Today’s Top Pick is a 1969 Cessna 180H Skywagon.

While amphibious floats are an ingenious development, many seaplane traditionalists will tell you that straight floats are the way to go because they force a pilot to focus on water operations, stop thinking about paved runways, and fully embrace the seaplane experience. While floats that work only in water might seem restrictive, they also provide a special brand of freedom.

Knowing that you have to land on water plays a big part in how you plan trips and where you wind up going, though one can argue that seaplane bases are similar to airports in that you can pick up rental cars there and cover the last few miles to your destination just as if you had landed on tarmac. The big difference lies in all of the places you can visit that are not bases at all but beaches, sandbars, and wharfs. Just about any spot with a dock will work, though you certainly do not need that much infrastructure to pull off seaplane sorties. Clear beaches and mooring rope usually will do the trick.  

This 1969 Cessna 180H has 5,400 hours on the airframe and 550 hours on its Continental O-470R engine since overhaul. The 88-inch McCauley propeller has logged 138 hours since new. The panel features an iPad mount, Stratus transponder and ADS-B, and integrated WAAS interface kit for traffic and weather.

Additional equipment includes a seaplane exhaust, Brackett air filter, oil quick drain, Rosen visors til pull handles, and new paint, interior and windshield in 2019. The aircraft comes with standard wheel landing gear, Edo 2870 floats, and Federal 2500 skis.

Pilots interested in exploring lake country, attending seaplane fly-ins, and accessing a new list of interesting places should consider this 1969 Cessna 180H Skywagon, which is available for $249,900 on AircraftForSale.

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

• FLYING Magazine: Are Seaplanes the Fastest Way From New York to Boston?
• FLYING Magazine: Hartzell Voyager Propeller Approved for Cessna 180s
• FLYING Magazine: Hartzell Scimitar Prop Approved for Cessna 180 and 182
• Plane & Pilot: Cessna 180 Skywagon
• The Aviation Consumer: Choosing a Floatplane: What’s a Good One?
• The Aviation Consumer: Seaplane Transitions: ’Tis the Season

The post This 1969 Cessna 180H Skywagon Is an Adventure-Seeking ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The wide world of aircraft is now open to you, but what can you actually fly? Part of being a good pilot is recognizing that sometimes our eyes are bigger than our skill set. While hopping into a high-performance World War II warbird is a great goal, it is probably not the thing to do while waiting for the ink to dry on that new certificate.

That said, there will be a learning curve with any new-to-you model—and the possibilities are nearly limitless. Here are a few options to get you started that you can either step into right away or require just a few hours of further training.

Ultra-Modern: Cirrus SR22

If what turns your head is a sophisticated aircraft with advanced avionics, comfortable cockpit, and safety features such as a whole-airframe parachute, consider the Cirrus SR22 series. It may not be an entirely new model for everyone, given that it does see use in the training environment. However, between the depth of available features and its capabilities, there’s plenty of room for even more advanced pilots to expand their skill sets to take better advantage of all the model has to offer.

The latest version of the nonturbocharged SR22, the recently unveiled G7, boasts a top cruise speed of 181 knots, 1,169 nm range, and useful load of 1,326 pounds. Capable of seating up to five, it comes equipped with the G3000-esque Perspective Touch+ by Garmin avionics suite and offers an array of advanced features, including crew alerting system (CAS) linked checklists and taxiway routing. The SR22 is also a capable IFR machine, so becoming familiar with the model could be a particularly good option if you’re looking toward your next rating.

• READ MORE: This 2017 Cirrus SR22T Is a High-Performance, Parachute-Protected ‘AircraftForSale’ Top Pick

Keep in mind that there can be a lot of variation within a model type. If you’ve flown an early generation SR22 in training, you could find yourself in for a few surprises when you get into the cockpit of a newer version like the G7—or vice versa. This holds true for any model that has seen updates over multiple production cycles, so check that you are familiar with the specific configuration of the version you’re getting ready to fly well before takeoff.

In general, the SR22 is faster than many trainers and a bit less forgiving than something like a Cessna 172, particularly when it comes to approach and landing speeds. If you’re stepping up from a slower airplane, beware of falling behind the aircraft.

To act as PIC, you will need a high-performance endorsement: typically five to 10 hours of additional training with the instructor signing you off once they feel you are competent. Insurance requirements will likely dictate the final amount.

As a side note, if you’re going all-in and buying a used Cirrus rather than renting, the company offers up to three days of instruction with one of its authorized training partners free of charge via the Cirrus Embark program. Free transition training with the experts is hard to come by and extraordinarily valuable, so don’t miss out.

Vintage: Piper J-3 Cub

Is there anything more iconic in general aviation than a little yellow Piper J-3 Cub? If you’re looking to get places quickly, overcoming all inclement weather, and staying aloft for as long as biology allows, move along. This isn’t the one for you.

But if what you want is a nostalgic meander through beautiful VFR days, honing your stick-and-rudder skills while feeling the wind in your hair, the Cub can be a great model to turn to. Introduced in 1937, the two-seat J-3 is among the most recognizable models around with nearly 20,000 produced and a stock paint job so identifiable that the color came to be called “Cub Yellow.”

• READ MORE: This 1947 Piper J-3 Cub Is a Historic, Beloved ‘AircraftForSale’ Top Pick

Turning to the practicalities, if you don’t already have one, you will need a tailwheel endorsement to fly a J-3. It takes a rough average of 10 hours to complete but will put an array of interesting aircraft within your scope. Be warned: It will not be like flying a tricycle-gear trainer. Tailwheel aircraft have their own traps waiting for the unwary pilot—a much stronger predilection for ground loops, for example—so find a good instructor and pay close attention to the differences in handling characteristics. That said, with solid instruction flying a Cub is well within reach for a newer private pilot.

Pay attention to loading once you’re cleared to go up on your own. The Cub is little and light—two good-sized people can overload it, and it’s just not built for carrying much cargo. The stock 1947 version is powered by a 65 hp Continental engine (the earliest model had just 40 hp), offering a cruise speed of around 65 knots, 191 nm range, and useful load of 455 pounds.

To be fair, the J-3 is also not going to win any awards for cabin comfort. What it has, though, is style and history. The Cub is also a reasonable place to start if you’re looking to fly more complicated vintage aircraft in the future.

Solid Performance: Cessna 172 Skyhawk

Sometimes it just isn’t worth messing with a good thing. The Cessna 172 Skyhawk is a reliable, stable performer with a long history of taking pilots where they need to go. It is easy to fly, easy to land, and capable of a little bit of everything. That’s why it remains such a popular all-around trainer.

Alongside its general cabin comfort, those same characteristics make it a great option for new private pilots. In addition to being familiar to many, it requires no further endorsements or ratings and keeps to speeds common to other ab initio training aircraft—meaning timing in the cockpit will likely be similar even if you learned in something else. Furthermore, if you’re going to be renting, they’re easy to find pretty much anywhere.

• READ MORE: This 1968 Cessna 172 Skyhawk Is an All-Around Capable ‘AircraftForSale’ Top Pick

Like many of the other aircraft discussed, there is a lot of variation in 172 models even when only considering stock versions. Get to know the specific model you’ll be flying. Among other examples—and it probably goes without saying at this point—if you trained on one type of avionics (i.e. glass vs. analog gauges or Garmin flight deck vs. Avidyne), plopping yourself down in front of another without someone to teach you best practices and pitfalls is, quite frankly, a terrible idea. If what’s available to you is different in any significant way than what you trained on, grab a qualified instructor and log some learning time before heading out on your own.

The latest Skyhawk model has a top cruise speed of 124 knots, range of 640 nm, and useful load of 878 pounds. It comes equipped with Garmin G1000 NXi avionics and can seat the pilot plus three passengers. While it may seem too plain for some—it isn’t the fastest, leggiest, or tech-iest for sure—there’s no reason not to love a jack-of-all trades aircraft like the 172.

On the Water: ICON A5

If you are looking to head toward the water with your new certificate, it is worth taking a look at the ICON A5 amphibious light sport aircraft (LSA). Designed with recreational aviation in mind, it aims to provide a simple, fun flying experience even for pilots new to seaplanes. It comes with many safety features, including a whole-airframe parachute.

As of December when the FAA granted it type certification in the primary category, the two-seat ICON A5 is available in certified and special light sport aircraft (S-LSA) versions. Both have a top speed of 95 knots, a 427 nm range, and a useful load of 430 pounds. Certified and S-LSA A5s are powered by the fuel-injected Rotax 912iS engine and come equipped with the Garmin aera 796.

• READ MORE: This 2017 ICON A5 Is a Fun-Loving Amphibian ‘AircraftForSale’ Top Pick

When acting as PIC, the primary difference between the two versions is what you are required to have to fly one. To operate the certified edition in the U.S., you will need a private pilot certificate and seaplane rating. However, the S-LSA model, which ICON began delivering to customers in 2017, will continue to require a sport pilot certificate with a seaplane endorsement. Make sure you know what you need to legally fly the model in front of you.

If a seaplane rating or endorsement is all that stands in your way, the time frame for getting one tends to be about the same as the tailwheel endorsement: typically five to 10 hours of dedicated instruction, with the bar being when the instructor feels you are demonstrating proficiency.

Like most seaplane models, it can be quite difficult to find an A5 to rent. However, if you’re in the market for your own aircraft or one is available to you, it makes for a good launch into the world of amphibious aircraft.

Jet-A Traveler: Diamond DA40 NG

The four-seat Diamond DA40 NG has made a name for itself as a sleek, efficient, and easy-to-fly option for everyone from students to experienced IFR pilots. Its Austro AE 300 engine burns jet-A, making it a great entry-level choice for pilots looking to fly cross-country and/or in areas where avgas isn’t readily available. It is worth noting that the NG’s counterpart, the avgas-burning DA40 XLT, is a significantly different airplane, though worthy of consideration in its own right.

Along with offering great visibility through the bubble canopy, the DA40 NG is a comfortable cross-country machine with good range and reasonable speed for its type. As with the 172, no additional ratings or endorsements are needed to fly one. Once introductory flights are complete and you are comfortable with the aircraft, you’re good to go.

• READ MORE: The Diamond Aircraft Story Continues to Evolve

The newest version of the DA40 NG sports a top cruise speed of 154 knots, 934 nm range, and useful load of 897 pounds. Notably, its fuel consumption comes in at just 5.1 gallons per hour. On the avionics side, it is equipped with the Garmin G1000 NXi flight deck.

In addition to its range, the fuel burn in particular makes the DA40 NG an attractive choice for a new private pilot looking to go places. It can travel a long way on much less than many of its competitors. Another point in the model’s favor is the cockpit noise…or lack thereof. The diesel engine runs on the quieter side.

The DA40 NG is a well-behaved flyer, so transitioning to one shouldn’t be too complicated for most—assuming you didn’t learn to fly in one in the first place.

Fair Winds, Clear Skies

There are a nearly endless number of aircraft models out there, with pathways available straight to the left seats of a great many. While it may take step-ups, additional ratings, or endorsements, make a plan, get the training, and go for your dream airplane.

Who knows? You may even fall in love with a few others along the way.

This feature first appeared in the March 2024/Issue 946 of FLYING’s print edition.

The post Dream Aircraft: What Can You Fly? appeared first on FLYING Magazine.

Elfly, the developer of Noemi (short for no emissions), moved into new facilities last week at Sandefjord Airport, Torp (ENTO), about 70 miles south of Oslo, Norway. Torp is the largest privately-owned airport in the country, and Elfly will use the site to build its first full-scale Noemi prototype, as well as for testing and validation.

Elfly bills Noemi as a “modern-day amphibious aircraft,” powered by batteries and a pair of electric engines, with a large access door and windows. The design was inspired by predecessors such as the de Havilland Twin Otter and Grumman Mallard. It is expected to have a 124 sm (108 nm) range.

Elfly hopes to bring Noemi to market in 2029. It will begin with the complex landscape of Norway and its thousands of fjords and lakes before expanding worldwide. It’s unclear where the company will fly next, but its website depicts maps of New York City, Miami, Seattle, and major cities in Europe, the Middle East, East Asia, and Oceania.

Before that, the company intends to fly its full-scale Noemi prototype in 2026. That model will feature an unpressurized cabin powered by twin electric motors with up to 1 megawatt of combined output.

Ultimately, Noemi will offer commuting and sightseeing flights from city centers to islands or from harbors to airports, for example. Elfly is also developing models for cargo transport and medical evacuation. The company aims to save a total of 3 megatons of carbon emissions by 2050, aligning with Norway’s goal for domestic aviation to be emission-free by 2040.

The design is part of a research project funded by private investors and the Research Council of Norway, and Elfly is collaborating with the Norwegian government to develop it. The company will use an $8 million grant it recently obtained from Enova SF, a government enterprise that promotes environmentally friendly energy production and consumption.

“Torp Airport is an excellent new location for us to build and engineer while we retain our business unit in Bergen, [Norway],” said Elfly founder and CEO Eric Lithun. “It affords us plenty of space to grow for testing and also as we ramp up our team this year. Moreover, the airport’s dynamic management is very enthused by our plans to return seaplane travel to the fjords and lakes of Norway—and beyond, using electric power.”

The airport includes a full-scale NATO standard runway. It hosts national and international scheduled air services from Wideroe, Ryanair, Air Baltic, Norwegian, and Wizz Air, as well as various charter flights.

Elfly will take over a 1,160-square-meter office and workshop space within Torp’s 1,700-square-meter hangar, where it will build the first Noemi prototype. The company’s new neighbors include Norwegian Air Ambulance and its fleet of Airbus H135 and H145 helicopters, multiple flying schools and training centers, and Wilderoe’s Dash 8-Q400 maintenance facility.

Construction on the new facility is scheduled to begin this summer. In anticipation of the move, Elfly recently expanded its team to include 30 senior engineers, with new arrivals from Airbus, Pilatus Aircraft, HondaJet, Dornier Seawings, and Heart Aerospace.

“Torp is encouraging Elfly in its efforts to introduce zero-emission aircraft, as electric planes undoubtedly will contribute towards more sustainable and environmentally friendly aviation,” said Gisle Skansen, CEO of TORP Sandefjord Airport. “We look forward to following their progress very closely as a valued new tenant.”

Elfly is targeting certification for Noemi under the European Union Aviation Safety Agency’s (EASA) CS-23 normal aircraft category up to Level 4, which it says will allow the design to evolve into a 19-seat seaplane.

Initially, it will be offered in a business or executive cabin configuration for nine passengers plus luggage. The manufacturer will also offer a “VIP layout” with six seats and a “tourist pleasure” model for 13 passengers, minus baggage.

Elfly intends to operate 15 Noemi aircraft under its own Air Operator Certificate, which it recently announced it is targeting. In December, the firm signed a letter of intent with the Lofoten Islands region to develop a zero-emission regional aviation ecosystem in the archipelago. The islands are expected to be one of the company’s launch markets.

At EAA AirVenture in Oshkosh, Wisconsin, this past July, Elfly selected U.S. firm Electric Power Systems as the battery provider for Noemi. The company is now focused on confirming an engine provider.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

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Today’s Top Pick is a 1979 Cessna R172K Skyhawk.

When pilots talk about using aircraft to pursue adventures, floatplanes often find their way into the conversation. A desire to explore remote airports—and perhaps the occasional grass strip—tends to expand to include landing modified STOL airplanes on hillsides, gravel bars, and beaches. But why land on the shore if you can land in the water?

The Cessna for sale here appeals to me because I learned to fly in 172s and do not often see them on floats and subsequently on the market. While a fully kitted-out de Havilland Beaver is the stuff of flying fantasies, a 172 is a more reasonable goal for many of us. I can think of a few shores where I would love to beach this one. 

This Cessna 172K has 2,953 hours on the airframe and 1,342 hours since overhaul on its Continental IO-360 engine, which, rated at 200 hp, is a significant upgrade over engines in stock 172s. The aircraft comes with standard landing gear, so it can be converted between land and water use. Its useful load is 600 pounds with floats and 930 pounds with landing gear.

The panel includes a Garmin 430 GPS/nav/com, Garmin GTX 345 ADS-B transponder, Garmin Aera portable GPS, Horizon Aircraft digital tachometer, JPI 450 fuel flow meter, and JPI EDM 700 engine monitor.

Pilots who want to train for a seaplane rating and build time on the water, or those already rated who wish to add a floatplane to their fleet, should take a look at this 1979 Cessna 172K, 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: Getting Back in the Water: Seaplane Fly-Ins That Inspire
• FLYING Magazine: Hopping the Virgin Islands by Seaplane
• FLYING Magazine: How Seaplane Floats Work
• FLYING Magazine: Connecticut Airport Keeping Seaplanes on the River
• Plane & Pilot: Learning To Fly Seaplanes
• Plane & Pilot: Least-Routine Float Landing Ever
• The Aviation Consumer: Seaplane Transitions: ‘Tis the Season

The post This 1979 Cessna 172K Floatplane Is an Adventure-Seeking ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The decision was spurred by results from preliminary testing, according to the company.

Aurora Flight Sciences—a Boeing subsidiary— along with competitor General Atomics Aeronautical Systems were selected by the Defense Advanced Research Projects Agency (DARPA) last year to design a large transport seaplane to carry troops and heavy equipment for long distances over water using wing-in-ground effect aerodynamics to boost efficiency. The Liberty Lifter program is currently in Phase 1B, which is focused on aircraft design and risk reduction, according to the agency.

• READ MORE: General Atomics Receives DARPA Contract To Develop Liberty Lifter Seaplane

During this phase, Aurora altered its design from a T-tail design to a Pi-tail—a feature it called “more structurally efficient” in accommodating an aft cargo door. 

“Additionally, the floats were relocated from the side sponsons to the vehicle’s wingtips, which creates a better balance between vehicle affordability and performance in ground effect,” Aurora said in a statement released Monday.

The changes are a result of its teaming with Oregon-based shipyard ReconCraft for expertise in maritime manufacturing, as well as Gibbs & Cox, a naval architecture and marine engineering firm. ReconCraft is set to build full-scale structural test articles, including a section of the aircraft’s fuselage, Aurora said. 

“The build and testing of structures reduces risk and ensures quality, as the team works with novel materials and unique requirements,” the company said. 

• READ MORE: DARPA Narrows Down Liberty Lifter Design Competition

The company also studied the slamming of the aircraft during landing by testing a scale model of the hull in a tow tank at Virginia Tech University. It also is planning testing of flying sensors and software for wave detection and prediction.

“Innovations often occur at intersections. Here, it’s the intersection of our maritime and aerospace teams,” said Dan Campbell, Aurora program manager. “For example, the intersection of maritime manufacturing with aerospace structural design, or the intersection of maritime wave forecasting with aerospace controls.”

DARPA is tentatively set to conduct a preliminary design review in January 2025 before it selects a single design to be built and demonstrated. The first flight of the Liberty Lifter is planned for early 2028, the agency said.

The post Aurora Flight Sciences Revises Liberty Lifter Design appeared first on FLYING Magazine.

Today’s Top Pick is a 1945 Grumman American G-44 Widgeon

The Widgeon was part of a line of amphibious aircraft that Grumman built from the 1930s through the 1950s. It is the baby of the family, smaller than the Goose, Mallard and Albatross, and while it served as a military transport during World War II, the Widgeon was designed with civilian use in mind. As a result, it is easy for motivated pilots to look at one today and start dreaming about loading up the family and embarking on air- and waterborne adventures.

I will admit to falling in love with this aircraft at first sight. I immediately imagined using it to explore remote lakes and harbors in Maine. There is a lovely inlet near our favorite vacation spot on Deer Isle where I have long fantasized about landing a seaplane in the narrow corridor between the many moored sailboats. That would stir things up. More on the serious, practical side, this Widgeon is just the right size for family trips. I have been seeking justification for nabbing seaplane and multi-engine ratings anyway and this airplane makes a strong case. I did promise my wife I would finish instrument training first, though, so my island-hopping plans will have to wait.

This 1945 Grumman Widgeon has 5,192 hours on the airframe, 429 hours on each of its Lycoming GO-435-C2B engines, and 130 hours on the propellers. As with many Widgeons, the newer Lycoming engines replaced its original Ranger inline engines. Other engine upgrades included GO-480s or Continental IO-470s and IO-520s.

The panel has been updated with a Garmin 530W GPS, GMA 347 audio panel, Sandel SN3500, KX155 nav/com, Century III autopilot, GTX330 transponder, KR87 ADF, and WX500 Stormscope.

Pilots looking for a cool, uncommon vintage aircraft that offers access to  out-of-the-way ports and beaches in addition to runways should look into this 1945 Grumman American G-44 Widgeon, which is available for $325,000 on AircraftForSale.

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

• FLYING Magazine: Video: Fly Along with Grumman Widgeon
• FLYING Magazine: How Fly-Ins Sold Pilots on Brookeridge Airport
• Plane & Pilot: Grumman Goose/Widgeon
• Plane & Pilot: Splash In
• Plane & Pilot: Grumman Mallard G73
• The Aviation Consumer: Shopping For A Seaplane: Pick A Price Point

The post This 1945 Grumman American G-44A Widgeon Is a Versatile, Amphibious ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

James William Buffett died on the evening of September 1, surrounded by “family, friends, music, and dogs,” according to a statement released on social media on Saturday. The cause of death, as reported by TMZ, was lymphoma, as the result of advanced skin cancer. He left behind his wife Jane, two daughters, and one son—and a comprehensive catalog of songs, books, and businesses that embody the “Margaritaville” lifestyle captured by his most famous record, of that title.

Buffett was born on Christmas Day, 1946, and after fits and starts that included an initial failure to break into Nashville’s music industry, he found his way to the Florida Keys and a lifestyle that would inspire his oeuvre. He was introduced to flying by a college friend—but with little extra cash to spend on lessons, he put flying on hold. Once he’d tasted success, he pursued his dream of becoming a pilot. He toured using his Dassault Falcon 50 and later Falcon 900 (he was typed in both), and he owned and flew a succession of airplanes and amphibs—no surprise—including a Grumman Albatross, the Hemisphere Dancer, that was a visitor to airshows such as Sun ‘n Fun Aerospace Expo and EAA AirVenture. His other aircraft included a Boeing Stearman, Cessna Citation 500 series, Cessna Caravan, and his first airplane, a Lake Renegade named “Lady of the Waters.”

He had but one recorded accident (NTSB: BFO94LA151). On August 25, 1994, he was flying his Grumman G-44A Widgeon near Nantucket, Massachusetts. On the takeoff run, on the step, he reported a swell approaching and before he could reduce power, the seaplane veered to the right. The Widgeon hit the water and nosed over. Buffett fortunately received only minor injuries and was the only person aboard. At the time, he had nearly 1,500 hours total time, with 191 hours in the make and model.

The post Musician and Pilot Jimmy Buffett Flies West appeared first on FLYING Magazine.

The aircraft was registered to Northwest Seaplanes, a Part 135 operation. The aircraft was on a flight between Friday Harbor Seaplane Base (W33) and Renton Municipal Airport (KRNT) at the time of the accident. It was the pilot’s second flight of the day.

The docket contains more than 500 pages of information collected by NTSB investigators but does not draw a conclusion as to why the airplane crashed.

• READ MORE: NTSB Cites Weather, Terrain as Possible Factors in Denali Accident

“It’s part of our investigative process. When there’s a public fact-finding hearing, we release the docket at that time. Since there was no hearing for this one, we released it when the majority of factual information has been gathered,” said Peter Knudson, a spokesperson for NTSB. “The release of the docket materials is part of our commitment to transparency in our process. Every investigation (in all transportation modes) is supported by an accident docket. They are typically released at or near the conclusion of the investigation.”

Knudson concludes that the docket materials in major investigations are often released prior to the final report “to allow the public an opportunity to understand the factual elements of the investigation. Our analysis of those facts will be in the final report.”

The Docket Details

The docket offers an opportunity to look into how an investigation is performed. There are 30 pages devoted to weather information from the time of the accident, noting, in particular, the strong winds from the south resulting in choppy conditions and a strong current on the water.

It took several days to locate the wreckage and retrieve it.

There are 73 pages of witness accounts. One of the witness statements came from the pilot of a Cessna 120 that flew through the area just prior to the accident and described significant wind shear. Some are detailed descriptions of the crash and of the witnesses’ attempts to come to the rescue of the occupants of the aircraft only to realize that there were no survivors. They arrived on scene several minutes before fire and rescue and the Coast Guard and described their experience in detail.

There are numerous photos of the fragmented wreckage and personal effects of the passengers and pilot. Photographs taken from inside the aircraft were emailed to a family member just minutes before the accident.

The NTSB final report, to be issued at a later date, will include analysis, findings, recommendations, and probable cause determinations related to the accident. 

​​The public docket for this investigation is available online​ at NTSB Docket – Docket Management System.

The post NTSB Releases New Details in Fatal DHC-3 Accident That Killed 10 appeared first on FLYING Magazine.

Today’s Top Pick is a 2022 Aviat A-1C-180 Husky with floats

With summer winding down and fall just around the corner, there isn’t a better time to go amphibious, especially if you live in an area of the country with four seasons. The weather is cooler, the camping is more comfortable, and the leaves offer an array of scenery that makes fall the most spectacular time of the year. 

If you are looking for a late-model amphib airplane with low total time, this 2022 two-seat Aviat Husky with just 182 hours is an intriguing choice. The Husky has a mean black and red paint job that will turn heads, but that is just the beginning. The teak and holly floorboards are a signature of the Husky, reminding you of  the wooden boats of yesteryear.

This Husky was recently outfitted with floats from Wipaire and comes equipped with Wipaire’s exclusive, safety-enhancing laser gear advisory system.  A major danger for an amphib floatplane pilot has been ensuring that the gear is in the correct position, depending on whether the airplane is landing on water or land.

However, the Wipaire laser gear advisory system, which uses laser sensors to determine the surface the aircraft is landing on, ensures that the gear is in the appropriate position to avoid potential hazards. 

This Husky also comes equipped with Garmin avionics, with free ADS-B weather. The tandem-seat is equipped with a Lycoming O-360-A1P engine. 

In addition to the airplane’s low total time, it has been well-maintained and is available for $500,000 on Aircraft For Sale. 

Interested in learning more about the Husky?

From the FLYING Media archives about the Aviat Husky: 

(Note: equipment featured in articles may differ from the above listing.)

• FLYING Magazine: Aviat Husky: This backcountry machine is a modern-day taildragger

• FLYING Magazine: Wipaire delivers its 500th set of the 2100A floats 

• FLYING Magazine video on YouTube: Aviat Husky 

• Aviation Consumer: Aviat Husky (March 24, 2021) 

• Aviation Consumer: Aviat Husky (April 19, 2023)

• Plane & Pilot: Rocky Mountain High – the Aviat Husky

The post Today’s Top AircraftForSale.com Pick: 2022 Aviat A-1C 180 Husky appeared first on FLYING Magazine.

On August 10, 2023, a ceremony was held to announce the mission has been accomplished. The new dock and seaplane terminal are open, and flights for the public begin this weekend.

Celebration

Tribal council members and dignitaries arrived at the welcoming ceremony aboard a Kenmore Air 1955 de Havilland DHC-3 Turbine Otter. The airplane is the backbone of the Kenmore fleet. This particular aircraft, N90422, is decorated with a Native American salmon design that honors the Puyallup Tribe.

Puyallup Tribal Council Chairman Bill Sterud noted how moving it is to see the tribal lands from the air. For millennia the Puyallup Tribe lived along the shore of what is now the South Puget Sound, living off shellfish, native plants, and the all-important salmon. Today, the Puyallup Tribe is a sovereign nation of more than 5,000 members, and is one of the largest employers in Pierce County. The Tribe’s businesses include the Emerald Queen Hotel and Casino in Fife, billed as the entertainment capital of the northwest. The tribe name is pronounced “pew-AWL-up,” and means “generous people” or “welcoming people.”

The opening ceremony was held next to the dock and began with a traditional Native American prayer, followed by a traditional song and dance.

The dock and restaurant are located on Ruston Way along the Tacoma waterfront bordering Commencement Bay. Ruston Way is a wide, walkable path that hugs the shoreline for approximately 2.5 miles. In addition to spectacular views of the Sound and sometimes the sealife (today a pair of seals made an appearance), the path is interspersed with historical markers, sculptures, mosaics, and poems carved into the pavement.

Giving Thanks to All

Sterud noted that the seaplane dock and restaurant terminal would not have happened without a great deal of work and cooperation between the Puyallup Tribe, and local, state, and national representatives, the FAA, and Kenmore Air.

After the ceremony, the media were offered scenic flights, flown by Kenmore Air chief pilot Jay Todhunter. I scrambled into the right seat of the cockpit (my natural habitat) and donned the headsets the passengers wear on the flight to listen to a recorded tour of the area. The audio points out landmarks and gives a brief history of them, for example during the flight over the Tacoma Narrows Bridge, the narrator talks about “Galloping Gertie,” the name given to the bridge when it was torn apart in a windstorm on November 7, 1940.

Kenmore Air is synonymous with floatplanes and the Puget Sound and has been so for more than 75 years. Traditionally, Kenmore Air’s scenic flight season runs from April until the middle of October. This year, flights from the south sound seaplane base will begin August 11 until October 15. Each flight will last about 20 minutes and show off some famous landmarks and aerial views that have made the area famous, such as the Tacoma Narrows Bridge, Point Defiance Park, Vashon Island, Commencement Bay, and Mount Rainier.

According to Kenmore Air officials, the aircraft will be making several scenic flights a day from the dock along the Ruston Way waterfront. The terminal was built in a building that until the pandemic, contained a restaurant. There is a comfortable waiting area, and the building will also house a restaurant operated by world-renowned Chef Roy Yamaguchi.

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In addition to scenic flights from its Seattle base, Kenmore also offers trips to the San Juan Islands and Victoria, B.C. Company officials note it’s possible that in the future, the South Sound base might provide access to those destinations as well.

For more information or to purchase tickets: kenmoreair.com

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