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Budget GPS
I liked your article on GPS budget upgrades in the February issue. We have an Apollo loran-a real pain to operate-coupled to the autopilot in our 1978 A36 Bonanza.It does its job but I would love to upgrade. Which brings me to your article.

It seemed to me that you shorted Honeywell/Bendix/King a bit. I checked the internet (www.aircraftspruce.com) and they advertise a KLN 89B IFR for $2895 (maybe an overhauled unit, its hard to tell) and a KLN 90B overhaul for only $2595.

Why would these two units not be a better deal than some of the others you listed from Garmin and UPSAT/Apollo? I understand the comm issue, but if your radios are okay, why not try…

Across the board, we think the Diamond Katana and Cessna 172 turn in the most impressive safety records.

Twin Costs
Rick Durdens article on owning a twin is a confirmation of my own experience. I operated a 1985 Saratoga SP for five years and my costs averaged $70 per hour. I was told that a twin would cost three times as much to operate. But, of course, I thought that was impossible.

I purchased a 1985 Seneca III two years ago and guess what? The average cost has been $195 per hour. Gas and oil cost is double and insurance and maintenance eat up the rest. I have had better luck than Durden in that my Seneca is an extremely reliable airplane. During the last 600 hours, I have only been delayed twice for mechanical problems.

Aside from the operating cost, I agree…

The handheld VHF radio market has been largely ruled by Icom and Sportys but recently, a surprise manufacturer appeared on the aviation scene.

This fall, Yaesu USA introduced the VXA-100 aviation handheld. This itty bitty radio caught our attention in a big way, so we decided to have a look. The Yaesu literature was so bold as to invite comparison to the handheld icon, the Icom IC-A22, so we decided to put both to the test.

Expect to pay the same for an IC-A22 or a VXA-100, from around $460, with standard accessory set. Theyre available from Aircraft Spruce, Pacific and Gulf Coast Avionics, Tropic Aero or almost any mail order pilot outfit. The Yaesu may be harder to find, since…

Most pilots acquire (and discard) a variety of view limiting devices over the years. The logbooks often label the column for ersatz instrument work as under the hood, but these contraptions actually fall into three separate categories: sun visors with a thyroid condition, glasses of one sort or another and appliances that look like left-over props from a 1940s Creature Feature.

Each type of view limiter has inherent strengths and weaknesses. Some simply do a better job within those constraints. Given the number of entrants in this field, youd have to conclude that either the Alphabet Groups are wrong and every adult in the entire free world is in flight training or this is a p…

[IMGCAP(1)]Cessna really got the basic four-place, fixed-gear single formula right with the two mainstays of its line, the 172 and 182. Both designed more than 40 years ago, both are now back in production and selling remarkably well, albeit not as we’ll as Cessna had hoped (in 1999 Cessna delivered 452 Skyhawks and 248 Skylanes). Without doubt, these airplanes are classics, and are some of the all-time most popular light aircraft ever built. Production of the 182, by the time the line closed down in 1986, had topped an astonishing 22,000, a mark beaten only by… you guessed it: the Skyhawk, and the 150/152.

Both 172 and 182 share a trait that has guaranteed their success over the years:…

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The Piper Tri-Pacer is not what one would call a modern-looking airplane. Short-coupled, with stubby, strut-braced wings and thick-looking tricycle landing gear, the tube-and-fabric four-seater seems a bit dowdy.

It certainly has come in for more than its share of abuse, giving rise to charming appellations like Flying Milk Stool, Slow-Pacer, Flying Brick and Three-Legged Hog.

But owners delight in the airplanes pleasing mix of reasonable performance and load-carrying capability combined with low purchase prices and rock-bottom operational costs.

And theyve got a point. The Tri-Pacer can cruise faster than a vintage Cessna 172 while using from seven to nine GPH. It…

[IMGCAP(1)]The 36 series Bonanzas have a deserved reputation as one of the best single-engine airplanes ever built. Offering superb workmanship, fine handling and performance, and such high-class features as club seating and a separate set of doors for the passengers, the 36 series is highly sought after by pilots, many of whom regard them as close to the ultimate single-engine IFR airplane.

History
The Bonanza, in one form or another, has been in continuous production since 1947, when the first V-tail was built-an astounding fact in itself. The 35 Bonanza was the first high-performance postwar single, and was markedly different from the average light airplane of the day. Base…

[IMGCAP(1)]The Beech Bonanza has always been considered the very top of the line in single-engine aircraft, and the top of the Bonanza line for almost 20 years have been the A36TC and B36TC turbocharged long-fuselage straight-tail models, which remain in production to this day. (The normally aspirated 36 is really in a different class and thats why its covered in the previous chapter.)

The 36 turbos offer a sizeable cabin, good high-altitude cruise numbers and the security of the straight-tail design. They have held their value extremely well. But the A model had serious range shortcomings, and both aircraft tend to run hot and fall short of rated engine TBO times.

Genealogy<...

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Pilots browsing through the light turboprops as a natural step up from a piston twin might be drawn to the Mitsubishi MU-2s by the lure of dazzling speed, unbeatable short-field work and a less-than-shocking purchase price. However, the airplane has a reputation as being hot and dangerous. Most owners attribute this to bad press, but the press had to come from somewhere: in this case, it was the accident rate, which was very high in the early years-so high that the FAA considered requiring a type rating for the MU-2. That never came to pass, however.

So, is the MU-2 unsafe? Owners universally say no, but…. The but is the need for initial and recurrent training. One…

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One thing above all else makes an airplane work we’ll as a business transport: High altitude capability. It means that much of the weather can be flown over, which can make all the difference between getting there and staying on the ground. While turbocharging will get the airplane up to altitude, its pressurization that makes the experience attractive to the executives occupying the cabin.

Enter the 340. Its a relatively economical way to go for a company with a need for a pressurized twin. Though not without its shortcomings-most notably certain loading limitations and an overly complex fuel system-the 340 is nevertheless a fine airplane, one that fits its mission well….

[IMGCAP(1)]The Champion Scout, introduced in 1974 when Champion was part of the Bellanca Aircraft Corp., was designed to compete with Pipers popular PA-18 Super Cub for laurels in the light utility marketplace.

The Scout and the Cub, joined later by the Christen (now Aviat) A-1 Husky, exist primarily to serve as aerial jeeps or compact pickup trucks. But they also appeal to a number of sporting pilots for use on the back forty or to transport fishing or hunting gear to remote islands in the North.

History
The 8GCBC Scout was introduced as the newest member of the Bellanca Champion line in 1974. Initially a dirt-simple airplane aimed at the bush and light aerial application…