The search for the perfect plane is as old as personal flying itself. The difference between today and 1930, to use a random year as an example, is that instead of being limited to a handful of models, there are choices galore for pilots looking to get into a good pair of wings.
A surge in flying and airplane building throughout most of the 1960s and 1970s is largely to thank for the tremendous supply of good used airplanes, as is the fact that airplanes, unlike many hard goods, can be fixed and updated much the same as houses can. Examples of perfectly restored planes from 1903 to present around the world are proof that good airplanes don’t fade away if there’s someone willing to put the effort and investment into fixing them up.
That one word, “investment,” is key here. We know that pilots have different budgets and different needs, and since it’s impossible to catalog every model, we decided to offer a greatest hits of used planes running the gamut from an entry-level choice at $20,000 to a million-dollar dream ride. We know we’ll get a lot of emails from our readers pointing out that we missed an obvious choice for one niche or the other, and we welcome it all. Please tell us what favorite used model you think we should have included and why.
For those pilots just looking to get into ownership, this is a great place to start.
—Isabel Goyer
It seems anything Roy LoPresti touched was automatically a work of art. LoPresti transformed the stodgy GA Traveller into the Tiger with a series of much needed aerodynamic modifications, mostly by hanging a carbureted, 180 hp Lycoming O-360 on the nose.
LoPresti also boosted fuel from 38 to 52 gallons, made a few cosmetic changes and wound up with a carefree, fixed-gear/fixed-prop flying machine capable of 135 knots cruise on only 180 hp.
LoPresti redefined “sporty” with the sliding-hatch Tiger. The nosewheel was full-castoring, so all directional control on the ground was with asymmetric braking, allowing 180-degree reversals in the airplane’s wingspan.
If it wasn’t raining, you could taxi with the hatch all the way back for maximum cooling. You could even leave it open a few inches in flight or more.
Back in the ’70s, I flew at least 50 air-to-air sessions, flying echelon on a Tiger photo ship with the hatch full back. The hatch remained solid as a rock throughout. The AA5B made a great photo ship as long as you held position slightly above the leader’s wing.
Tigers were tough birds in other respects, as well. The main wing spar was a steel tube that ran from wingtip to wingtip. Wing skins were bonded rather than riveted in place, one reason why the AA5B is so aerodynamically efficient. A downside was that field repair was a challenge if the aircraft was damaged.
The little Grumman featured the quickest ailerons of any non-aerobatic, certified single on the market. I have it on good authority that the AA5B was capable of a beautiful barrel roll when no one was looking (or even if they were).
Your first flight in a Tiger will convince you of its true nature. It’s as playful as a Malamute pup, though it won’t lick your face. For pilots whose tastes run more toward fun than utility, it’s tough to beat a Tiger.
Price: 1975 – $35,000; $1993 – $75,000
Loved flying the Tiger, and it’s not a bad traveling machine for two plus baggage. Takeoff and climb performance degrade quickly at higher density altitudes though. I would judge the Tiger the best “value” on this list if you can find one in excellent shape.
Note also that early model Cirrus SR22 (mainly the G1 versions) are priced competitively with what you cite for the 1990s Bonanza models.
Tiger is a great plane and the one I flew could get just about 140 knots TAS at 8500ft on a good day but was guaranteed to get at least 135. If I remember correctly the canopy could only be opened about 12″ or so in flight period, not fully back. Also Lopresti did do the clean ups to the plane but some of the features such as the castering nose wheel were already there. His major add to the plane was the redesigned cowling used on both the Tiger and Cheetah. As far as the airleron response it had push rods so the controls were tight. But I would put a Bellanca Viking and the early Bonanzas up against the Tiger for aileron response any day. by the way my three top favorite single engine planes are the V Tail Bonanza, Bellanca Super Viking and the Tiger AA5-B.
Aerostar. Fastest twin and at a bargain price
Still factory supported
Beech Sierra/Sundowner one of the most overlooked aircraft. Great cost and capabilities!
Bonanza of any version is high on value in my opinion. I have owned two and flown many more. But I always flight planned for 168 knots and any of the 285hp versions would nail that every time. A very honest airplane with exceptionally smooth control response.
I owned a Piper Cherokee 140 for years and it was a very solid airplane. I had very few problems with her. You could not describe her as fast but she was very dependable and cheap to operate.
Cessna 182RG – with full fuel (80 gallons), 150 knots at 6-9000′, 1000 fpm climb at 100 kts, room and useful weight for 4 mid-sized adults and baggage. At 11.5 gph, can fly way farther than the passengers can.
Reims Cessna FR172 Rocket is the best for me.
210 hp fuel injected 6 cylinder, 4 adults + full fuel take off distance 200 m.
Cruise at 115-120 KTAS @ 9 USG @ 7000″.