ship, discovering that it comes up short in metrics like range, payload, and speed, the long, often arduous process of listing, selling, shopping, and buying again requires a tremendous amount of time and effort. This should not be overlooked or brushed aside. A year or two slogging through this process is a year or two not flying or enjoying airplane ownership. On the other hand, provided they maintain the airplane in as good or better condition as when they purchased it, the owner is effectively parking their money and can count on re- couping it when they sell. Because airplanes tend to maintain their value or appreciate over time, a short ownership stint with proper care and maintenance should, in theory, pres- ent little financial risk. Sure, they’ll never recoup the money spent on fuel, insurance, and hangar rent, but the purchase price of the airplane is a different story. Because most of us approach ownership with some experi- ence as renters, however, few go into it blind. We generally have an idea of what we like and don’t like in an airplane. Addition- ally, we can join others for rides and obtain instruction in new and unfamiliar types to broaden our horizons. In the grand financial scheme of ownership, it would be inconsequential to travel across the country for a weekend and take an interesting model up with an instructor for an evaluation flight. Chances are, a pilot with some experience like this can make a pretty accurate prediction of what they will and won’t enjoy in an owned airplane. For pilots with this context and under- standing, it’s likely a “beginner” airplane will ultimately serve as an unnecessary stepping stone to what they ultimately want. Provided the financial challenges can be met, buying your last airplane first might be the more prudent approach to long-term ownership. [Photo: Jason McDowell] Diving In Headfirst And Buying Your Last Airplane First Provided the financial aspect of a step up to a more capable type can be managed, there seem to be few instances of pi- lots buying “too much” airplane and later regretting their decision. Whether they splurged on something with a fast cruise speed, additional passenger seats, or off-airport capa- bility, most owners seem to appreciate having capability even if they don’t use it all the time. While it’s wise to buy a type that fits 90 percent of your mission and rent for the remain- ing 10 percent, there’s also something to be said for owning and enjoying an airplane simply for what it is. There’s also the peace of mind that comes from knowing there’s room to grow into an airplane when it comes to capa- bility. I’m a textbook example of this. My Cessna 170 is out- fitted with 29-inch Alaskan Bushwheels, massive handmade tires designed to conquer cantaloupe-sized rocks in the tun- dra. I also have a brand-new McCauley seaplane prop for ad-
ditional thrust on takeoff. But despite the backcountry mods, my typical missions involve grass strips in the Wisconsin countryside, easily accessible in a Cessna 140 or 150. So, while I may indeed define the term “poseur,” I legitimately intend to expand my limits as my experience and skill allow. I treat virtually every flight as a training session, learning my airplane inside and out while carefully pushing my limits in an effort to someday tackle more challenging destinations. In the meantime, I’m really enjoying the process, and there’s lit- tle chance I’ll become bored with my airplane anytime soon. Perhaps the most significant challenge with tackling a more capable type is the steeper learning curve inherent in learning and mastering it. While this is a legitimate concern, it’s one that, in most cases, can be adequately addressed with good, high-quality training. One must simply get involved with the type group, do some networking, and locate an ex- perienced instructor to provide the transition training. Usually, after exploring all of these issues, a buyer is left with sufficient motivation to skip the “beginner” step and buy their last airplane first. Budget tends to be the last re- maining roadblock to this plan. If the buyer is fortunate enough to have a trusted friend or colleague with similar taste, a partnership might be the way to go. A well-structured partnership will provide all the benefits of owning the perfect airplane at half the price and few scheduling conflicts—and the airplane will be flown more regularly, to boot. In Summary The question of whether to start with an entry-level airplane is one that will be debated endlessly. Buyers who only ever dream of bouncing around the patterns at nearby rural strips are fortu- nate that, for them, an “entry-level” airplane happens to be the perfect long-term solution. But for the rest of us, our long-term goals tend to exceed the capabilities of the most basic aircraft. Back in my bike shop days, I had a favorite piece of advice I would offer to new buyers who were wrestling with these issues. I observed that the benefits of a particular machine don’t have to be quantifiable on a spreadsheet, nor are they required to be perfectly logical to be legitimate and real. If there’s some undefinable element that boosts enthusiasm and motivates the owner to get out and enjoy the hobby more of- ten, then it should be pursued and not ignored. And so, once again, the parallels between the bicycle and the airplane remain strong. I suppose Orville and Wilbur would be proud. Jason McDowell is a private pilot and Cessna 170 owner based in Madi- son, Wisconsin. He enjoys researching obscure aviation history and serves a. He can be found on Instagram as @cessnateur.
Buyers who only ever dream of bouncing around the patterns at nearby rural strips are fortunate that, for them, an “entry-level” airplane happens to be the perfect long-term solution.
Provided the financial challenges can be met, buying your last airplane first might be the more prudent approach to long-term ownership.
6 Aircraft For Sale | July 2024
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