Today’s Top Pick is a 1946 ERCO 415-C Ercoupe.

Lately we have read about the growing use of simplified flight controls in aviation from the developing eVTOL category to personal aircraft that increasingly assist pilots in efficiently maintaining control. The ERCO Ercoupe is an ancestor of these modern systems, having pioneered the easy-to-fly-aircraft concept as early as the 1930s.

The Ercoupe is well-known among pilots as the airplane without rudder pedals. For coordinated turns, it uses coupled rudders and ailerons through a traditional control wheel. Limited control surface movements and the Ercoupe’s overall design were intended to make it a safe, stall-proof aircraft. Many of its fans say it performs as advertised and is lots of fun to fly.

The airplane’s generous wing, twin vertical fins, and tricycle landing gear (that stood out in an era of taildraggers) all seem to point to stability and ease of use. Other features, including a low wing and large bubble-style canopy, give the pilot and passenger better-than-average visibility.

This 1946 Ercoupe has 1,784 hours on the airframe, 267 hours on its 90 hp Continental C90-12F engine since overhaul, and 245 hours on its McCauley two-blade propeller since new.

The panel includes a Flightline FL-760 Comm radio, Narco glideslope Garmin GPS 396, GTX 320A transponder, Sigtronics Sport 200 panel mount two-place intercom, airspeed and vertical speed indicators, turn coordinator, directional indicator, altimeter, RPM, Oil pressure, EGT, air temperature, carburetor temperature, amp and voltage gauges.

Additional equipment includes a uAvionics TailBeacon ADS-B Out unit, 12-volt auxiliary adapter, landing and taxi lights, and bubble-style windshield.

Pilots looking for an easy-to-fly piece of aviation history that is economical, has timeless charm, and will be welcome at any vintage fly-in, should consider this 1946 ERCO Ercoupe, which is available for $31,500 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: Approachable Aircraft: Ercoupe
• FLYING Magazine: Hawaii Lessons in an Ercoupe
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• Plane & Pilot: ERCO Ercoupe, 1937
• Plane & Pilot: Ercoupe
• Plane & Pilot: The Ugliest Light Planes (That Only Their Owners Find Beautiful)
• The Aviation Consumer: Used Aircraft Guide: Ercoupe and Cadet

The post This 1946 ERCO Ercoupe Is an Especially Easy-to-Fly ‘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 2007 Diamond DA42.

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

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

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

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

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

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

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

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

• FLYING Magazine: Diamond DA42 Twin Makes First SAF Flight
• FLYING Magazine: Lufthansa Commits to Eco-Friendly Training with Diamond DA42 Twins
• FLYING Magazine: Emirates Expands Training Fleet With Diamond DA42-VI
• Plane & Pilot: Plane & Pilot 2017 Buyer’s Guide: Piston Twins
• AVweb: FAA: Diamond DA42 Twin Star OK for Known Icing
• AVweb: Lyc-Powered DA42 Certified in Canada
• AVweb: Diamond Offers Continental Option for DA42

The post This 2007 Diamond DA42 Is Fuel Efficient ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

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

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

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

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

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

Pilots looking for an economical STOL and backcountry aircraft with the flexibility of tricycle gear should consider this 1996 Maule MXT-7-180A, which is available for $139,900 on AircraftForSale.

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

• FLYING Magazine: Choose Your Mount—The Maules Do it All
• FLYING Magazine: Maule Air Expands Its M-9 Series, Introduces M-4
• Plane & Pilot: Maule MX-7-180: Barebones With Big Tires For Big Fun
• Plane & Pilot: 2018 Maule MXT-7-180
• Plane & Pilot: 2018 Maule M-7-235B
• The Aviation Consumer: Used Aircraft Guide: Tailwheel Maules

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

Today’s Top Pick is a 1960 Piper PA-22-150 Tri-Pacer.

A few years ago, I was on the ramp at Sussex, New Jersey (KFWN), filling the tanks of the club’s Cessna 172 when a Piper Tri-Pacer appeared from behind the hills that blocked a pilot’s view of Runway 21 during the base leg. Painted a creamy white hue with red trim, it stood out against the clear blue sky of a mid-March morning. The air was crisp, and while spring was still a week or so away officially, it was knocking on the door.

The airplane parked and four young people got out (young by my standards), greeted me with a wave, and headed to the diner by the airport entrance. Clearly, they were enjoying an ideal GA experience. What really struck me was how gorgeous their airplane was. I had seen plenty of Tri-Pacers, but they often looked well-worn and even unloved. A rag-and-tube airplane with tricycle landing gear seemed like an unpopular combination, and old-timers at the airport rarely said anything nice about them. Some critics said the gear made it look like a milking stool. The four travelers at Sussex, however, appeared to be delighted with their nicely restored flying machine.

Since then it has become clearer that Tri-Pacers are enjoying a sort of renaissance, especially among younger pilots who like their postwar styling and view the tricycle gear as an advantage. Lately I have seen more restored examples like the airplane for sale here.   

This 1960 Tri-Pacer has 2,500 hours on the airframe and 350 hours on its 150 hp Lycoming O-320 engine since overhaul. The panel includes dual uAvionix AV30 flight instruments, Garmin 496 with panel dock, Garmin 327 GPS, headset jacks at all four seats, and two USB-C ports.

The aircraft underwent a restoration in 2006 that included new paint and interior, and mechanical upgrades, such as a Plane Power alternator, internal and external LED lighting, and STC’d modifications to its oil cooler and fuel system.

Pilots looking for a vintage four-place single that combines the looks of a Piper Cub with the more forgiving tricycle-gear ground handling of a Cessna 172 should consider this Piper PA-22-150 Tri-Pacer, which is available for $80,000 on AircraftForSale.

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

• FLYING Magazine: The Piper Colt: A Real Contender
• FLYING Magazine: Used Aircraft and the Art of Refurbishing: Part II
• Plane & Pilot: Piper PA-22 Tri-Pacer
• Plane & Pilot: Piper PA-20 Pacer

The post This 1960 Piper PA-22-150 Tri-Pacer Is a Restored Rag-and-Tube ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Let me explain. Last weekend, there were two small fly-ins taking place within about 50 miles of my home airport. The plan had originally been to attend one or both of them. Both were scheduled for Sunday, and the weather was looking like it just might cooperate. 

Here, in Wisconsin, fly-ins have achieved some notoriety for being more than just a simple gathering of airplanes. The homebuilding and restoration communities are vibrant. Warbirds and vintage aircraft are commonplace, and the owners of such aircraft love to gather. Additionally, these events usually feature some pretty tasty cook-out cuisine, typically in the form of bratwurst, burgers, and freshly fried fish.

• READ MORE: Relocating Can Be Complicated When Airplanes Are Involved

For all of these reasons, I had been looking forward to a full day of flying around the countryside, admiring beautiful airplanes, and meeting the people who fly and maintain them. But as the day approached, the main meteorological concern shifted from low ceilings to winds that, while not very high, were outside of my personal limitations—by 1.4 knots. In the interest of discipline and safety, I scrapped my plans and dedicated the day to tasks that were far less enjoyable but far more productive. 

Cancellations like this were becoming a pattern, but while frustrating at times, they were entirely a product of my own decisions. It was my decision to rent a hangar at an airport with a runway that’s perpendicular to the prevailing winds. It was my decision to be conservative with regard to my crosswind limitations. And, indeed, it was my decision to purchase a taildragger at all.

Posing the Question 

The latter decision became a point of discussion with a friend recently. Already a helicopter pilot, he was beginning to explore the possibility of purchasing something with fixed wings and then earning that rating. As fun as helicopters are, their insanely high hourly rental rates put a damper on things. 

It was he who posed the question of whether the benefits of owning a tailwheel airplane might be outweighed by the downsides. I had, after all, been canceling flights fairly regularly owing to my conservative crosswind limitation. Through his lens as a prospective owner and mine as a new one, we explored the question.

• READ MORE: GA Flight Deck Organizing Tips and Tricks

A taildragger’s downsides are few in number but pretty consequential in nature. The primary downside is, of course, the lack of stability on the ground as compared with a tricycle-gear airplane. 

In a tricycle-gear aircraft, the airplane naturally wants to align itself with the runway when touching down on the main gear. Imagine trying to push a car door open at highway speeds. It wants to remain closed, and the further you push it, the more strongly it tries to return to a closed position. Simply letting go will restore equilibrium.

• READ MORE: A GA Pilot on the Success of Oshkosh

Conversely, it’s possible to salvage a tailwheel landing in which you touch down in an extremely slight crab…on grass, anyway…but the further out of coordination you are, the more difficult it will be to recover. From the perspective of stability, a tailwheel airplane’s lack of stability would be comparable to performing the same car door experiment in a car with so-called “suicide doors,” hinged at the back. 

Crack the door open just a bit, and it will pull outward slightly. Push it open another few inches, and it will take most of your arm strength to hold in position. Each subsequent inch will increase the outward force exponentially until you can no longer hold on. The farther away from neutral you go, the more difficult it becomes to recover. Just like landing a taildragger in a crab.

The Other Downside

The other major (and related) downside to a tailwheel airplane is the higher cost of insurance. I commonly hear new taildragger pilots being quoted around $2,000 per year for insurance on types like the Cessna 170, and less than half that amount for the tricycle-gear 172. This amounts to an approximate $100/month premium for the privilege of flying a taildragger.

Considering these factors, then, what benefits are in play? And looking back, are they worth it? And in my case, has it been worth having to cancel many flights because of crosswinds that would have been manageable in something with a nosewheel?

The Technical Advantages

The actual technical advantages to owning a tailwheel airplane are legitimate, but few apply to my situation as a mediocre private pilot playing around at grass strips in the upper Midwest. The configuration provides more propeller clearance and eliminates the possibility of a gopher hole swallowing a nosewheel and ruining your engine. It also eliminates the possibility of a bad landing damaging the firewall of the airplane. Taildraggers are typically beefier and excluding ground loops, are more resistant to damage from rough surfaces and botched landings.

• READ MORE: Waiting on the First Annual Inspection Bill: A White-Knuckle Experience

Immensely Satisfying

There’s another advantage. One that’s entirely legitimate but nearly impossible to quantify or measure. Because a taildragger demands more involvement from the pilot—more physical and cognitive skill to achieve consistently good landings in varying conditions—they can be immensely satisfying to fly.

The comparison is not unlike that of a car and a motorcycle. Most modern cars are admirably easy to maneuver through sweeping curves at speed. One simply turns the wheel a bit to remain in their lane, and the car’s tires, suspension, and sometimes stability control ensure the driver is left alone to continue composing their text message. Negotiating that curve is easy and efficient. 

The motorcycle, on the other hand, is the tailwheel of road vehicles, far more demanding of the operator and far less forgiving of miscalculations. The motorcycle rider must continually remind themselves to focus farther away as they consider their line through the curve, modifying it as necessary. Along the way, body English is required; some pressure on the outside peg here, a flex of the torso there. The experience is a precisely calibrated and controlled rush, human and machine depending on each other to negotiate whatever challenges lie ahead.

It’s a big price to pay for simply getting through a curve in the road. But to those of us who bask in the ongoing mastery of a machine, it’s hugely satisfying…and addictive. To step back into a tricycle-gear airplane is to dismount the motorcycle and slide back behind the wheel of the car— fun in its own way, but a wholly different experience. 

• READ MORE: Finally, It’s Time to Solo

It was this difficult-to-quantify quality of taildragger flying that I attempted to convey to my friend. Yes, an airplane with tricycle gear is more logical in most ways. It’s cheaper to own, more forgiving to fly, and quicker to master. It enables you to operate in far more challenging winds. But a taildragger will never leave you feeling unchallenged or bored…and when you hop out and walk away after successfully negotiating a challenging crosswind or a particularly lumpy airstrip, you feel that much more personal satisfaction.

So despite having to regularly cancel planned flights because of my conservative personal crosswind limitations, I think it’s fair to say that I’m happy with my airplane choice. Sure, the learning curve is long and steep, but on the other side are many years exploring all the lush grass strips that pepper the rolling farmlands of Wisconsin and Michigan. And as far as I’m concerned, I’m going to wring every last bit of enjoyment out of the experience.

The post Should Your First Airplane Be a Taildragger? appeared first on FLYING Magazine.

“Tuesday Evening Wing Night” at Tailwheel Alley is a time-honored tradition at Georgia’s Newnan-Coweta County Airport (KCCO). Several aircraft, such as a Pitts, a Christen Eagle, a Citabria—and others—populate the ramp. Perhaps someone will take one around the pattern, or they just like showing off. Pilots kick tires, boast about maneuvers, and enjoy good-natured ribbing. Someone fires up an engine, and all heads turn in unison.  

What is it about this collection of aircraft that is so special? It is printed proudly on the side of the hangar, Tailwheel Alley. There is an old airport expression that says you haven’t stopped flying a taildragger until it is chocked in the hangar with closed doors. As you can imagine, there is no shortage of strong feelings on either side of the fence, but before one can understand the nuances of a taildragger, one must first understand aircraft landing gear. Shall we begin? 

Landing Gear Types 

When we first began our Maintaining Your Airplane journey, I introduced you to the FAA advisory circular (AC) 43.13-1B, “Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair.” This AC is a great resource and starting point for aircraft maintenance-related questions. It may not give you everything you need to complete the task, but it will get you off on the right foot.  

I believe the question was, what are the different types of aircraft landing gear? The AC43.13-1B contents page gives us the reference we are looking for, Chapter 9, Aircraft Systems and Components, Section 1, Inspection and Maintenance of Landing Gear. The publication begins in 9-1 General by describing the two main categories of aircraft landing gear: fixed and retractable. The fixed gear is the more basic and outfitted with wheels, floats, or skis. Amphibian aircraft can also have a combination of floats and wheels. In 1911 the amphibious Glen Curtiss’ Triad airplane had retractable gear. (I’ll bet you a nickel that you didn’t know that.)

Aircraft are configured as conventional (tailwheel) and tricycle, which also includes tandem on larger aircraft. Each can be fixed or retractable; fixed gear may or may not deploy fairings to improve aerodynamics. Electric or hydraulic power actuates retractable gear. In emergencies, the landing gear can be hand-activated with a lever in the cockpit or blown down by injecting stored nitrogen into the actuator cylinders. (Whoa, that must be intense.) The AC43.13 refers to tricycle gear as nosewheel-type aircraft, and they explain calculating the empty weight center of gravity formulas for each in Figure 10-4. 

Components 

 Each Maintaining Your Airplane article builds on a previous piece. Earlier, we introduced the Airline Transport Association (ATA) 100 Code Table and described how each number assigned represented a section of the airplane. As you will recall, ATA 32 is Landing Gear, and each subsequent sub-section denotes a different component of the landing gear system. We mentioned wheel fairings earlier; 3201 addresses those parts. Are you maintaining an aircraft with floats? Then 3246 is where you want to be. 

The ATA numbering system also provides a uniform system of controls for Technical Publications (TechPubs). For example, the Beechcraft King Air B200 Illustrated Parts Catalog (IPC) references ATA 32-10-00-13 for the King Air Standard Main Landing Gear Doors. Here you will find the part number for the Standard Main Landing Gear Door, 101-810015-1. The B200 has two landing gear options. Spend some time in this IPC, and you will see references to “Flotation.” This description does not indicate an amphibian configuration but a taller, more substantial landing gear option designed for unimproved runways and remote airfields. 

Other components classified under ATA 32 include, but are not limited to, actuation, wheels, brakes, anti-skid, tires, steering, and landing gear system wiring. 

• READ MORE: All You Need To Know About PMA Parts

Landing Gear Maintenance 

Aircraft are most vulnerable during takeoff and landing. We have all heard the stories of landing gear failures during both. The care and keeping of landing gear is the baseline for any aircraft maintenance organization. Everyone knows that powerplants and avionics panels get all the press, but the landing gear is where the rubber meets the runway. (Yeah, sorry about that; I could not resist.) As with everything airplane-related, the topic of landing gear maintenance ranges from simple to extreme, and lands on all points in between. (I did it again.)

You know the rules; always reference the OEM guidelines for maintaining aircraft and components. That said, there are also supplemental sources of information that can be pretty handy when getting familiar with your equipment. Again, head back to the AC43.13, consult section 9.2, General Inspection, and work down through 9-3, Cleaning and Lubricating, before getting into specific types with 9-4, Fixed-Gear Inspection, and 9-5, Inspection of Retractable Gear.  

I could talk about this all day, but we would quickly run out of space. By now, you should all have a copy of the AC bookmarked and should have no trouble digging in. We also need to highlight 9-12, Retraction Tests, known on the hangar floor as “swinging the gear.” This action requires someone in the cockpit to actuate the landing gear handle while others on the ground observe the movement and travel of the gear. Look for binding linkage, improperly rigged doors, and leaks. 

When working in the cockpit, awareness of your surroundings is essential. A lot is going on there, and you could get into trouble if you are not careful. One way to broaden your horizon and get better acquainted with the specific equipment you maintain is to cross-train and consult TechPubs that fall outside the maintenance realm. One such publication is Flight Safety International’s Super King Air 200/B200 Pilot Training Manual. In Chapter 14, they address Landing Gear and Brakes. This guide has an excellent description of the Landing Gear Control mechanism and indication lights. Remember, we are looking for three green down and locked! 

Our friends at the American Bonanza Society have a Landing Gear Inspection checklist that is worth a look. Again, these documents are for training and reference purposes only. Some of this is tribal knowledge and most likely obtained the hard way. Again, always consult the OEM maintenance manual when performing the maintenance action, operationally testing, and returning the component to service. 

Proper maintenance means proper tooling. Improper tools and working with substandard equipment could result in questionable maintenance, property damage, or personal injury. Often having the right tool for the job can be the differentiator between success and failure. When possible, seek specialty tool manufacturers like Tronair and consult them when setting up your hangar. 

• READ MORE: How Much Can I Work on My Airplane?

Landing Gear Intel 

I spent some time this week with Robert Bial, founding partner of Forefront Aerospace Services. Bial spent 15 years as president of Professional Aircraft Accessories, leading the company to become the market leader in aftermarket landing gear and component overhaul services. We discussed the finer points of landing gear maintenance, and he offered some great intel. 

FLYING: What are some things to consider when maintaining landing gear on aircraft such as King Air? 

Robert Bial (RB): Beechcraft requires the King Air landing gear inspections every 8,000 flight hours or every six years. The shop disassembles the gear and strips the paint, then performs all necessary non-destructive inspections (NDIs). 

They inspect the cylinders for scoring to the chrome tube. If found, the component may need to be repaired or replaced. Once complete, a technician paints the gear and performs a service/leak check. Before returning to service, an inspector reviews the wiring, lights, drag braces, actuators, and shimmy damper. 

FLYING: What conditions would cause the rejection of landing gear components? 

RB: It is common to see corrosion in the landing gear and sub-components. Exposure to the elements is often the cause. Inspecting for dissimilar metal corrosion where aluminum components meet steel bushings is essential. If caught in time, replacement or seals, bearings, and bushing may be all that is needed. 

FLYING: Explain to our readers what to look for when partnering with a landing gear MRO. 

RB: When selecting a repair facility to perform your next inspection or overhaul, experience is vital. Find a shop with the personnel and background to ensure a quality overhaul while offering the best value and turnaround time. Ensure they hold a Part 145 certification. Have they approved alternate DER repairs and PMA parts to save time and money and improve reliability? With supply chain issues making headlines, it is good to have another approved supply source. 

There you have it, real-world advice you can carry in your toolbox. ATA 32 is more than just the sticks under the airplane; we will have to wait until next time to break down the rest of the system. Until then, keep the rubber side down, unless you are like my buddies at Tailwheel Alley and like to roll over Beethoven in an airplane. 

The post How Well Do You Know Aircraft Landing Gear? appeared first on FLYING Magazine.

A: Ah, tailwheel (said in a husky tone usually reserved for talking to summer loves from the heady days of youth)! The short answer is, once you get into the air, both types of aircraft fly the same way. It is the takeoffs and landings that are different, because the center of gravity on the airplanes is different.

A tailwheel airplane, by design, requires more rudder skill because there is a lot more airplane behind the CG. This means you need to be ready for the back end of the aircraft to try to swing around to the front during takeoffs and landings. Appropriate rudder control prevents this.

Also, the sight picture from the cockpit is very different from that in a tricycle-gear aircraft.

First Lesson

The first lesson in tailwheel training is learning how to taxi. Because the sight picture is different—you can’t really see over the nose—the gentleman who trained me to fly tailwheel described it as “YCSS,” which stands for “You Can’t See Snot,” hence the need to taxi in a serpentine manner, looking sideways out of the cockpit. During the serpentine, you have to be careful not to let the tail move too quickly—in any direction.

My tailwheel CFI told me, “Taxiing a tailwheel airplane is very much like pushing a shopping cart backwards,” in that you have to anticipate the need for corrections and use just enough rudder pressure to maintain control.

After my first lesson I understood what he meant—and I submit that it was more like pushing a shopping cart backwards while wearing heels for the first time. (To the guys reading this, think of your daughters, girlfriends, and sisters learning to walk in heels—there is a reason we hold your arm when we go up and down the stairs.)

Before 1965, most all flight training was done in tailwheel-equipped aircraft—mostly Piper and Cessna models. As tricycle-gear aircraft became more popular, tailwheel training became more specialized, and harder to find. It can be a challenge to find a tailwheel-equipped aircraft to rent to build your hours. In addition, some schools have them for dual instruction only because of insurance reasons.

The bonus of tailwheel training is that it improves your rudder skills—and for this reason there are many people who say tailwheel training makes a person a better pilot. You can think of it like knowing how to drive a five-speed manual transmission—it’s a great skill to have, and can be an awful lot of fun.

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, training, aircraft, avionics, and more may attempt to answer your question in a future article.

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