When they’re looking for a good used plane to buy, many would-be owners gravitate to the best-known models. That makes sense in a way. The chances are good that a model that is well-loved will live up to its billing and deliver a fantastic flying experience.
But the problem is that the crowd favorites wind up selling for more. It’s about as simple a case of supply and demand as you can get. The Cessna 182 Skylane and the Beechcraft Bonanza are two cases in point. The 1964 Skylane I bought earlier this year cost about $20,000 more than it would have just a decade earlier. And when a good used Skylane shows up on the market, it doesn’t last for long, and buyers typically get their asking price, or more.
But in the case of the Skylane or Bonanza, there are alternatives that aren’t as popular or as pricey. Sometimes this has to do with speed or utility. Mid-’60s Bonanzas cost a lot more than late-’50s models do, and not just because they’re new but also because they’re faster. For those buyers who are willing to be 10 or 15 knots slower, there are excellent alternatives to the Bonanza, and sometimes that might mean an older Bonanza. Alternatives.
Before you start looking for a plane, it’s important to be clear about what you’re going to use it for. You might want a used Cirrus SR22, but if your most common trips are going to be 400-mile jaunts or less, then you’d probably do just as well with a used, lower-cost and lower-upkeep model like an older Mooney M20 that will get you to your 250 nm destination a little later and with less room but for pennies on the dollar. I could go even further and say that many pilots would be wise to consider a good used two-seater. It’s no secret that pilots who have four- or six-seat birds overwhelmingly fly with a bunch of unoccupied seats. A two-seater, many will find, fits the bill for shorter, fun flights or even for the occasional longer voyage.
There are a few other factors to weigh when you’re narrowing your search terms. First, remember that buying the airplane is only part of the cost of owning a plane. How much fuel it burns and how expensive it will be to maintain are equally important factors to consider.
Another big question is, how readily available are parts? Interestingly, this is not always closely related to how old the plane is; some older planes are easy to get parts for, and some newer models are tough. And consider cost, too.
Finally, the condition of the plane you buy is critical to the purchase decision. If you were to get a plane with unknown or unrevealed problems, you could spend a lot of dough getting it back up to snuff. Engine and prop are a critical part of that calculus. The flip side is, if you’re willing to fly a plane with older paint and a less-than-chic interior, you could save a huge percentage of the purchase price because of factors not directly related to the flyability or mechanical soundness of the plane.
With all that in mind, check out our list of 10 great used planes that are not on everybody’s radar. There are a couple of well-known models that are readily available and cheap to buy, and there are some oddballs you might not have given a second thought to, until you looked more closely. In some cases, those birds can be the Avis Rent-a-Car of used planes, the number-two choice, like a Champ compared to a Cub. Sometimes there’s a lot to love in the path less traveled.
Happy hunting.
—Isabel Goyer
You might find it odd that we’re grouping these two classic Cessna singles, as the 170 is a taildragger and the 172 a tricycle gear plane, but the two share so much in common it’s fair to say that they are two sides of the same coin. The 170 is, of course, the immediate predecessor of the 172. That first tricycle gear plane was little more than a 170 with a nosegear bolted on. Still, despite the similarities, the personalities of the planes are very different.
One is a fun, sporty grass strip time traveler, and the other is a utilitarian jack-of-all-trades that’s equally at home as trainer, IFR platform, short-haul transportation plane or just a weekend fly-thing. Both have their limitations, but for pilots who don’t need more than they offer, it’s hard to beat the value of an all-metal (or in the case of early planes, mostly metal), proven, supremely easy-flying four-seater with great visibility and a heritage that would make any owner proud. Earlier 172s and all 170s came with a Continental six-cylinder engine, the O-300, up until 1968, when Cessna switched to Lycoming power.
Cessna discontinued the 170 in 1956, shortly after the introduction of the 172, which would go on to become the most-produced plane in aviation history with upwards of 50,000 built, mostly in Kansas. The 170 has soldiered on as a beautiful (its rounded vertical tail is pure flying perfection) alternative, one that borders on being an antique but still has a clean, modern look to it that attracted pilots 60-some-odd years ago. And both planes are quite affordable, in part because of their sheer numbers. You can find decent examples of either plane starting at around $27,000, a price that many owners in waiting can afford and that is sure to hold steady or increase in value over time even as you fly them, be it from a remote grass strip or the less-romantic-but-more-convenient paved runway of the local airport.
Read more about the Cessna 170
Photo by wiltshirespotter - CC BY-SA 2.0/FlickrIf you enjoyed reading about some of the cheapest planes available, try these next:
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What about the Ercoupe?
I also trained and got my Private in a Piper Colt PA22. No flaps, but she would come on down when the power was chopped. A good teacher for stalls and maneuvers. When the instructor got out for my solo, I thought that first takeoff at 500fpm was zooming.
The second plane they named, you mean?
Ercoupe was included. soloed in a PA18…on skis. All those listed were from my early years in flying.
No Piper Cherokee 140? $20K-$30K puts them on the list but at the top end. Flies nice and is good looking with wheel pants.
I love the Cessna 140 great all around plane. A blast to fly
Please be aware these are the average prices for average condition. It’s reasonable to expect $2-3K for your annuals, and if it’s near an engine overhaul when sold then several times that.
Sure miss my Colt, N5178Z…
It would be interesting to see a list like this with a side bar giving estimated costs for engine rebuilds, Stits or Ceconite recovering and maybe a worst case scenario where both of those and a major structural repair like replacing a wood spar or rusted tube components. Or show a representative budget for addressing all these issues over time.
I traded my 150 and little cash for ’60 model C175 skylark. Has a Sportsman STOL kit
Out performs most C172’s for a fraction of their asking prices.
Love my skylark!!
I owned an AA-1A for 18 years and it was perfect for my VFR flying. It was only when I was ready to become an IFR pilot that I upgraded to an Archer.
Low cost of maintenance and a great owners group makes keeping it in the air not costing an arm and a leg.
The Luscombe performs a little better than a Cessna 120 or 140 in my opinion. I have a 150 hp Citabria and its not any more fun than either of them although I can climb at a 1000 feet a minute ☺️
I had a Stinson 108-1 back in the 70’s, bought it for about $3500. I think they are still relatively cheap. The Franklin engines are a downer when looking for parts.
I learned to fly in a Cherokee 140 (and a 150 and 172) at Ryan Field in Tucson, Arizona. My friend and instructor, Hal Goddard (whom I nicknamed “The Albatross”…he smiled when I first called him that…and accepted me calling him that…in private conversation) put me through intense training…always emphasising that you’d better pay attention and learn something new every time aloft. I did…and still do because of Hal.
The Cherokee 140 was mechanically top notch ….but it sure looked like hell. It needed a paint job….seriously needed a paint job. Also…it will stay at 50 kts. on the runway with your feet gently relaxed applying the brakes….I found out. Hal……smiled……we had enough runway left to become airborne.
I miss my friend and mentor. I’m a better pilot because of his patient instruction and way he trained me to eventually feel like I was part of the sky. His instruction in the Aerobat 150 saved my life later as I found myself upended in the air one day. Long story…thank you Hal.
Taylorcraft??
The 2 seat Grummans are considerably cheaper than some on this list.
7 gph for a 100 hp Cessna 150 ? More like 5.5 to 6.
Tri Pacer?
Cessna 120 for me. Dad bought it for $2000 with a run out engine. He spent another $1300 for a freshly overhauled C85-12 (1969 prices) I never appreciated the gift I had been given.
The first hour of dual in it my usual instructor was overbooked, so the instructor I got had only flown trikes. I did’my know any better, and the first maneuver we did was a ground loop (no damage).
My first airplane was a Stinson 108, followed by a Cessna 120, and finally a straight tail Cessna 150. All great airplanes and lots of fun. Loved flying them all, but am without today, having sold my 150 which I had for 26 years. In the market but cannot decide, but hedging toward another Stinson.
I still fly a stinson 108 and have for the past thirty one years , bought it as an interim aircraft and the silly old thing just stuck . Its a capable backwoods aircraft for two people and everything you need , tent, bags , chairs , real camp stove ,table , and cooler with food and beverage and ice , the old girl packs this kind of load in and out of back country strips with a smile .it burns 8.5 an hour @117 to 120 mph not fast but usable . As to the Franklin, I have found most parts are available and can be shipped overnight , also the smoothness and sound adds to that smile . Don’t have to fly one , I choose to .