & Pilot: Mooney Bravo M20M
• Plane & Pilot: Resurrection Of The Mooney M20
• The Aviation Consumer: Mooney M20M/TLS/Bravo Series

The post Today’s Top AircraftForSale Pick: 2000 Mooney M20M Bravo appeared first on FLYING Magazine.

Ralph Wentz Field (KPNA) is situated in the rustic town of Pinedale, Wyoming, with the Wind River mountain range serving as a picturesque backdrop for the second annual Rocky Mountain STOL competition hosted by Emblem Aviation. 

The event, sanctioned by the National STOL Series, experienced remarkable growth this year, with the number of spectators doubling and pilot participation tripling. It featured a full field of competitors across the various classes, including not only local participants but also those from Utah, Idaho, Nevada, Colorado, Kansas, Texas, Minnesota, and even Alaska. Angela Douglas, co-owner/founder of Rocky Mountain STOL, said “of the 850 people who attended, 268 visitors from 30 different states were in attendance, according to our gate survey.”

National STOL owning partner Tom Wolf also expressed his enthusiasm about the event’s reception.”Our second year in Pinedale was an overwhelming success,” Wolf said. “The town of Pinedale and both John and Angela Douglas could not have been more gracious hosts. We had a great event and look forward to returning next year.”

Rocky Mountain STOL founders the Douglases along with Micah Olson, did well in their inaugural year to establish the event as a favorite among pilots. 

The festivities kicked off Thursday evening for early arrivals, who were treated to a delightful dinner at Half Moon Lake Lodge. The attendees enjoyed a steak dinner with all the fixings and dessert.

STOL practice commenced early Friday to avoid the expected afternoon winds that the area is known for. Wind is not the only weather challenge faced by the small airport as it also boasts the highest elevation among events on the National STOL Series circuit at 7,084 feet msl. Following practice sessions, pilots scattered throughout the town to immerse themselves in the local culture. They filled restaurants, enjoyed the annual park concert, and embarked on a sunset horseback riding excursion on Half Moon Lake.

On competition day, “wind” and “DA” (density altitude) became the buzzwords as the measured distances for this event were nearly doubled compared to others.

“Despite challenging high altitude conditions, we had a phenomenal experience in Pinedale,” said Eric Farewell, National STOL Series owning partner. “Our competitors brought fierce fights to the runway with exceptional performances narrowly taking their victories. As always, it was a pleasure to share our love for aviation with both the local audience and the millions who enjoy our videos around the world.”

Touring Class

Brandon Corn (No. 30), the current leader in the National STOL Series standings in the Touring Class, achieved a best combined distance of 629 feet flying his 1963 Cessna 205. Corn had recorded his previous best combined distance of 496 feet just three weeks earlier at the Sodbusters STOL competition in Hartford, Wisconsin, at an elevation of 1,037 feet msl.

Touring Class Winners:

1. Brandon Corn (No. 30), Team Corn Collision, 1965 Cessna 205, shortest combined distance: 629 feet

2. Matt Schantz (No. R52), 1958 Cessna 180B, shortest combined distance: 639 feet

3. Kurt Leaders (No. R58), 1965 Cessna 185, shortest combined distance: 661 feet

Backcountry Class

The Backcountry Class was undoubtedly the most anticipated to watch, given the hometown rivalry between Micah Lindstrom and Jeff Pohl as they have battled throughout the season for the first place in the points standings. Pohl currently sits second and both he and Austin Clemens (third) have established a longstanding friendly rivalry. Both Clemens and Lindstrom made surprise last-minute arrivals to the event.

Backcountry Class Winners:

1. Micah Lindstrom (No. 99), 1955 Cessna 170B, shortest combined distance: 364 feet

2. Jeff Pohl (No. 00), The Dirty Bird, a 1955 Cessna 170B, shortest combined distance: 382 feet

3. Austin Clemens (No. 62), Team Clemens Aviation, The Dog, a 2011 Aviat Husky A-1C, shortest combined distance: 474 feet

The score differential between Clemens and Lindstrom/Pohl was because of the way the class was stacked, leading to its division into two heats for safety. Unfortunately, Clemens was allocated to the first heat, which was subject to a slight tailwind. In the second heat, Lindstrom and Pohl gained the advantage of a headwind.

“Always respect your airplane, of course, but especially in this density altitude—the airplane just does not feel like it flies the same,” Clemens  said.

Adventure Class

The Adventure Class featured an exciting array of new faces and airplanes, reflecting the rapid growth of STOL competitions and purpose-built aircraft. Brian Shirley, a familiar figure in STOL events often seen setting up or judging the field, made his competitive debut with his brand new 2023 American Legend Cub MOAC with a 95-foot takeoff.

Well-known Alaskan bush pilot Keith Lange added to the excitement by making the journey from Wasilla in his Piper Cub to join the fun.

Adventure Class Winners:

1. Brian Shirley (No. 81), 2023 American Legend Cub MOAC, shortest combined distance: 226 feet

2. Jody Card (No. W92), 2011 Kitfox 7, shortest combined distance: 252 feet

3. Keith Lange (No. W12), 1953 Piper PA18-125, shortest combined distance: 262 feet’

Sport Class

Along with Collin “Evel” Caneva and Rick Boardman, well-known veterans of traditional STOL and STOL Drag events, the Sport Class also saw new faces joining the competition. Boardman faced a challenging start, scratching during his first round but managed to secure the class win with an impressive combined distance of just 139 feet, outpacing second-place Joel Milloway by 29 feet.

Despite finishing third, Caneva received the new “Fan Favorite” award as spectators were invited to vote for their favorite pilot. Caneva earned the honor with 19 percent of the vote, per the National STOL website.

“The people of Pinedale, Wyoming, really made the event even more special than it already was,” said Caneva. “Coupled with everyone that watched online and [is] connected to me through social media, I was nominated for the viewers choice award. How cool is that!? I am so grateful for the event, the event organizers, and everyone that cheers us pilots on.”

Sport Class Winners:

1. Rick Boardman (No. 94), 2015 CubCrafters Carbon Cub SS, shortest combined distance: 139 feet

2. Joel Milloway (No. R22), 1996 Rans S-7S, shortest combined distance: 168 feet

3. Collin Caneva (No. 43), Doc” a 2011 CubCrafters Carbon Cub SS, shortest combined distance: 172 feet

The Rookie Class

John Douglas decided to compete in the Rookie Class alongside three other newcomers to the STOL scene and clinched third place at his own event.

Rookie Class Winners:

1. William Mechan (No. R49), 2022 Rans S-7S, shortest combined distance: 614 feet

2. Jamie Burgess (No. R99), 1969 Cessna 182, shortest combined distance: 985 feet

3. John Douglas (No. 307), 1964 Cessna 182, shortest combined distance: 1,132 feet

The Unlimited Class

The Unlimited Class, always a fan favorite, had only two registered pilots: Steve Henry and Hal Stockman. This class was the final one to compete, and the temperature and density altitude were at their peak, measuring over 9,500 feet. 

However, both STOL legends managed to overcome the challenging conditions and achieve impressive takeoff-and-landing distances. Henry achieved a best takeoff distance of just 12 feet in his famous Wild West Aircraft–Just Aircraft Highlander XL Yeehaw 8,” securing victory with a combined score of only 76 feet. Stockman, piloting his renowned Lawnmower III, a Rans S-7S, achieved a best takeoff distance of 43 feet.

Unlimited Class Winners:

1. Steve Henry (No. 44), Yeehaw 8, a 2022 Wild West Aircraft-Just Aircraft Highlander XL, shortest combined distance: 76 feet

2. Hal Stockman (No. 3), Lawnmower III, a 2018 Rans S-7S, shortest combined distance: 134 feet

Watch the Wild West Aircraft event recap

Detailed Rocky Mountain STOL scoring may be found here. Nationals STOL season standings may be accessed here.

The post Rocky Mountain STOL Reflects Growth appeared first on FLYING Magazine.

Each day, the team at AircraftForSale will pick an aircraft that catches our attention – either because it is unique, it is a good deal, or has something interesting. You can read Aircraft For Sale: Today’s Top Pick at FLYINGMag.com daily. 

Today’s Top Pick is a 2022 Aviat A-1C-180 Husky with floats

With summer winding down and fall just around the corner, there isn’t a better time to go amphibious, especially if you live in an area of the country with four seasons. The weather is cooler, the camping is more comfortable, and the leaves offer an array of scenery that makes fall the most spectacular time of the year. 

If you are looking for a late-model amphib airplane with low total time, this 2022 two-seat Aviat Husky with just 182 hours is an intriguing choice. The Husky has a mean black and red paint job that will turn heads, but that is just the beginning. The teak and holly floorboards are a signature of the Husky, reminding you of  the wooden boats of yesteryear.

This Husky was recently outfitted with floats from Wipaire and comes equipped with Wipaire’s exclusive, safety-enhancing laser gear advisory system.  A major danger for an amphib floatplane pilot has been ensuring that the gear is in the correct position, depending on whether the airplane is landing on water or land.

However, the Wipaire laser gear advisory system, which uses laser sensors to determine the surface the aircraft is landing on, ensures that the gear is in the appropriate position to avoid potential hazards. 

This Husky also comes equipped with Garmin avionics, with free ADS-B weather. The tandem-seat is equipped with a Lycoming O-360-A1P engine. 

In addition to the airplane’s low total time, it has been well-maintained and is available for $500,000 on Aircraft For Sale. 

Interested in learning more about the Husky?

From the FLYING Media archives about the Aviat Husky: 

(Note: equipment featured in articles may differ from the above listing.)

• FLYING Magazine: Aviat Husky: This backcountry machine is a modern-day taildragger

• FLYING Magazine: Wipaire delivers its 500th set of the 2100A floats 

• FLYING Magazine video on YouTube: Aviat Husky 

• Aviation Consumer: Aviat Husky (March 24, 2021) 

• Aviation Consumer: Aviat Husky (April 19, 2023)

• Plane & Pilot: Rocky Mountain High – the Aviat Husky

The post Today’s Top AircraftForSale.com Pick: 2022 Aviat A-1C 180 Husky appeared first on FLYING Magazine.

The freedom of open skies, the challenge of landing on a remote strip, the peace, and tranquility of untouched nature — these are the rewards of backcountry aviation.

It’s where the spirit of exploration reigns, a world apart from congested flight paths and bustling airports.

Whether you’re an intrepid adventurer yearning for the solitude of wild frontiers or a seasoned bush pilot looking for a fresh bird to tame, here are five backcountry aircraft with current listings on Aircraft For Sale, each with their unique character and capabilities, ready to amplify your flying adventures.

2023 Zenith CH 750 SD

Taking the pole position, we’re stepping into the future with the 2023 Zenith CH 750 SD. This light, yet robust aircraft, is perfect for those who love a nose wheel in the backcountry. With a high-lift wing design and user-friendly controls, it’s designed for low and slow flights, letting you soak up every moment.

2019 CubCrafters Carbon Cub FX

Next up, meet the muscle of the lineup: the 2019 CubCrafters Carbon Cub FX. Outfitted with a powerful CC363i engine and an ultra-light carbon fiber frame, this speed demon offers top-notch STOL capabilities, making it a match in heaven for any backcountry flying enthusiast.

Pilots also read: We Fly: CubCrafters Carbon Cub EX-3 & FX-3 Made for Backcountry

2007 Aviat A-1B Husky

Coming third is the trusty 2007 Aviat A-1B Husky. With a robust Lycoming O-360-A1P engine and a tailwheel configuration, this Husky still has much to offer. Reliable, strong, and ready to rough it, it’s the perfect companion for the wild at heart.

1962 Piper PA-18-160 Super Cub

Taking the fourth spot is a blast from the past: the 1962 Piper PA-18-160 Super Cub. As a stalwart of backcountry aviation, this Super Cub is a testament to timeless design. Equipped with a Lycoming O-320 engine and the iconic high-wing, it’s ready to take you wherever the wild calls.

2018 Aviat A-1C-200 Husky

Closing our list is the 2018 Aviat A-1C-200 Husky. This rugged beauty, fitted with a 200 hp Lycoming engine, is built for those seeking an aircraft that’s as adventurous as they are. Boasting a modern cockpit, the A-1C-200 Husky ensures that your forays into the backcountry are comfortable as well as exciting.

Each of these aircraft, with their unique characteristics and capabilities, stands ready to take your backcountry adventures to new heights. From vintage classics to modern marvels, there’s a plane for every pilot’s passion and price point.

Whether you’re ready to embark on your maiden flight into aircraft ownership or want to diversify your fleet with a new airborne chariot, remember that each journey begins with a single flight. Discover all these airplanes and more on Aircraft For Sale, your portal to the next chapter of your flying adventure.

When you’re ready to take the next step towards airplane ownership for your backcountry dreams, we have you covered. Getting pre-qualified is easy with FLYING Financial Group; simply fill out an application in minutes, speak with one of our aviation experts, and get closer to your dreams today!

The post Top 5 Backcountry Airplanes You Can Own Today appeared first on FLYING Magazine.

The STOL (short takeoff and landing) demonstration at EAA AirVenture Twilight Flight Fest, hosted at the Ultralight Field in Oshkosh, Wisconsin, in late July, saw fans lining up along the fences hours before the event to secure their spots. Thousands of STOL enthusiasts gathered to witness their favorite backcountry pilots showcase the remarkable capabilities of their aircraft.

Frank Knapp, an Alaskan STOL pilot and current holder of the Valdez STOL record distance, and his wife, Kris, have been coordinating the STOL demonstration at AirVenture since its inception in 2014. Along with the Knapps, the elite of the STOL community were present to help put on a spectacular show.

Among the notables on the field were Russ Keith, founder of the ever-growing nonprofit organization  Airplanes & Coffee, and national STOL series founder Doug Jackson. 

STOL trailblazer Joe “Pops” Dory and STOL ”Queen” Anitra Goddard could be seen at the spot landing line, signaling to the fans if the landings were good or a scratch. 

The recognizable voices of Cory Robin and SuperAero Live YouTube host Ryan Dembroski, who announced for the series this season, could be heard over the loudspeakers engaging the crowd and narrating the piloting skills shown in each takeoff and landing.

The impressive lineup of demo pilots that the crowd was there to see flew in from everywhere to showcase their skills and aircraft. A majority of them jump between the growing STOL events that include STOL Drag, National STOL and ArkanSTOL. Eight of the 12 competitors flew in formation to Oshkosh from the national Sodbusters STOL competition that took place a short flight away in Hartford, Wisconsin, just days before the start of AirVenture.

The demo roster included some STOL greats (with airplane number in parentheses where applicable): (You can view the full details of the STOL demo pilots and their aircraft here.)

• Amir Bayani, STOL Bandits—(100) Carbon Cub EX-2
• Austin Clemens—(62) “The Dog” Aviat Husky A-1C
• Brian Steck—(221) “Scooter” American Legend Cub MOAC 
• Harold “Hal” Stockman—(3) “The Lawnmower III” RANS S-7S
• Jason Busat—(12) “Full Send” 2023 RANS S-20
• Jeff Pohl—(00) “The Dirty Bird” Cessna 170B
• Joe Dory—(53) “Wicked Pacer” Experimental Pacer
• John Young—(127) “Stickers” Aviat Husky A-1B
• Kyle Bushman—Backcountry Super Cub Rev 3
• Richard Ness and Nick Smith—Experimental PA18 L21 Yooper Super Cub
• Steve Henry—(44) “Yeehaw 8” Wild West Aircraft, Just Aircraft Highlander XL
• Tony Terrell—1954 Piper L-21B

The crowd cheered and celebrated as pilots hit the line and shared in the disappointment if there was a scratch. Unlike previous years, this year’s demonstration was a purist’s delight as no measurements were taken, giving the event the feel of a spot landing contest where the pilots had freedom to have little fun with it.  

Austin Clemens could be seen showing off his reversible pitch prop capabilities as he  “accidentally” pulled too far over the start/finish line. Steve Henry ran on his big tires most of the week, eventually switching to his now popular knobby tire setup, as requested by fans who visited his vendor booth throughout the week in Oshkosh. Jason Busat flew in from Alberta, Canada, and was excited to debut his new 2023 Rans S-20 in the demonstration. 

View highlights here at the National STOL Series YouTube Channel and here at the Wild West Aircraft YouTube Channel

“The most exciting part of co-announcing the STOL Demo at Osh this year was seeing all of the passion the audience had and being able to tell the story of safety and proficiency that permeates the STOL community,” said Dembroski. “Cory [Robin] and I had lots of amazing interactions with kids of all ages at the fence line, and if we inspired even one young boy or girl to pursue flight or STOL, we’ve done our jobs.”

The weather usually makes headlines during AirVenture, and this year was no different as the event experienced record-setting, sweltering hot days and powerful evening thunderstorms that turned the grounds into what has affectionately been dubbed “Sloshkosh.” The storms brought strong wind gusts that took out some tents, vendor booths, and a few ultralights.

The STOL demonstrations were originally scheduled to take place on Monday, Tuesday, Thursday, and Friday, but because of the adverse weather conditions, the Friday event had to be canceled. The STOL pilots didn’t disappoint the unwavering crowd and made up for it with an engaging Q&A session moderated by Robin and Dembroski, where they passed out stickers and autographed posters.

The post STOL Enthusiasts Flock to EAA AirVenture’s Twilight Flight Fest appeared first on FLYING Magazine.

Sitting next to a posse of Cirrus SRs on the ramp at the Naples Airport (KAPF), the Bristell SLSA looked right at home—like a speedy little brother ready to run around and make trouble. But that’s not the airplane’s DNA at all. Instead, the combination of responsive yet solid flight controls, respectable climb performance, and advanced avionics on the flight deck mean it serves as a great two-person cross-country flying machine—or a fine way to build skill towards an instrument rating and competence to fly heavier, faster aircraft.

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A Cross-Country Machine

That ’s exactly the market space Bristell’s U.S. importers and sales representatives seek to serve. BRM Aero—which builds the Classic and its special light sport aircraft (SLSA) version—is based in the Czech Republic. Roughly 800 models have been delivered globally, with 100 in the U.S. flown by private owners and flying clubs. 

Bristell national sales manager John Rathmell thinks the model has found an excellent niche. Rathmell explained the SLSA: “It just fits in as an excellent all-around airplane for multiple reasons. Quality, performance, comfort, and cost efficiency—without the need for a medical.”

BRM Aero launched the SLSA 10 years ago in a customizable way, with a series of engine and avionics choices to select depending on where the airplane is based and the specifics of the mission. We flew two of the SLSA versions, both IFR-ready, with the higher-powered, turbocharged Rotax 915iS option.

With the wide cockpit—130 cm or 51.2 inches—and clear expanse of canopy, the SLSA feels from the outset more like a cross-country machine that has been designed with comfort in mind. For example, the thoughtfully placed vents (an option) and the ability to taxi with the canopy open give relief on hot days. Rathmell cautions, “If you want to load the plane up with a ballistic recovery system, long-range tanks, and IFR avionics, you must keep in mind the 1,320-pound LSA weight limit has not yet changed, so you can find yourself bumping up against the max weight during the build spec phase.”

On the Bristell website, design options just scratch the surface of what is possible. It also lends itself to browsing through the company’s other models, the B23 and B23 Turbo, and the upcoming high-wing B8. When MOSAIC passes, BRM is positioned to serve U.S. customers with faster, heavier aircraft that suit the cross-country market with even greater flexibility.

A. The Garmin G3X Touch provides the interface for most functions of the aircraft’s brainpower.

B. The throttle control sits next to the hand-actuated braking system.

C. The rudder pedals are adjustable while the seats are fixed in place, giving a comfortable yet sporty ride in the airplane.

D. The SLSA models flown for this report come with a Garmin autopilot and enhanced stability protection (ESP) to help keep the pilot upright in the event of an upset.

E. The angle of attack presentation is customizable by the pilot, and the entire glare shield’s red LED lighting flashes on brightly when an exceedance is imminent. You cannot miss it.

Power Up Front

The SLSA series comes from the factory with a choice of Rotax engines. The baseline 912 ULS delivers 100 hp on a normally aspirated powerplant with a reduction gearbox, and it creates a standard LSA that most folks understand and complies with ASTM standards as well as the FAA’s light sport guidelines in the U.S.

The basic empty weight of the SLSA model is 725 pounds, and is designed for a maximum takeoff weight of 1,320 pounds (roughly 600 kg), allowing for operations in the EU in the UL category as well.

However, the enticing 915iS in the SLSA prom-ises more power, speed (at altitude), and operational flexibility. The turbocharged engine offers up to 141 hp (135 hp at max continuous power and 5,500 rpm), allowing the LSA to slide into the outside lane. That extra capability up front translates into a wider performance margin—also benefiting from the SLSA’s 100-pound lighter empty weight than its competitors. The four-cylinder 915iS integrates a beefier reduction gearbox and supports the more advanced electrical system needed to power the SLSA’s avionics. The engine also prefers an MTV-34-1-A hydraulically adjustable three-blade constant-speed propeller. However, the regs require a ground-adjustable prop. We flew with both the DUC 4-blade and Sensenich 3-blade options, with the DUC giving a bit more speed in cruise.

Brains—And Safety Modes

On the flight deck, the Bristell LSA features a standard package tailored to suit customer needs within the personal transportation realm. The panel is designed around dual Garmin G3X Touch integrated flight displays. Options include the Garmin 750, dual remote radios, audio panel and intercom, and a G5 electronic flight instrument to provide additional backup. A GMC507 autopilot panel provides 3-axis functionality. With the magic boxes up front, the full enhanced stability protection (ESP), Safe Glide, XM weather and music, and angle of attack (AOA) info comes along, enabled by the Garmin avionics suite and a heated AOA probe.

The safety modes can be configured to present data on the display(s) in various ways, and ESP maybe turned off to facilitate the advanced maneuvering required for flight training—or, as in our case, a thorough demo flight profile to fully explore the performance envelope.

First Take

Rathmell wanted to introduce me to the model prior to our date down south for the photo mission, so he flew a customer airplane over from the company’s U.S. headquarters in Lancaster, Pennsylvania. N247BW came dressed a bit differently in a red, white, and blue American flag-inspired color scheme.

With the steerable nose wheel and a hand-actuated braking system, it didn’t take long for me to get the hang of taxiing and ground maneuvering. We also briefed the emergency use of the BRS ballistic recovery system, with its bright red aluminum handle located at my right knee.

It was a bumpy day in the traffic pattern, with winds gusting in the high 20s, generating rough air down low. We took three trips around—one demo landing, one with me on the controls and Rathmell coaching, and one on the long runway to demonstrate the 90-degree-crosswind prowess of the airplane, which is significant.

It was a great way to judge how the model handles moderate chop, like a much heavier airplane. With the tightly-coupled, center-mounted control stick low-slung in my lap, it was natural to brace against my inner legs to dampen erratic movement caused by the chop. And we vowed to fly more in better conditions.

The sporty interior can feature high-voltage styling , while the Rotax 915iS up front delivers the goods. [Credit: Leonardo Correa Luna]

Flying Style

The coastline south of Marco Island, Florida, shows few signs of the devastating Hurricane Ian that pummeled its way through the Fort Myers area to the north. A few mangroves reveal tumbled-over trunks and branches in bunches teetering right above the level of the gulf waters that inundate southwestern Florida.

We can see this clearly as we circle lower and lower—1,000 feet, then 800 feet above the water—to capture the backgrounds against which the highway-stripe-yellow and silver-gray mantle of the Bristell we’re flying will surely pop, accentuating its sleek and speed-parlaying lines. 

During the aerial photo mission, Rathmell flies off the AirCam, then hands the controls over to me so that I can see how the Bristell SLSA handles in close formation flight. This is where you find out how deftly you can manage the throttle in fine increments and how balanced the controls feel in slow flight—because we ask strange things of the ailerons, rudder, and elevator to stay on station and make the airplane do what the photographer asks.

The throttle is not big even in my relatively small hands, and fine movements are possible but perhaps not as easy as when using a throttle lever with a longer throw. Still, the solidness of the stick means it takes intention to induce roll and pitch—and that’s a good thing. After the sun hits the horizon, sinking into the west, we’re done taking photos—but we still have at least 45 minutes before full-on darkness arrives. So Rathmell and I break off and climb so that I can taste the “high work”: the maneuvers that form the baseline of my process in sampling an airplane.

First off, our climb starts with setting the power back up from station-keeping to max continuous (5,500 rpm) so that I can see a climb at best rate (84 kias)—we get an average of about 1,400 to 1,600 fpm from 1,500 feet to 3,500 feet msl. Once at altitude, I set airspeed below VA (97 kcas) to get my groove together for a couple of steep turns to the left and right.

Then it’s on to slow flight, and I relax the throttle back to bleed off airspeed while I hold a level attitude. We’re aiming first for 75 kias, the top of the white arc, so we can deploy flaps, incrementally to full. Doing so induces almost no pitching moment—a point Rathmell had demonstrated on one of our takeoffs on the earlier flight by showing what a non-event it was if you forget to bring the flaps up before you start a takeoff roll and dump them all at once right after takeoff. Those flaps—along with the stabilizer—are large and efficient. The airplane wallows around a bit at low speed—the AOA gets cross with us, and the glare shield’s red LED under-panel lighting flashes on. You can’t miss the fact you are deep into the low end of the scale. It takes a sharp pull back to get the airplane to break in the power-off stall, and it’s more of a mush at roughly 43 knots on the tape. With power on, there’s a wing drop to the left for us, at about 47 knots indicated.

I also put the sporty airplane through a few back and forths in lazy 8s to feel the Bristell’s control coupling and arc through low speed to high as we slice an 8 on its side through the horizon. The view from the left seat allows for a broad look around, with no struts. We level at 3,000 feet and set power at 4,400 rpm and 23.3 inches for the cruise back to KAPF, giving us 36 percent power. We’re loafing along at 103 knots indicated (109 ktas) as a result. We have been sipping fuel all along, but this shows us at 4.5 gph in eco mode—full power translates to 10.5 gph. The wing tanks hold a total of 16 gallons (21.6 gallons with extended-range tanks) per side for an endurance of 6.5 hours plus VFR reserves at best economy power. All of my initial landings came together easily within 900 feet of ground roll on the runway—and the nearly-night landing back at Naples was even shorter.

BRM Aero Bristell SLSA

• Price (fully equipped, as tested): $366,000

• Engine: Rotax 915iS, turbocharged

• TBO (or equivalent): 1,200 hours

• Horsepower: 141 hp, maximum continuous

• Propeller: Sensenich 3-blade composite

• Seats: 2

• Wingspan: 9.13 m, 29.53 ft.

• Length: 6.45 m, 19.68 ft.

• Height: 2.28 m, 6.56 ft.

• Cabin width: 130 cm, 51.2 in.

• Baggage Weight: 55 kg, 121.25 lbs.

• Basic Empty Weight (U.S. SLSA): 725 lb.

• Max Takeoff Weight (U.S. SLSA): 1,320 lb.

• Basic Useful Load: 595 lb.

• Fuel: 120 liters/ 32 gal., 28.5 gal.usable (standard tanks); 43.2 gal. total(extended range tanks)

• Max Rate of Climb: 1,500 fpm

• Max Operating Altitude: 23,000 ft.

• Stall Speed (flaps extended): 43 kias

• Max Cruise Speed:120 ktas, at sea level,max continuous power

• Max Endurance: 6.5 hours plus VFR reserves at best economy power

• Takeoff Distance, Sea Level (over a 50 ft. obs.): 331 m, 1,086 ft.

• Landing Distance, Sea Level (over a 50 ft. obs.): 391 m, 1,283 ft

Interior Details

The two-seat airplane has low-slung seats, placing you in drive mode, with adjustable rudder pedals. The comfort factor is real, not just reported, with a cockpit layout that puts everything in reach. The baggage compartment is accessible in its entirety from the seats, with a 15 kg (about 33 pounds) capacity. Two wing lockers hold an additional 20 kg (about 44 pounds) apiece but cannot be reached in flight unless you pull a wing-walking move (not recommended).

The interior selections run from utility to luxury leather options, with a sporty theme informing the ones in those models we tested for this report. Details include map pockets and a stash box in the central armrest. 

Every Bristell comes with a custom tool kit that Rathmell says is designed to facilitate happy cross-country flying, from minor maintenance adjustments to being able to tie down on unfamiliar ramps.

The Family Behind the Bristell

John Rathmell figures he now has as many hours in Bristell aircraft as anyone in the U.S. With more than 800 aircraft delivered worldwide, that distinction is sure to change in the coming years. The Czech company runs a boutique-style shop, crafting about 120 custom aircraft in total each year, with a couple dozen of those headed for the U.S. from its headquarters in Kuňovice. It’s a solid production run that ensures a personal touch on each airplane that’s built.

Family Founders

The name “Bristell” derives from Bristela, the surname shared by the father and son who established and run the company. Father Milan Bristela, founder and CEO, earned his degree in aircraft certification and production from the Antonín Zápotocký Military Academy in Brno, Czech Republic. He’s been in aviation since 1983.

The BRM models resemble another light sport airplane—the Sport Cruiser/PiperSport. Milan worked on that design with Czech Sport Air Works prior to its U.S. introduction. However, Piper’s LSA partnership never gained traction, and Milan knew he could improve on that design with his own evolution. Therefore, with son Martin, he founded BRM Aero S.R.O.in 2009 with the intention of creating LSA and ultralight category-leading aircraft for personal use and pleasure. Martin is a full partner and also the COO, with a background in racing automotive maintenance and the instrument/commercial pilot license he ‘s secured—and we expect he’ll take the reins as his dad spends more time in the design department.

BRM Aero has produced a retract model, not available in the U.S., the Bristell RG, and a “spur gear” airplane, the Bristell TDO. The OEM built its own state-of-the-art facility at the Letiště Kunovice airport (LKKU). Today, it employs more than 130 people, and it plans to increase production by 50 in the next two years.

International Growth

The Bristelas had long set their sights on reaching farther than the EU’s borders with their designs, so in 2012, they connected with their first U.S. importers and continued that with the establishment of the relationship with Lou Mancuso, of Sport Flying USA, with whom Rathmell has partnered, along with Rich Maisano and others. They represent a steady support structure for the U.S. market, stocking new engines and significant parts inventory. Each aircraft comes with an 18-month, 200-hour factory warranty and post-warranty service plan, which includes mods as well as required maintenance and repair work.

The fit and finish of the models we tested speaks to why pilots have raved about the Bristell SLSA ever since.

Better Training

One key area in ensuring both the customer’s satisfaction and their safety lies in good training. After we flew, Rathmell handed me a challenge coin marking my induction into the ranks of Bristell pilots. On the reverse, it’s stamped with the acronyms “DFGAP,” “GPA,” and “PLC.” These mnemonics stem from Mancuso’s “Landing Doctor” training program developed for light sport aircraft and refined for the Bristells. They stand for “defined go-around point,” ground proximity awareness,” and “personal limitations checklist.”

Mancuso and Rathmell intend for pilots to carry this tangible reminder in their pocket—and take those safety points to heart.

This article was originally published in the April 2023, Issue 936 of  FLYING.

Shop new and used Bristell SLSA’s on aircraftforsale.com

The post We Fly: BRM Aero Bristell SLSA appeared first on FLYING Magazine.

There comes a time in every aircraft owner’s life when they decide it is time to upgrade the instrument panel. This process is neither quick nor inexpensive, and there are pitfalls along the way—especially if you own a light sport aircraft. Among the common traps are finding enough panel space to create your dreamscreen—and getting the required approvals for the changes.

Michael Schofield, director of marketing for Dynon Avionics, says that they often get telephone calls from owners of SLSAs (built to a conforming model by an OEM) who want to change the avionics and are surprised to learn that only the manufacturer of the LSA can approve the change, unlike the normal supplemental type certificate process.

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“They can’t just dive into it and make a change,” says Schofield, because under the light sport category, the avionics are part of the approved equipment during LSA certification. “It’s a pretty typical support call when someone will say ‘I have an SLSA and I want to make a change.’ They are surprised to learn that they have to go through the manufacturer to get permission for the change or else they have to take the aircraft out of SLSA and put it into the experimental or ELSA category.”

The downside of this is that ELSAs—with E standing for ‘experimental’—cannot be used for aircraft rental or flight instruction. If the aircraft is a revenue-generating device, changing into this category may not be in your best interest.

From Experimental to LSA

Dynon Avionics is based in Woodinville, Washington, north of Seattle, and it has a satellite operation in Portland, Oregon. The company, founded in 2000 by a pilot and semiconductor entrepreneur, makes avionics for light aircraft. According to Schofield, in the beginning, the company’s largest audiences were the builders and owners of experimental aircraft looking for functional displays that didn’t swallow the whole panel.

“Back in 2004, we were already the experimental market share leader making avionics for [Van’sAircraft] RVs and Glasairs and whatnot, and when light sport came about, we realized it was an opportunity.” Schofield notes that Dynon is the recognized first participant in the LSA avionics market, followed by Garmin and a few smaller avionics manufacturers. Dynon also works with OEMs as they design panels for new aircraft.

The product designs are pushed by the customer’s desires, said Schofield, and they continue to evolve. “The original EFIS D-10 was released in 2003, and in 2020 we were incorporated [into instrument panels] pretty quickly. We had the whole first generation line of 4- and 7-inch EFISs [electronic flight information systems], and the SkyView—the current platform—came out in 2009. The SkyView HGX—[which came out in 2018] is the latest incarnation with the touchscreen and a better interface.”

The avionics need to be usable, but have a minimal footprint, says Schofield, who describes it as a balancing act. “One of the things that we focused on in the initial issue of SkyView was the minimal footprint, and it has carried through. So if we have a 10-inch screen, we don’t want to have too much bezel around it, although you may want to grow that for the internal space because maybe you can make circuit boards fit better if you grow it a little. But for every quarter inch you grow in every direction, you lose the ability to fit [it into] some model of aircraft.”

The Learning Curve

For the pilot transitioning from round dials—the so-called ‘steam gauges’—there may be a bit of a learning curve, says Schofield, although it is nowhere near as challenging as it used to be, as most pilots are more accustomed to using panel-style technology. “We used to hear, when the EFIS was new: ‘I don’t know what I am looking at.’ That has evolved over the last 5 to 10 years as everyone has iPads, iPhones, and super-light laptops. People are getting more familiar with the technology. We actually came out with a feature on the EFIS display where you have wall-to-wall synthetic vision that doesn’t look like an attitude indicator—it is like looking out the window.”

Schofield adds that the instruments shown on the display are created by the software, and with a few button taps, the screen will revert so that instead of tapes, the familiar round gauges appear.

Color coding is used for engine and system monitoring gauges. Red signals an emergency condition, yellow says caution, and green highlights normal operations. This can make it easier to determine if the aircraft engine is having a problem because the colors are easy to discern—as opposed to an analog read-out where the pilot must remember which values indicate trouble.

“You don’t have to actively think about what is wrong—just scan quickly. If it is red, you know,” says Schofield. “If it is red there is a voice alert [such as] ‘oil temperature high’ or whatnot. There is a lot lower workload—once you get over the ‘ooh there is a lot there’ aspect.”

Programming the avionics is fairly intuitive, says Schofield. “I could teach you by taking you through two or three operational principles: This is how the touch screen works, etc. The programming is done by a combination of buttons and knobs. We did it that way because in light aircraft it can get pretty bumpy and an outstretched arm on a flight cannot be perfectly precise,” he explains. 

Picking Your Avionics

What avionics the owner selects for an LSA panel upgrade is driven by a combination of aircraft mission, budget, and panel space. 

“It is important [that the owner] understands how the systems go together, and what equipment is needed for a given mission, and whether it is a new customer or someone who is making a change to an aircraft.”

Dynon’s reps are often asked, “What do I need if I am going to (insert mission here)?” Changing a panel from “VFR to IFR is one of the big things people want to know about,” says Schofield, because redundancies are needed in an IFR panel. “You want two of everything that matters,” he says, explaining that VFR-equipped aircraft may only have one ADAHRS into the display. The ADAHRS module generates data for use by SkyView to calculate the artificial horizon/synthetic vision display, gyro-stabilized heading indicator, airspeed indicators, altitude and vertical speed indicators, slip/skid, turn rate, angle of attack indicators, flight path marker, and winds aloft speed and direction indicators.

For IFR flight, you’ll want two ADAHRS, says Schofield. “Or even for VFR cross-country [flight] you would want two, because if one screen goes dark the information on that screen jumps over to the other screen.” There are also lithium-powered batteries and an option that will give the aircraft approximately 60 minutes of energy to get to the ground.

“We tell them they want a good amount of redundancy, dual displays, and at least one battery backup.”

Installation

According to Schofield, Dynon has a network of authorized service centers that have been trained to install the company’s avionics. “Homebuilders have been installing our stuff for years. We know that they are A&Ps and IAs, and we know that we built products that people can install for the first time by themselves, because that is how thousands of people have done it already. We make sure you have a qualified installer signed up when you buy from us. It could be a shop or an A&P/IA and on the STC permission statement [for regular type certificated aircraft], which is something you need from us that it will have. [It states] ‘this STC can be applied to this airplane, by this AP/IA or shop.’” In that case, says Schofield, the customer is kind of self-selecting who will do the installation, noting that sometimes, these A&P/IAs transition into authorized installation centers.

For owners already under the ELSA category or making the transition to it from SLSA, Dynon builds the panel, the wiring, and the advanced control module, “which is kind of like a harness and power distribution system, as it has electronic circuit breakers and the literally that goes into a box or crate, and it gets mailed to the customer who can then rivet into their panel of the aircraft,” says Schofield.

“All they need to do is connect some wires and follow some instructions. Eighty percent of the paneland wiring is complete by the time it gets to them,” saving time and energy.

This article was originally published in the April 2023, Issue 936 of  FLYING.

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DeltaHawk Engines Inc.’s new DHK180 piston engine, which was FAA certified in May, is heading toward production, the company announced Monday at EAA AirVenture.

According to Dennis Webb, DeltaHawk director of marketing and certification, the new engine was approximately 15 years in development. 

“It seemed like a long time in the industry. ITt seemed even longer to us,” said Webb, noting that the Racine, Wisconsin-based company was determined to build an engine with the durability of a semitruck, and reliability worthy of the space program. “We chose to make it simple with direct drive rather than a gearbox. Simple is hard in engineering.”

According to the company, the 180 hp DHK180 burns jet fuel and is” the first of a family of engines to come from DeltaHawk and offers ease of operation, high fuel efficiency, reduced maintenance, and superior altitude performance compared to traditional aircraft piston engines.”

• READ MORE: DeltaHawk Gains Type Certification on Jet-Fueled Piston Powerplant

Company officials said the engine was designed to operate more cleanly and efficiently than those already on the market.

Chris Ruud, DeltaHawk CEO, pointed out the DHK180 is built from U.S.-made components. 

“It is 100 percent manufactured in the United States in Racine, Wisconsin,” said Ruud, who comes from an aviation family, and also noted that developments in engineering and technology have made the DHK180 possible. “Thirty to 50 years ago. this engine could not have been produced.”

During the press conference at AirVenture in Oshkosh, Wisconsin, company officials explained that the engine is designed to operate on fuels other than 100LL and, as such, they have received “extraordinary interest in the new engine from a broad range of aircraft OEMs and experimental kit manufacturers, as well as individual pilots and commercial operators.”

Webb added that the DHK180 was also recently chosen by NASA for its Subsonic Single Aft Engine project, known as SUSAN. The DHK180 also has been selected by Ampaire for a hybrid proof-of-concept aircraft.

What Happens Next?

DeltaHawk is in the process of preparing for engine production and commercial sales. This includes performing more endurance testing and flight evaluations in multiple aircraft.

Webb said the company went beyond the FAA’s requirement for endurance testing for engine certification, and DeltaHawk has a factory warranty program that will cover 24 months or 2,000 hours, whichever comes first.

The new warranty can also be extended to 36 months or 2,400 hours if an operator agrees to provide timely engine-monitoring data and oil analysis—an industry-leading option, according to the company.

In addition, the company’s engine deliveries for both certified and experimental aircraft will include firewall-forward installation packages for specific aircraft. Packages for selected aircraft are now under development, and final pricing will be announced soon. The company is also actively seeking industry partners with engine installation STC experience to augment DeltaHawk’s capabilities.

Initial deliveries of customer engines are planned for the first half of 2024.

The post DeltaHawk DHK180 Engine Heads To Production appeared first on FLYING Magazine.

Light aircraft interiors have come a long way from the thinly padded seats and hard, textured plastic door paneling many of us recall from decades ago or more recently as flight students in well-worn trainers.

Now Textron Aviation, a unit of Textron Inc. (NYSE:TXT), is raising the standard by introducing a range of interior upgrades to its lineup of Cessna high-wing piston models, including the Skyhawk, Skylane, Turbo Skylane, and Turbo Stationair HD.

• READ MORE: Top 5 Things We Look Forward to at Oshkosh

Beginning next year, Cessna will roll out a range of new designs and high-tech standard features, including updated instrument panels and more modern, comfortable seats. New exterior paint schemes will accompany the redesigned interiors, Cessna said.

“When designing the next interior for the iconic aircraft family, it was important that we include feedback from customers and fans.” said Christi Tannahill, Textron’s senior vice president for customer experience. “The result is a more modern, sporty feel that aligns with our family of Cessna Citation jets for the best aviation experience.”

Changes to the Cessna interiors include small details like the design of door locks, air vents, power headset jacks, and charging ports at every seat with USB A and C compatibility.

“Cessna pistons inspire the journey of flight,” said Chris Crow, vice president of Textron’s piston sales. “If you’re a pilot, odds are that you learned how to fly in a Skyhawk. This investment demonstrates Textron Aviation’s continued enthusiasm for our piston aircraft lineup, and we are thrilled to see these aircraft continue to support pilots worldwide in their training ambitions or mapping their next adventure.”

The company will display a Skyhawk with the new interior design during this week’s EAA AirVenture in Oshkosh, Wisconsin.

The post Cessna Shows Off New Interiors for High-Wing Singles at Oshkosh appeared first on FLYING Magazine.

The inaugural Columbus Cup—the first short takeoff and landing drag racing, or STOL Drag, event at Rickenbacker International Airport (KLCK)—over the weekend marked what organizers said was the largest stand-alone air show in STOL Drag history.

Also performing at the event June 16 through 18 was the U.S. Air Force’s F-22 Raptor Demo Team and the Navy’s Blue Angels, their first appearance in the Ohio capital in 28 years. 

The three-day event featuring aerobatics, racing, and military aircraft displays drew more than 50,000 spectators to the airport, which had not hosted an air show in 16 years.

It also was the first time STOL Drag was executed on concrete. The amount of braking became evident to the crowd as tires smoked across the aggregate while pilots attempted to stop their aircraft for the fastest times.

STOL Drag Records

Pilot Steve Henry set a new STOL Drag record with a 51.09-second lap over a full 2,000-foot track.

Michael Goulian returned to STOL Drag and became the first to participate both as a racing competitor and a main show aerobatics pilot. Goulian raced back and forth from bush airplane to aerobatic aircraft, which his team had waiting for him. 

With the ever-evolving format of STOL Drag, it appears the motor sport has finally solidified itself as a main attraction among fans new to it. The crowd was completely enthralled by the excitement and quickly learned the pilots’ names and profiles and began rooting their favorite airplanes just like NASCAR auto racing fans. 

STOL Drag racing took place during all three days of the event, with pilots battling each other and the clock to move up through the higher payout placements. 

In the end, it was Steve Henry, piloting “Yee Haw 8,” who took home the first Columbus with pride after his record-setting runs.

Using beta prop mode, Austin Clemens finished second in his Aviat Husky just in front of third-place Hal Stockman in his Rans S7S.

The post Air Shows Return to Columbus with STOL Drag Racing Event appeared first on FLYING Magazine.

One French manufacturer that’s relatively new on the scene is on a roll this week at the Paris Air Show.

Elixir Aircraft, based in La Rochelle, has posted a sales streak for the training version of its aircraft, with a deal closed on more than 100 units—50 on option—with Sierra Charlie Aviation in Scottsdale, Arizona. The agreement caps a growing order book for the OEM as it brings three versions of its single-engine airplane to market. 

Most of the models—intended for flight training—feature the 100 hp Rotax 912iS powerplant with a full-glass cockpit. Sierra Charlie Aviation plans to integrate the airplanes into its Aviation Career Program, an ab initio course focused on identifying varying learning styles and steering those pilot applicants towards success.

“Like Elixir Aircraft, we pride ourselves on innovation and safety, and being ahead of the curve,” said Scott Campbell, owner of Sierra Charlie. “This means providing our students with the best and safest tools out there to ensure the highest quality education and training. The fourth-generation Elixir is definitely one of these tools. The simplicity, yet strength of the airplane, like the components built with the OneShot technology, is a game changer. Less than 1,000 references [parts count] in the whole plane and half-a-day, 100-hour maintenance checks means my Elixirs will be flying a lot. And my students already fly a lot!”

Arthur Leopold Leger, CEO of Elixir Aircraft, said: “Speaking with Sierra Charlie, it’s clear both our businesses are focused on commercial and industrial development. We know the demand for the global aviation market, training aircraft and pilot shortage. We aim to work together to do whatever we need to do to meet that demand.”

• READ MORE: Elixir Aircraft Signs Mermoz Academy Order, Plans Sarasota Assembly in Florida

Elixir delivered five of its 912iS versions in 2022 for a total of 10 made so far. The company was founded in 2015 by a trio of engineers who sought to reduce costs in flight training by lowering parts count and increasing efficiency in training aircraft. The first model achieved initial European Union Aviation Safety Agency CS 23 type certification in 2020, with FAA validation pending in the U.S.

The order caps a week in which Elixir also posted orders for four airplanes into Luxembourg to Ald Lux, an aircraft leasing company, and a letter of intent for 10 airplanes to the International Aviation Academy of New Zealand, based in Christchurch.

The post Elixir Aircraft Posts a Sales Streak for Its Trainer appeared first on FLYING Magazine.

Cirrus Aircraft, headquartered in Duluth, Minnesota, has filed documents for a $300 million IPO in Hong Kong, according to a report by International Finance Review on Friday.

The report stemmed from a regulatory filing accessed by FLYING. Within the filing is language indicating that the company does not intend to register with the Securities Exchange Commission nor solicit U.S. investors:

“This announcement (and the information contained herein) is for information purposes only and shall not constitute or form part of any offer to issue or sell, or the solicitation of any offer to purchase, subscribe for or otherwise acquire, any securities of the Company in the United States (including its territories and possessions, any state of the United States and the District of Columbia) or any other jurisdiction were such offer or sale would be unlawful. The Company believes that it is a “foreign private issuer” (“FPI”), as such term is defined in Rule 405 under the U.S. Securities Act of 1933, as amended (the “U.S. Securities Act”), and intends to conduct its business so far as possible to maintain its status as a FPI. 

“The securities of the Company (the “Securities”) have not been and will not be registered under the U.S. Securities Act or with any securities regulatory authority of any state or other jurisdiction of the United States, and may not be offered, sold, resold, pledged, transferred or delivered, directly or indirectly, into or within the United States, except pursuant to an exemption from, or in a transaction not subject to, the registration requirements of the U.S. Securities Act and in compliance with any applicable securities laws of any relevant state or other jurisdiction of the United States. There has been and will be no public offering of the Securities in the United States.”

FLYING reached out to Cirrus for comment, and received the following statement from the company, which is in a quiet period after the filing:

“From time to time, Cirrus Aircraft explores options to raise additional capital. Our current work, made possible by the contributions of the Cirrus Aircraft team, has positioned the company as a global leader in personal aviation. A natural next step in that journey is exploring additional business and capital funding structures that enable even larger and more stable growth ahead. 

“Raising additional capital will allow us to further invest in our people, new product development, production capabilities, facilities and efficiencies, as well as enable and expand global service capabilities and strengthen our IT and business infrastructure. 

“We do not have a definitive timetable for our listing plan as our listing application is still under the vetting process of the Hong Kong regulators. Further announcements will be made in accordance with the listing rules of the Hong Kong Stock Exchange. We stay committed to elevating our customers’ ownership experience and staff member experience for many years to come. 

“This communication does not constitute an offer of securities for sale or a solicitation of an offer to purchase securities in the United States or any other jurisdiction in which such offer or solicitation is unlawful. The securities of Cirrus Aircraft Limited (the “Company”) may not be offered or sold in the United States absent registration or an exemption from registration under the U.S. Securities Act of 1933, as amended (the “Securities Act”). The securities of the Company have not been, and will not be, registered under the Securities Act. The Company does not intend to register any part of the present or proposed offering in the United States.”

READ MORE: Cirrus Completes Merger With Chinese Firm CAIGA

Cirrus Aircraft merged with China Aviation Industry General Aircraft (CAIGA) in 2011 to fund and support its global expansion. CAIGA, a division of the Chinese state-owned AVIC (Aviation Industry Corporation of China) is a consortium of aerospace companies in China, including other general aviation and pilot training enterprises. CAIGA is headquartered in Zhuhai, where Cirrus manufactures aircraft for the Asian market. The Cirrus portion of AVIC General delivered 2 SR20s in the first quarter of 2023, while Cirrus Aircraft in the U.S. delivered 13 SR20s, 5 SR22s, 54 SR22Ts, and 18 SF50 Vision Jets.

The post Docs Filed for Cirrus Aircraft IPO in Hong Kong appeared first on FLYING Magazine.

CubCrafters, the Yakima-based aircraft manufacturer famous for its backcountry designs, has entered the electric aircraft race.

The company has introduced a new engineering innovation called Electric Lift Augmenting Slats (ELAS), which it says will dramatically increase wing lift, perhaps as much as four times the lift as a non-equipped wing of the same design can generate.

The company is in the process of finalizing the initial prototype design and will then begin the flight-testing phase.

According to CubCrafters, the ELAS, which was granted U.S. Patent 10,926,868, “combines electric ducted fans with leading edge lifting slats, to accelerate airflow over the wing of an aircraft.”

• READ MORE: CubCrafters Unveils Carbon Cub UL

The acceleration of the airflow over the wings results in an increase of lift.

“The system also allows the wing to achieve better aerodynamic performance at slower speeds and higher angles of attack, reducing the stall speed of the aircraft and improving its slow speed handling characteristics,” the aircraft manufacturer notes.

Patrick Horgan, CEO of CubCrafters notes that ELAS is currently being tested in collaboration with CubCrafters’ research institution partner, Oklahoma State University School of Mechanical and Aeronautical Engineering using both computer simulations and wind tunnel testing.

The purpose, says Hogan, is to “Refine refine the design in preparation for a comprehensive test flight program using a CubCrafters XCub test airplane configured with the ELAS prototype system,”

The company has released a YouTube video of the testing:

ELAS explained

According to CubCrafters, ELAS will enhance an aircraft’s STOL characteristics, noting that “by adding leading edge slats with multiple integrated electric ducted fans, ELAS creates high energy airflow through and around the slats—airflow that ultimately boosts lift by a factor of 1.5 to 4.0 depending on the airfoil geometry and flight conditions.”

• READ MORE: CubCrafters Reports ‘Banner’ Year, Stock Price Boost

This will result in shorter takeoff distances, better performance at slower speeds, steeper approaches and minimal ground roll.

The technology can be retrofitted to an existing airframe or built into the wings as original equipment and can be designed as retractable when not in use.

The development of CubCrafters ELAS technology was helped by two research grants awarded by NASA through the Small Business Innovation Research (SBIR) and Small Business Technology Transfer (STTR) programs. These programs offer federal grants to small U.S.-based businesses to support high-impact research and development projects with an emphasis on the development of new technologies.

The post CubCrafters Tests Electric Lift Augmentation Slats appeared first on FLYING Magazine.