Today’s Top Pick is a 1984 SOCATA TB-30 Epsilon.

Many pilots dream about flying the hottest fighters from World War II, such as North American P-51 Mustangs and Vought F4U Corsairs.

But those increasingly rare aircraft are extremely complex and expensive to maintain—and not all that easy to fly. Those are among the factors that have made military trainers so popular.

Aircraft such as the Beechcraft T-34 Mentor, North American AT-6 Texan, Boeing Stearman PT-17, and Epsilon for sale here allow pilots an opportunity to fly vintage military iron without breaking their budgets. Flying aircraft in this category is within the capabilities of many private pilots, though still demanding enough to be exciting.

They generally offer more impressive performance than standard aircraft and are strengthened to handle aerobatic flight and combat-style maneuvers. Among the military trainers available, the Epsilon is closer than most to familiar GA designs, making it more approachable while still somewhat exotic.   

This 1984 TB-30 Epsilon has 4,755 hours on the airframe, 1,203 hours since overhaul on its engine, and 737 hours on the propeller. The panel features a Garmin G5 EFIS with backup battery, Garmin GNX 375 GPS, GA 35 WAAS antenna, GAD 29 interface unit, and Garmin 660 in the rear cockpit. 

Pilots seeking a taste of military flight training in an airplane that is fit for long-distance travel should consider this 1984 SOCATA TB-30 Epsilon, which is available for $356,000 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.

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The post This 1984 SOCATA TB-30 Epsilon Is a Military-Spec ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1986 Mooney M20K 252TSE.

Over decades of production, Mooney’s M20 series went through numerous changes as the aircraft evolved to meet customer demands. Even the earliest models, though, were known for getting high performance from relatively low power.

When some of the first M20s hit the market, they used 150 hp engines similar to those in Cessna 172s, but their sports car-like performance felt nothing like that of a trainer. The M20 gradually gained speed using more powerful engines but always seemed to accomplish a lot with a little.

The M20K model for sale here marked a significant advance in performance with engine output climbing above 200 hp and turbocharging that enabled the aircraft to make the most of its clean aerodynamics by flying at higher altitudes. When you fly a Mooney, you can feel the difference a truly efficient design makes, especially during the approach and landing phases of flight.

Mooneys slip through the air so readily that slowing one down for landing can be challenging. While experienced Mooney pilots generally do not have trouble controlling their speed, this M20K and many like it have speedbrakes that deploy from the wings, just in case. 

This 1986 Mooney M20K has 1,660 hours on the airframe and its 225 hp Lycoming TSIO-360 engine. Its Hartzell three-blade aluminum propeller was installed in 2003 and has been in service for 500 hours. The aircraft carries 72 gallons of fuel and has a range of 890 nm, maximum takeoff weight of 2,900 pounds and useful load of 803 pounds. It is equipped with speedbrakes and an oxygen system.

The panel includes a Garmin GMA 35c audio panel, GTN 750 GPS/Nav/Comm, G500 flight display, G5, GTX 345R transponder, and AutoCruze 230 autopilot.

Pilots looking for a fast, efficient traveling airplane that can operate comfortably at high altitudes should consider this 1986 Mooney M20K 252TSE, which is available for $280,000 on AircraftForSale.

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

• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
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• Plane & Pilot: This Incredible Plane: Mooney Porsche M20L PFM
• AVweb: Buying a Used Aircraft: Mooney M20J
• The Aviation Consumer: Used Aircraft Guide: Mooney 201/M20J

The post This 1986 Mooney M20K 252TSE Is an Efficient, High-Altitude ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1994 SOCATA TB-21 Trinidad TC.

The SOCATA TB-21 Trinidad TC represents the top of what many call the French manufacturer’s “Caribbean series,” which also includes the less-powerful, fixed-gear Tampico and Tobago. All of the TB models are stylish designs that look great on the ramp while providing pilots and passengers with roomy, comfortable cabins. The turbocharged TB-21 TC is well suited to high-altitude cruising, where pilots often can take greater advantage of favorable winds and thinner air.

While the TB-21 is a fairly rare aircraft in the U.S. and has an exotic, unfamiliar look, it is not an obscure oddball with hard-to-find parts. Indeed, parent company SOCATA, which builds the TBM single-engine turboprop, has made a point of supporting its older models. This means owners do not have to worry about their aircraft becoming “orphans.”

This TB-21 Trinidad TC has 2,380 hours on the airframe, 229 hours since overhaul on its Lycoming TIO-540 engine, and 1,830 hours since overhaul on its two-blade Hartzell CS propeller.

The panel includes a Garmin GMA 340 audio panel, GTX 345 ADS-B transponder, GNS 530 GPS Nav/Com, Bendix-King KX165 Nav/Com, KN64 DME, KFC150 autopilot, Insight GEM engine monitor, Shadin fuel flow computer, Horizon Instruments P1000 digital tachometer, BFG WX950 Stormscope, and standby electric attitude indicator.

Additional equipment on the aircraft includes a TKS ice protection system, factory oxygen system, Tanis engine preheater, sun visors, CO Guardian carbon monoxide detector, and Kenwood CD player and AM/FM radio.

Pilots looking for an uncommon four-seat retractable airplane with a stylish design and comfortable cabin should consider this 1994 SOCATA TB-21 Trinidad TC, which is available for $249,900 on AircraftForSale.

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

• FLYING Magazine: DAHER-SOCATA’s Caribbean Line Gets Glass Cockpits
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The post This 1994 SOCATA TB-21 Trinidad TC Is a Rare, Stylish ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Lycoming Engines has released the results of a study undertaken after receiving reports from the University of North Dakota (UND) about abnormal valve seat recession in the company’s powerplants that were using UL94.

Throughout the country, several GA fleets have been converted so that they can use unleaded fuel. One of those fleets belongs to UND, which made the switch in June. The UND fleet consists of Piper PA-28-181 Archers and PA-44-180 Seminoles.

Over the summer, the fleet of 120 aircraft logged some 46,000 flight hours. Routine maintenance discovered what was described as “abnormal exhaust valve recession,” and in October the university switched back to 100LL.

According to a media statement from Lycoming Engines, a root cause analysis of the issue was undertaken, including further testing of UL94.

• READ MORE: University of North Dakota Stops UL94 Use Following Valve Recession Concerns

“This analysis has determined that the engine components and airframe components conform to specification and are not believed to contribute to valve seat recession,” the statement read. “However, testing has also demonstrated that, under certain conditions, use of UL94 may impact valve seat recession. Analysis indicates that aromatic concentration tolerances for UL94 may contribute to valve seat recession in certain flight profiles.”

According to Lycoming, “aromatic limits are not directly specified by ASTM D7547, and elevated aromatic concentration may result in slower flame speed, radiant heat from particulates, and particulate abrasiveness to valve seats that may contribute to valve seat recession.”

What Is Valve Recession?

Exhaust valve recession occurs when the valve sits too low in the seat, according to Richard Scarbrough, an A&P mechanic and FLYING contributor. It results in valve discoloration—first red, green, then purple. It can also erode the guide. If the valve is not properly seated, there can be “blow-by” that can result in an uncommanded loss of engine power and compression and, in worst cases, valve failure.

“The aircraft were flown to POH procedures and the UL94 fuel was on spec,” UND chief instructor Jeremy Roesler told FLYING in a previous interview.

When routine maintenance detected abnormal exhaust valve recession, Roesler said the decision was made to revert back to 100LL while the issue was investigated.

“We have been running 100LL since then,” Roesler said. “To date we have replaced 126 cylinders. We flew 46,000 hours on UL94. We are submitting a technical paper on our experience and findings.”

Roeslser added that the university flies approximately 107,000 hours a year.

Lycoming is working with the FAA to evaluate the sensitivity of piston engines to aromatics in fuels.

“If indicated by this further analysis, we will work with industry to further define ASTM D7547 and provide appropriate guidance to operators regarding how leaning techniques can impact valve seat recession with high aromatic fuels,” the company said.

Lycoming Engines said it remains committed to the FAA’s Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative, a cross-functional industry effort to identify and deploy a high-octane unleaded replacement for 100LL for piston-engine aircraft by the end of 2030.

The FAA did not respond to FLYING’s request for comment.

The post Lycoming Claims Fuel Aromatics May Be at Root of UND Fleet Valve Problems appeared first on FLYING Magazine.

Today’s Top Pick is a 2010 Aviat A-1C-180 Husky.

There is a reason the Aviat Husky reminds many people of a Piper PA-18 Super Cub. It is because the airplane’s designer, Frank Christensen, had the Cub in mind. He had tried to buy the Super Cub design from Piper with a plan to build an improved version. Piper declined the offer, however, leaving Christensen, who produced the Christen Eagle aerobatic biplane, to design his own STOL utility machine. He started with a list of improvements that, many pilots feel, make the Husky a more pleasant airplane to fly than the Super Cub.

Several versions of the Husky have rolled out of the factory since the first one flew in 1985. The 180 hp model for sale here hits a sweet spot for many pilots, combining strong short-field and load-carrying performance with decent cruising speed, comfort, and fuel efficiency. Wipline 2100 amphibian floats are included, as are standard wheels and oversize bush wheels and tires.  

This 2010 Husky has 1,129 hours on the airframe and 1,132 hours on the 180 hp Lycoming O-360-A1P engine and MT 3-blade propeller. The VFR panel includes a Garmin 696 GPS. The aircraft is equipped with vortex generators.

Pilots looking for a strong STOL performer with cruise speeds suitable for longer cross-country trips and the option for operating on water should consider this 2010 Aviat A-1C-180 Husky, which is available for $250,000 on AircraftForSale.

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

• FLYING Magazine: Husky Experience Offers Backcountry Fun
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• AVweb: Buying Utility STOL: Ignore the Ad Hype

The post This 2010 Aviat A1-C-180 Husky Is a Short-Field Wiz and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2017 Glasair I.

The sleek, composite airplane for sale here is a descendant of the original Glasair I that Tom Hamilton developed during the 1970s. That innovative design was a watershed for the kitplane industry and continues to influence amateur-built composite experimental aircraft today. Using layers of foam and fiberglass to construct the Glasair, Hamilton wound up with a two-seater that was light and aerodynamic enough to fly at nearly 200 mph using small, fuel-efficient general aviation engines such as the Lycoming O-235 and IO-320.

The Glasair design has benefitted from continued development and numerous improvements since its first flights in 1979—growing larger and gaining retractable landing gear (the original was fixed gear). Customers have bought thousands of kits of this and other Glasair models, making them fairly regular sights at GA airports—the 300-hp Glasair III is an air-racing staple in the Sport Class. Glasairs are still well represented in the used market and a strong user group helps owners source parts no longer available from the factory, which closed in late 2023. 

This 2017 Glasair I has 200 hours on the airframe and its Lycoming IO-320 engine. The engine uses a Precision Airmotive Silver Hawk EX fuel injection system and an E-Mag Model P113 electronic ignition. The panel includes dual Dynon EFIS D-100s, Garmin 695/696 GPS, Garmin GDL 82 with ADS-B Out,  Stratus 3 ADS-B receiver, dual Icom IC-A200 VHF transceiver radios, Advance ACS 2002 engine monitor, and Dynon Avionics intercom.

Pilots looking for high performance in a light, aerodynamic, and fuel-efficient two-seat experimental aircraft should consider this Glasair I, which is available for $150,000 on Aircraft For Sale.

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

• FLYING Magazine: Tom Hamilton and the Glasair
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• Owners Association: Glasair Aircraft Owners Association

The post This 2017 Glasair I Is a Kitbuilt ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2007 Diamond DA42.

Ever since its debut in the early 2000s, the Diamond DA42 light twin has attracted the interest of flight schools seeking economical multiengine trainers. They are also attractive to individual private pilots who wish to move up to the light twin category while keeping operating costs under control.

The aircraft’s diesel engines are a focal point, especially for operators who prefer jet fuel over avgas. The DA42, with its composite structure, advanced avionics, and other modern features, also offers pilots the added sense of security that comes with a relatively new airframe and low hours.

For private pilots who regularly use their aircraft for business or long-distance family travel, possibly over long stretches of water or mountainous terrain, having a second engine can be an added measure of security worth contemplating. The DA42’s relative fuel efficiency, forgiving handling characteristics and impressive all-around performance make it a strong candidate for anyone seeking a capable personal aircraft.        

This 2007 DA42 has 950 hours on the airframe and on both Continental CD135 engines and MT composite propellers since new.

The panel features the Garmin G1000-integrated glass cockpit with dual GDU 1040s with 10-inch screens for PFD and MFD, GEA 71 airframe/engine interface unit, dual GIA 63 Nav/Com/GPS radios, GMA 1347 digital audio system, GTX 345R transponder with ADS-B In and Out, GRS 77 AHRS, GMU 44 magnetometer, GDC 74 air data computer, WX500 StormScope, and Avidyne TAS 60X active traffic.

Additional equipment includes a TKS deicing system, oxygen system, long-range fuel tanks, lightning protection system, HID landing and taxi lights, and automatic three-point safety belts on all four seats.

Pilots looking for a modern, economical light twin for travel or training should consider this 2007 Diamond DA42, which is available for $495,000 on AircraftForSale.

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

• FLYING Magazine: Diamond DA42 Twin Makes First SAF Flight
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The post This 2007 Diamond DA42 Is Fuel Efficient ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1996 Maule MXT-7-180A.

Most of us have seen footage of Maule aircraft performing fantastic feats of short-field flying, often from surfaces that look more like small parking lots than runways. And let’s not forget the famous photo of a Maule taking off through the open door of a hangar.

Those airplanes were all taildraggers, and while the MXT-7’s nosewheel might surprise some traditionalists, the company has enjoyed success with the design since introducing it in 1991. The idea was to compete more effectively with mainstream four-seaters like the Cessna 172 by offering short-field fans the option of tricycle gear with more flexible load-carrying capabilities.

This 1996 Maule MXT-7-180A has 2,925 hours on the airframe, 804 hours on its 180 hp Lycoming O-360 engine since overhaul, and 539 hours on its Sensenich propeller since overhaul.

The panel includes a Garmin 796 GPS and a PCAS portable traffic avoidance system. Additional equipment includes heavy-duty struts, observer windows and doors, Rosen visors, float kit installation prep, and Tanis engine heater.

Pilots looking for an economical STOL and backcountry aircraft with the flexibility of tricycle gear should consider this 1996 Maule MXT-7-180A, which is available for $139,900 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
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• The Aviation Consumer: Used Aircraft Guide: Tailwheel Maules

The post This 1996 Maule MXT-7-180A Is a Backcountry ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1967 Cessna 150G.

There are a lot of Cessna 150s and 152s flying today. The sturdy two-seat trainers have been taking students through flight training and check rides for more than 60 years. In that time they have earned a reputation as reliable, economical, no-nonsense aircraft that are suited to several missions beyond training, such as traveling, commuting, and short-field operations.

The airplane for sale here is not your everyday 150, having been modified with a number of upgrades aimed at making it a better bush machine. Changes include taildragger landing gear, wing modifications, and a 150 hp engine like those found in the larger Cessna 172. The engine swap boosts its horsepower by 50 percent compared with a standard 150.

This 1967 150 has 2,066 hours on the airframe and 17 hours on its Lycoming 150 hp O-320-E2D engine. The panel features a Narco Mk-12 Nav/Com, Sport 200 two-place intercom, and Genave Beta 5000 transponder.

Additional equipment includes the Texas Taildragger STC, 150 hp STC, gross weight increase STC, STOL-Craft leading edge and wing tip kit, flap and aileron gap seals, and Patroller doors.     

Pilots looking for a compact STOL airplane, and especially those who like the Cessna 150 but wish it was a taildragger, should consider this modified 1967 model, which is available for $103,900 on AircraftForSale.

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

• FLYING Magazine: Is It Possible to Legally Fly a Cessna 150 as an LSA?
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• The Aviation Consumer: Cessna 150/152

The post This 1967 Cessna 150 Is a Modified, Tail-Dragging ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1975 Cessna 177RG Cardinal.

Cessna missed the memo regarding the “if it isn’t broken” rule during the 1960s and tried to replace its venerable 172 Skyhawk with a new, better-looking model called the 177 Cardinal. The new airplane was promising, with a cantilever wing that eliminated the 172’s draggy, old-fashioned struts. The 177’s cabin was wider, as were its doors, which made getting in and out much easier. Its large, attractively sloped windshield stretched back into the front of the cabin roof to improve the pilot’s upward visibility. Overall the new Cardinal appeared to fix all of the Skyhawk’s minor shortcomings.

But there was a problem with power.

The first fixed-gear Cardinals had 150 hp engines that were not up to the task and, along with certain handling quirks, gave the airplanes a poor reputation. Cessna soon boosted power to 180 hp and made other adjustments that helped. Later the company rolled out the retractable model with 200 hp like the aircraft for sale here. Performance improved significantly.

Among the Cardinal’s many fans, this version is considered the best. The extra power and improved aerodynamics of retractable gear resulted in a neat, comfortable cross-country package that could cruise economically at 140 ktas. The Skyhawk wound up outliving the Cardinal, but the latter remains a desirable traveling machine.  

This Cessna 177RG Cardinal has 3,248 hours on the airframe and 1,440 hours on its 200 hp Lycoming IO-360 engine. The panel features a King KMA 20 audio panel with PM1000A four-place intercom, KLN 90A GPS, dual KX-155 Nav/Coms, King ADF, Narco AT-150 transponder, and S-TEC 50 autopilot with altitude hold.

Pilots who like the Cessna 172 but want a stylish aircraft with more responsive handling and a higher cruising speeds should consider this 1975 Cessna 177RG Cardinal, which is available for $103,900 on AircraftForSale.

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

• FLYING Magazine: Power Flow Adds Airframes to Approved List
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• The Aviation Consumer: Used Aircraft Guide: Cessna 177RG
• AVweb: Cessna 177 Cardinal

The post This 1975 Cessna 177RG Cardinal Is a Sleek, Segment-Splitting ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.