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.

The move brings the engine one step closer to entry into service, the company said.

Last year Textron Aviation announced it planned to use the PW545D to power its new Cessna Citation Ascend business jet.

• READ MORE: Textron Aviation Unveils Cessna Citation Ascend in Geneva

“As the latest derivative in the PW500 engine family, we look forward to the Ascend’s entry into service,” said Cedric Gauthier, vice president of sales and marketing for GA at Pratt & Whitney Canada. “Certification was granted following 630 hours of engine testing, in addition to 230 hours of flight testing on the Ascend prototype test aircraft.”

Pratt & Whitney has been making aircraft engines since 1925, when the company, which was established as a precision machinery manufacturer in the 1860s, built its first aircraft engine, the Wasp. 

About the PW545D

According to Pratt & Whitney, the PW545D engine uses an advanced mixer and efficiency improvements in the compressor and turbine sections. This allows for a lower fuel burn, thus reducing operating temperatures.

The new engine is also equipped with Full Authority Digital Engine Control (FADEC) technology which is included with many PW500 models. The engine enables the Citation Ascend to integrate new autothrottle technology for simplification of engine operation, reducing pilot workload while maximizing efficiency.

The post Transport Canada Awards Pratt & Whitney Engine Type Certification appeared first on FLYING Magazine.

Piper said the M700’s maximum cruise speed of 301 ktas marks it as the fastest single-engine aircraft in the company’s history of more than 87 years. The cabin-class airplane, revealed last month, is powered by a 700 hp Pratt & Whitney PT6A-52 engine and has a range of 1,424 nm. The aircraft also is equipped with the latest version of the Garmin G3000 avionics suite that includes the Emergency Autoland feature as part of Piper’s HALO safety system.

• READ MORE: Piper Lifts the Veil on the M700 Fury, Its Fastest Single Yet

“We are thrilled to announce the U.S. certification of the Piper M700 Fury by the FAA just a month after its announcement,” said John Calcagno, president and CEO of Piper Aircraft. “And there’s more to come. The Fury is just the first step in a new generation of our M-Class product line, so watch this space, as Piper’s M-Class will be expanding both above and below what we currently offer today.”

Performance is a key selling point for the M700. Piper said the new airplane can take off and clear a 50-foot obstacle in 1,994 feet, which is a 24 percent improvement over the M600SLS that it replaces. The company also said the M700’s climb rate of 2,048 fpm is 32 percent faster than that of the M600. 

Piper said it expects to complete international validations of the M700 for Canada, Europe, the UK, and Brazil during the second half of this year. The company said it plans to begin delivering the aircraft to customers in those markets before year’s end.

The post Piper Announces FAA Type Certification for M700 Fury appeared first on FLYING Magazine.

The SkyCourier, a high-wing, twin-turboprop utility design, will join Hinterland’s large fleet of Cessna Grand Caravans, bringing an increase in passenger seating and payload. Textron said expansion of the Hinterland fleet will benefit the remote communities that the airline serves as well as tourism and other businesses in Queensland.

“The SkyCourier’s incredible performance makes it a reliable business tool for customers all over the world,” said Lannie O’Bannion, senior vice president of global sales and flight operations for Textron Aviation. “With the ability to load, fly, unload, and repeat—along with low operating costs and maximum cabin flexibility—the SkyCourier is a game-changer in regional connectivity.”

A single pilot can operate the SkyCourier, which is designed to be adaptable to a range of passenger, freight, and special-mission flights. It is available in both freighter and passenger versions, with the 19-passenger model boasting crew and traveler doors for easier boarding. Both configurations offer single-point pressure refueling for rapid turnaround. 

• READ MORE: Textron Aviation Delivers First Passenger Cessna SkyCourier

“We are thrilled to announce our order of the new Cessna SkyCourier,” said Andrew Clair, CEO of Hinterland Aviation. “The aircraft will be a valuable addition to our fleet, allowing us to better serve our clients’ individual needs with room for 19 passengers and access to remote runways. The SkyCourier will serve as an important tool to help grow our business, and we will be proud to be the first airline customer in Australia to operate this aircraft.”

The aircraft is powered by two Pratt & Whitney PT6A-65SC engines with McCauley C779 propellers. The 110-inch, four-blade props have full feathering with reverse pitch. The aircraft is equipped with Garmin G1000 NXi avionics and boasts a maximum cruise speed of more than 200 ktas and range of 900 nm.

The post Textron to Deliver SkyCourier to Hinterland Aviation for Passenger Service appeared first on FLYING Magazine.

Daher’s position demonstrates well the state of the global aerospace market.

“We are in a paradox situation—some are happy; some are not happy,” said Patrick Daher, board chair for the Daher group, in kicking off the company’s performance review for 2023 in Paris on February 7. “We are feeling the impact of the international situation, and then we are still recovering from COVID, but the COVID crisis is over for us…But some international threats—for example the war in Ukraine and the Middle East, the future elections, the situation in China—all these events have created a political instability that is really worrying for the future.”

Yet industry events such as the 2023 Paris Air Show indicate where the future lies—with caution as to the expense of making change. “As chairman [of] the Salon de Bourget in 2023 and chairman of Daher…I have the chance to see that energy transition is coming with a really high price,” said Daher. “Speaking about industry, we have really good news in terms of an increase in production.”

In 2023, Daher recorded strong deliveries of both its TBM and Kodiak series turboprops, with a total of 56 TBMs and 18 Kodiaks, for a total of 76 units. In addition, it counts more than 100 turboprops in its order book, taking it well into 2025.

READ MORE: Daher Delivers 100th TBM 960

An Industry Overview

At the same time, major Daher client and partner Airbus has never manufactured so many aircraft—a record number went out the door in December, as Daher noted in the report. That is in spite of the constant pressures brought on by inflation, provisioning difficulties, recruitment challenges, rise in wages, and lowering margins. Collectively these have led to soft pricing models that have persisted through the past couple of years.

“We have forgotten how to deal with such problems of inflation that we experienced 20 years ago,” said Daher. “It was really hard to find raw materials, and this was linked to geopolitical problems, [such] as the war in Ukraine. We were missing material. This lack of raw materials is linked to the mismanagement of the supply chain—the suppliers failed to ship what we needed to manufacture our aircraft—and to produce what our clients asked us to do.”

Another problem Daher noted has been the lack of employee candidates. “It is not easy to recruit the right profiles…The COVID crisis changed behaviors in terms of wages and employees, so it is really hard for us to hire and find talents.” This has driven companies like Daher to invest heavily in training—because like never before they have had to recruit from outside the aviation industry.

“All these factors in 2023—after COVID, we were expecting 2021 and 2022 to be difficult—but these problems arrived in 2023,” Daher said. “All of these factors resulted in our weakened profitability. We need to consider the energy transition and the decrease in carbon intensity…2023 highlighted the emergency but also the [convergence], vis-à-vis the problem of decarbonization.”

The Daher group considers government support crucial—specifically CORAC, the French council for civil aviation research—and 300 million euros per year have been earmarked by CORAC to help fund the energy transition. “Aviation industry, all research efforts, have converged, because in the past each company focused on a specific research field, but right now there is a really clear target: low-carbon, low-emission aircraft,” Daher said.

Eco-Pulse Update

For the French OEM, the convergence flies today via its hybrid-electric Eco-Pulse technology demonstrator, which uses a TBM airframe, electric motors and powertrain components form Saran, and electric power storage by Airbus in a distributed lift model (simply put) to test various components and how they interact in actual flight operations. The Eco-Pulse retains a Pratt & Whitney PT6A turboprop engine, but in December made its first flight segments completely powered by the six electric motors.

“It is a major step towards decarbonization,” said Daher. “Because high voltage electricity can be a good solution…we are continuing with some hybrid tests. This is the first step…People thought I was crazy [last year] when I spoke about this target [to have a marketable product by 2027], but we are headed in that direction.” It will be a TBM or Kodiak because those are the models Daher has in its portfolio, but the company has yet to determine which will be chosen and exactly what that will look like.

FLYING asked if the OEM could share any feedback—including any performance data, if possible—from those first flights. Christophe Robin, vice president of engineering for Daher’s aircraft division, provided this insight: “EcoPulse is a technology demonstrator, therefore, aircraft performance is not the goal. The EcoPulse configuration has been chosen with the strategy of increasing the level of complexity in hybridization to develop a ‘maturity picture’ for all of the technologies involved—including examining side effects such as weight penalties, as well as issues induced by HIRF (high-intensity radiated field) and lightning.”

READ MORE: We Fly: Daher TBM 960

Log’in, Shap’in, Fly’in

To support innovation efforts, Daher launched its second tech center, Log’in, in Toulouse, also geared toward decarbonization. “Out of 7 million tonnes [of carbon emissions] we realized that a big quantity is related to our clients, and we want to work on these figures [as well] in order to work on decarbonization,” said Daher.

Fly’in will be the third tech center Daher launches, in Tarbes, focused on aircraft development, “stepping up” in both technology and the drive towards net-zero emissions.

FLYING also asked Daher to expand on the current projects that have already been realized from the new technology centers and Eco-Pulse. Robin shared a portion of what the group has learned thus far, and what it expects to benefit from. 

“In addition to the aspects of EcoPulse that are linked to aircraft hybridization, another important focus is demonstrating the application of advanced composites on aircraft,” said Robin. “Under the guidance of Daher’s research and technology teams, EcoPulse is using composites for the aircraft’s winglets, engine pylons, Karman and battery fairings, as well as the air inlet—which were produced primarily with an infusion-based carbon/cork micro-sandwich. A goal of EcoPulse is to make it possible to evolve the performance and feasibility of integrating these technologies on secondary parts/components of Daher-built aircraft, while developing rapid prototyping skills used within the aviation framework.”

This is complementary to other developments underway at Daher—including projects in cooperation with partners such as CORAC (the French Council for Civil Aeronautical Research).

Pascal Laguerre, chief technology officer for Daher, provided significant insight beyond the Eco-Pulse demonstrator. “Taking a wider view for activities outside the framework of EcoPulse, Daher devotes a significant part of its overall R&D budget to thermoplastics,” said Laguerre. “This material is particularly promising in the world of aerostructures for future applications on production aircraft. It lends itself more easily to the automation of production (issue of throughput), and it is recyclable, repairable and weldable. Its mechanical properties make it possible to use less material and, overall, make structures lighter—all of which are key qualities with a view toward reducing carbon emissions. This is focused on accelerating the development of real applications in the future for the benefit of its customers, including [several more widely focused] projects.”

For example, as part of CORAC, Daher leads the largest French research project on thermoplastics in current execution, called TRAMPOLINE 2 (TheRmoplAstic coMPosites for hOrizontaL tail plaNE), as well as utilizing induction welding instead of riveting—with a weight savings of 15 percent.

Also, the investment has already borne fruit in components that will be found on the company’s current TBM product lines.

“After more than three years of R&D work, Daher succeeded in manufacturing rudder pedals in recycled high-performance thermoplastic composites from production scraps to equip the TBM, which have been certified for flight on production TBMs,” said Laguerre. “In addition to being lightweight, thermoplastics have low thermal conduction, as well as equal or better physicochemical and mechanical properties: It’s a win-win for Daher customers. And beyond the environmental benefits, the cost of these parts is significantly reduced compared to metal machining.

“In addition, Daher has obtained the first results of an R&D project called CARAC TP, carried out in collaboration with a set of academic laboratories competent in composite materials. The objective [is] to identify and characterize the thermoplastic composites best suited to aeronautical applications and compare them to thermoset materials. The project makes it possible to study materials in depth through multiple tests that go beyond the scope of qualification programs carried out in the industry: impact resistance, fire resistance, environmental aging (ozone, UV, fluids), impact of manufacturing processes on physicochemical properties, material performance, etc.”

Daher looks also outside its walls to new small businesses to help drive this innovation charge. Encouragingly, more than 300 aerospace-relevant startups took part in the Paris Air Show.

“We had 25 of these startups at the Daher stand at Le Bourget,” said Daher, noting that the company looks forward to engaging with these innovators, perhaps through acquisition or collaboration, on various projects.

WATCH: We Fly the Kodiak 900, Ready for Grand Adventures

The Takeoff 2027 Strategy

Daher reported a strengthening bottom line but noted there is room for improvement. At the press conference, Daher CEO Didier Kayat indicated the belief that Daher would become profitable based on its strategic realignment to better serve four sectors: aircraft, industry, industrial services, and logistics. The company also plans a transformation of the organizational structure by 2025, to help align and draw down any existing silos between the business functions.

To this end, Daher made a quartet of additions to its executive committee in the later part of 2023. On October 1, Alain-Jory Barthe joined Daher’s Industry division as senior vice president. Then, on January 1, Cédric Eloy became the head of the Industrial Services division as senior vice president of manufacturing services, and Julie de Cevins became the group’s chief sustainability officer—a key appointment, given the group’s charge to attain net-zero goals by 2050. Finally, on February 1, Aymeric Daher became senior vice president of the Logistics division.

Daher is adapting its organization to support the four business units, with the following actions:

• To create a managerial culture that is based in what it calls the “Daher Leadership Model”—effectively empowering a cadre of 1,500 leaders within the company to act with an entrepreneurial spirit
• To anticipate challenges and innovate toward decarbonisation solutions, with Eco-Pulse among other projects
• To support the acquisitions needed for growth across the four sectors.

Acquisitions have already borne fruit for the company, including the Stuart, Florida, facility.

“The acquisition of AAA strengthened the Industrial Services division, for example,” Daher said. “We are now the leader of industrial services…We can support aircraft manufacturers in peak periods.”

If Daher can make its way through the concurrent challenges of acquisition-driven growth, corporate restructuring, price pressures, and order fulfillment, its plan for the years ahead puts it on track to form part of the global solution to decarbonization—as well as providing the aircraft the customer demands for the future.

The post Daher’s Decarbonization Plans Drive Towards Hybrid-Electric Aircraft, Composites appeared first on FLYING Magazine.

The OEM’s latest turboprop contender breaks 300 knots, and clocks in at $4.1 million, it announced on Tuesday afternoon in a livestream event. The change instigating the new model number? The introduction of a 700 hp Pratt & Whitney PT6A-52 engine—replacing the flat-rated 600 hp PT6A-42A in the M600. Piper anticipates FAA type certification by the end of the first quarter of this year.

The M700 stays at its 6,000 pounds maximum takeoff weight to comply with Basic Med, as well as retaining the Garmin G3000 integrated flight deck and Halo emergency autoland system—which secured the Collier Trophy as well as FLYING’s Innovation Award in 2021.

READ MORE: We Fly: Piper M600/SLS Halo

Pushing past the specs on the M600/SLS it will replace, the M700 is projected to meet the following targets:

• Maximum range: 1,149 nm at the 301-ktas maximum cruise speed and 1,424 nm at normal cruise speed
• Takeoff distance: 1,994 ft over a 50-ft obstacle, at sea level on a standard—-a 24 percent improvement from the M600 at 2,635 ft under the same conditions
• Departure climb: 2,048 fpm—a 32 percent improvement over the M600—at MTOW
• Time to climb: 13.9 minutes to FL250, covering 34 nm and burning 97 pounds of fuel, all 25 to 35 percent improvements over the M600
• Landing distance: up to a 26 percent reduction in ground roll over the M600
• Garmin’s PlaneSync technology, adding remote aircraft status capability using the Garmin Pilot app, and database downloads while the aircraft is powered down

“The M700 Fury is a beautifully efficient, cross-country thoroughbred that gives our customers a performance-based flight experience with economics never seen before,” said Piper Aircraft’s president and CEO, John Calcagno. “We listened, and we delivered. The M700 Fury encompasses power, performance and the most advanced safety measures available today and an overall value proposition that is extremely compelling to individuals and corporate flight departments alike.”

Customers can choose from six interior schemes with updated leathers and design elements.

Following certification, U.S. deliveries will begin immediately, according to Piper, with validations with Canada, EASA, the U.K., and Brazil on the horizon next. With the sunset of the M600, the M-series now encompasses the M700, M500 turboprop retaining the PT6A-42A at 500 hp, and M350 piston-powered high-performance singles.
Look soon for FLYING’s We Fly pilot report on the M700.

The post Piper Lifts the Veil on the M700 Fury, Its Fastest Single Yet appeared first on FLYING Magazine.

Today’s Top Pick is a 2006 SOCATA TBM 850.

Many pilots will tell you how much they love their aircraft and that they were meant to be together. But when a fast, pressurized, and beautiful TBM 850 taxis by on the ramp, some will instantly want to put their old machine out to pasture.

This model appeared on the market around the same time people were buzzing about the pending arrival of the very light jets, or VLJs, that were set to shake up general aviation and change the way large swaths of the population traveled. Quite a few folks who flew the TBM 850 questioned whether anyone really needed a VLJ when this turboprop could cruise at more than 300 ktas. This and subsequent TBM models stand alone in their combination of performance, comfort, efficiency, and great looks.

This 2006 TBM 850 has 1,780 hours since new on the airframe, Pratt & Whitney PT6A-66D engine, and four-blade propeller. The updated panel includes the Garmin G600 TXi avionics package with dual PFD/MFD displays, GSU 75 ADAHRS and engine indication system, GMA 35c remote audio panel, GI 275 electronic standby, dual GTN 750 Nav/Com/GPS, GSB 15 USB charger, GTS 825 traffic advisory, GWX 75 weather radar, GFC 600 autopilot, and dual GTX 335DR/ GTX 345DR transponder. The aircraft received new paint in 2021.

Pilots looking for a single that is fast enough to keep its owner from envying small jets and comfortable enough to put smiles on the faces of family, friends, and business associates should look into this 2006 TBM 850, which is available for $1,975,000 on AircraftForSale.

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

• FLYING Magazine: TBM 850: A Jet With a Prop
• FLYING Magazine: TBM 850: Cargo Hauler?
• FLYING Magazine: TBM 850 Elite Goes All Glass
• Plane & Pilot: DAHER-SOCATA Delivers 40 TBM 850s In 2013
• Plane & Pilot: TBM 850 Scorching The Airways With Style
• Plane & Pilot: Hartzell‘s Composite 5-Blade Swept Prop For TBM 700/850 Recording Brisk Retrofit Sales
• AVweb: Daher Delivers Its 1,100th TBM-Series Turboprop Single To U.S. Pilot-Owner

The post This 2006 SOCATA TBM 850 Is a Handsome, Airway-Prowling ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The aircraft’s Pratt & Whitney PW815GA engines ran on 100 percent SAF, demonstrating aviation’s potential for wider use of renewable fuels with lower emissions of carbon, sulfur, and aromatics.

• READ MORE: Gulfstream G650 Makes Demo Flight Fueled Entirely On SAF

Gulfstream said it will use the data collected from the test flight to measure compatibility between its aircraft and future renewable fuels. The company plans to focus in particular on the fuel’s performance in cold conditions and during long-duration flights.

“Gulfstream is innovating for a sustainable future,” said Mark Burns, president of Gulfstream Aerospace. “One of the keys to reaching business aviation’s long-term decarbonization goals is the broad use of SAF in place of fossil-based jet fuel. The completion of this world-class flight helps to advance business aviation’s overarching sustainability mission and create positive environmental impacts for future generations.”

The SAF used for the test flight, which was produced by World Energy and delivered by World Fuel Services, was made from 100 percent hydroprocessed esters and fatty acids (neat HEFA). The fuel has “at least 70 percent lower lifecycle CO2 emissions” compared with fossil-based jet fuel, Gulfstream said.

• READ MORE: Gulfstream Shows Off New Fleet at NBAA 2022

“Gulfstream continues to break new ground in the sustainable aviation space, and we applaud them for completing this mission as we work to validate the compatibility of our engines with unblended SAF,” said Anthony Rossi, vice president of sales and marketing for Pratt & Whitney Canada.

Other key partners supporting the flight include Honeywell, Safran, and Eaton.

“We’d like to thank all our partners for their help in making this milestone flight happen and for their ongoing partnership in collaborating with the extended SAF community to champion the aviation industry’s path to 100 percent SAF usage,” Burns said.

The post Gulfstream Aerospace Completes First Transatlantic Flight on 100 Percent SAF appeared first on FLYING Magazine.

The recently approved upgrade goes beyond replacing the Beaver’s original Pratt & Whitney R985 radial engine with a modern turbine to increase performance and efficiency. The re-engined Beavers receive new wings, fuel, oil, and electrical systems, engine monitoring, carbon-fiber cowlings, and more. Valdor calls the almost-all-new aircraft the BX Turbo Beaver.

• READ MORE: Building the Dream Beaver For Generations

Valdor noted that many of the updates it makes to the aircraft reflect aviation regulations that are more stringent than in 1948 when the Beaver was first  certified. Many of the changes under the STC reflect how much aviation has advanced over the Beaver’s long lifespan.

The aircraft was developed based in part on a wish list compiled through surveys of Canadian bush pilots. Bush aircraft at the time tended to be underpowered and a bit frail, so de Havilland focused on making the Beaver rugged and powerful. 

• READ MORE: Harbour Air Makes First Point-to-Point Flight with Electric Beaver

The company chose the R985, known as the Wasp Junior, because it delivered even more power than the designers specified for the original airframe. By now, though, many of the Beavers still flying have outlived their radials and can benefit from the turbine’s power boost. Valdor’s BX Turbo Beaver upgrade joins a long list of modifications developed over decades to keep these sought-after aircraft in service.

The post Valdor Aviation Receives STC for de Havilland Beaver Turboprop Conversion appeared first on FLYING Magazine.

Today’s Top Pick is a 1943 Douglas DC-3

Yes, this aircraft’s maximum gross takeoff weight is 29,000 pounds, not the 2,900 or so that might make more sense to pilots of light piston singles. This is a big airplane, and its ability to lift big loads of passengers and cargo helped make it the first truly practical, profitable airliner. It is also the reason this 1930s design is still flying today. It is still the ideal aircraft for certain missions, which is why you still have a good chance of spotting them at airports across the globe.

This DC-3 demonstrates how an adaptable design can continue to improve and perform decades beyond its expected lifespan—but it’s not just a stock DC-3, if there is such a thing. With 18,878 hours on the airframe, it has been updated with Pratt & Whitney PT6A-67R turbine engines that have logged just 50 hours each, and 115-inch propellers. Fuel capacity is 1,030 gallons.

The cabin has room for 32 seats and is equipped with a galley that includes a cooler and hot water dispenser. Modern updates include a fire detection and extinguishing system, heated windshields, LED tip nav and strobe, landing and taxi lights, standby third battery, and de-ice boots.

There is no sign of 1943 in the panel, which includes Garmin GTN 750 nav/coms. Garmin GTX 3000 (2), transponder, Garmin GTS 8000 TCAS ll, Garmin GI 275 electronic instrument, Garmin GI 106A  VOR/localizer/glideslope (2),

Collins 331-3G HSI (2), Collins ALT-50A radar altimeter, L3 WX-500 Stormscope, weather radar, a Pratt & Whitney ADAS+ engine monitoring system, and more.

If your mission profile includes serious, airline-style transport with a touch of “Fate Is the Hunter,” you should take a look at this rare, updated, turbine-converted DC-3, which is available on AircraftForSale.

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

• FLYING Magazine: The Douglas DC-3 Changed Aviation Forever
• FLYING Magazine: DC-3: An Airplane for the Ages
• FLYING Magazine: DC-3 Historical Timeline
• Plane & Pilot: Douglas DC-3
• The Aviation Consumer: Warbird Ownership: Respect Required

The post Today’s Top Aircraft For Sale Pick: 1943 Douglas DC-3 appeared first on FLYING Magazine.