At Midwest LSA Expo day two, I gave my first talk about the FAA’s Modernization of Special Airworthiness Certification (MOSAIC ) regulation rulemaking to an SRO room. The video turned out well, so following some editing on the Q&A session that followed, I pledge to get this up next week.

My presentation was a distillation of 318 original pages into a 45-minute presentation. Some described it as “drinking out of a fire hose.” The question and answer session added 30 minutes. Pilots in the audience helped me better understand this MOSAIC monster. I hoped that would happen, and I’m pleased it did.

After going through the entire document twice and multiple times for some portions, more is yet to be discovered (though I’m getting weary of studying it).

• READ MORE: A MOSAIC Study Guide

Beyond MOSAIC

After a vigorous discussion about the FAA’s new rule, I was keen to get outside among the airplanes I enjoy. In particular, I wanted to get a closer look at Direct Fly’s Alto NG. This is not an entirely new airplane to Americans—we’ve seen Alto 100—but the brand suffered from ineffective representation and was in danger of fading from the scene in the U.S.

In swooped Ken McConnaughhay from Searcy, Arkansas, on the same airfield as longtime Aeroprakt importer Dennis Long. Long has been assisting McConnaughhay as he takes over importing, sales, and service of Alto NGs.

McConnaughhay is a multitalented pilot who has done crop dusting for many years and flies a King Air 350 as a corporate pilot. He admits that the light weight of Alto NG was a learning experience, but he is very impressed with the machine.

• READ MORE: Pilots, Aircraft Manufacturers Connect as Midwest LSA Expo Opens

While I’d say Alto NG is a bargain, that’s one of those loaded phrases like “affordable.” So let’s state right up front that as equipped as seen in the pictures accompanying this article, Alto NG sells for $147,500.

Finding that price affordable is a subjective evaluation. You buy what you can afford, of course. Yet an aircraft that looks this way and costs $147,500 in 2023 could be compared to perhaps $120,000 only a few years ago. You know everything costs more today than it did in 2018. 

Airplanes are no different. Producers have been tossed around by inflation, supply chain challenges, shortages of materials and labor, war, and increasing regulation, along with many other expenses that are troubling all kinds of businesses.

That explanation may not help you afford Alto NG, but $147,500 for a handsome, well-equipped aircraft with a large Dynon SkyView, Dynon radios, ADSB in and out, and Dynon autopilot is fairly priced in today’s market. Alto NG comes standard with the Rotax 912 ULS, and a three-blade Kiev ground-adjustable composite prop.

• READ MORE: FAA’s MOSAIC Preview Has Major Implications for Helicopters, eVTOL

The interior was color-matched by Direct Fly to coordinate with the exterior paint scheme. Clearly, Direct Fly is accomplished at painting and other finish work. The closer you look at this airplane the more you notice the details.

When I asked McConnaughhay to describe some of the performance criteria of the airplane, he summarized: “It’s not the fastest airplane in the LSA fleet, but neither is it the slowest.” He related that he commonly flies at altitudes of around 7,000-8,000 feet, and at that altitude he will see 108 knot cruise from his power setting of 5,000 rpm, and he reported burning about 6 gallons per hour. Long advised McConnaughhay that operating at 4,700 or 4,800 rpm brings burn rates closer to 4 gallons per hour.

“The advantages of Alto lie in its simple and comfortable piloting, which is guaranteed by the design of the wing” Direct Fly said. “The rectangular wing plan and the profile with a blunt leading edge provide predictable stall characteristics and behavior.”

“It’s suitable for a beginner pilot because of its gentle flight qualities,” McConnaughhay added. “However, I’m proof that it’s also satisfying to an experienced corporate pilot.”

With good looks and a beautiful finish, benign and satisfying flight characteristics, and what must be described as a fair price tag in 2023, I suspect we will see more Direct Fly Alto NGs in the future.

Why wait two years for a MOSAIC aircraft of your dreams (which will probably come at a significantly higher price), when you can have this beauty today? If you’d been at Midwest LSA Expo, you could’ve bought this handsome airplane and flown it home.

Technical Specifications

Direct Fly Alto NG (All information supplied by the manufacturer)

• Length: 21 feet
• Height: 7.4 feet
• Wingspan: 26.9 feet
• Wing area: 114 square feet
• Cockpit width: 43.3 inches
• Fuel tank capacity: 24.3 gallons
• Powerplant: Rotax 912ULS
• Take-off distance over a 50 foot obstacle: 1,345 feet
• Landing distance over a 50 foot obstacle: 968 feet
• Empty weight: 705 pounds
• Maximum takeoff weight: 1,320 pounds
• Never Exceed Speed: 140 knots
• Cruising speed: 97 knots (Ken commonly achieves 108 knots at 5,000 RPM)
• Stalling speed, landing configuration: 41 knots
• Stalling speed, clean configuration: 47 knots
• Load factor: +4/-2
• Maximum Climb Speed: 1,000 feet per minute

The post Direct Fly’s Alto NG a Beautiful Bargain appeared first on FLYING Magazine.

Browsing the web in search of an airplane to buy is not unlike taking a stroll through your local bookstore; the newest and trendiest items tend to be featured prominently, with substantial fanfare. Carbon Cubs, Kitfoxes and Cessna 170s dominate social media and are featured front and center, while commanding ever-increasing prices on the usual classified sites. But hiding in the quiet, less-traveled aisles toward the back of the store, treasures can be found: older, less-flashy editions that, while frequently passed over, nonetheless faithfully continue to provide wonderful experiences.

Such is the case with the Piper Colt. Often overlooked as a lower-powered, less-capable version of the more common Tri-Pacer, it’s easily brushed aside by many shoppers. At first glance, its awkward-looking landing gear conveys an unbalanced, top-heavy presence. Further investigation reveals a capacity of only two people on board, with a baggage area in place of the Tri-Pacer’s rear seats.

While many write off the airplane as a contender at that point, an astute shopper takes a closer look, and the Colt reveals itself as a thoroughly underappreciated approachable aircraft.

Model History

When Cessna introduced the 150 in 1958, it didn’t take Piper long to realize they didn’t have a direct competitor and, thus, were losing potential sales. At the time, they lacked an economical two-place trainer with side-by-side seating, and with the introduction of the Cherokee 140 still a handful of years away, they needed a stopgap measure.

The Colt was their solution. Using the Tri-Pacer as the starting point, Piper got to work simplifying it in an effort to reduce costs and offer aggressive pricing. They kept the tricycle gear, but removed the rear seat and door and modified the shape of the rear fuselage. Out came the flaps, rear windows and second fuel tank. Sacrificing horsepower for thrift, they chose the 108 hp Lycoming O-235 in lieu of the Tri-Pacer’s 125 to 160 hp options.

The result was a lighter-weight PA-22 that, at $4,995, was nearly half the cost of a Tri-Pacer and was $2,000 less than Cessna’s 150. Piper ultimately built approximately 2,000 examples between 1961 and 1963 before bringing the Cherokee 140 to the forefront as their inexpensive two-seat trainer.

Market Snapshot

Because Piper produced so many fewer Colts in comparison to the commonplace Tri-Pacer, their presence in classified listings follows suit. Though they’re far less common, there always seems to be one or two listed for sale.

Fortunately for buyers—if not sellers—the Colt’s lower power and limited seating capacity is reflected in resale value. These factors tend to exclude the Colt from the searches of many, and it’s a slightly more difficult airplane to sell as a result. One former Colt owner reported having great difficulty finding a buyer for his, recalling that for a relatively small premium, many buyers opted for the additional power and seating capacity of the Tri-Pacer.

Prices for average examples commonly hover around the midteens, and one example with a high-time engine was recently listed at only $8,000. A wide variety of STCs and mods are available for the Colt, and those with larger engines and tailwheel conversions—as we’ve highlighted in the photos for this story—command higher prices. But, it’s hard to find one priced higher than $30,000.

• READ MORE: Previous editions of “Approachable Aircraft”

Cabin and Interior

For those of us accustomed to Cessna 150s and Piper Cherokees, sliding into the seat of a Colt is a very different experience, not unlike sliding behind the wheel of a vintage automobile. Rather than surrounding its occupants with creaky plastic trim, the Colt exudes vintage craftsmanship. Most surfaces are covered in upholstery or painted metal, and though the panel does have a few plastic trim pieces, many are adorned in a rich, glossy paint that’s reminiscent of classic Bakelite.

As you sink into the plush spring seat and reach for the door handle, you’ll find that the door requires only a fingertip to lightly pull shut as it secures with a satisfying click. No need to repeatedly slam it in the hopes that it actually remains shut throughout the flight.

The view outside is on par with that of a Cessna 150 or 172—though the combination of a slightly lower beltline and a slightly higher seat does seem to open up the outside view a bit. Forward visibility is similarly improved, courtesy of the instrument-panel design, which is lowered on each side of the primary flight instruments.

Flight Characteristics

Taxiing a stock Colt isn’t difficult, but it does require a short period of familiarization. While the rudder pedals steer the nosewheel as expected, the brakes are activated via a small lever attached to the underside of the panel; pull it toward you to activate the brakes. This applies the left and right brakes equally with no accommodation for differential braking. Fortunately, the gear and wing are both relatively compact, and it’s not difficult to smartly maneuver into a tight parking spot.

Takeoff performance of a Colt with the standard O-235 is on par with most other 100 hp two-seat trainers; it’s rather relaxed and not overly concerned about obstacles on the departure end of the runway. The modest power is somewhat balanced by a 2,400-hour time between overhauls and a fuel burn of about 6 gph while cruising at around 105 miles per hour. Operating economy is the O-235′s strong suit.

The Colt has good handling characteristics in flight. Control forces are light, and the only noteworthy aspect is the ceiling-mounted crank for elevator trim. To the uninitiated, it takes some time to learn whether nose-up trim requires clockwise turns or vice versa. It helps to remember: When the knob passes over the pilot’s head from back to front, it’s producing nose-down trim, and when it passes over from front to back, it’s nose-up.

While the Colt lacks flaps, the short wingspan can produce impressive descent rates, and altitude can be shed quickly when necessary. One owner compares the glide ratio to that of a set of keys and describes the Cessna 140 as gliderlike in comparison. Fortunately, this is easily manageable with some power and a bit of planning. Stalls are extremely benign, amounting to a gentle mush and increase in sink rate with no discernible break or wing drop.

Firm landings are softened by a clever and robust suspension design. The main gear is suspended by multiple bungees, and the rebound is slowed by Piper’s Hydrasorb shocks. The result is good shock absorption with little tendency to bounce back into the air after a firm landing.

Ownership Experience

Colt owners report few surprises with regard to the ongoing maintenance and upkeep of their airplanes. As an entirely fabric-covered airplane, Colt ownership does present inherently higher maintenance expenses as compared with fully metal types such as a 150 or Cherokee. While modern fabrics last for many decades, replacement cost is substantial. With a full re-cover easily costing $20,000 or more, a wise owner treats their fabric like an engine, setting aside a certain amount for every hour it’s flown to offset the future replacement expense.

Fabric replacement does include one very significant benefit: the opportunity to open up the airframe and fully inspect every inch of the underlying structure for otherwise hidden issues, such as cracks or corrosion. This is an item of particular importance in a Colt pre-purchase inspection; the flat metal frames around the door posts are prone to rusting and should be thoroughly inspected to confirm they are structurally sound. A log entry indicating that Service Bulletin 819 has been completed indicates that tubing has been inspected, replaced if necessary, and sealed with primer and protectant. Similarly, the integrity of steel tubing in the lower fuselage should be closely inspected because moisture can collect in those areas.

Fabric and fuselage structure aside, the Colt is largely devoid of significant maintenance concerns. An AD exists for the stock wing struts, requiring a recurring, biennial inspection for rust and corrosion. Sealed wing struts eliminate this inspection requirement, making them a popular upgrade.

Virtually all parts are plentiful and easily sourced, and every owner would greatly benefit by joining the extremely active Short Wing Piper Club for the group’s wealth of expertise, technical data and great camaraderie.

Most owners agree that the Colt’s most significant limitations are its low power and limited seating. But for prospective owners shopping for two-place 100 hp airplanes like the 150, 152 or Piper Tomahawk, it offers a compelling set of strengths that far outweigh its limitations—and the tailwheel mod delivers an intriguing alternative to more-expensive models. With a useful load of around 700 pounds, many examples equipped with the optional 36 gallons of fuel capacity—and an abundance of personality—the Colt rewards the pilot who looks a bit closer for an inviting airplane often hiding in plain sight.

This story appeared in the November 2020, Buyers Guide issue of Flying Magazine

The post The Piper Colt: A Real Contender appeared first on FLYING Magazine.