Today’s Top Pick is a 2005 Cirrus SR22 G2.

During the 1970s, when Queen drummer Roger Taylor sang about “the machine of a dream, such a clean machine,” he was referring to a car. Today a whole lot of pilots might hum the same tune while thinking about the Cirrus SR22.

A tour de force of design, performance, and innovation, the Cirrus is among the most popular general aviation aircraft of all time because it has what pilots want—cross-country speed, great looks, and a parachute that can save the day in an emergency.

Now that the SR22 has been on the market for more than 20 years, there are many used examples available for a wide range of prices depending on their age and equipment. The earliest first- and second-generation models often come up for sale at prices similar to those of other fast piston singles that often are decades older.

The 2005 G2 example for sale here is equipped with the Avidyne primary flight and multifunction displays typical for that generation of SR22. Later versions received more advanced and increasingly integrated Garmin avionics, however, a pilot would be fortunate to find anything close to this aircraft’s Avidyne panel in other used piston singles.

This aircraft represents a significant value for pilots who like the SR22’s modern design but are not ready to spend up to $1 million or more for a newer model. 

This 2005 SR22 has 3,136 hours on the airframe and 220 hours since overhaul on its 310 hp Continental IO-550 engine. The aircraft is equipped with a TKS deicing system, and its parachute was recently repacked, so the next owner will have about 10 years before the next repack is due.

The IFR panel features an Avidyne Entegra PFD and Avidyne EX5000 MFD, dual Garmin GNS 430 GPS/nav/comms, one with WAAS, PMA 8000 audio panel,  transponder with ADS-B Out, L-3 Skywatch Active Traffic system, WX 500 Stormscope, Emax engine monitor, Cmax electronic charts, and S-TEC 55 autopilot.

Pilots looking for the advanced design, efficiency, and performance of a Cirrus SR22 at a price point more in keeping with a Cessna 210 Centurion or an older Beechcraft Bonanza should consider this 2005 Cirrus SR22 G2, which is available for $349,000 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: We Fly: Cirrus SR22 G6
• FLYING Magazine: Hartzell Composite Prop Comes to Cirrus SR22
• FLYING Magazine: New Cirrus SR22s Introduced for 2014
• FLYING Magazine: A Cirrus SR22 Photo History
• Plane & Pilot: Latest Cirrus SR22 Is Faster? How Much Faster?
• Plane & Pilot: Learning to Fly in a Cirrus SR22
•  The Aviation Consumer: Used Aircraft Guide: Cirrus SR22
• AVweb: Tornado Alley Turbos for Older Cirrus SR22s (Recorded Live at Sun ’n Fun 2008)

The post This 2005 Cirrus SR22 G2 Is a Value-Priced ‘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.

Today’s Top Pick is a 2004 Piper PA32-301FT 6X

Piper’s PA-36 made a great case for the company’s practice of developing one airframe, in this case the smaller PA-28, into a broad range of trainers, travelers, and twins. The original Piper PA-28 was an answer to the Cessna 172, which had largely taken over the market for personal general aviation aircraft in the late 1950s and early 1960s. The PA-28 developed to include more powerful engines. Piper added retractable landing gear to create the Arrow.

Arguably the PA-32, essentially an enlarged PA-28, was the most significant evolution for Piper as it added the extra performance of a 300 hp engine and the utility of six seats. While the retractable Saratoga version of the six-seater turned it into a Bonanza competitor, the fixed-gear Six and 6X models were considered SUVs of the air, with a combination of performance and sturdiness that many owners found to be ideal.  

This 2004 Piper 6X has 895 hours on the airframe, its Lycoming IO-540 engine and -blade Hartzell propeller since new. The panel includes an Avidyne Flight Max PFD and MFD, Avidyne DAU, dual Garmin GNS 430s, GI-106 Garmin GMA 340 audio panel, GTX 345 transponder, and S-Tec 45X autopilot.

Pilots looking for a spacious 6-place traveling aircraft with easy handling and plenty of baggage space should consider this 2004 Piper PA32-301FT 6X, which is available for $425,000 on AircraftForSale.

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

• FLYING Magazine: The Practical Endurance of the Piper Cherokee Six
• FLYING Magazine: A New Take on the Faithful Cherokee Six
• FLYING Magazine: Piper Saratoga Avionics Install: Part 1
• FLYING Magazine: Best Used Six Seaters
• Plane & Pilot: Piper 6x

The post This 2004 Piper PA-32-301FT 6X, An Airborne SUV, Is an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

On Wednesday, San Francisco-based Xwing partnered with Swiss firm Daedalean in a bid to accelerate both companies’ path to market. The intelligent systems developers agreed to share data, knowledge, and processes around artificial intelligence and machine learning as a way to harmonize their approaches to certification.

Xwing makes modular systems designed to integrate with a wide variety of aircraft serving use cases from logistics to aerial firefighting. The firm works with aircraft operators, manufacturers, and government and defense customers to enable ground-supervised flights without a pilot onboard. In April, the company’s Superpilot unmanned aircraft system (UAS) became the first standard category large UAS to receive official FAA project designation.

“At Xwing, we balance our commitment to a strong safety culture with our push for technical innovation,” said Maxime Gariel, president and chief technology officer of Xwing. “Our collaboration with Daedalean underscores this philosophy and the importance we place on sharing data, knowledge, and processes to inform a credible path forward toward certification for the industry as a whole as we work closely with regulators.”

Daedalean , similarly, offers machine learning-based avionics systems for civil aircraft. Through a collaboration with Avidyne, it’s working to certify and bring to market the first such system for general aviation: Pilot Eye, a solution that visually detects non-cooperative traffic. It too has a relationship with the FAA, having published a joint report with the regulator in 2022.

“In this emerging industry, it’s as crucial to collaborate with fellow pioneers as it is to partner with regulators around the world,” said Luuk van Dijk, co-founder and CEO of Daedalean. “With this shared undertaking, we will be able to demonstrate that increasing safety is driving innovation and that a collaborative approach to harmonize regulations and standards ensures that best practices are universally adopted.”

Both companies are “working closely” with the FAA and European Union Aviation Safety Agency (EASA) to certify their machine learning-based safety-critical systems, a category of tech which so far has not appeared on any civil aircraft. The move to autonomy will require a shift in the way regulators certify hardware and software for the cockpit. 

Accordingly, Xwing and Daedalean agreed that creating consensus on their design assurance approaches—via information sharing—is the best way to speed the development of certification guidelines. The partners also believe their collaboration will deliver safer standards than if they worked separately.

Each company has released blueprints of their approach to certification, which they hope will guide regulators as they work to establish an acceptable means of compliance.

Xwing’s Formal and Practical Elements for the Certification of Machine Learning Systems, for example, attempts to outline a model-agnostic, tool-independent framework that could apply to any use case.

Similarly, Daedalean’s Concepts of Design Assurance for Neural Networks, published jointly with EASA, looks to set industry-wide guidance on developing machine learning systems. Already, EASA has used its findings to draft the first usable guidance for Level 1 machine learning applications.

Although those two frameworks were developed independently, Xwing and Daedalean concurred that sharing their expertise will lead to higher levels of safety, and quicker.

In addition to its relationship with the FAA, Xwing owns a contract from AFWERX, the innovation arm of the U.S. Air Force, to trial its Superpilot system aboard a crewed Cessna 208 Caravan. Pilots will offer feedback on its usability. The company was also contracted by NASA to build an autonomous flight safety management system.

Simultaneously, Daedalian is working to ensure its Pilot Eye technology complies with Aerospace Recommended Practice, DO-178C, and field-programmable gate array standards. Partner Avidyne, meanwhile, has applied for a supplemental type certificate for Pilot Eye with the FAA, with concurrent validation from EASA.

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

The post Autonomous Flight Leaders Join Forces in Bid to Speed Certification appeared first on FLYING Magazine.

Today’s Top Pick is a 2005 Cirrus SR22 G2.

In more than 20 years on the general aviation market, Cirrus has evolved from an ambitious startup to an industry powerhouse turning out today’s most popular GA aircraft. I recently reread Free Flight: Inventing the Future of Travel, James Fallows’ 2001 book that follows the company through the early days of bringing its SR aircraft to market. People who read the book will understand why Cirrus succeeded where so many other aspiring aircraft makers failed. They will also see that starting an airplane company is a monumentally tall order even if you begin with a great idea.

Today a lot of the details that made Cirrus aircraft different from the competition, such as composite construction, design cues taken from the auto industry, and airframe parachute, have become more common and accepted. Two of the three partners who owned my Commander 114B before I bought it are now flying Cirrus SR22s. Both seem smitten. There also are many older aircraft that have been retrofitted with similar parachute systems. One of them, a Cessna 182, lives two hangars away from my airplane. 

This Cirrus SR22 has 2,200 hours on the airframe and zero hours since overhaul on its Continental IO-550-N engine. The aircraft has a new interior installed in 2022. The panel includes an Avidyne Entegra FlightMax PFD/MFD, PMA 450B audio panel, Avidyne IFD 550 and IFD 440, Avidyne DFC 90 autopilot, and  Lynx NGT9000 transponder. 

Pilots who have always wanted a Cirrus but have yet to find one that is “just right” should consider this 2005 Cirrus SR22 G2, which is available for $499,000 on AircraftForSale.

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

• FLYING Magazine: We Fly: Cirrus SR22T 8000
• FLYING Magazine: Emirates Selects Cirrus SR22 for Pilot Training
• Plane & Pilot: Latest Cirrus SR22 Is Faster? How Much Faster?
• Plane & Pilot: Cirrus Talks New Airplanes, Core Priorities
• The Aviation Consumer: Used Aircraft Guide: Cirrus SR22

The post This 2005 Cirrus SR22 G2 Is a Thoroughly Modern ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1981 Ted Smith Aerostar 601B

Aerostars like this one used to fly over my family home when I was in grade school. Looking up, I immediately noticed their swept empennage, short wings, and seemingly huge engine nacelles. They must be really fast, I figured. Indeed, they were at least as fast as they looked, and the design set a number of speed records.

Years later, the Aerostar became a movie star as a supporting character in the 2017 Tom Cruise film American Made. While the story focused on a nefarious corner of general aviation, it was easy to imagine using the Aerostar to cut travel time on your next family vacation. Here was a piston airplane fast enough to compete with airlines.

This 1981 Aerostar has 3,179 hours on the airframe and 1,484  hours on each engine. The engines’ TBO is 1,800 hours. The airplane has the 350 hp turbocharged Lycoming 540 engines that are part of the Merlyn 700. Aircraft outfitted this way could cruise at more than 250 ktas.

The aircraft has a custom panel fabricated last year that includes  two Avidyne integrated flight displays, Aspen EFD-1000 Max primary flight display, and multifunction display, ADS-B with weather and traffic, S-TEC 3100 autopilot, Garmin GI-275 glideslope, JPI EDM-790 engine monitor, and a Lynx NGT-9000D transponder with ADS-B in and out.

If you are ready to take the controls of a truly fast piston twin that harks back to an innovative period in GA, consider this 1981 Ted Smith Aerostar, which is available for $269,000 on AircraftForSale.

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

• FLYING Magazine: Fastest Aircraft: Top Performers in Their Class
• FLYING Magazine: Aerostar Arrives at AirVenture with a Jet
• Plane & Pilot:10 Most Undervalued Airplanes
• The Aviation Consumer: Piper/Ted Smith Aerostar
• The Aviation Consumer: Used Aircraft Guide: Aerostar

The post Today’s Top Aircraft For Sale Pick: 1981 Ted Smith Aerostar 601B appeared first on FLYING Magazine.

Today’s Top Pick is a 2006 Cirrus SR22 G2

The sleek, teardrop shape of this Cirrus SR22 marks it as a modern pioneer in general aviation design and technology. Its airframe is so aerodynamically efficient that there is no need to retract its landing gear. This detail, among others, helps set the Cirrus apart on the typical airport ramp.

Cirrus Aircraft caused a sensation in the 1990s with the introduction of its sleek SR series of high-performance four-seat singles. Composite construction, free of the joints, seams, and rivets that characterized previous generations of GA aircraft, gave the new Cirrus models a futuristic look that continues to turn heads today. The integration of an airframe parachute in its design made the Cirrus a one-of-a-kind product with an extra margin of safety that attracted new customers to light aircraft.

This SR22’s panel includes Avidyne primary flight and multifunction displays and an Avidyne DFC90 autopilot, dual Garmin GNS 430W nav/coms, Stormscope, CMAX electronic approach charts, EMAX engine monitoring and ETAWS terrain avoidance and warning system. The cabin is air-conditioned, and the airframe has TKS ice protection.

The aircraft has 1,280 hours on its airframe and on its 310 hp Continental IO-550 engine, which has a 2000-hour TBO. The engine is equipped with a Tanis preheater. Its Hartzell PHC-J3YF-1RF 3-blade propeller with a polished spinner has 615 hours since overhaul.

Free transition training (Cirrus Embark) is included with the purchase from Southwest Aero.

Pilots seeking comfort, speed, and modern technology throughout an aircraft, not just in its panel, can take a closer look at this Cirrus SR22 G2, which is available for $419,000 on AircraftForSale. 

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

• FLYING Magazine: Why I Fly a Cirrus SR22
• FLYING Magazine: Cirrus SR22 Turbo Charged
• FLYING Magazine: We Fly: The Generation 2 Cirrus Vision
• Plane & Pilot: Cirrus SR22-G2
• Plane & Pilot: We Fly The Cirrus Vision Jet Generation 2
• The Aviation Consumer: Cirrus SR22
• The Aviation Consumer: Used Aircraft Guide: Cirrus SR22

The post Today’s Top Aircraft For Sale Pick: 2006 Cirrus SR22 G2 appeared first on FLYING Magazine.

Today’s Top Pick is a 2006 Piper PA-46-500TP Malibu Meridian.

If it seems like pilots are always looking for more speed, that is because it is true much of the time. After training hour after hour at 90 to 100 ktas in a Cessna 172, Piper PA-28, or other trainer, we move as quickly as possible to high-performance airplanes that pick up the pace significantly while also upgrading comfort and equipment. But what comes next?

When your four-seat piston retract starts to feel sluggish—and it will—you might want to consider a turboprop single like this Piper PA-46-500TP Malibu Meridian. Fast, roomy, and pressurized, this six-seater is like an airborne, three-row, luxury SUV that will haul your family and luggage in its beautifully appointed cabin while never subjecting you to highway traffic.

This Meridian is ready to go with a fresh annual in July and 1,751 hours on its Pratt & Whitney PT6A-42A engine and a reversible Hartzell four-blade propeller. Inside is a modern IFR panel with an Avidyne FlightMax Entegra display system with primary flight displays for pilot and copilot and a center-mounted EX-5000 multifunction display.

A long list of additional equipment includes dual Garmin GTN650 GPS/nav/coms, Garmin GMA-340 audio panel, RDR-2000 weather radar, WX-500 Stormscope, XM Weather, BendixKing KMH820 multihazard awareness unit, TCAS active traffic system, and an S-Tec Magic 1500 3-Axis flight control system, including flight director, VOR/LOC/GS coupling, and yaw damper.

If you are ready to start burning jet-A, climbing briskly into the flight levels, and ditching the oxygen cannulas, take a look at this sleek turbine available for $1,280,000 on Aircraft For Sale. You can arrange financing of the airplane through FLYING Financial Group. For more information, email info@flyingfinancial.com. 

• FLYING Magazine: Piper Malibu: A New Airplane for a New Day
• FLYING Magazine: We Fly: Piper M600/SLS Halo
• FLYING Magazine: Piper M Class Is Ready for SAF, Garmin’s PlaneSync
• The Aviation Consumer: Piper Meridian
• Plane & Pilot: Piper Meridian: Everyman’s Turbine

The post Today’s Top AircraftForSale.com Pick: 2006 Piper PA-46-500TP Malibu Meridian appeared first on FLYING Magazine.

The four- or five-seat Cassio 330 represents the next step in a family that will eventually include the six-seat Cassio 480—with a combined electric-hybrid propulsion power of 480 kilowatts—and the 10/12-seat Cassio 600, projected to fly with electric-hybrid propulsion power totaling 600 kilowatts. 

“Today marks a true milestone for electric aviation, as VoltAero delivers on its promise to take an all-new approach for quiet, efficient and eco-friendly transportation that is based on a hybrid design combining thermal and electric propulsion for maximum flight safety,” said Jean Botti, VoltAero’s CEO and chief technical officer. “I want to thank my VoltAero team for its dedication and tireless work in reaching this historic moment, as well as express my appreciation to our suppliers and partners for their commitment to Cassio.”

VoltAero expects the Cassio 330’s first flight to take place later this year, at which point it will be used to help validate a totally new airframe configuration and the corresponding aerodynamics. The Cassio 330 will be powered by a 4-cylinder Kawaski Motors thermal engine—a derivative of that company’s popular motorcycle engines. French company AKIRA Technologies will lead the integration and validation of Cassio’s hybrid propulsion unit.

Cassio 330 V2

The second version of the Cassio 330 is projected to fly in the second quarter of 2024, and that model will be used for the aircraft’s type certification bid. The follow-on will utilize the completed hybrid propulsion power unit, made by combining a 4-cylinder Kawasaki Motors thermal engine (with a peak power rating of 165 kW) and a Safran ENGINeUS smart electric motor (with a peak power rating of 180 kW).

The next prototype will also feature an avionics suite from Avidyne, bringing together the manufacturer’s Quantum 14-inch displays for single-pilot operations and advanced connectivity. “Based on its agreement with VoltAero, the U.S.-based Avidyne will perform exclusive development in tailoring the avionics for the power management of Cassio’s hybrid propulsion unit,” said VoltAero in a statement.

The models will fly using a combination of sustainable fuels, including biofuel and hydrogen. “Currently, VoltAero’s Cassio S testbed aircraft is performing flight validations of VoltAero’s hybrid power unit with biofuel,” added the company. Cassio aircraft will use aft-mounted electric motors within a hybrid propulsion unit and leverage all-electric power for taxi, takeoff, cruise (for distances less than 150 kilometers), and landing. The internal combustion engine within the hybrid unit will be used to extend the aircraft’s range.

The company plans to assemble the aircraft at a “purpose built” facility at the Rochefort Charente-Maritime Airport (LFDN) in the Nouvelle-Aquitaine region of France.

The post VoltAero Shows Off Cassio 330 Hybrid-Electric Aircraft appeared first on FLYING Magazine.

Garmin GI 275/Dassault Falcon 7X

Garmin’s GI 275 can now replace the original secondary flight display in the Falcon 7X and be configured to serve as an attitude-direction indicator with synthetic vision technology. When Garmin introduced the GI 275 in January 2020, it seemed the powerful little round dial with all of Garmin’s software stuffed inside was positioned to corner the general aviation avionics market. If you’ve seen or used it, you know it.

The 3.125-inch, panel-mount digital gauge can do the work of four separate analog instruments, with pilots having the option to choose the configuration they want. So, with the ability to display primary flight and engine information, matched with FAA approval for installation in more than 1,000 single-engine and multiengine business and general aircraft models, owners could give their panels a facelift and keep some of those old birds flying a little bit longer.

In the case of the Falcon 7X, Garmin said 300 aircraft across the global Falcon fleet were eligible to add the GI 275. Either way, this recent addition shows just how capable the instrument is, if it can serve both weekend warriors doing breakfast runs in, say, a 1983 Piper Turbo Arrow IV—as I’ve seen—to now Falcon jet drivers, possibly taking the boss into Teterboro for a critical meeting.

Is that a coincidence? Not really. Jim Alpiser, who leads the aftermarket sales team for Garmin’s aviation segment, shared with FLYING that Garmin has in mind all the use cases, from big airplanes to small, when it designs and rolls out versatile products like the GI 275. “The person installing it in a Bonanza or a Mooney should feel amazing because that same technology is also inside a Falcon aircraft now,” he said.

It doesn’t mean some larger screen products, such as the G1000, will lose their place in the market. Instead, Alpiser uses the analogy of the suite of Apple products that share similar basic capabilities regardless of screen sizes. In this case, it’s more about what’s visually appealing to the pilots, and, like the Falcon 7X application, it could even augment the larger displays.

Garmin G5000/Cessna Citation Excel

In addition to the announcement on the GI 275, Garmin also said it was working with European regulators to gain permission for EASA-certificated operators to install the G5000 integrated avionics suite on the Cessna Citation Excel and Citation XLS. Since Garmin launched the Cessna Citation Excel and Citation XLS G5000 modernization program three years ago, more than 100 Excel and XLS aircraft have added the avionics package, and now European operators will benefit once the integration is approved. The three landscape-oriented displays give pilots added situational awareness and additional capabilities.

Finally, Piper Aircraft, which also exhibited at the conference, shared an update to say that the touchscreen Garmin G3000 and the software innovation for that avionics suite featured in Piper’s flagship M600/SLS was a big boost for safety. Some of the latest G3000 upgrades in the M600/SLS include enhancements to the synthetic vision system, weather radar, navigation, flight planning, checklists, and SafeTaxi. Though the G3000 isn’t available commercially for retrofits, Piper’s confirmation is a testament to the role of advanced avionics in improving both the lifetime and ease of operation for these airplanes.

Even the new HondaJet Elite II, which the OEM announced that same week, boasted the updated G3000 would be equipped with autothrottles. To that end, the new model would have Garmin’s emergency system, Autoland, as a standard feature when it ships. 

It speaks to the bigger trend at play. When the Aircraft Electronics Association shared its six-month Avionics Market Report in August, it said owners and operators spent more than $615 million on retrofits, including flight deck upgrades and other electronics, antennas, and so forth. That represented more than 45 percent of all the avionic sales it recorded, compiled with data from more than 1,300 member companies.

That means aircraft owners and operators are finding new ways to stretch the lifetime of their aircraft by tapping into these avionics upgrades. That’s easier to do than airframe or powerplant upgrades, since those technologies progress much slower and suffer from more restrictions.

As Alpiser explained, “avionics upgrade technology has accelerated over the recent decades. In regards to the GI 275, it embodies that spirit because it packs many capabilities into a smaller space.”

Moreover, pilots now have an added layer of safety that comes from the reduced workload Alpiser says these upgrades offer. “Adding safety to the cockpit is a huge driver of upgrades and modernization. Adding safety-enhancing technology, like synthetic vision or additional data fields, can help make you a better pilot.”

Atlas, From Avidyne

Other legacy jet platforms are also being rejuvenated through avionic offerings from Avidyne. During NBAA-BACE, Avidyne shared that Learjet 55C owners and operators could now add Avidyne’s dual Atlas flight management system retrofit upgrade. The upgrade provides them with fully-coupled GPS approach capabilities, including LPV, LP, LNAV/VNAV, and LNAV-only, while not needing to make expensive EFIS86-L system replacements.

So, not only does it extend the useful life of these time-tested jets, but for operators, their world just got bigger.

“A lot of these airplanes are perfectly good airplanes,” Tom Harper, Avidyne’s marketing director ,tells FLYING. “With LPV, you’re opening up so many more runways, since that’ll allow you to get into airports that don’t have an ILS. Or, in some cases, they only have an ILS on one runway, and the winds aren’t favorable. So, the upgrade just gives you more options to complete the mission.”

In terms of use, each Atlas flight management system boasts a QWERTY-style keyboard with touchscreen capabilities so pilots can flight plan and view maps to their liking. They are also equipped with integrated wireless connectivity that links them to iPads to complement third-party flight planning apps.

Regarding the layout, Harper said the Learjet upgrade requires reconfiguring the center pedestal to make a more pilot-friendly interface by bringing EFIS mode select controls and FMS units forward.

Harper added that the upgrade to the Lear 55C is just an indication of things to come. Avidyne will look to breathe new life into other “old birds,” including others in the Learjet family, Dassault Falcons, Cessna Citations, Beechcraft King Airs, the IAI Westwind, and the Piaggio P.180 Avanti.

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

The post Avionics Upgrades Go a Long Way appeared first on FLYING Magazine.