Aircraft For Sale - May 2023

VOL 1. MAY 2023

Your #1 Aviation Buying Resource with 100s of Aircraft, Properties, Products & Services

1978 CESSNA R172K

IN THIS ISSUE: Editorial: Reciprocating Engine Oil 101 4 New Owner: The Calculus Behind the Ultimate Panel Modernization 10

Aircraft Display Ads 12 Aviation Properties 14 Aircraft Classifieds 27

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VOL 1. MAY 2023 TABLE OF CONTENTS

IN THIS ISSUE: Tips For Buyers Reciprocating Engine Oil 101..................................4 New Owner: The Calculus Behind the Ultimate Panel Modernization.............................10 From Our Advertisers Aircraft Display Ads..............................................12 Avionics...................................................................13 Aviation Properties................................................14 Parts.........................................................................21 Pilot Supplies..........................................................25 Aircraft Classifieds . ...............................................27

When it comes to PT6A Service & Support, there’s unmatched strength in the POWER OF ONE. For more than 50 years, Covington has remained true to the power of one. We are one family. Servicing engines from one manufacturer. With one guiding commitment: To build our company one relationship, and one engine, at a time. And, as the one and only family-owned Pratt & Whitney Canada factory-designated overhaul facility, no one knows the PT6A better, nor delivers more uncompromising support. All with a level of trust and compassion you simply won’t find anywhere else. Call or visit us today. It would be our privilege to put the power of one to work for you.

PUBLISHER & CHIEF COMMERCIAL OFFICER Lisa deFrees - lisa@flying.media

DIRECTOR OF SPECIAL PROJECTS & AD OPERATIONS Andy Welch - andy@flying.media

DIGITAL MEDIA COORDINATOR Aaron Will - aaron@flying.media

SENIOR BUSINESS DEVELOPMENT MANAGER Roxanne Sweazey - roxanne@flying.media

BUSINESS DEVELOPMENT MANAGER Jaci Steib - jaci@flying.media

EDITOR-IN-CHIEF Julie Boatman

CREATIVE DIRECTOR Amy Jo Sledge

COPY EDITOR Travis Tingle

PHOTO/PRODUCTION EDITOR Theresa Petruso

DESIGN & PRODUCTION Amy Deal

Craig Fuller - Chief Executive Officer Preston Holland - Chief Operating Officer Lisa deFrees - Publisher & Chief Commercial Officer

Chattanooga, TN 37401 sales@flyingmag.com

To adjust your bulk order or for change of address: aaron@flying.media

ON THE COVER: A 1978 amphibious Cessna R172K, shot by professional aviation photographer, Leonardo Correa Luna (Insta @leomoon74photography). A true all-stock gem owned by pilot-in-command Matt Quy, it spends many of its flying hours in the skies above and on the water of Minnesota, the “land of the 10,000 lakes.”

918-756-7862 | covingtonaircraft.com Se Habla Español | FAA Repair Station No. CP2R750K

BUILDING BETTER RESOURCES

Print Matters. Help Us Shape The Future.

BY LISA DEFREES

IN AN AGE WHERE digital technology proliferates, you might ask why we decided to launch a new print publication. There is a website and a smartphone application for nearly everything we need, includ- ing all of our media platforms— FLYING , Plane & Pilot , BusinessAIR , ByDanJohnson , and Aircraft For Sale . When we acquired the Heart- land Group’s aviation division last year, which included Business AIR , Aviator’s Properties , Aviators Hotline , aircraftforsale.com , and FBO/ Charter Today , we needed to find a more cost-effective way to deliver a marketplace publication to a larger audience, ensuring success for both buyers and sellers in aviation. A decision was made to cease printing of Properties and Hotline in their former form and bring a new news- print aviation classifieds publication to market with several times the circulation. So again, why print? As an early adopter, I use my smartphone, iPad, and computer to run my life to the point that alerts, text messages, and notifications run me most days. A print publication filled with the things we love provides a needed escape from electronics—with- out distraction or the threat of a dead battery. More specifically, with Aircraft For Sale , I love to “window shop,” as I think many pilots and aircraft owners do. Flipping through the pages of a publication full of classified listings for flying dream machines is the equivalent of the

“look-but-don’t-buy” rule. That rule only applies, however, until you find the airplane of your dreams at a price that falls somewhere be- tween affordable and I-won’t-get-in-trouble-for-this. Our goal with Aircraft For Sale , as with all of our media properties, is to build the best resource possible for our fellow aviators, whether you are buying or selling. In addition, each month we’ll include an editorial feature to support your ownership experience, a differentiator from former newsprint products. Every aircraft listing in our Classified section features a companion listing on our website, flyingmag.com/afs, where you can view more photos, aircraft documentation if available, make an inquiry, or call the seller directly. In the near future, we will add more features that enhance your search process and include listings for parts, services, and much more. We are excited about the future, and hope we earn the opportunity to support your aviation experience in some way. We have many ideas for how to make Aircraft For Sale —print and dig- ital—the very best resource it can be for you, but we want to hear from you. What has your buying experience been like? How hard was it to find the airplane you were looking for? What aspects of the process did you find challenging? I would love to hear from you. Email me at lisa@flying.media. ]

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Oil types fall into three main types: straight mineral, ashless-dispersant, and synthetic.

Reciprocating Engine Oil 101 Oil types fall into three main types—straight mineral, ashless-dispersant, and synthetic— and all need to be changed regularly.

BY RICHARD SCARBROUGH

T he rough concrete pressed into my cheek, leaving small indentations and tiny shards embedded in my skin. I smelled burnt oil, axle grease, and lord only knows what else that lived in the undercarriage of a 1977 Ford Thunderbird. A voice resonated in my head, a constant loop saying, “righty-tighty, and it better not back out.” How the hell could I screw this up. Maneuvering around the shallow metal pan that held the spent motor oil freshly drained from the oil pan, I positioned the 3/8 drive ratchet hoping not to drop it into the dark, murky abyss. “Right to tighten, don’t let it come loose, get her snug,” my dad’s voice echoed in my brain. The 7/16 socket slipped onto the drain plug, and I felt it turn. Footsteps, then a loud bang from a clenched fist on the black metal fender. “All set,” he began “is it tight?” “Sort of,” I replied. My father blinked a few times, leaned closer to his 9-year-old son, and repeated, “sort of?” “Well, I worked hard and got it tight, but then it started getting loose again, and now it sort of spins.” I managed to say.

The next words he uttered—the ones I am allowed to publish— were, “get cleaned up; we are going to NAPA.” And thus, my mechanic career began. The Basics I am about to dispense some knowledge you have come to know and love. Lean in close, and listen with your ears when I tell you: change your oil. By now, you’ve probably abandoned at least some of your New Year’s resolutions. So what if you won’t complete a marathon, patent revolutionary AI technology, or pen the next great American novel, there is one you can still keep. You guessed it. Change your oil! You know the drill. Let’s check in with the Federales and see what they say about lubrication for reciprocating engines. Part 33 Subpart C 33.39 Lubrication System is a great place to begin our journey. This CFR addresses several key points, including lubrication levels to operate effectively, cooling the lubricant, and atmosphere venting. How you catalog your reference points and resources is your business,

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but use some structure so you can get there quickly. Advisory Circular AC No: 20-24C, Approval of Propulsion Fuels and Lubricating Oils, is a great place to bookmark to your digital toolbox. You will find the horizontally opposed reciprocating engines information in Appendix 1 on page 18. Application I recently started a new project at my day job, which involves working with our engineering team on particular circumstances related to shop orders. My primary task is to standardize the process and establish a work standard, also known as a standard operating procedure (SOP). Interviewing my engineering point of contact (POC), I inquired about the labor hours needed to return the units to service. His reply? It depends. Our discussion today on reciprocating engine oil follows the same logic as above. What engine oil should one run? Well, it depends. We can break down the oil types into three main types: 1) straight mineral, 2) ashless- dispersant, and 3) synthetic. Straight mineral oil is typically reserved for cylinder break-in after a major engine overhaul or new cylinder replacement. Lycoming Tips from the Hangar discusses using mineral oil to break in new cylinders. The question posed was, how does one know when the engine is broken in after maintenance? The answer is, after oil consumption stabilizes. Ashless-dispersant oil is the industry standard for normal operations. Phillips 66, in their description of Type A engine oil, explains ashless- dispersant “formulation helps minimize the formation of engine sludge, varnish, piston deposits, and combustion chamber deposits.” This category serves most standard flight operations and is common among numerous powerplants. The latest and greatest technology is synthetic engine oil. This stuff is straight out of Buck Rogers. Let’s get with the folks at Lycoming Engines and see what they say about engine oil. Do you have a basic understanding of oil screens, filters, coolers, and pressure relief? Lycoming wants to ensure you do, so they published Understanding Oil Flow to roll out this intel. Alright, my pilot friends, listen up. Is it true that the only things you care about concerning oil are temp and pressure indications? I think not. If you are reading my column, then I wager you care a great deal more about your oil system than just what the gauges say. If what I say is true, hit that hyperlink and prepare to learn. Another resource distributed by the engine maker in Williamsport is Oil and Your Engine, three pages of pure aviation maintenance bliss. How often should you change your oil and filter? This entry from Lycoming’s Knowledge Base recommends every 50 hours. I have seen some change their oil at 25 hours, and I can confidently tell you that they had cleaner

engines at overhaul time. Some entities push it to 100 hours or more. While I will not name names, you probably already know who they are. “I didn’t know we had crop dusters operating on this airfield.” Ha. “We don’t.” The Lyoming Knowledge Base offers factory-based advice to aircraft owners, operators, and maintainers. Again, these are only recommendations, but they are good ones. Who better to provide advice on maintaining your engine than those who built it? I would also stick close to your local A&P or engine shop to get their take. Lycoming also updates its Service Instruction (SI) library, many of which offer instructions on oil systems, lubrication, and break-in instructions. Service Instruction No. 1427C Lycoming Reciprocating Engine BreakIn and Oil Consumption is an excellent resource. Products Now that we are all schooled up on maintaining oil systems, what products are available to obtain? Back to Lycoming Engines to check out SI1014N Lubricating Oil Recommendations. Lycoming provides a valuable guide concerning ambient temperatures as well. To avoid trying to sway you, I was once in sales but now defer to the journalist credo. I will allow the manufacturers to tell you in their own words. Here is what you need to know: Shell Global has AeroShell Aviation Lubricants, one of the most recognized brands in aviation. The AeroShell book contains a whole fleet of technical specifications and guidance on product applications in an easy-to-use and convenient format. The book is an excellent resource from a legacy brand of aviation lubricant. Another long-term provider of reciprocating engine oil is Phillips 66. Don’t click the “Find the Right Oil” button in the right-hand corner. It does not cover aviation. Exxon Mobil’s Other aviation lubricants page has some good intel. It is worth a look. RAM Aircraft, LP is a well-known dealer, store, and overhaul facility. They publish maintenance tips for piston engine aircraft, including oil recommendations. Remember our discussion earlier on the frequency of oil changes? RAM recommends, “every 50 hours or four months, whichever occurs first. More frequent oil changes are encouraged.” That sounds like sound advice to me, folks. No shopping trip is complete without a stop by Aircraft Spruce & Specialty Co. and check out what adorns their shelves. Make sure to go back and bookmark these reference links. This intel should give you a baseline understanding to get you started down the runway. •

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The existing panel—perfectly functional and increasingly antiquated.

THE NEW OWNER: THE CALCULUS BEHIND THE ULTIMATE PANEL MODERNIZATION The classifieds are not the only place to find your next airplane. Just like in the business world, it could be about who you know.

BY JASON McDOWELL

THROUGHOUT HIGH SCHOOL and college, I had a bit of an obses- sion with high-end bicycles. I was starstruck by handcrafted titanium frames, precision-machined components, and fully tunable suspen- sion. I dedicated the majority of class time to studying the intricacies of custom bike builds. Faced with the budget of a typical high school student, I worked hard to get a job at one of the best bicycle shops in town, almost exclusively for the significant employee discounts that would enable me to feed my expensive habit. At no point could I even begin to justify the Olympic-caliber race setups I then proceeded to build. With a physique and athleticism that bore a stronger resemblance to Bobby Hill than to any notable athlete, the discrepancy between bicycle quality and actual physical capabil- ity was both stark and embarrassing. But I was fueled by enthusiasm, and my love for evaluating beautiful engineering more than made up for the humiliation that occurred on every hill climb. Thirty years later, the bicycle situation and general fitness level have remained unchanged, and the disease has now spread to aviation. One by one, I’ve been strategically upgrading various parts on my Cessna 170, from the propeller to lighting to wheels and tires. Now, thanks to a social media sponsorship unrelated to my work with FLYING , I’ve finally decided to take a major step and upgrade the instrument panel.

Despite being part of a sponsorship, the upgrade will still involve a substantial price tag to the tune of tens of thousands of dollars. The sum is massive in my world, and it took much calculation to determine what benefits would justify such an expenditure. I ultimately identi- fied four that, when combined, do so handily. 1. Vacuum-ectomy Sometime in the 1960s, a previous owner of my airplane opted to re- move the venturi system that originally powered the gyro instruments and replace it with an engine-driven vacuum system. The vacuum sys- tem was so massive and cumbersome, a larger engine cowl had to be installed for it to fit. The resulting setup presents a few frustrations. It adds weight at the far end of the airplane. It positions the pump pulley millimeters away from the back face of the propeller. It provides relatively little benefit for the VFR flying I do. It introduces multiple points of mechanical failure. And although appearance is low on my list of concerns, it’s ugly. Upgrading to a modern panel enables this entire assembly of the pump, gyros, and hoses to be removed from the airplane like a prob- lematic appendix. New solid-state avionics will save weight and provide far better reliability and functionality.

2. Safety It’s been nearly two years since I ruined multiple cylinders in a tragic and stupid cowl plug incident. Since then, my engine-related PTSD seems to have kicked up its feet, settled in, and taken up permanent residence in my head. These days, I watch my cylinder head tempera- ture like a hawk and constantly monitor every engine gauge with trep- idation. As part of the Garmin setup I plan to install, the engine monitor is the element I’m most excited about. With one glance at one instrument, I’ll be able to evaluate the information presently spread across no fewer than eight separate steam gauges. I’ll be able to monitor the CHTs (cyl- inder heat temperatures) and EGTs (exhaust gas temperatures) of indi- vidual cylinders easily, and I’ll feel much better about identifying any abnormal trends quickly and early. The engine monitor will also display accurate fuel quantity indica- tions. Rather than judging remaining fuel on board by time and refu- eling every 2.5 to 3 hours of flight in an abundance of caution, I’ll be able to stretch the airplane’s legs with more confidence. This ability to fly with somewhat lower fuel levels can translate into a nice per- formance boost when desired, enabling shorter takeoff distances at challenging strips. The ADS-B transponder is another huge benefit. Seamlessly inte- grating with GPS and depicting traffic on the panel as well as on my iPad, I’ll feel a lot more knowledgeable of the traffic around me. It’s also a more robust and permanent solution than some of the less-ex- pensive alternatives. 3. Room to Grow One of the reasons I opted to save additional funds and buy a Cessna 170 instead of a smaller 120 or 140 is that I wanted an airplane I’d grow into, ability-wise, rather than out of. The 170’s additional room and pay- load enable me to go camping with friends, unlock better performance when light, and feel less cramped on longer flights. The 170 is a more permanent solution, and I will enjoy the extra capability long after I forget about the higher price. To a similar extent, a modern and fully capable panel will enable me to get current and utilize my instrument rating should I wish. Doing so could increase the number of flyable days in the year, and it could make

the airplane a more reliable and consistent means of travel. I may want to get current solely to refine another set of skills. Regardless, a modernized panel opens up all of these possibilities and unlocks an entirely new world of flying that is inaccessible with the current display. 4. Fun Back in my bike shop days, I’d regularly advise people on their bike purchases and custom builds. I didn’t work on commission and was therefore motivated not by the money they spent but rather by their enjoyment of riding. One point I’d make in earnest was that it’s OK to upgrade to a newer bike or component, even if all it does is make them happier and more enthusiastic about their favorite hobby. Ulti- mately, this made me feel better about spending new car money on a new panel. Rather than splurging on a bass boat, paying for years upon years of green fees, or simply buying drinks at the bar every weekend, I decided to design and build a panel that enhances my enjoyment of my favorite pastime and hobby. Can I justify the upgrade with financial benefits and a return on in- vestment that can be illustrated on a spreadsheet? No. Does the flying I do demand the functionality offered by such a panel? Also no. Are my flying skills such that I am significantly limited by my current panel? Definitely not. But just as I worked massive amounts of overtime to afford my Lite- speed Obed titanium mountain bike with a Chris King wheelset, Ma- rinovative brakes, and mystical Magic Motorcycle crankset, I’ve been socking away money every month to afford the ultimate panel. And just as that cool gear introduced an element of fun that easily made up for my utter lack of fitness and riding ability, I anticipate the panel up- grade to similarly enhance my day-to-day enjoyment of my airplane. These benefits may not show up on a spreadsheet, but they sure leave a smile on your face. And I’m looking forward to it. ]

JASON McDOWELL is a private pilot and Cessna 170 owner based in Madison, Wisconsin. He enjoys researching obscure aviation history and serves as a judge for the National Intercollegiate Flying Association. He can be found on Instagram as @cessnateur.

Modern avionics enable an owner to eliminate the vacuum system entirely, saving weight and complexity while greatly increasing capability.

TUCANOR R

1966 Bell 47G-5

8917 TTAF, 406 TTE-SMOH. Dual Controls, Cabin Heater, Engine Alternator Kit, Door Horizontal Sliding Windows, Low Instrument Panel, Pilot Shoulder Harness, Tail Anti-Collision Strobe, TKM MX-11 Comm, PS Engineering 1200 Intercom, Bendix/King KT-76A / Encoder (Not ADS-B compliant), Blade Tiedown, Ground Handling Wheels. Fresh Annual with sale. Can be sold individually or as a package with two other Bell 47G-5/5A project aircraft with various components and accessories. Call for price.

1971 Bell OH-58A+

TTAF: 4996.2, TTE: 4220.4 Excellent condition with RDC Restricted Category TC. Annual due: 03/2024. Dual controls, cabin heater, high skid gear, rain gutters, fuel range extender, cargo mirror, flight steps, maint steps, wire strike kit, Van Horn tail rotor blades, scav oil filter. Comes with cargo hook provisions including hook frame. Simplex 4900 electric spray system with belly tank & booms. Call for price.

1994 Piper Saratoga HP

+ 6

2628 TTAF. 1085 TSMOH, 557 TSOH Prop. One piece windshield, Factory Air, Club Seats (rear), KFC-150 AP w/FD, KMA-24, KCS-55A, GNS-530W, KX-165 / GS, KR-87, GI-275 MFD/standby ADI, KN-62A, GTX-345 W/ADS-B in/out, BFG WX1000. Annual due: 5/2024. Same owner since 1997. $289,000 USD.

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Airspeeds ✮ Altimeters ✮ Directional /Attitude Gyros Engine Gauges ✮ Temperature Indicators Torque/Pressure Ratio Indicators Turn Indicators ✮ Vertical Speed Indicators Manifold/Fuel Pressure ✮ Tachometers

Call for Capabilities! NAYLOR'S INSTRUMENT SERVICE, INC. 4323 N.W. 6th Street • Suite 5 • Gainesville, FL 32609 • FAA CERT.# NYJR148L Toll Free: 877-374-8160 • 352-374-8160 www.naylorsinstrument.com Like us on Facebook!

M c CREERY AVIATION CO., INC. 956-686-1774 • JimTaylor@McCreeryAviation.com TRADES WELCOME – McAllen, TX

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Serving The General Aviation Community For Over 40 Years. Avionics & Maintenance Avionics - Authorized dealers for Garmin, Aspen Avionics, Genesys Aerosystems (S-Tec), Mid Continent Avionics, Envision Avionics Panels, and more. From full glass panel upgrades to 2 year IFR certifications, we have it covered. A&P Services - For more than 15 years, annual inspections, airframe and engine repair, and more provided by our FAA certified A&P/IA mechanic Chris Droke. FAA Certified Repair Station

SALES • SERVICE • INSTALLATION New & Used Avionics • IFR/VFR Certification Excellence in Avionics Service since 1977 • Let Our Experience Serve You!

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M c CREERY AVIATION CO., INC. 956-686-1774 JimTaylor@McCreeryAviation.com www.McCreeryAviation.com

Ron Fernuik • 806.662.5823 • ronfernuik@hotmail.com Allison Fisher • 971.241.8473 • jallisonfisher@gmail.com

Concept Designs H.K. ARCHITECHTS | Chattanooga, TN

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From a design standpoint, Cumberland Contemporary

has emerged as the architectural style of

The Fields. Cumberland Contemporary is defined as a mountain-modern approach that is uniquely inspired by the Cumberland region of Tennessee, which includes the Sequatchie Valley where The Fields is located. Materials used to achieve the style are natural and sustainable, including regionally sourced timber and stone that apply a luxury rustic aesthetic with hints of modern design elements.

FLYTHEFIELDS.COM

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1 ACRE LOT | 5 BR, 6.5 BATH. | 5700 S.F. | 65’ X 65’ HANGAR

1 ACRE LOT | 3 BR, 3.5 BATH. | 4000 S.F. | 45’ X 45’ HANGAR

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The Fields is a luxury fly-in resort and community that features an airpark with hangar homes and outdoor adventure activities. • Tennessee is one of the lowest-cost states in the U.S. to live (No state in- come or capital gain taxes) • Located in the Sequatchie Valley, Tennessee (30 miles from Chattanooga and 90 miles from Nash- ville)

• Lots with runway access

• Valley and mountain prop- erties available, suitable for smaller homes or large estates • Community to include farm-to-table restaurants, retail, spa and resort • Outdoor activities to include rock climbing, equestrian activities, vineyard/winery, 4x4, hang gliding, kayaking, plus boating and water sports on nearby lakes

Concept Designs H.K. ARCHITECHTS | Chattanooga, TN

FLYTHEFIELDS.COM

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EXPERIENCE THE FIELDS To learn more about lot reservations and to stay up-to-date on the latest, visit flythefields.com

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For those aircraft owners who live the aviation lifestyle, many find themselves dreaming of living with their aircraft and being able to preflight, taxi, and take off to a destination within minutes of leaving the house. Whether it’s a single-day business trip allowing for dinner plans at home to stay intact, or the entire family loading up to visit friends in a neighboring state—living with your airplane unlocks opportunities. For most, living in a fly-in community requires a trade-off between the amenities expected from a master-planned development and those required by an operating airport—to satisfy everyone’s needs in the household—and thus it remains a dream. At its core, The Fields has been developed to solve this dilemma. Designed by pilots and keeping family, friends, and non-aviation residents in mind as a priority, The Fields marries the best of fly-in community living with world-class amenities everyone can enjoy. “We wanted to design a development that has community at its core, allowing for pilots to enjoy the advantages aviation unlocks while focusing on the key aspects that make a new urbanist community attractive,” says Jon Ricketts, partner in The Fields. “This concept is unique to aviation, as other developments don’t cater to the non-aviation spouse or family. We wanted a community that our spouses would be proud to call home and invite their friends to visit.” In addition to the onsite amenities surrounding a 4,300-foot runway, The Fields is strategically located in southeastern Tennessee. The area features a long list of beautiful flying adventures nearby, close proximity to major metropolitan areas, and a tax-friendly state for residents. By pilots, for pilots—The Fields is the new standard for fly-in communities.

FLYTHEFIELDS.COM

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VERO BEACH AIRSTRIP Land Use - Comm./Indust. & Multi-Family

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World’s Finest Aircraft Pre-Heat Systems Since 1984 AIRCRAFT ENGINE PRE-HEATER STARTING AT $189.95 End your cold weather starting problems and reduce pre-mature engine wear with proven E-Z Heat Engine Pre-Heater Heats ENTIRE engine in about 4 hours, through conduction, the safest means of heat transfer available.

www.aircraftcarbs.com Fax: 940-648-2283 www.aircraftcarbs.com aci2731LindaDennis@aol.com Please Remit Payment to our P.O. Box 399

• FAA accepted. No STC or 337 form required. • Easiest to install of any pre-heat system. • Reduces engine wear. Allows easy flow of engine oil to vital components in extreme sub-zero weather. • Nine different models to fit all prop-driven aircraft. • Thermostatically controlled. No danger of oil carbonation

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