Today’s Top Pick is a 1992 SOCATA TB-9 Tampico Club.

Sometimes the most basic airplanes also are the most practical and economical for first-time buyers who are—officially or not—acquiring an aircraft to continue their aviation education.

One possible downside is that there is not much variety in that market segment. Whatever you find is likely to come with a Lycoming O-320 on the nose, fixed-pitch propeller, fixed gear, and an overall design that is not too exciting.

One exception is the SOCATA TB-9 Tampico, which, despite sharing specs with basic Cessna 172s and Piper PA-28s, manages to look alluring on the ramp. The stylish, upward-opening gull-wing doors certainly help. So does its more modern shape, which, in my opinion, clearly did not emerge from a domestic drafting table.

The Tampico and its siblings, the more powerful TB-10 Tobago and retractable TB-20 Trinidad, simply look European, which they are. They are not orphan designs, though, as SOCATA’s parent company Daher, known today for TBM turboprops, continues to support these piston singles.

The Tampico is sure to be a superior icebreaker for any pilot flying into an unfamiliar airport. People will ask what kind of airplane you are flying and you will have the opportunity to share the model’s interesting details.      

This 1992 TB-9 Tampico has 3,611 hours on the airframe, 1,531 hours in its 160 hp Lycoming O-320-D2A engine since its major overhaul, and 71 hours since the engine underwent a top overhaul. Additional equipment includes strobe lights, heated pitot tube, and alternate static system

The IFR panel includes a KMA 24 audio panel with markers, Garmin GNS 430 GPS/nav/comm, NSD-360 HSI, KT 76 transponder with encoder, two-place intercom, and wing beacon with ADS-B Out.

Pilots searching for a more stylish four-seat personal aircraft that is versatile enough for training, building time, or traveling should consider this 1992 SOCATA TB-9 Tampico, which is available for $69,500 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: DAHER-SOCATA’s Caribbean Line Gets Glass Cockpits
• FLYING Magazine: A Fellow New Airplane Owner Starts With an Unusual Choice
• FLYING Magazine: Daher-SOCATA Celebrates 100 Years of Aviation History
• The Aviation Consumer: Aerospatiale TB-9 Tampico Club
• The Aviation Consumer: Socata TB-20/-21 Trinidad

The post This 1992 SOCATA TB-9 Tampico Is a Stylish-But-Economical ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1999 Pilatus PC-12​/​45.

The PC-12 single-engine turboprop was a revolutionary concept when Swiss aerospace company Pilatus developed it in the late 1980s. Most large, pressurized turboprop transports were twin-engine designs such as the popular Beechcraft King Air. Pilatus sought to demonstrate that a single-engine aircraft could provide similar reliability and performance while also operating from short,  unpaved strips.

The airplane grew to be known as a jack-of-all-trades, becoming a standard in corporate fleets, charter and air-taxi operations and in air-ambulance and other special missions. Quite a few pilots own PC-12s for personal use, often mixing business-related travel with family vacation trips. I know of at least a couple of PC-12 pilots who regularly take their families to destinations in Florida on weekends, noting how the aircraft’s speed and pressurized comfort make the trip reasonably easy compared with long-distance travel in the typical high-performance piston single.

This Pilatus PC-12-45 has 15,665 hours on the airframe, including 9,679 landings, 1,100 hours and 798 cycles on its Pratt & Whitney PT6A-67P engine, and zero time since overhaul on its five-blade propeller. The aircraft’s useful load is 3,309 pounds.

The panel includes Garmin GNS 430W and GNS 530W nav/com radios, Garmin GTX 345 and Bendix/King KT 70 transponders, Honeywell KMD-850 MFD and KRA-405B radar altimeter, Bendix/King KAC-501 WX radar, KDR-610 datalink weather receiver, Bendix King KHF-950 high-frequency com system,  

Bendix King KA-44B ADF, Bendix/King 325 autopilot, and Honeywell DME.

Additional equipment includes supplemental air conditioning, FD200CPU-7 flight display, and True Blue Power dual USB charging ports.

Pilots seeking a higher level of single-engine utility and performance, from short-field operations to high-altitude, long-distance travel, should consider this 1999 Pilatus PC-12-45, which  is available for $3.2 million on AircraftForSale.

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

• FLYING Magazine: Pilatus PC-12 Fleet Logs 10 Million Flight Hours
• FLYING Magazine: We Fly: Pilatus PC-12 NGX
• FLYING Magazine: Pilatus PC-12 Aircraft Meet European Noise Regs with 7-Blade Prop
• Plane & Pilot: NBAA 2019: Pilatus Unveils New PC-12
• Plane & Pilot: Blackhawk Announces Engine Program for the Pilatus PC-12
• AVweb: Ontario-Based Ornge Air Ambulance Updates Its Pilatus PC-12 Fleet
• AVweb: AirVenture 2023: Honeywell Anthem Pilatus PC-12 Tour

The post This 1999 Pilatus PC-12-45 Is a Multimission ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1973 Learjet 25B.

The Learjet 23’s first flight in 1963 marked a new era in personal transport. Until that point, many aviation industry leaders doubted that the market for luxury private jets was large enough to warrant the expenditure needed to design and produce such aircraft. Convinced it would succeed if marketed to the right customers, inventor Bill Lear pushed ahead with development of the Learjet.

Learjets became so popular that for a time they became synonymous with “private jet” and “business jet.” People tended to refer to any sleek, small private jet as a Learjet. While many business aviation customers bought the aircraft, it was celebrity ownership that helped them stand out. Famous people–-like singers James Brown and Frank Sinatra, and pilot/golf champion Arnold Palmer—traveled in Learjets, which came to represent expressions of personal style as much as time-saving business tools. Even the earliest models still look great today.    

This 1973 Learjet has 10,600 hours on the airframe, 4,036 hours on one engine and 4,200 on the other since overhaul. The General Electric CJ610-6 engines have a TBO of 5,000 hours. The airplane has made a total of 9,557 landings and has a range of 1,437 nm, maximum takeoff weight of 15,000 pounds, and  basic empty weight of 8,154 pounds.

The panel includes a Garmin GNS 530AW, dual Garmin GTX 335 transponders, autopilot with flight director, and weather radar. Additional equipment includes a drag chute.

Pilots and passengers who want a fast, beautifully styled aircraft with family ties to what many consider the first real business jets should look into this 1973 Learjet 25B, which is available for $385,000 on AircraftForSale.

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

• FLYING Magazine: The Learjet Era Ends With a Final Delivery
• FLYING Magazine: Exploring the Flysimware Lear 35A for MSFS2020
• FLYING Magazine: FAA Certifies G5000 Avionics Update for Learjet Aircraft
• FLYING Magazine: Bombardier Announces Learjet 75 Liberty
• Plane & Pilot: How The New Learjet Liberty Is New And How It‘s Not
• Plane & Pilot: Last Learjet Ever
• AVweb: Last Learjet Rolls Off Bombardier’s Wichita Assembly Line

The post This 1973 Learjet 25B Is a Fast Celebrity-Linked ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Electric vertical takeoff and landing (eVTOL) aircraft manufacturer Pivotal this week opened online sales of Helix, a personal flying vehicle for first-time aviators and experienced pilots alike. Like a video game, Helix is controlled by a single pilot using a pair of simple joysticks, plus fly-by-wire controls. For $190,000, Pivotal will train customers to fly it and send them on their way in their very own aircraft.

Pivotal, which is backed by Google co-founder and ex-CEO Larry Page, unveiled Helix in October when it rebranded from Opener Aero. Prior to that, the firm actually sold half a dozen preproduction BlackFly aircraft. In June, it said it was the first company to actually deliver an eVTOL to a paying customer.

Helix, which unlike BlackFly is scalable for production, was designed mainly for personal or recreational use. The aircraft is available in three differently priced configurations, with initial customer shipments scheduled for June.

With an empty weight below 350 pounds, Helix qualifies as a Part 103 ultralight aircraft, meaning the FAA does not require pilot certification to fly it. In lieu of hundreds of hours of flight training, Pivotal requires customers to complete about two weeks of initial training at its Palo Alto, California, headquarters, with recurrent training after they earn their wings.

While more expensive than a typical automobile, Helix’s $190,000 base price tag is at the low end of the range for popular personal aircraft. It costs slightly more than a Texas Aircraft Colt, for example, but less than a Beechcraft G36 Bonanza, Diamond DA40 NG, Piper Archer LX, or Cessna models such as the 182 Skylane or 172 Skyhawk.

“We’re proud to begin selling, and soon delivering, our Helix aircraft,” said Ken Karklin, CEO of Pivotal. “The market is ready for the wonder of aerial recreation and short-hop eVTOL travel. We are ready to provide the beauty and freedom of personal flight to a whole lot of people with a passion for flying and an interest in creating a new generation of aviators and aviation,”

To fly Helix, owners must be at least 18 years old, weigh less than 220 pounds, and stand no taller than 6-foot-5. Customers can place a nonrefundable $250 application fee on Pivotal’s website. To lock up a production slot and receive a forecasted ship date, they’ll need to deposit another $50,000 within five business days of the initial order.

Full Tilt

There’s nothing quite like Helix flying today.

One of the more eye-catching features is its “tilt aircraft” architecture. Tilting rotors or propellers are not uncommon to eVTOL designs, aiding in both vertical and horizontal flight. Pivotal, however, decided to scrap the moving parts and tilt the entire carbon fiber composite airframe between takeoff and cruise—this, it says, reduces weight, complexity, and points of failure.

Helix relies entirely on propulsion for hover but can cruise on its fixed wings, flying quieter than even an electric car. To switch flight modes, users simply push a button on one of the two joysticks and pull back. The transition happens pretty quickly, as seen below:

Ease of use was a central tenet in Helix’s design: It enables both autotakeoff and autolanding, for example. An integrated display and user interface, meanwhile, give the pilot real-time altitude, location, speed, and other measurements.

Helix represents a major upgrade on BlackFly, with a redesigned canopy and flight deck, more comfortable seating, and improved power, propulsion, and performance. But it maintains its predecessor’s portability, capable of fitting into a 16-foot trailer and going from storage to the sky in less than 30 minutes.

Owners will be able to download a free smartphone app that simplifies preflight checks, captures flight history, and manages charging and aircraft service. Aircraft add-ons include a transport trailer; fast charging; aviation and ground radios; ADS-B; and a gimbal camera, which would allow someone on the ground to watch the flight as if they’re in the air with the pilot.

As a Part 103 ultralight, Helix speeds up time to fly in exchange for certain operational restrictions. For example, pilots will be required to fly during daytime and in Class G airspace, far from congested airspace and airports. The aircraft is also restricted to about a 20 sm (17 nm) range and 63 mph (55 knot) cruise speed.

Since the eVTOL is built for inexperienced flyers, Pivotal made sure to load it with safety features. When necessary, it can land on water, for example, and only six of its eight rotors are required for flight and landing, in addition to other fault-tolerant systems. A landing camera, beacon lights, and whole-aircraft ballistic parachute add further layers of protection.

Starting only in the U.S., Helix can be purchased in three configurations. The $190,000 base package includes a digital flight panel, canopy, HD landing camera, charger, vehicle cart, custom marking, comprehensive pilot training, and warranty. A $240,000 package comes with a glossier finish and all of the features above, plus even more. The priciest option, at $260,000, includes everything in the first two packages plus premium features, such as beacon aircraft lighting, and the option to fully customize the exterior for an added fee.

Pivotal may provide a good litmus test for the integration of outlandish new aircraft such as Helix into airspace used by GA traffic. But Karklin told FLYING the company may one day certify Helix as a light sport aircraft (LSA) under updated FAA rules, should they come to fruition. That could enable some commercial applications, and the Pivotal CEO listed public service and defense as possible future use cases.

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The post Personal Aircraft Requiring No Certificate to Fly Hits U.S. Market appeared first on FLYING Magazine.

Lift Aircraft, the manufacturer of a funky, single-seat electric vertical takeoff and landing (eVTOL) design called Hexa, on Thursday announced that the aircraft is now on sale to fire departments, police departments, medical providers, and other public safety agencies.

Hexa has been in development for six years, and it’s finally ready to hit the market. The eVTOL was designed for “anyone” to get flying in a fraction of the time it would take to obtain a pilot’s certificate. But while the aircraft will eventually be marketed for personal use, law enforcement agencies and first responders will get the first crack at it.

Only five aircraft are being allocated to public agency partners, who can opt in with a refundable deposit before year’s end to reserve their delivery. Buyers can also take a trip out to Lift’s training facility near Austin, Texas, where a team will teach new pilots the ropes and talk through optimal use cases.

Lift customers will be able to fly Hexa for firefighting, police, medical, search and rescue, emergency, and disaster response applications under FAA public aircraft operations rules. And since it qualifies as a Part 103 ultralight, no pilot certification is needed to operate it. Beginner training on the aircraft’s control system—which consists of a single, three-axis joystick—can wrap up in less than an hour, the company claims.

Journalist Anderson Cooper and others with zero or minimal flight experience have already taken Hexa to the skies. FLYING got the chance to try out a simulator at UP.Summit in Dallas in October—the experience was akin to a virtual reality video game.

The Specs

Hexa’s pinwheel-shaped design uses distributed electric propulsion from 18 independent 126-kilowatt electric motors and propellers, each with its own battery pack. A redundant autopilot computer and the joystick control flight, but users can also switch to what Lift playfully calls “Look, mom, no hands!” mode. The aircraft can fly and land safely—even on water—with up to six motors disabled. Its airframe is built entirely of carbon fiber.

Weighing just 432 pounds, Hexa qualifies for the FAA’s powered ultralight classification, allowing it to be flown without a license. The eVTOL’s ultralight qualification was confirmed by the Light Aircraft Manufacturers Association (LAMA) in 2022.

The 15-by-15-foot aircraft folds down to about 9.5 by 7.5 feet, but it can carry up to 250 pounds (or up to 350 pounds in cargo configuration). Endurance (10 to 17 minutes) and range (8 to 15 sm) depend on payload. It cruises at around 60 knots at up to 9,000 MSL and can even fly in 20-knot winds, medium rain, and temperatures between 0 and 120 degrees Fahrenheit.

Versatility is the key here: Lift says Hexa’s unique features can benefit a plethora of different customers. Firefighters could douse blazes in hard to reach places. Disaster response teams could drop or extract personnel or supplies in places where helicopters can’t land. Emergency medical services could deploy air ambulances that arrive 80 percent faster. Even the U.S. Coast Guard could find some value, bringing Hexa in for a water landing to make an offshore rescue.

For those public safety agencies wary of deploying such a strange, unfamiliar aircraft, it may be reassuring to hear that Lift has already completed a pre-operational flight and safety test program. 

Oh, and it’s also been researched, developed, and tested over the course of five contracts with AFWERX, the innovation arm of the U.S. Air Force. That relationship began with an initial agreement in 2020 and blossomed into a Phase 3 contract, which has allowed Lift to train Air Force pilots on Hexa’s simple controls. Last year, airmen made their first remote flight at Eglin Air Force Base’s Duke Field (KEGI) in Florida.

But Air Force pilots and public agencies won’t be the only Hexa customers, Lift says. Eventually, the company claims, people will be able to walk into a Lift vertiport, train for less than an hour, and leave in an eVTOL flying solo—even in places like New York City.

Last year, Lift signed a tentative agreement with the Big Apple’s Charm Aviation, one of the East Coast’s largest helicopter tour operators, to bring Hexa to downtown Manhattan. FAA rules limit flights to uncongested flyover areas and uncontrolled airspace. But the company plans to dot the city’s waterfront with vertiports, providing access to a Class G VFR corridor that extends up to 1,300 feet.

Lift also intends to partner with the Warren Buffett-backed Marubeni Corporation to commercialize Hexa in Japan. The aircraft has already made public demonstrations in the country, and Marubeni could preorder as many as 100 of them.

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The post Lift Aircraft Sells Outlandish, Ultralight Personal eVTOL to Public Safety Agencies appeared first on FLYING Magazine.

On Tuesday, flying car company Jetson Aero, manufacturer of the electric vertical takeoff and landing (eVTOL) Jetson One personal aircraft, closed a $15 million seed funding round headed by will.i.am and “pioneering angel investors from around the world,” including Jetson board director Luca Spada and senior board adviser Rikard Steiber.

The investment will support Jetson One’s eventual launch and see will.i.am, a Jetson customer, train to become one of the first flying car pilots in the world. As the Black Eyed Peas song goes: “Let’s Get It Started.”

“I’m proud to be a part of the Jetson family and support the company’s mission to democratize flight, opening the skies to all,” the artist said in a statement. “Personal aircraft ideal for short point-to-point flights will soon be a reality.”

Jetson said the seed round is a precursor to the firm’s launch of a Series A financing campaign, which will support its stated mission to democratize flight and “make everyone a pilot.” Stéphan D’haene, CEO of Jetson, said the company’s approach to the urban air mobility (UAM) market leverages Jetson One’s ability to fit into existing regulatory frameworks, akin to the FAA’s Innovate28 plan for early eVTOL operations.

“This may be the biggest opportunity in aviation since the Wright brothers took flight,” said D’haene, who previously spent a decade working in Bombardier’s recreational products division. “Today, there is an existing market that is a profitable business for a single-seat recreational aircraft. We are starting the first shipments already next year and will open our [Series] A round soon to accelerate our growth.”

Jetson One’s design was inspired by race cars, with a lightweight aluminum space frame and a Carbon-Kevlar composite body. The aircraft uses simple joystick controls and relies on a flight computer to stabilize it in the air, which the company claims allows any prospective customer to learn to fly it in a matter of minutes.

The eVTOL is powered by eight electric motors running on high discharge lithium-ion batteries. This configuration gives it a 20-minute flight time and a top speed of 63 mph (55 knots), making it best suited for short hops.

Whether or not it can be considered accessible depends on the customer. In its current form, Jetson One cannot be flown by a pilot weighing more than 210 pounds, limiting taller or heavier users. And with a $98,000 price tag, the model is more expensive than many single-seat ultralight aircraft already on the market, which can cost as little as $8,000. That figure is what around 300 Jetson customers paid down just to reserve their serial numbers.

Jetson builds its aircraft at a production and research and development facility in Arezzo, Italy. About 50 miles to the northwest, just outside Florence, the company operates a private airfield containing an industrial facility and a 2,600-foot airstrip, which it uses for daily flight testing. The airfield is also home to a customer experience center and pilot school.

By 2024, the company hopes to have expanded to the U.S. market. It’s weighing several locations for its future U.S. headquarters. Meanwhile, Tomasz Patan, Jetson co-founder and chief technology officer, is expected to conduct the company’s first U.S. test flights later this month.

“Jetson is on a mission to redefine the future of air mobility and transportation,” Patan told FLYING. “We are enabling new and exciting ways of travel, which will solve many problems, ultimately making our cities a much better place to live. I think the U.S. market is a great opportunity for Jetson.”

Boom Boom Pow

The involvement of will.i.am is arguably the most fascinating piece of Jetson’s investment.

The artist made a name for himself with the Black Eyed Peas. But between the group’s split in 2011 and reunion in 2015, he reinvented himself as a tech entrepreneur and creative consultant.

“Leveraging his early experience in the consumer electronics industry, will.i.am has continued to launch a range of his own tech-based companies focused on software and operating systems incorporating AI, natural language understanding, voice computing, creativity & productivity, customer-service apps, as well as consumer-tech products,” reads a description on the i.am Angel Foundation website. 

The foundation, launched in 2009, supports K-12 science, technology, engineering, arts, and mathematics (STEAM) education programs for more than 12,000 disadvantaged youth in Southern California. The actor and musician is also a board member of FIRST Robotics Competition, an annual international high school robotics contest.

In 2011, will.i.am was named director of creative innovation at Intel, where he advised the development of technologies such as smartphones, tablets, and laptops. He has also served as chief creative officer of 3D printing firm 3D Systems since 2014 and has worked as a futurist and creative adviser for companies such as Honeywell, General Electric, and AirAsia.

He is the owner of machine learning company Sensiya and Internet of Things (IoT) platform Wink and is also a member of several World Economic Forum committees focused on technology. The artist has even worked with NASA’s Jet Propulsion Laboratory, with which he partnered in 2012 to become the first artist to stream a song from the surface of Mars. 

Now, will.i.am will look to make history again by becoming one of the world’s first flying car pilots. And while his seed funding contribution to Jetson was a one-time investment, the Black Eyed Peas frontman has made several multimillion-dollar investments and acquisitions over the past decade. Perhaps he’ll continue to give flying cars a lift.

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The post Artist will.i.am Headlines $15M Investment in Flying Car Company Jetson appeared first on FLYING Magazine.

Today’s Top Pick is a 2023 Tecnam P2010 TDI.

When Tecnam’s P2010 arrived on the U.S market in 2015, many people regarded it as a modernized Cessna 172, and the two aircraft did share several characteristics in basic design, engineering, and performance. The Tecnam’s structure included more advanced materials, though, and its sleek, composite fuselage helped make the aircraft simply better looking overall. Some pilots were disappointed to find that it burned a bit more fuel than the 172.

Several years later, Tecnam installed a diesel engine that runs on jet-A. The new engine  boosts the airplane’s appeal over older high-wing competitors by cutting fuel burn and increasing range while maintaining the higher-speed performance of the previous avgas-fueled model. The P2010 for sale here is the diesel model and is nearly new with 60 hours on the airframe and Continental CD170 engine. The panel features Garmin G1000 NXi avionics with an integrated GFC700 autopilot and Flight Stream 510 database. The cabin also includes an Aerox oxygen system. 

If you are looking for a high-wing, four-seat personal aircraft that offers more speed and range flexibility than traditional legacy models, the Tecnam P2010 TDI could be the right fit. This sleek, like-new aircraft is available for $550,000 on AircraftForSale.

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

• FLYING Magazine: We Fly: Tecnam P2010
• FLYING Magazine: Tecnam Debuts Gran Lusso P2010 at Oshkosh
• FLYING Magazine: Tecnam’s P2010 TDI Gains Initial Type Certification
• Plane & Pilot: P2010 TDI: A New Diesel Model From Tecnam
• The Aviation Consumer: Tecnam P2010: Skyhawk Contender

The post Today’s Top Aircraft For Sale Pick: 2023 Tecnam P2010 TDI appeared first on FLYING Magazine.

Today’s Top Pick is a 1967 Beechcraft V35 Bonanza.

When Beechcraft’s original V-tail Bonanza debuted in 1947, it must have looked like a spacecraft compared with the fabric-covered, strut-braced machines that made up much of the fleet. The sleek, all-metal Bonanza raised pilots’ expectations regarding the performance potential of general aviation aircraft and drove the industry toward more advanced materials and construction methods.

Today the V-tails remain popular even though they have been out of production for 40 years. This is especially true of later models like this 1973 example. Their all-around performance and comfort make them strong candidates for personal transport and long-distance travel. Their tails also help them stand out on the ramp. You are unlikely to mistake a V-tail Bonanza for any other aircraft.

The Bonanza for sale here 5,810 hours on its airframe, 422 on the engine and 645 on the propeller. Its updated panel includes a King KMA 24 Audio Panel, Avydine IFD 550 GPS/Nav/Com, King KX 155 Nav/Com, Avydine AXP 322 Transponder Garmin G5 EFIS, Garmin G5 HSI and an EDM 900 engine monitor.

Pilots who want to reach destinations quickly while making a strong style statement without giving up practicality should consider this 1967 Bonanza, which is available for $124,500 on AircraftForSale.

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

• FLYING Magazine: Used Airplane Report: Bonanza vs. Baron
• FLYING Magazine: Hartzell Earns STC for Three-Blade Bonanza Propeller
• Plane & Pilot: The Ultimate V-Tail
• Plane & Pilot: Tanking The Bonanza
• The Aviation Consumer: Used Aircraft Guide: V-Tail Bonanza

The post Today’s Top Aircraft For Sale Pick: 1967 Beechcraft V35 Bonanza appeared first on FLYING Magazine.

The company, based in Pardes Hanna, Israel, formed a partnership with the International SeaKeepers Society, a charitable and educational yachting organization. The collaboration is meant to promote the use of AIR’s eVTOLs on yachts for shore transport, resupply missions, and shuttling passengers and cargo. The electric powered aircraft would take on much of the work traditionally done with dinghies, launches and other small boats, or with helicopters and small seaplanes on some larger vessels.

• READ MORE: AIR Reports First Transition to Cruise Flight for eVTOL

Under the agreement SeaKeepers will act as a “brand ambassador” for AIR and help the company as it pursues its goal of attracting customers to electric powered personal eVTOLs. AIR said the AIR ONE vehicle it is developing is well suited for shipboard use and can simplify operations compared with other auxiliary vehicles that require fuel, numerous spare parts and support equipment to be stored onboard. The AIR ONE, the company said, could be charged using a yacht’s built-in generators.

“The eVTOL is a natural addition to yachting missions,” said Jay Wade, chairman of SeaKeepers. “AIR ONE specifically is a no-brainer for yachters looking for an environmentally friendly, easy-to-integrate flight option to elevate their yacht experience, literally and figuratively.”

• READ MORE: CEO Shows FLYING the Air One Personal eVTOL for GA Pilots

The AIR ONE is a two-seat vehicle designed to operate from any flat surface and carry a load of about 550 pounds at speeds up to 135 knots over what AIR calls “a practical range.” The aircraft’s small size and collapsible wings ease storage and make it practical “for a considerable portion of the yachting community,” the company said.

“In addition to helping improve yacht logistics, this partnership enables yachters to add an extra layer of sky-high adventure to sea excursions and is a significant step in our mission to advance air mobility adoption around the world,” said Rani Plaut, CEO and co-founder of AIR.

The company said it has taken more than 300 pre-orders for its AIR ONE and plans to begin deliveries late next year.

The post AIR to Deploy eVTOLS as Air Taxis for Yachts appeared first on FLYING Magazine.

We might imagine ourselves crossing oceans or plying the deepest backcountry to a gravel bar or dry river bed suitable for landing. But eventually we have to realistically assess our reasons for wanting a personal aircraft. In my case, family travel is the motivation.

My wife and I have traveled extensively with our two sons from the time they were babies, mostly by car and airline. Now we feel ready to push farther into unknown territory beyond interstate highways and international airports. In addition to visiting distant friends and family, we hope to make new acquaintances off the beaten path and connect more with the general aviation community.

My latest round of airplane shopping took me to Old Town Municipal Airport (KOLD) in Old Town, Maine, to visit a 1966 Cessna T210F. Like the Beechcraft F33A Bonanza I checked out earlier in the week and an A36 Bonanza I looked at before that, the Cessna has what I consider the characteristics of a long-distance traveler.

After seeing the airplane up close, speaking at length with its owner and reviewing its records, I also have a good feeling about its potential. I have always liked the early 210s and this one is particularly handsome. We have the same birth year but I’d say the airplane has aged better.

But it takes more than good vibes to make an informed aircraft purchase. There is much work ahead, from speaking with my insurance agent to arranging test flights and inspections. There is also the stress of knowing that another buyer could swoop in at any time. It also seems too early in the game for me to find the airplane of my dreams, but we shall see.

I will keep you posted on the search process. In the meantime, here are some of the features pilots often mention when describing their ideal family hauler:

Seating For at Least Four, Preferably Six

This is where the similarities between airplanes and cars are most evident. If your family car is a traditional sedan or a crossover with two rows of seats, a four-seat airplane is likely to feel familiar and adequately roomy. But for many families, only a three-row SUV or van will suffice, and those folks probably will want an airplane with a similar setup. Piper Saratogas, Beechcraft A36 Bonanzas, later models of the Cessna 210 and a number of turboprop models have six seats and resemble big SUVs inside. In some cases, the rearmost seats in six-seat light aircraft are cramped (or perfect for a child!) but some owners prefer the flexibility of being able to remove or rearrange seats to increase comfort or baggage space.

175-Knot Cruise

For many folks, “traveling” means getting to your destination as quickly as possible, and for piston pilots, 175 knots or a shade over 200 miles per hour seems to be a sweet spot. For me, after years of flying a Cessna 172P between 90 and 100 knots and a Rockwell Commander 114 that settles around 135, the idea of 175 or faster in a Cessna 210 is extremely appealing. Perhaps the value of extra speed is more psychological than practical, especially on shorter flights. But when points A and B are 300 to 500 nm apart, you will certainly notice the difference in travel time with a faster airplane.

1,000-Pound-Plus Useful Load

Here’s another likely difference between a real traveling airplane and the one in which you learned to fly. Many trainers have little load-carrying capacity to spare once the pilot, instructor, and fuel are on board—and that’s OK when your only baggage is the contents of your kneeboard. The Cessna 172 in which I trained was capable of carrying my family of four with full fuel when our sons were in elementary school. Now, with one in high school and the other headed to college, the same load plan would be marginal, especially with luggage. Models designed for serious travel typically have useful loads well over a half-ton.

1,000-nm Range

Traveling means not having to stop for gas, at least not very often. There are few people willing (or able) to stay aloft for six or more hours without a break, but it is nice to know the 210 I have been looking at could do it if necessary while carrying me about halfway across the U.S. The ability to cover 1,000 nm with reserves is yet another mark of a “serious” traveling airplane.

1,000-foot Ground Roll

Yes, I thought it would be fun to get one more “thousand” on the list. However, many pilots consider short-field performance a make-or-break attribute for a good traveling plane. There are plenty of worthwhile destinations with short runways and lots of obstacles that can make them inaccessible to some general-aviation aircraft. The runway at Stonington Municipal Airport (93B) on Deer Isle, Maine, where my family often spends vacations, is 2,099 feet. While some seasoned pilots might not consider it short, landing there can be a handful. With trees at both ends, it is also intimidating. Having the performance to get airborne quickly and clear the obstacles is a big help—and you still have to nail your approach speed when landing.

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