VOL 1. JUNE 2023
Your #1 Aviation Buying Resource with 100s of Aircraft, Properties, Products & Services
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IN THIS ISSUE: New Owner: The Adventures Of A Panel Redesign 2 Maintaining Your Ideal Aircraft: What Can A Pilot Do? 8
Aircraft Display Ads 9 Aviation Properties 10 Aircraft Classifieds 25
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VOL 1. JUNE 2023 TABLE OF CONTENTS
IN THIS ISSUE: Tips For Buyers
New Owner: The Adventures Of A Panel Redesign....................2 Maintaining Your Ideal Aircraft: What Can A Pilot Do?...............................................8 Pilot’s Lounge..........................................................18 From Our Advertisers Aircraft Display Ads................................................9 Aviation Properties................................................10 Parts.........................................................................19 Avionics...................................................................24 Aircraft Classifieds . ...............................................25
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ON THE COVER: A 2000 Extra 300, shot by professional aviation photographer, Leonardo Correa Luna (Insta @leomoon74photography), flown by owner Paul “Rocket” Hornick from C77 Poplar Grove. After 21 years of performing with the Aerostars Phillips 66 acrobatic team it was time to get a deserved rest for the team. Paul is passing his beloved Extra on to the next caretaker.
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A chilling sight for any aircraft owner, the panel of the author’s beloved 170 has been skeletonized in preparation for the upgrade.
THE NEW OWNER: THE ADVENTURES OF A PANEL REDESIGN 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
WHEN I DECIDED to spend a not-insignificant sum of money on a complete redesign and rebuild of my instrument panel, I was excited. Over the years, previous owners of my airplane made some bizarre de- cisions with regard to panel layout, arranging things oddly and inexpli- cably adding a second altimeter. A new panel would be an opportunity to start from scratch, positioning each instrument, radio, switch, and circuit breaker precisely where I wanted them. Or so I thought. Going into such an endeavor with zero knowledge of panel design, I assumed the process would be as simple as arranging magnets on the front of a refrigerator. I fired up Photoshop, found photos of all the avi-
onics I was planning to install, and got to work positioning them to my heart’s content. First on my list of priorities was repositioning the radios, transpon- der, and GPS. In my airplane, these are presently all relegated to the very bottom of the panel. Half are down by the pilot’s left knee, and the other half are over by the passenger’s left knee. They are so far out of the pilot’s line of sight one must occasionally duck to see the frequency windows. It’s annoying, and it’s a distraction. As I designed my ideal layout, I immediately set out to relocate the radios. All would be grouped together in perfect alignment and posi- tioned in the exact center of the panel, easily accessible by either front-
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seat occupant. Additionally, they’d be up high, nicely in the field of view, and easily referenced during flight. Similarly, I opted to position the engine-monitoring unit directly above the throttle and mixture. It seemed logical that they be placed adjacent to one another. There seemed to be plenty of space for this, and I gave it no second thought as I pasted its likeness onto my Photo- shopped panel. Finally, I positioned the attitude indicator and horizontal situation indicator (HSI) in the most prime panel real estate available—directly in my field of view, above the yoke. Though I didn’t need to retain the ana- log airspeed and turn/slip indicators, I did so. I liked the idea of airspeed and coordination being represented by relatively large shapes that phys- ically move and are thus a bit more noticeable in my peripheral vision. Several hours later, I had created an extraordinarily poor-quality representation of my dream panel. Though severely pixelated, out of alignment, and not scaled properly, it seemed the perfect arrangement. Like a kindergartener presenting their artistic creation to their par- ents, I proudly presented my dismally-Photoshopped creation to my friend Jessica Voruda at NewView Technologies, an avionics and main- tenance facility in nearby Oshkosh, Wisconsin. Ever the professional, Jessica took pity on my feeble understanding of avionics installs. Marking my mock-up with red Xs like a teacher cor- recting a student’s test, she patiently explained the limitations inher- ent in modifying old panels. And there are quite a few to contend with. As it turned out, two critical concepts had escaped me. First, many radios and avionics are quite deep, extending well into the panel to- ward the firewall. And second, some aircraft types require ample in- ternal volume within a panel to provide the inner workings sufficient freedom of movement. Jessica explained that most of the new avionics I was planning to install had to remain clear of the entire central portion of my instru- ment panel. She further explained that, inside my panel, I’ve got a large central column shaped like a T that connects the two smaller control yokes. Because of the slope of the upper cowl, there’s a minimal amount of space above this column.
Additionally, when the control yokes are pulled back, this T-column moves in unison. It is, therefore, critical that nothing impedes its range of motion. New radios and avionics, for example. As with most matters of aviation, it is entirely possible to throw money at the problem until it goes away. In my case, I could source and install a newer U-column with available conversions that would pro- vide sufficient internal clearance to clear a central radio stack. How- ever, this solution was expensive and time-consuming, and my budget was already stretched thin. So it was back to the drawing board. Armed with a quick education and better images to drag around in Photoshop, I worked on creating a layout that was compatible with my newly-learned technical con- straints. After several days and many revisions, I presented a modified plan to Jessica. After a few minor tweaks of her own, we settled on a final plan and prepared for the fun second phase—how to incorporate minor changes and introduce design elements to balance modern ca- pability with original, vintage design. This initial phase was an interesting and educational one, however. It underscored the importance of finding and selecting an avionics shop with people who possess the patience and talent to educate and work with you along the way. Working with an impersonal shop that cares more about its bottom line and schedule, you feel like a number, like you’re just along for the ride. But with shops and technicians that explain every step of the pro- cess and patiently walk you through it, the entire project becomes that much more enjoyable and educational. I’m thankful to have found such a shop and such a technician. Spending tens of thousands of dollars is stressful enough, after all, and thus far, my experience has been a lot more fun than I expected it to be. ]
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.
Photoshop, while primitive, serves as a tool to help form initial panel layout plans.
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Changing your airplane's engine oil is among many maintenance tasks that pilots can perform.
MAINTAINING YOUR IDEAL AIRCRAFT: WHAT CAN A PILOT DO?
FAA regulations specify which maintenance tasks certificated pilots can perform on their own airplanes.
BY JONATHAN WELSH
RECENTLY I WAS quietly celebrating my rapid accumulation of flight hours so far this year. Annie, our Commander 114B, and I have done a lot of traveling. I might even score my first 100-hour year, I thought. I realized it was also time for an oil change. The maintenance manual says every 50 hours, but most of my pilot friends say that interval is too long. As a result, conversation in the han- gar community revolves around how often you change yours and what that number says about you as a pilot—or so it seems. A careful check of the logbook showed I was just short of 40 hours since the last oil change during the pre-buy and annual inspection late last year. That was more than I expected. I’ll try to hold it to 35 next time. The oil change itself was a bit daunting. While I have completed the procedure dozens of times with cars and motorcycles, it feels more sig- nificant with the airplane. Indeed, there is more at stake. No one is checking the logs on my ancient Suzuki, and if it starts leaking because I failed to tighten the oil filter properly, I can coast to the curb and take corrective action. You get the picture. During the next long flight with my wife, I spent too much time watching and listening for hints of trouble and sniffing for the scent of oil dripping on a hot exhaust pipe. All was well, though. We had a lovely trip. I had followed the instruc- tions and triple-checked my work. I also knew the FAA trusted me to do the job, or at least implied this through 14 CFR Part 43 Appendix A Sub-
part C. This is the part of the regulations that covers preventive main- tenance tasks that certificated private pilots can perform on their own aircraft. Like the annual NOTAMs for EAA AirVenture, it is a must- read that packs more information than you might expect. Sure, you can change light bulbs and batteries, but you also can adjust air and oil pressure or replace elastic shock absorber cords on landing gear, change tires, service wheel bearings, and patch fabric covering as long as there is no rib stitching or removal of structural parts involved. Balloon pilots can make certain patch repairs to their envelopes and refinish baskets. Small projects like these bring pilots closer to their aircraft, making them more familiar with their workings and less tentative about tak- ing a wrench to them. With each new maintenance job, you are likely to become more confident and comfortable around your airplane. Those of us who consider ourselves handy should be careful about going too far, though. Stick to the FAA’s list and don’t forget to make logbook en- tries for everything you do. If you want to get into more serious work, ask your mechanic about owner-assisted annual inspections. I like to think my mechanic will be pleased that I am willing and able to work on my own airplane, and that I have yet to call on him to fix something I have broken in the process. I’m also sure he will say my safety-wiring technique needs work. ]
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2011 Robinson R-44 Raven I
818 TTAF&E. Like new condition! Annual due: 5/2024. New -7 M/R & -3 T/R blades installed 5/2023. Bladder Tanks, Fuel Primer, Slate Gray Metallic Paint with Dark Gray Metallic Trim, Grey Leather Interior, 7 Hole Panel Instrument Panel, AA-12S, dual KY-197A Com Radios, GTX-335 (ADS-B Out), Kannad 406Mhz ELT, Vert Card Compass, Fire Extinguisher, Robin Av Sun Visors. 12 Yr inspection not complied with. $340,000 USD.
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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.
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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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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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PILOT’S LOUNGE
SUDOKU
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Across 1
Makers of the DHK 180 upside down engine
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Airport security company, abbr.
Homes for planes
9 “A pilot lives in a world of perfection, or not at all.” is one (Richard S. Drury) 10 Profit for investors, abbr. 11 Opening above a cockpit (in large planes)
13 Tach reading, abbr. 15 Compass point, abbr. 16 Company website ending
17 ____ SkyCourier 20 Aircraft system 22 Makers of the E1000 GX, a superfast turboprop 25 It’s verified 26 Basinger of “Batman” 28 Space craft take off spot, 2 words 31 Trucker’s radio 32 Broadcast 33 Hawaiian wreath 34 Italian light aircracft from Tecnam, 2 words
Answers on page 24
Down 1
12 Tube on an engine 14 Doctor, abbr. 17 Cessation of operations 18 French for friend 19 Auction signal 21 Rain clouds 23 ____ PA 18, two-seat, single engine monoplane introduced in 1949 24 Encrypted
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Sudoku Answers
See puzzles on page 18
Crossword Answers
ANTIQUE/CLASSIC
1950 Beechcraft 35 Bonanza S/N D-2549 - N5204C
1957 Bucker Jungmann S/N E-3B-172 - N211BP TTAF 2899 - Museum Quality, Turn Key; Experimental Registration; Lycoming IO-360, SMOH: 62.17; Orange with Dark Midnight Blue Paint
TTAF 12062 - In Excellent Condition; Maintained by Beechcraft Spe- cialist Cruiseair Aviation for the Last 30 Years; Always Hangared; DeShannon Tip Tanks; Total Fuel Capacity is 80 Gallons; All AD’s Up to Date
$64,900 William Wood • (707) 815-3313
$150,000 Rich DArienzo • (631) 355-2138
1932 Waco UBF-2 S/N 3606 - N12443 TTAF 1346 - Genuine Classic; Garmin GNC 250XL GPS/Com; Garmin GTX 327 Transponder w/Enc.; PM 1200 3-Place Intercom; Cleveland Wheels & Brakes; Stearman Stainless Exhaust; Modern Gascalator
1940 Waco YPF-7 S/N 5413 - NC29916
TTAF 720 - 720 Hours Since Full Restoration; Owned & Maintained by A&P IA; Jacobs 275 HP R755-B2 Engine; KLX 135A GPS/Comm; Garmin 496 GPS; KT 76A Transponder; ADS-B Out; Cleveland Wheels and Brakes; Wheel Pants and Extra Set of Tires; Fresh Annual with Purchase
$350,000 Gardner Aircraft Sales, Inc. • (386) 767-6555
$125,000 Jake Gaskell • (520) 449-3602
EXPERIMENTAL / HOMEBUILT
2003 Arnold AR-6 S/N 01 - N616DH
2020 JMB Aircraft LV-3 S/N 370 - N56AA
TTAF 155 - Seven Time International Formula One Reno NCAR Champion; Aircraft, Spare Prop and Canopy; 3 Hours SFOH in 2022 with O-200 Cylinders by Lycon Aircraft Engines, Visalia, CA
TTAF 145 - Factory Built with Rotax 915is, 140 HP; Turbo Charged with Intercooler and Fuel Injected; Cruise 185+ Kts On 10 GPH; Dual Garmin 3GX; Garmin 650xi; Custom Paint and Interior
$75,000 Steven Senegal • (650) 346-6967
$349,500 Air Dog • (520) 306-7563
2015 Seamax Aircraft M-22 S/N 127 - N963DD TTAF 210 - Built-In Carbon Fiber; Rotax 912 ULS; Two Kanardia Nesis III Screens; Garmin GTX 327 (In & Out); Fresh Annual;
Have An Airplane To Sell? List on our online marketplace and receive a free print classified ad. First listing is free for a limited time. flyingmag.com/afs
$150,000 Aero Affinity Holding, LLC • (386) 345-2376
MILITARY
Buy or Selling? Scan QR to get started.
1981 Aero L-39C S/N 131914 - N10GX
1992 Aero L-59 Super Albatros S/N 002 - N102XX TTAF 460 - Former Slovak Air Force Flown Around 200 hrs. and Sold to US Around Early 2002; Complete Refurbishment March 2019 at $270k USD; Full Garmin Brand New Refurbished Cockpit; US Oxygen System Installed; Empty Eeight: 8300 lbs; Max Take Off Weight: 15,000 lbs
TTAF 1580 - Engine Installed 5/2022; P77222 Sourced from a West- Wind; Synthetic Vision; ADS-B In/Out with Traffic and FIS-B Weather; Flight Director and Energy Vector; American Albatros Conversion Completed Dec 2019; Weight Reduced from 7450 lbs. to 5900 lbs.
Call For Price Southern Cross Aircraft, LLC • (954) 377-0303
Call For Price Southern Cross Aircraft, LLC • (954) 377-0303
1975 Nanchang CJ-6 S/N 2851208 - N58T
1973 Nanchang CJ-6A S/N 143-2028 - N23YK
TTAF 4358 - Solid Aircraft In & Out; Flys Hands Off, Everything Works; Garmin 250XL; KT76A with Mode C; T30 Flight Data System (amps, volts, flight time, Hobbs); GT50 Flight Data System (g-meter, time, clock, volt, temp); Extensive Annual with Sale; Transition Training, as
TTAF 4120 - Great Aircraft, Has Just About Every Mod Possible for CJ’s; New Canopys; Long Range Bladder Fuel Tanks; M14P Powered Tuned Exhaust; 7 Gallon Smoke Tank; Comes with Two Strong 304 Parachutes
Needed, Included Call For Price Avcraft, Inc. • (402) 564-7884
Call For Price Scott Andrews • (602) 705 4413
PISTON SINGLE ENGINE
2009 American Legend AL3 Classic Cub S/N 1138 - N64HC TTAF 550 - Light Sport, Shows As New, No Damage History; G496; Fuel Scav 450 Fuel Flow; GTX327; EGT Gage; Has Float Mounts Call For Price Oregon Aircraft LLC • (209) 573-1045 2013 Aviat A-1C-180 Husky S/N 3196 - N32MA TTAF 360 - No Damage, All Logs; Always Hangared; Two Kansans Owners; IFR Certified & Current; Extensive Fresh Annual; Alaska Bushwheel 31”Tires; Aft Stowage (both doors); 841 Lbs. Useful Load $299,000 McCreery Aviation Company, Inc. • (956) 686-1774 2012 Aviat Husky A-1C-200 S/N 3141 - N71WY TTAF 460 - Lycoming IO-360-A1B6; Brand New MT Ultra Prop; Corrosion-Free; Garmin 796; SL40 Comm; Garmin 345 Transponder with ADS-B WX & Traffic on the 796; Distinctive Paint
2006 Aviat A-1B Husky S/N 2375 - N719MA
TTAF 575 - An IFR, New-Wing Husky with a Fresh Annual and Ready to Go! Garmin 530W/VM1000 Engine Monitor; Garmin 340, Garmin 330ES ADS-B Out Transponder; PowerFlow Tuned Exhaust System; Lycoming O-360-A1P, 180 HP | 2000 TBO $199,750 McCreery Aviation Company, Inc. • (956) 686-1774
2015 Aviat A-1C-180 Husky S/N 3236 - N236WY
TTAF 195 - Low Time, Two Owner; Garmin GTX 345; ADS-B In/Out w/ Traffic & WX on Garmin 796; Hartzell Trailblazer Prop; Alaska Bush- wheel 29”Tires; Baggage Door; Aft Stowage (both doors); 50 Gallons Useable Fuel; 896 Lbs. Useful Load $299,000 McCreery Aviation Company, Inc. • (956) 686-1774 1978 Bellanca Citabria 7GCAA S/N 367-78 - N5029E TTAF 1850 - All Maintenance Items Up to Date; Compressions 78/80 on All Cylinders; Aircraft is Flown Multiple Times Per Week and is Well Maintained; Basic VFR; Will Deliver Within the CONUS for Expenses TTAF 4200 - Rare Bonanza - This One’s a Turbo; Lots of New Items in 2019 & 2020; KMA-20 Audio Panel; Apollo GX-60 IFR-Approach-Cer- tified GPS-Com w/ Pilot’s Panel-mounted Course Deviation Indicator (CDI); Total Dollars Spent on Engine, Annual & Maintenance in 2018 was Approx. $74,584 $169,900 Davidson Aviation LLC • (208) 371-4696 1968 Beechcraft V35ATC Bonanza S/N D-8823 - N7956M
$299,000 McCreery Aviation Company, Inc. • (956) 686-1774
1974 Bellanca Citabria 7ECA S/N 1032-74 - N87019 TTAF 1234 - Aerobatic; Recovered in 2021; Lycoming O-235; Dual Controls; New Head Liner, New Carpet, New Seats 2022/2023
$57,500 Robert Christ • (985) 981-7437
$65,000 Kenneth W. • (207) 515-0055
1975 Cessna 150 N45182 Total Time Unknown; 3rd Owner, 2nd Owner Had Plane from 1980 to 2022 (he was an A&P/ IA); Brand New TKM MX300 Radio; Army Green Primer Paint; Currently Having a Mag/Wiring Issue that is Under Repair
1952 Cessma 170B S/N 25310 - N2768D
TTAF 2770 - One-of-a-Kind Cessna 170B Powered by an IO-360-ES 6 Cylinder with 210HP; Current Installation of this ES Model Engine is the Only One Known; EI Energy Management System; Garmin GNS 430W GPS/Nav/Com; Garmin Dual G-5’s; Garmin GTX 345 with ADSB In/Out; Garmin AERA 560 Panel Mounted $189,900 On Centerline Aviation • (360) 480-9599 2006 Cessna 172S Skyhawk S/N 172S10121 - N123VK TTAF 6000 - One Owner SNEW; Lycoming IO-360-L2A, 180 HP; Dual Garmin G1000 Flight Displays (Replaced April 2023); Dual Garmin GIA-63 COM/NAV/GPS in G1000 System; AMSAFE Front Seat Inflatable Restraint System; Delivered with Fresh Annual Inspection $349,000 Harold Kennedy • (512) 426-7205
$39,999 Mike Nav • (925) 577-6273
1978 Cessna 172N Skyhawk S/N 17271038 - N1534E
TTAF 6530 - 85 SMOH - 160 HP, Runs Strong; New 24v Battery, Vacuum Pump, Flap Bearings, Solenoids, Panel Switches, Interior Lights. New Rebuilt King 155 G/S K155 with 1080 PTT Mode C; G100 GPS; ADS-B In & Out; New Interior - Seats, Panels & Carpet; New Wheel Pants; Fresh Annual $121,900 Rob Murdock • (828) 506-5353
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