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Aftermarket Stars: Six Used Airplane Bargains

Stars of the used market can make great bargains.

Photo by Jim Raeder|

The used airplane picture has gone through some big changes in recent years, and none have been more dramatic than those that have occurred in the market for piston airplanes, which are still selling for far less than they did before the downturn of 2008. While certain brands and models of used airplanes are in greater demand than others for a variety of reasons, others are surprising values, sometimes because there’s a more popular choice in the same niche, as is the case with the Aeronca Champ, which is often overlooked by buyers who have their hearts set on a Piper J-3 Cub. You’ll find that the same is true with every airplane in our lineup here.

When looking for a used plane, it’s critical to take in the whole picture. Buyers need to factor in required repairs (a pre-buy inspection by your mechanic, not theirs, is critical), with existing engine life and condition constituting the most critical factors. Then you need to add paint and update the interior, if necessary or desired. Next is an analysis of the avionics, which vary greatly from airplane to airplane. Sometimes a portable GPS will complete the package; other times, you’ll want an entire avionics makeover with flat panels, engine monitoring equipment and a new autopilot, improvements that can add a third or more to the purchase price.

An airplane that’s been pre-updated with avionics and an overhauled engine can be a great bargain, as you’ll get the benefits of the new equipment at a fraction of the cost. For project airplanes, getting them updated and overhauling the engine can raise their cost substantially, while still making them tremendous bargains compared with new models.

Check out these six aftermarket stars down below.

Cessna 180 Skywagon

Rugged and Reliable

A larger, more capable derivative of the popular Cessna 170, the Cessna 180 was introduced in 1953. Like the 170, it is a high-wing, single-engine airplane with conventional landing gear — the standard for its era. The design of the 180 was strong enough that its tricycle counterpart, the 182, became one of the most successful airplanes ever built.

While the Cessna 180 has not been produced for more than three decades, it is still many pilots’ favorite. The tailwheel configuration allows for better handling on unimproved surfaces and makes the gear easy to convert to floats and skis. The 180 also carries a heavy load, and the massive flaps allow for slow approach speeds and high sink rates, letting the humming six-cylinder Continental engine power the airplane into and out of pretty much anything that can be considered an airstrip.

Since the 180s on the market all have aging airframes, they come in various configurations and conditions. Many modifications were made through the years, the most significant of which were done by 1965. Most 180s seat four people, but some later versions have seats for six. If you are looking to do off-airport flying, you should search for a 180 with tundra tires, Cleveland brakes and a beefier tailwheel.

The panels of the early model 180s were very bare by modern standards. Most GPSs installed in 180s are at least a decade old. Unless you absolutely love flying by pilotage or VORs, panel upgrades are worth looking into.

Despite the aging fleet, 180s command high prices because they are in short supply. A decent 180 will set you back around $100,000, and if you want an upgraded one, you can expect to pay another $50,000. If you are lucky, you can find an early generation 180 for as little as $60,000, but you will likely have to put a lot of work into it. — Pia Bergqvist

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(Photo by Scott Slocum)

Cirrus SR20

Modern and Fast on a Budget

The Cirrus SR20, a four-place, 200 hp, fixed-gear composite single, is in many ways the most revolutionary light general aviation airplane of the past 30 years. Compared to the 200 hp Piper Arrow, a popular legacy sheet-metal “high-performance” retractable gear four-seater, the SR20 is about 15 knots faster with a much roomier cockpit, modern avionics, simplified engine operation and terrific fuel economy.

Arguably the most noteworthy feature of the SR20 is its cabin, which is incredibly roomy by light GA standards. That Cirrus accomplished this while also making it a 145-knot cruiser is remarkable. With a lot of glass, there’s great visibility; the seats are very comfortable and crash-worthy, with strong belts; and the interiors hold up very well.

The SR20 is an excellent cross-country airplane, with typical cruise speeds of around 145 knots, great avionics and decent range. Earlier models, those built in 2003 to 2005 in particular, can be had for around $160,000 with a brand-new engine, prop and chute. The whole-airplane recovery parachute system in the SR’s add value but also periodic maintenance costs.

The airplane is an excellent IFR cross-country mid-performance platform that is great for two adults and bags or two grown-ups and two small children. For a $150,000 airplane, the SR20 has an impressive amount of capability, and the Continental IO-360 six-cylinder, 200 hp model is smooth and fuel efficient, though expensive to overhaul.

There are many SR20s on the used market, and sellers price them aggressively — we’ve seen them as low as $100,000 with a run-out engine — or by taking care of all the necessities and still charging a competitive price, making the SR20 an excellent option for pilots looking for sleek and modern transportation. — Robert Goyer

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Piper PA-46 Mirage

Pressurized Travel for Less

Piper’s goal with the pressurized, six-place PA-46 Mirage, introduced in 1989, was to take a good airplane and make it even better. That’s sometimes easier said than done, but the changes Piper made to the original Malibu on which the Mirage is based exceeded customer expectations. These days, early Mirages can be had for well under $300,000, making them an exceptional value when you consider what you’re getting for the money.

Part of the lasting appeal of the Mirage, which remains in production to this day, was Piper’s decision to retain everything buyers loved about the Malibu and fix the things they didn’t. Piper switched from the troublesome 310 hp Continental TSIO-520 to the 350 hp Lycoming TIO-540, upping the Mirage’s cruise speed from 200 knots to 215 knots without sacrificing range despite the higher fuel burn. Piper chose to retain the PA-46’s long, thin wing, which has a high aspect ratio that provides a somewhat bumpier ride in turbulence but offers better high-altitude efficiency. The engine-wing combination gives the Mirage a range of about 1,055 nm, which is remarkable for a cabin-class piston single with a 25,000-foot ceiling and respectable useful load.

Another significant change was to the quality and appearance of the interior and furnishings, which were lacking in the original 1984 Malibu. The result is that coveted example of a good design made better through refinements rather than wholesale design changes.

Many current Mirage owners have made cockpit improvements, adding Garmin GNS 430 or 530 navigators in some and upgrading to Aspen or Garmin G500 glass in others. Bottom line, if you’re ready to move up to the flight levels in an airplane that can do it all in pressurized comfort, the Mirage makes a persuasive argument that one engine is better than two. — Stephen Pope

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(Photo by Jim Raeder)

Cessna 172 Skyhawk

All-around Value

In production from 1956 to today, with a 10-year break starting in the mid 1980s, the Cessna 172 Skyhawk is in many ways the epitome of the light general aviation airplane. With four seats, enough power to make it a passable transportation machine, legendary flying manners and a sterling safety record, the Skyhawk has a lot going on for pilots looking for an affordable recreational flier or short-haul transportation machine.

There are lots of 172s out there too. With about 43,000 Skyhawks produced over the years, the airplane is in plentiful supply in the existing airplane market, at least in theory. In fact, many of those airplanes are long gone, and of the ones still around, later models are desirable to most prospective buyers. Problems include crumbling interiors, antiquated avionics and corrosion. For our money, the best value in a Skyhawk can be found in those built in the last 10 years of original production, from the mid ’70s to the mid ’80s.

The other star is a new production (pre-2005) model with the BendixKing Nav II (not G1000) avionics package. Those airplanes are well-equipped and capable and will likely require little additional investment if the engine is good.

The good news is that more recent Cessna 172s are outfitted with one of the best engines in GA history, the four-cylinder carbureted Lycoming O-320. A low- to mid-time engine with a factory overhaul or one completed by a quality shop can greatly add to the security of the buy.

Prices for Skyhawks remain reasonable, with a plentiful supply and a soft market. That said, the fleet is aging at a rapid pace, and the best 172s are being snapped up by flight schools and personal buyers looking for an airplane that can do a lot for a relatively small investment. — R.G.

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Beechcraft B55 Baron

Affordable Twin Redundancy

After half a century of production, the Beechcraft Baron has established itself as one of the best twin-engine airplanes ever produced. The B55 may lack some of the creature comforts and higher power of its newer family member, but the airplane offers great utility.

With a generous fuel capacity, owners have the option of excellent range or heavy-load carrying. The club seating was an offering for Barons with a larger fuselage, but the B55 also has space for up to six seats. Depending on the model year, it was offered with either 260 hp or 285 hp Continental engines. Beechcraft mass produced the B55 Baron in the late ’60s and early to mid ’70s, and there are still many good ones available.

The B55 was designed well, and few aftermarket STCs exist. The most common one is the Colemill conversion, which traded up the engines and added winglets. Colemill, which is no longer in business, also had an option for tip tanks. Another aftermarket option is vortex generators, which decrease the stall speed and allow for landings on shorter runways. Avionics upgrades are likely the most popular modifications for the airplane. Since panel space comes at a premium, Garmin’s G500/600 series has been popular of late, as have Aspen’s tubes.

One curiosity about the Baron, like the Bonanza, its single-engine sibling, is the throwover yoke, a standard design for the B55. Dual controls were an option, and conversions are still available if you prefer having two yokes.

Baron owners love the redundancy of two engines, but with twice the fuel burn and essentially twice the maintenance costs of single-engine pistons that produce similar speeds, twin ownership can get costly. The good news, however, is that you can buy a Baron relatively cheaply. A nicely upgraded B55 can be found for about $125,000. — P.B.

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(Photo by Paul Bowen)

Aeronca 7AC Champion

The Other Two-Seat Taildragger

It’s no wonder nonpilots often confuse the Aeronca Champ with that other favorite post-war trainer, the Piper J-3 Cub. Both are rag-and-tube, tandem-seat taildraggers that rolled out of their respective factories in eye-pleasing shades of yellow. But despite appearances, Champ owners know a secret that even many J-3 aficionados haven’t caught onto yet — in some important ways, the Champ is the better airplane.

The first 7AC Champ flew in 1944 with a 65 hp Continental A65 engine, two seats, fabric-covered wing and fuselage, and control sticks — all hallmarks of the J-3 design. But the Champ has a roomier cockpit and can be soloed from the front seat. The pilots also sit a touch higher and farther forward over a subtly drooped nose, giving the Champ exceptional forward visibility.

The Champ incorporates an improved door that’s less drafty than the J-3’s; more forgiving landing gear; and carb heat, magneto and fuel selector knobs conveniently positioned next to the pilot’s left hip. There’s no electrical system in the 7AC Champ, so unless you opt to upgrade your airplane or buy a later version of the Champ with an electric starter, you’ll have to get used to hand propping.

The original 7AC weighs about as much as a Cub with a similar useful load. Thanks to slightly improved aerodynamics, the Champ is about 5 knots faster in cruise. As far as inflight handling, there’s not a huge difference between the Cub and the Champ. Both are well-mannered.

Aeronca built more than 7,200 of the original Champ, and it’s not hard to find a good one these days in the $20,000 to $30,000 range. Project airplanes can be had for much less, while fully restored Champs normally top out at $40,000. That makes them a bargain. — S.P.

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(Photo by Jim Raeder)

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