Today’s Top Pick is a 1942 Noorduyn Norseman UC-64A.

If you think the Noorduyn Norseman looks a lot like a de Havilland DCH-2 Beaver, you are not alone. The similarities make sense because the two aircraft were designed to handle the demands of air transport in the Canadian backcountry as well as military duty.

Each has a big Pratt & Whitney radial engine in front, supplying the excess of power needed to lift heavy loads from short, rough fields and deliver vital supplies across the sparsely populated stretches of territory that characterize northern Canada. The Norseman, though, made its first flight during the mid-1930s, about a dozen years before the Beaver’s arrival.

While the Norseman was fortified to perform in arctic regions, it would be a fun, effective way to travel today, especially for a large, outdoorsy family that might otherwise choose a recreational vehicle for vacation transport. Imagine the sensation this aircraft would cause parked on the ramp of Massachusetts’ Nantucket Memorial Airport (KACK) among the modern jets and turboprops.

This 1942 Noorduyn Norseman has 13,250 hours on the airframe and 625 hours on its Pratt & Whitney R-1340-AN-1562 engine since overhaul. The panel features a Narco Comm-811 transceiver, King KT 76A transponder, Narco AR-850 encoder, NAT AA-80 intercom, and Garmin 296 GPS map.

Additional equipment includes Federal hydraulic metal skis, a throw-over yoke, Davtron digital outside temperature and leading edge landing lights, taxi lights, and strobes.

Pilots interested in antique aircraft that remain versatile, utilitarian, and practical by modern standards should take a look at this 1942 Noorduyn Norseman, which is available for $195,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use its airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Building the Dream Beaver for Generations
• Plane & Pilot: Noorduyn Norseman (C.C.F.)
• AVweb: Summer’s Over; Go Home
• The Aviation Consumer: Off the Beaten Path: Vintage Aircraft
• The Aviation Consumer: Antiques and Classics: Owning and Operating

The post This 1942 Noorduyn Norseman Is an ‘AircraftForSale’ Top Pick Tested in the Canadian Backcountry appeared first on FLYING Magazine.

Today’s Top Pick is a 2004 Maule M-7-260C.

Maules stand out on the ramp for a number of reasons. Even people accustomed to spotting taildraggers might not recognize these Georgia-built backcountry airplanes. They do not look like Piper Super Cubs, Cessna 180s, or any of the usual suspects at your favorite grass strip. But for bush-flying enthusiasts and pilots whose travels take them regularly to short fields, Maules are objects of desire.

The M-7-260C for sale here combines Maule’s reputation for lifting heavy loads from short runways with a roomy, versatile cabin and cruising speeds that make longer trips more attractive. This rugged aircraft is at home whether traveling to paved runways or challenging off-airport destinations.

This 2004 Maule M-7-260C has 1,058 hours since new on the airframe, its 260 hp Lycoming IO-540 engine and Hartzell Scimitar propeller. The aircraft is equipped with 29-inch Alaskan Bushwheels, a Tundra Tailwheel assembly, and vortex generators.

The panel includes a Garmin GMA 340 audio panel, GNS 530W GPS/nav/com, SL40 nav/com, GTX 330 transponder, Electronics International CGR 30P engine monitor, dual Garmin G5s, GI-106 glide slope, S-TEC 30 autopilot with altitude hold, and dual USB ports.

Pilots looking for an over-the-counter bush airplane from a company that has specialized in backcountry flying for decades should consider this 2004 Maule M-7-260C, which is available for $320,000 on AircraftForSale.

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

• FLYING Magazine: Choose Your Mount—The Maules Do it All
• FLYING Magazine: Maule Air Expands Its M-9 Series, Introduces M-4
• Plane & Pilot: Maule MX-7-180: Barebones With Big Tires For Big Fun
• Plane & Pilot: Going Direct: Ray Maule‘s Life Well Lived
• Plane & Pilot: Maule M-4 180V
• The Aviation Consumer: Used Aircraft Guide: Tailwheel Maules

The post This 2004 Maule M-7-260C Is a Direct Route to Adventure and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1951 Piper PA-18-150 Super Cub

Get ready to fine-tune your wheel-landing technique and gracefully zigzag on the taxiway for better visibility. There are many versions of the Piper Cub available to pilots seeking a traditional taildragger experience, including contemporary designs inspired by the original. This model, however, makes a great case for being the purest, most desirable version. The Super Cub continues to set the standard for light, high-wing, bush-capable aircraft.

This Super Cub has 5,050 hours on the airframe and 630 hours on its 150 hp Lycoming O-320 engine since overhaul. The panel is a basic VFR affair, including Bendix/King comms, a Garmin Aera 510 GPS, and a Garmin transponder. This machine looks great inside and out because it received new paint and seats last year. 

Pilots who want to explore off the beaten path, visiting remote strips and off-airport locations, would be hard-pressed to find an airplane better suited to the mission. 

This backcountry transporter is available for $160,000 on AircraftForSale.

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

• FLYING Magazine: Affordable Aviation: 5 Airplanes Under $100K on Aircraft for Sale
• FLYING Magazine: Aircraft Comps: Piper PA-18 Super Cub Versus the World
• FLYING Magazine: Clash of Cubs: Three Modern Takes on a Classic
• Plane & Pilot: A Super Cub Biplane And The Top Ten Planes Of All Time
• The Aviation Consumer: Piper Super Cub

The post Today’s Top Aircraft For Sale Pick: 1951 Piper PA-18-150 Super Cub appeared first on FLYING Magazine.

I stayed at the Yellowstone Valley Lodge, which sits along the Yellowstone River. Even though I haven’t landed an airplane at the hotel property in real life, I did in the sim. In the world of bush flying, there are no rules, so any place where you can safely land a short takeoff and landing (STOL) type of aircraft becomes an airport.

The aircraft is a Kitfox STOL model version “low ’n’ slow,” available in the MSFS Marketplace within the sim (or directly from the developers here) that makes landing off-road, off-airport, or anywhere very easy. 

For this MSFS2020 flying adventure, you’ll first need to purchase the Idaho mountain bush pilot strips available on the MSFS Marketplace right within the sim itself. Get Soldier Bar USFS Airport (85U), Mahoney Creek USFS Airport (0U3), and Thomas Creek Airport (2U8) to get you started. The Mountain Flying Bible provides some insight to the real-life locations, and some low-resolution photos and videos of the real places. They install seamlessly, and it takes only a few minutes on a good internet connection. I would strongly recommend grabbing some freeware bush planes widely available on websites such as www.flightsim.to or some commercially produced ones. And as always, consider FSRealistic add-on for sounds and head motions, and a great set of Honeycomb controls flight sim starter set, available at Sporty’s Pilot Shop. 

I flew from my hotel in Montana in real time about an hour or so southwest to 85U, Soldier Bar. The terrain is rugged, and the day I had chosen was filled with frequent updrafts and downdrafts, with a nausea-inducing thermal or two thrown in for good measure. 

The rugged backcountry of Idaho has some of the most challenging flying anywhere on earth. This inhospitable place has an unusually large number of unimproved, dirt or grass strips. The route we will use is 85U to 0U3 to 2U8. All close by but by no means easy.

Starting from 85U was surreal. I could virtually smell a campfire as well as the nearby pine trees in the refreshing air. With so many bush planes to choose from, I first tried using the freeware “Bagalu” Cessna 172 bush version with large-diameter tires—a great enhancement to the default 172 series, with added features, such as bush kits, and paint jobs. This version is boosted with a 210 hp engine, which makes all the difference in the world.

The realism of these hand-decorated fields was almost overwhelming. This is the most challenging, off-road style airport I have ever witnessed. I am not sure how in real life they can come and go from here. The trees are tight and the runway narrow. No room for error, plus it slopes way downhill, all while curving! This is only a logging road used for a makeshift runway it seemed.

Starting off with mixture leaned out a bit for altitude, with the brakes held, flaps 20 for soft field technique—and fingers crossed. This is not an ordinary runway as it is really a curving dirt road with a hard turn to the left as you plummet downhill with about only a wingspan distance between huge pines. There’s zero room for error. Crosswinds are not allowed.

I barely made it out of the forest, scraping paint off a wingtip. I decided to attempt an immediate landing back at the field. This was a tight canyon to turn, and my first attempt was too close and high for landing. Back around the tight canyon with some heavy sink rates on terrain down flows. It was nerve wracking with some steep banks, lots of power required and at one time. I added too much flap and had the stall horn peeping. Between the thermals, turbulence and tight canyon walls, I really felt I was taking some risks.

The result of being an amateur, fool, and attempting this in something with huge rubber tires. I bounced myself right over. After this, I gave up. 

Next up, the “WBsim” late model but all steam gauge Cessna 172 ($20 from Just Flight). This again takes the default version and turns it into a machine where wear and tear, proper technique, and normal care must be employed. I really enjoyed this one, although I dinged up the wheel pants in the making of this story. Luckily, a no-pants version is a keystroke away.

On the final second attempt to Soldier Bar, it was too high. Almost 2,000 fpm down, and look at this crazy, bent, narrow ‘road’ entangled within the trees.

Closer in, I realize I’ll not be able to land on the beginning as it all slopes downhill. Several attempts all failed because of my poor technique to the narrowing runway, trees, and slope. I couldn’t slow down enough and descend fast enough simultaneously. Then the go-around was met with rapid negative VSI off the end. The local wind-flow pattern can be dangerous. On about eight attempts, I made it in on one landing only, uphill, only hitting trees slightly—powering up to the campsite. Time to move on.

Up next was the run down to 0U3 Mahoney Creek. You’ll get two airports included in this pack. Right below it is Cougar Ranch in the river bottom, several hundred feet down.

Next up is the Savage Grravel STOL, a marvelous freeware aircraft from “got friends.” This thing cruises fast and lands slow. This may actually be my preferred bush plane for its ease and performance ability. Again, giant bouncy tires.

Pro tip: Don’t use the brakes like that. 

Along the way to Mahoney, it was irresistible to take the Grravel to some bald-headed mountain peaks. With almost helicopter-like landing speed, you can truly take this anywhere. Any mountain top could suffice as an airport along the way. 

On the downwind abeam the field at U03 Mahoney, checking out the layout and terrain. There’s another detailed field right next to it lower down the canyon called Cougar Ranch. 

Kitfox Speedster Series Bush Wheel (marketplace too)—Circling high overhead Mahoney and seeing it’s nice and flat on that ridge. But the other dirt strip (Cougar Ranch), seen below in this picture, is still down deep in the canyon. 

Mahoney was easy compared to all the others. Bald, no trees, just short and windy. 

Trying the Cessna once again, down the valley river floor, Cougar Ranch as seen on short final. Swinging left and right down the river, abeam the walls, shadows, thermals, updraft and downdrafts—WOW. No time to even take in the beauty of it all! Short and flanked by trees, this was definitely a par 3 (about three attempts to get it right for me and land safely).

In close finally, Cougar Ranch was green and lush. Mahoney up above was drier and browner looking than this. Holding the speed on the edge of MCA, because of the altitude, temps, and airflow over terrain and trees. Stall horn made an occasional peeping. This was a fun place to try a touch and go, and climb back up around on the edge of a stall, into landing at Mahoney. These could be the closest two individual airports on earth.

Finally for the grand finale, I enjoyed flying a classic Stearman biplane from Carendo (www.carenado.com). Another marvel of historic beauty, sounds, and realistic cockpit instrumentation, etc. 

Bush flying is well done in MSFS2020 as my photos show. This is really just the beginning as more and more folks are making customized bush scenery, either for free or as payware via the sim marketplace. There seems to be no performance hit by getting this stuff, and it blends seamlessly with the default scenery nearby. 

Until now, I had the thought that small backwoods strips didn’t need to have add-on scenery as it was good enough. Well, that’s no longer the case because just the little details make a world of difference, and fun local knowledge is brought to life. I am almost seeing these individual bush strips as complete simulators, with the aircraft available, weather conditions, and terrain—equaling endless combinations of realism and scenarios to imitate real life. It’s easy to spend many hours doing this. Happy ‘bush’ flying!

The post There Are No Rules in Bush Flying appeared first on FLYING Magazine.

According to the Alaska State Troopers, Tweto, 68 of Unalakleet, Alaska, and passenger Shane Reynolds, age 45 of Orofino, Idaho, were attempting to take off in Tweto’s Cessna 180 around noon, but according to witnesses, the aircraft failed to climb.

Troopers were alerted to the accident through an SOS activation from a Garmin InReach device around 11:48 a.m.

Tweto became well-known in the early 2010 as the star of the documentary series “Flying Wild Alaska” on the Discovery channel.

“Flying Wild Alaska” aired for three seasons. It featured Tweto, his wife and three daughters, and their day-to-day life operating Era Alaska, a small regional airline serving the remote communities of Alaska.

The National Transportation Safety Board is investigating the accident.

The post ‘Flying Wild Alaska’ Pilot Jim Tweto Dies in Accident appeared first on FLYING Magazine.

But that’s where FLYING found Mark Palm, CEO and co-founder of Samaritan Aviation, whose tiny fleet of Cessna 206 seaplanes and staff—including six pilots—serve as a medical and healthcare lifeline for 120 villages in the nation located north of Australia. 

Palm took time during last week’s AirVenture airshow to show us Samaritan’s latest 206—a modified 1976 model— and put it through its paces on a beautiful day for seaplane flying. Soon, it will be shipped to Papua New Guinea to become Samaritan’s third aircraft. 

For 13 years, Samaritan Aviation pilots have been flying emergency flights and other important missions, helping local residents who live days away from hospital by land get the treatment they need in an average of 45 minutes. Palm estimated that the Christian nonprofit has helped save thousands of lives. Typical patients need immediate care for pregnancies, snake bites, traumatic injuries, sicknesses, and other conditions.

“Sixty-five percent of our flights are emergency flights,” said Palm, who helps make sure all Samaritan pilots learn how to safely navigate Papua New Guinea’s mountains, thick rainforest canopy, and extreme weather.

“The South Pacific is a very tropical, hot environment, so you’re dealing with density altitude; you’re dealing with storms that blow up really quick, and you’re dealing with winds, at times,” he said. “But really, the most dangerous thing we do is [that] we work on a river that is up to 1,000 feet wide that will rise and fall up to 20 feet in a week.”

Palm said sometimes his pilots will fly in and taxi right up to the clinic, drop off medicine, and pick up a patient. Then, the next week, pilots will find a 600-foot sandbar between them and that same place where they parked before. Along with sandbars, pilots in the region also must keep an eye out for crocodiles, fishing nets, and people in the water, amid constantly changing conditions.

About the Aircraft 

Before takeoff, Palm walked us through some of the modifications on the Cessna, including new floats, new tip tanks, and a Robertson STOL Kit, which allows the ailerons to droop with the flaps during takeoff and landing. “We’ve also put on a bigger engine—an IO-550 from an IO-520—which it comes with. We added an 86-inch seaplane prop, which allows us to get off the water quickly. We put a right-hand door in it, which is a Wipaire conversion.”

We lifted off quickly from the water’s surface—experiencing a few bumps from wind gusts as we gained altitude. Bush piloting involves keeping a constant eye on fuel as well as oil pressure, and engine temperature gauges, Palm explained. “You’re always double, triple checking your fuel to make sure you can get back to civilization.”

Samaritan’s newest pilot Matt Condon said the seaplane flight training he underwent in Michigan was an intensive three-month bush flying course. “We were doing 500-foot patterns, spot landings with currents and tides,” Condon said. “You have to be able to read the water—just preparing as much as possible to get us ready for Papua New Guinea.”

“We’ve found that those who go through more intensive training specifically for bush flying have had a lot more success,” Palm said. 

During our flight, Palm demonstrated a couple of smooth splash-and-go landings, before setting down near the seabase entrance, where we taxied along the shoreline to the dock and exited the aircraft. 

A Deep Personal Commitment

Condon—a former police detective and combat veteran—along with his wife, Jeannine Condon, and their two children are planning to move to Papua New Guinea this fall, where she will begin serving as a respiratory therapist while he takes on piloting duties. A bonus: All pilots have an aircraft maintenance technician on hand to maintain and repair the fleet. 

Palm was driven to start Samaritan Aviation and fly under these challenging conditions largely because of his aviation family and a deep, faith-based personal commitment. 

“My grandpa was a World War II pilot; my uncles flew; my cousin’s a fighter pilot, and my dad was a minister, and when I was a high-schooler he ran a mission in Santa Cruz, California, for the homeless,” Palm said. “So we would feed them, clothe them, and I had a chance to see that—serving people in need at a young age.”

“I had a passion for aviation and I also had a spiritual moment in Mexico as a teenager where I felt God spoke to me and said, ‘I want you to use your passion for people and aviation to share my love in a remote part of the world.’” 

‘We Could Make a Difference’

Now 47—Palm first traveled to Papua New Guinea at age 19. There he saw a remote, beautiful country where many people were dying because they didn’t have timely access to hospital care. 

“Seeing the water, I started thinking, ‘Wow, if we had a seaplane, we could make a difference. We could offer access and hope to these remote communities.’ That’s really where the vision came.”

After finishing his initial flight training, Palm attended aircraft mechanic’s school and worked as an aircraft mechanic for five years. “In 2000, we incorporated and it took us 10 years—telling this story to anyone who would listen—before I moved over there with my wife and my three kids in 2010 and began serving the people in those remote communities, offering access and hope to those people.”

Along with fundraising, partnerships are key to Samaritan’s ability to continue its life saving missions. As an example, Palm said Western Skyways in Colorado has done engine work for the fleet, in exchange for the cost of parts. Samaritan has partnered with float manufacturer Aerocet as well.

“As we grow and add airplanes, funding is a big challenge for us,” Palm said. “We’d encourage anyone who would like to, to go to the website, samaritanaviation.org. We’d love to have you join the team and help us continue to grow, to do more.”

The post Cessna Seaplane Pilots Save Lives in Papua New Guinea appeared first on FLYING Magazine.

Many fly-in resorts seek to put more space between their guests and the stress of everyday life with activities and experiences ranging from hiking, horseback riding and skeet shooting to golf, massages, and soaking in hot springs.

• READ MORE: New Billion-Dollar Fly-In Luxury Resort and Residential Community Planned for Sequatchie Valley, Tennessee

The idea of a one-stop-shop style vacation is appealing because you don’t have to worry about getting around once you reach your destination. All the things you want to do are right there, or at most a shuttle ride away.

Perhaps the best part is that by flying in your own airplane, and given favorable weather, you may at last realize the old maxim; “Getting there is half the fun.” Here are six resorts that are fine-tuned to fliers’ needs.

Minam River Lodge

Minam Lodge Airport (7OR0), Cove, Oregon

There is really no place for cars at the lodge. Indeed, the proprietors’ information about “getting here” includes three options: hike, horseback, and airplane. Hiking in should take about four hours if you are “in reasonable shape.” You can hire an outfitter to take you in on horseback. If you ride your own horse, the lodge has a shared pasture where your mount can stay. Flying in is not for rusty pilots.

“We strongly recommend that you have back-country experience before flying into Minam River Lodge,” the website advises at the beginning of a long set of detailed instructions for flight operations in the area. It’s time to brush up on mountain flying in time for the special Winemaker Dinner Series, when winemakers from area vineyards work with the lodge to present menus ideal for wine pairings. The series runs from June through September.

Eagle Port Lodge

Seeley Lake Airport (23S), Lindey’s Landing West Seaplane Base (M35), Seeley Lake, Montana

A public 4,575-foot turf strip welcomes pilots arriving for a stay in the lodge next door. You can forget about tie-downs because there is a guest hangar—just taxi in. Guests can stay at the main lodge by the airport or in lakeside cabins. There is a seaplane base at the lake.

Wildlife enthusiasts can observe a range of birds and other species including bats, beavers, and otters. Lodge guidelines encourage “sharing these habitats with our wild friends” and remind guests that many local animals are curious about humans. “It is our recommendation that you keep all doors closed and do not open windows that do not have screens.”

Nemacolin 

Nemacolin Airport (PA88), Farmington, Pennsylvania

Formerly known as Nemacolin Woodlands Resort, this 2,000-acre year-round destination is geared toward families and offers a variety of accommodation styles, from the European-inspired Chateau to Falling Rock, a hotel complex that takes architectural cues from Frank Lloyd Wright. For larger groups, there are individual homes and estates available.

Activities include skiing and snowsports, dog sledding, hunting, skeet shooting, and more. Heated pools, swim-up bars, hot tubs, and fire pits help keep outdoor festivities going through the winter. A 3,845-foot asphalt runway serves private aircraft and charter flights.

Lajitas Golf Resort and Spa

Lajitas International Airport (T89), Terlingua, Texas

Located in the Big Bend region of West Texas, Lajitas is known for its golf course and a long list of activities that includes mountain biking, horseback riding, zip lines, and shooting sports. It is also known for its food, which ranges from fajitas to prime ribeye at Candelilla Cafe. More casual and takeout fare is available from Boardwalk Bakery and Pizzeria and the General Store. 

This resort has the longest runway of this group at 6,501 feet, which opens the door to a wide range of aircraft, including jets. Because of mountainous terrain, Lajitas is a daytime VFR-only airport with public access. Contact the resort 24 hours in advance to arrange your arrival and ground transportation.

Grand Geneva Resort and Spa

Grand Geneva Resort Airport (C02), Lake Geneva, Wisconsin

You can swap your wings for two wheels with the resort’s scooter rentals and explore the greater Lake Geneva area on your own or sign up for a guided tour. The resort allows dogs, so if you are flying with Fido, this could be a good option. Stay in the lodge or, for more privacy, in one of the villas.

The resort is open all year, with activities including golf, skiing, ziplines, fitness classes, spa treatments, and an interactive escape room. A range of boat tours available on the lake include historical sightseeing, dinner tours and an ice cream social cruise.

Chena Hot Springs Resort

Chena Hot Springs Airport (AK13), Fairbanks, Alaska

Where else can you easily transition from flying an airplane to being pulled across the snow by a team of dogs? Dog sled tours are among the activities available on a one-day visit, but if you have traveled far to get to Alaska, you might want to stay longer.

Multi-day packages include a variety of romantic getaways and adventures that focus on a hot spring-fed lake and the frequent opportunities to view auroras. Resort staff take guests on a dog-drawn snow coach ride to the best viewing areas. The private gravel airstrip is 3,000 feet long.

The post Six Fly-In Resorts That You Should Visit appeared first on FLYING Magazine.