Photo Gallery
Aircraft Types Flown
Note: This album is best viewed on a large screen or device. Captions will cover the picture on small mobile devices.
This album is a collection of the various aircraft types I’ve flown and instructed in throughout my career (each with a detailed caption). While it is not comprehensive, it is in chronological order from the first type I flew onward. Wherever possible, I’ve used photos of the first specific example of a given type which I actually flew. As of mid 2025, I’ve flown 157 aircraft types (but am always looking to add more to further expand my knowledge and experience). I’ll keep adding photos here as I fly new types. If you have a unusual or unique aircraft you’d like me to fly/evaluate, please let me know.
For those wondering, I only count a new type as “flown” if I’ve done both a takeoff and a landing in it as PIC and/or as sole manipulator of the controls. Some types seem similar and in most cases I do not count sub-types as separate from one another. But, if a sub-type has different engine(s) or horsepower/thrust sufficient to change the aircraft’s performance, operating speeds, weight limits, and/or handling characteristics, I will separate it. In the case of jet aircraft that might seem “the same,” because they share a common Type Rating, I separate them only if Differences Training is required by the FAA. If I have to study, learn, and train for those differences, its because they are different! In a few cases, I’ve included a sub-type below that I would not count in my running total of types flown (but has been included for completeness, especially in terms of the aircraft line I primarily specialize instructing in, Cirrus Aircraft). In all cases, the detailed captions provide full explanations.
Click on any image below to see a larger version, including a descriptive caption.
Cessna 150 & 152 Commuter/Aerobat Series
N50292 was the 1968 Cessna 150 I used for my Private Pilot checkride in Feb. 1990. I'd also used it for much of my training in the fall & winter of 1989. It was still in its original paint at the time. I did my first solo in a different C-150 (same year & model though). I flew all sorts of variations of the Commuter, including the C-150 (100hp), the C-152 (110hp), C-152-150 (150 hp), and the Aerobat (an aerobatic version) throughout my Private Pilot training. I would eventually teach in all of them, as well.
Piper Cherokee Series
The Piper Cherokee Cruiser was the first low wing aircraft I checked out in (5 days after my Private Pilot checkride). I used them to build some of my cross-country time toward my Commercial Certificate and eventually did a lot of teaching in them, as well. I've flown several sub-models of the original Hershey-Bar wing Cherokee lineup, such as the Cherokee 140, 150, 160 and Cherokee Cruiser.
Bellanca 7GCAA Citabria
Within a couple weeks of becoming a Private Pilot, I took my first tailwheel and aerobatic lesson, flying this Bellanca Citabria (7GCAA) in March 1990. Having logged PIC time in this plane a year prior to the enactment of the Tailwheel Endorsement requirement regulation, I am grandfathered in and am not required to hold a Tailwheel Endorsement. But, I loved tailwheel flying immediately and I've flown as many taildraggers as I can get my hands on ever since then.
Piper Warrior & Cadet Series
I first checked out in the Warrior I (150hp) and Warrior II (160hp) in the Spring of 1990. I flew them throughout my instrument training and earned my instrument rating in one. I would eventually instruct in them for hundreds of hours. The Warrior grew from the Cherokee, but had a much longer and tapered wing and was a superb aircraft to both learn and teach in. I also taught in the Cadet and Instrument Cadet (CADI) versions while teaching at UND in 1997-98 (including the one pictured here).
Piper Tri-Pacer
I first flew the PA-22 Tri-Pacer in the Summer of 1990 and used one to build time in that summer. Piper's "Milkstool" might not be the prettiest airplane ever built, but they are fine aircraft and remain a great value to this day.
Cessna 172 Skyhawk
The Cessna 172 Skyhawk is the most produced aircraft type in history. I first flew one in the Fall of 1990 and would later use one throughout my Instrument Flight Instructor (CFII) training. Thereafter, I would teach in them for hundreds of hours and fly so many versions and sub-models of them that I lost track. I flew this one while working as an independent CFI in Indiana in 1994-95.
Piper Tomahawk
I first flew a PA-38 in the fall of 1990 (just once). When I began flight instructing actively in 1993, they were the first planes I provided dual-instruction in (including the first time I soloed a primary student). I taught in both the Tomahawk I & II versions (including the very one pictured here).
Cessna 172RG Cutlass
In the Spring of 1991 I began training for my Commercial Certificate in the Cessna 172RG Cutlass. It was my first complex aircraft type. As you can see, Cessna's high-wing singles had very unique gear retraction systems. I took both my Commercial and initial Certified Flight Instructor checkrides in the Cutlass and later taught in them, as well.
Cessna 140
In the Summer of 1991 I flew a C-140 for the first time. It would be 30 years before I flew another one (this one, in 2021), but enjoy them very much. Great little runabouts and tailwheel trainers.
Schweizer 2-33
In the Summer of 1992 I earned my glider rating in this Schweizer 2-33. I did my first glider flight and first glider solo in her, as well. Far from high-performance gliders, the 2-33 is a classic and proven glider trainer, nonetheless.
Schweizer 1-26
After soloing in the 2-33 glider trainer (in the Summer of 1992), I began flying the single-seat 1-26 model to log solo flights towards my glider rating. These were pretty sporty little gliders. This was my first takeoff in one, just as I started to roll on the single main wheel, being towed behind a Piper Pawnee.
Piper Turbo Aztec B
In Jan. 1993, I began training for my multi-engine rating in a PA-23-250T (turbo-charged B-model) Aztec, similar to this one. I would soon take both my Multi-Engine (Commercial) and Multi-Engine Instructor (MEI) checkrides in that plane. Soon after, I would begin teaching in it, as well. The nickname "AzTruck" is fair, given their big size, heavy handling, and load hauling capabilities.
Piper Aztec F
In the summer of 1993, after graduating college, I began teaching in an Aztec F. The F was significantly different from the earlier Turbo B model I learned and taught in. The F had normally-aspirated engines, a longer wing, tip tanks, an enlarged counter-weighted stabilator, a more streamlined and smaller nose, and many other refinements. It was a better trainer than the Turbo-B for those reasons, in my opinion.
Piper Arrow
I first flew a PA-28R-201 Arrow in the fall of 1993, soon after graduating from Indiana State University. However, I flew them extensively while instructing for the University of North Dakota in 1996-97, such as in this photo taken at Denver Centennial Airport (APA) while teaching a week-long instrument cross country course to these two students (from Grand Forks, ND to Phoenix, AZ and back). I taught in both Arrow II & III models.
Cessna Cardinal (150)
In Dec. 1993, I began instructing an instrument student in this 1967 C-177 Cardinal (the original 150hp version). These were a little underpowered, but far roomier and sleeker than the typical Cessna 172.
Beechcraft D-35 (V-Tail) Bonanza
The first model of the famous V-Tail Bonanza I flew was a 1953 D35 model in 1994. The early V-Tails are still some of the loveliest handing aircraft ever built and were incredibly efficient for their time. The D-model was powered by a Continental E-185 engine (205hp for takeoff, 185hp continuously) with an electrically controlled prop. Don't be fooled though, this one has had a 3rd side window added that was not on the production D-model.
Schleicher ASK-21
The ASK-21 was my introduction to high performance gliders and I first flew them out of the National Soaring Center (Harris Hill) in upstate NY in May, 1994.
Beechcraft Musketeer
N7923L (an A23-19 model) is the only Musketeer I've flown, but I flew it a lot between 1994 and 2004. I provided primary and instrument instruction to its owners, as well as recurrent training. Roomy, rugged, and honest, but certainly no speed demon.
Mooney Executive 21
The M-20F was the first Mooney model I ever flew. In late 1994, I checked out in this 1975 model and did some corporate flying in it. The Executive 21 was a well appointed version of the short-body M-20. I love Mooney's for their efficiency and speed, but do not fine them particularly comfortable. Note, on this one, the 3rd side window is fake (painted on).
Cessna T210 Turbo Centurion
The C-T210 was the first large cabin (6-seat) single-engine aircraft I'd flown and first did so in late 1994, when I was an independent CFI in Indiana. All C-210's are very truck-like in their handling, but also very stable instrument platforms.
Cessna Cardinal II (180)
While flight instructing independently around my hometown in Indiana in 1994-96, I taught regularly in this 1974 C-177B Cardinal II (a 180hp with constant speed prop version). The horsepower boost and adjustable prop made the Cardinal a different animal from the earlier 150hp version and a real joy to fly and teach in. I logged many hours in this one personally, too, including on this flight with my soon-to-be wife (summer 1996). I experienced my first true emergency in this plane, as well (detailed in "A Dark, Stormy Night" in the Published Works article achieves).
Bellanca Super Decathlon
In April, 1995 I checked out in the 8KCAB model (aka: Super Decathlon) that was nearly identical to this one. I used it to really refine my (up to that point) limited tailwheel and aerobatic skills. Soon, I was also teaching in it, offering introductory tailwheel and aerobatic lessons to my clients. Later, in 1996-97, I was teaching the aerobatic and CFI spin courses at the Univ. of North Dakota in these, as well. They are fantastic aircraft for that purpose and a blast to fly.
Piper J-3 Cub
In the summer of 1995, I began teaching in the most universally recognized small aircraft ever built: Piper's J-3 Cub. I was flying mainly an early 1940 model with the original 65hp engine and no electrical system. I was teaching tailwheel endorsement courses out of a tower controlled field, using light gun signals for communications with the control tower. I've flown and taught in other J-3's occasionally over the years.
Socata Rallye 235
The Rallye 235 (earlier known as the Gabier) is a rare aircraft in the U.S., but I had the opportunity to fly this one in Indiana (of all places), during my time as an independent CFI there in 1995. Its one of the most interesting and unique single engine aircraft I've ever flown with its aerodynamically controlled leading edge slats, rugged trailing link landing gear, and serious STOL capabilities. It was a lot of fun to fly.
Piper Archer
In the Fall of 1995, I flew an Archer (PA-28-181) regularly. Not giving instruction, as would probably be assumed. Instead, I was flying Fall Foliage Flights for a local FBO over the brilliantly colorful Hoosier National Forest in southern Indiana.
Cessna 172XP Hawk XP
Cessna's R172K (aka: 172XP) sported a 195hp 6-cylinder engine and constant speed prop. It was meant to fill the void between the C-172 and C-182. Its a highly under-rated aircraft, IMO. I flew this one often throughout late 1995 & early 1996 (and occasionally until 2001). I was usually teaching its owner, who later bought the first Cirrus I ever flew.
Piper Lance (Straight Tail)
The Lance exists in many quite different versions. I checked out in a PA-32R-300 Lance in early 1996. This is a straight-tail, normally-aspirated, Hershey-Bar wing version.
Cessna 421B Golden Eagle
This C-421B is the first "cabin class" twin I flew. I was hired to fly it in Air Ambulance operation out of New Orleans Lakefront Airport (NEW). I did so throughout the summer of 1996. The 421 was also the first pressurized and high-altitude capable aircraft I flew and I earned my High Altitude Endorsement in it.
Beechcraft King Air 200
The first turbine-engine aircraft I ever flew was a King Air 200 while working at the Air Ambulance in New Orleans in the summer of 1996. I have flown them several other times since (usually for something related to my aviation writing activities).
Piper Pacer Conversion
I've owned this PA-22/20 Pacer Conversion since 2023. But, I first flew one in 1996 in North Dakota. The 22/20 is a Tri-Pacer converted to a taildragger (Pacer) configuration. However, they have many significant differences from the original PA-20 Pacer. Pacer conversions can also be very different from one another and I've flown several with various engine options, various landing gear options, and various wing and tail modifications.
Piper Super Cub
I taught in this PA-18 Super Cub while working for UND during the 1996-97 school year. I taught the tailwheel course and conducted CFI spin training. My students and I flew it into remote crop-duster airstrips and I probably did a few hundred spins in it too. I have a single instructional flight in my logbook (in "Sioux 66") which included 36 landings!
Piper Seminole
The PA-44-180 Seminole was the multi-engine trainer during my time at UND (1996-97) and I taught both multi-engine (commercial) and multi-engine instructor (MEI) courses in them. Not as burly as the Aztecs I learned and taught in earlier in my career, but a good training aircraft at a fraction of the operating expense.
Lear 55
My first turbojet aircraft was this Lear 55, which I flew for a Fortune 500 company in the fall of 1997. This was an early Straight-55 (which lacked the inverted-V dorsal fins of the later 55A and subsequent variants).
Lear 35
I flew the Lear 35 for the same company as the 55, but we did different things with it. In this 35 (an A-model variant), we did both cargo and passenger charter, but very little corporate flying. I got more hours in the 35 than any other Learjet I flew (mid 1997 through early 1998).
Lear 24
While flying Lears actively (1997-98), I alternated between the 35A and this 24 (a D-model variant) frequently. This is likely the highest performance aircraft I'll ever fly. Its straight turbojet engines and light weight gave it incredible acceleration and overall performance. On one flight we took off from Des Moines, IA at Max Gross Weight and leveled off at 43,000 feet only 12 minutes later! It was both incredibly loud and consumed fuel at an alarming rate!
Beechcraft 1900D Airliner
The Beech Airliner was my introduction to FAR-121 airline flying. I flew it for a bit over 3 years, half of which was as a Captain and Line Check Airman. I logged about 2,500 hours in them in that time (1998-2001) for Skyway Airlines (the Midwest Express regional airline affiliate). We flew them hard, usually at least 4 legs a day and sometimes as many as 10 legs (per crew...so at least double that, per plane)! No autopilot, no GPS, no flight attendant, and no lavatory on board! Beautiful flying aircraft through and incredibly reliable. We trained in simulators, but took our checkrides in the actual aircraft, usually in the middle of the night, when the planes were not being used for revenue passenger service.
Mooney Allegro
The Mooney M-20J model was the first of the long-body Mooney's I got to fly. I first flew this one in 1998, when it was brand new aircraft. A big improvement in comfort, handling, and speed over the older short-body Mooneys. M-20J's went by a few other names (201, MSE, MSE Limited), but the Allegro was the final and most well equipped variant.
Cessna T182RG Turbo Skylane RG
While working as a Regional Airline First Officer, I continued to flight instruct on the side (both independently in southern Indiana and at my airline base in Central Wisconsin). One of my WI clients at the time had a C-TR182 (a turbocharged 182RG) that I was all too happy to learn and provide him instruction in.
Cessna 180 Skywagon
I was introduced to the mighty Cessna 180 Skywagon by a retired United Airlines pilot in the summer of 2000. There is a reason these big, rugged, utilitarian taildraggers remain in high demand almost a half-century after their production ended.
Cirrus SR-20 (Gen. 1)
N189CD was the first Cirrus I flew, in Jan. 2001 (just 18 months after the first production version was delivered). It was Serial #80 and had been purchased by a client of mine in Indiana (who waited 5 years for the plane he ordered to become reality!). When I realized just what a leap forward in technology for general aviation these aircraft represented, I got very excited about them and started flying and teaching him in the aircraft as often as my airline schedule would allow. I had no idea at the time, that I would be furloughed from that airline job within the year and go to work for Cirrus. Then, of course, start my own training company specializing in Cirrus training and services. I would later fly many SR-20's even older than this early model, including several within the first 10 Serial Numbers (and, specifically, Serial #009 extensively). While the MGW of the SR-20 was increased multiple times throughout the Generation 1 & 2 production run (1999-2007), both generations had the same overall handling and performance.
Douglas DC-9 (-30 Series)
My first "big jet" was the DC-9 (-30 Series), first flown in the summer of 2001, after completing new-hire training at Midwest Express Airlines. I eventually flew most of them in the "MidEx" fleet. We trained in simulators, but also did a training flight in an empty aircraft before carrying passengers. That training flight included multiple touch-n-go landings!
Douglas DC-9 (-10 Series)
My first flight in the "baby DC-9" was on a standard revenue passenger flight during my Initial Operating Experience (IOE) as a new-hire First Officer (summer 2001). The -10 flew a lot differently than the -30, as it was shorter, lighter, had a much higher thrust-to-weight ratio, and lacked leading edge slats. At the time, Midwest Express had several of the oldest DC-9's in the world, including this one (the oldest one, Serial #002, the 2nd DC-9 built, a 1965 model). Serial #001 had crashed during certification flight tests and this one was then used to complete the program before starting its career with Eastern Airlines.
Cirrus SR-22 (Gen. 1)
After receiving my post-9/11 furlough notice, I quickly secured an interview with Cirrus Design Corp., in Duluth, MN. As part of the interview, I flew an SR-22 for the first time (Oct. 2001). In fact, this specific SR-22, (which began life as an SR-20, but was soon heavily modified into the SR-22 prototype). While employed with Cirrus, I flew N140CD frequently, as the company was using it to gather data and wanted it airborne as often as possible.
Diamond DA20-C1 Katana Eclipse
While training a Cirrus SR-20 client in July 2002, he invited me to fly his first aircraft (this DA20-C1). The C1 variant has a whopping 56% more power (125hp) than the original DA20 (80hp). It also incorporated different wing sweep and improved flaps. All of which make it perform significantly better and make it a much more versatile trainer than the original DA20. His example had originally been in the Univ. of North Dakota's training fleet at their Crookston, MN branch campus program (hence the "ND" registration number).
Lear 25
In the fall of 2003, I was asked to do some contract flying on this Lear 25 (a B-model variant). I studied the aircraft and did a checkout flight in it. Over the following year, I flew it on a number of occasions, when called upon to do so. Like the smaller Lear 24, it utilized powerful straight turbojet engines, was very loud, very thirsty, but an incredible performer.
Lancair Columbia 350
In Jan. 2004, I was invited to evaluate this Lancair Columbia 350, which was the primary competitor to the Cirrus SR-22 at the time. I enjoyed the aircraft very much, but found it slightly inferior to the SR-22 overall (less roomy, much smaller windows, far narrower at the pilot's feet than hips, a little lacking in elevator authority at landing speeds, and no parachute system). The 350 didn't go far in the market in spite of eventually being purchased by Cessna who improved it and marketed it as the Cessna Corvallis 350.
Cessna 170
In Feb., 2004 I was training a Cirrus client who owned this classic 1952 Cessna 170. We used it daily to commute from his farm airstrip to the local airport. I found the aircraft's handling to be pleasing in every way.
Cirrus SR-22 (Gen. 2)
In April 2004, I picked up this factory new SR-22 G2. It was one of the earliest G2's produced and represented a big improvement in the SR-22 line, with better aerodynamics (especially firewall-forward), improved speed, and was also the first version incorporating the Avidyne Entegra flightdeck as standard equipment.
Cirrus SR-20 (Version 2.0 and Gen. 2)
While I don't consider the V2.0 of the SR-20 to be a different type than the original SR-20 (no airframe, engine, or performance differences). It did incorporate a new electrical system to match that of the SR-22. The SR-20 Version 2.0 was a short lived variant (produced for about 1.5 years), then superseded by the SR-20 Gen.2 (which was the introduction of the Avidyne Entegra flightdeck into the SR-20 line). I first flew this V2.0 in May of 2004 and the SR-20 Gen.2 soon thereafter.
Cessna CE-550B Citation Bravo
In April 2004, I accepted a job with CitationShares, who operated a large fleet of various Citation models in a fractional ownership program and charter operation. I was assigned the Bravo (CE-550B), which was a moderized version of the Citation II, with a full glass advanced flight deck and efficient high-bypass turbofan engines. After earning my Type Rating in simulator training, this is the first example I flew in revenue operations (in May 2004). I would eventually fly them for about 500 hours, half as co-pilot and half as Captain.
Boeing 717
In May 2005, I was recalled to Midwest Express (renamed Midwest Airlines, by that point). Their DC-9's had been replaced by new Boeing 717's (an aircraft certified as the McDonnell-Douglas MD-95 before their merger with Boeing). I trained to fly them throughout that summer. The Midwest fleet of 717's eventually grew to 25 aircraft and I flew them until Nov. 2008 (when the company began to furlough pilots, including myself, again, due to the Great Recession). They are absolutely wonderful aircraft. In spite of only 200 being built, they stayed in heavy use with AirTran, Delta, and Hawaiian Airlines (and several small foreign carriers, as well). Between 2005-2008, I flew nearly 3,000 hours in them.
Globe Super Swift 210
In the fall of 2007, a Cirrus client of mine decided to purchase this stunning 1946 Globe Super Swift (upgraded to 210hp and with dozens of other after-market modifications and improvements...all certified). I trained in the aircraft, ferried it from TN to WI and then trained him to fly it. I've remained highly involved in flying and helping manage the aircraft for many years since. One of my favorite aircraft of my entire flying career. Fast, crisp handling, gorgeous lines. It's a plane you wear like a glove, that responds to your every command instantly. All Swifts remain highly sought after today, more than 3 generations after the last one was built in 1951! I've since flown and taught in several other GC-1B-210's. While I'd flown in a couple other Swift's prior to this one, I was either not yet a pilot or was not operating the controls myself. Those examples were also fairly original, low horsepower examples of the GC-1B.
Cirrus SR-22TN (Turbo-Normalized) & Gen. 3
The first example of the SR-22TN I flew was in March of 2008. Coincidentally, this was also the first SR-22 Generation 3 aircraft I flew. The Tornado Alley Turbo-Normalizing system was first certified as a STC-modification for Gen.2 SR-22's, but delivered as an after-market option only. It became a factory-installed option on Gen.3 SR-22's or as an after-market installed modification on Gen. 1 through 3 SR-22's. This one was installed by the developer, Tornado Alley. The TN version transformed the SR-22 into a Flight Levels capable aircraft and boosted its maximum speeds to as high as 215 Knots TAS. A major jump in performance and versatility. The Gen.3 version upgraded all aerodynamics, changed the building materials to graphite composites, and slightly modified the control system, as well.
Beechcraft S35 Bonanza
The S-model of the V-tail Bonanza was the first to use the Continental IO-520 engine (285hp). It also incorporated a gross weight increase, a longer interior cabin, a long 3rd side window, and an optional 3rd row of seating (5th & 6th seat). I flew this example in Oct. 2008 for a magazine article I wrote thereafter (as well as instructing in it later). This 1965 model had also been modified with after-market winglets. It flew beautifully and displayed all the wonderful handling manners that V-tail Bo's are famous for. See Published Works, Pilot Reports.
Lear 60
Shortly after my second airline furlough, I returned to full-time self-employment, which included some contract flying in this beautiful Lear 60. It is, in fact, the very last “straight-60” to roll off the assembly line (2006 model). Thereafter, the model 60XR took over the production line. I first flew it in Feb. 2009 and many times throughout that year.
Pilatus PC-12 [45]
In March 2009, I flew this Pilatus PC-12 for a magazine article I wrote (see Published Works, Pilot Reports). It is a /45 variant, which included many refinements from the original /42 model. These giant turboprops handle very easily and land slower than many single engine aircraft 1/3rd their size.
Cessna 185 Skywagon Amphibian (300)
I flew this beauty in April 2009 for a magazine article I wrote (see Published Works, Pilot Reports). It had been fully restored, upgraded with 300hp and fuel injection, and fitted with modern composite Aerocet amphibious floats. I landed it on pavement, lakes, and even a sea-plane landing lane (ditch) in Texas.
Mooney Bravo
The M-20M Bravo was the first "big engine" (270hp) Mooney I flew. I taught an extended mountain training course in it in April 2009. It was well-equipped and, like all Mooneys, very fast and efficient. It was also certified for flight into known icing (FIKI) via its TKS "weeping wing" anti-ice system.
Cirrus SR-22SC (Supercharged)
In May, 2009, I traveled with a client to pick up his SR-22 that had just been modified with a (then new) after-market Supercharger system (allowing it to maintain sea-level power to appx 7,000'). I then instructed him through a mountain training course across the southwestern US, as we both learned to manage and make the most of this major performance modification. The system remains available for installation on any Generation, normally-aspirated SR-22.
ERCO 415-E Ercoupe
Famous for having no rudder pedals, I was excited to finally get to fly this oddly configured aircraft in June 2009. I flew this 415-E Ercoupe for a magazine article I wrote (see Published Works, Pilot Reports). The earlier model Ercoupes have become popular as Light Sport Aircraft (LSA), but the E-model is too heavy to fit within that category. The plane was built as a D-model in 1946, then upgraded to E-configuration years later.
Cessna Mustang
In June 2009, I flew this CE-510 Mustang from northern MN to AL with its owner. We made a few stops along the way for me to practice approaches and landings. I later provided advanced avionics training to other Mustang owner/pilots, as well. While they certainly have their limitations, the CE-510 is an excellent platform for owner/pilots looking for multi-engine jet safety and speed in a small and manageable package.
Beechcraft Super King Air 200XP
In June 2009, I flew this amazing Super King Air 200XP for two magazine articles I wrote (see Published Works, Pilot Reports). The aircraft featured some significant upgrades over a standard 200, including the Blackhawk XP engine & prop upgrade package, and an Avidyne Entegra full glass cockpit (the first King Air so equipped).
Vans RV-7A
In July 2009, I flew a friend's recently completed RV-7A. This was my first experience with any aircraft in the Vans Aircraft line of experimental aircraft. With 200hp and a constant speed prop, it was an excellent performer, but their small wing gives them quite a power-off sink rate.
Vans RV-8A
In Sept. 2009, I flew another Vans aircraft (this RV-8A), also built by a friend. Even with less horsepower than the RV-7A (180hp), the -8 is a better performer thanks to its narrow fuselage and tandem seating arrangement. This example is a real beauty in every way.
Boeing-Stearman N2S-3 Kaydet (220)
In Sept. 2009, I attended the Stearman National Fly-In in Galesburg, IL. I flew this Navy N2S-3 (220hp) version to several airstrips in that area. This was my first time flying a genuine "warbird" of any kind and was an absolute blast to fly. This also resulted in me writing an article about the experience (see Published Works, Pilot Reports).
Socata TBM-700 (C2)
In Sept. 2009, I flew this TBM-700. It is the C2 variant, which has an increased gross weight from the C1, as well as the large rear entry door introduced on the B model. Regardless of features, all the 700's were game-changing for the business turboprop market. Fast and powerful, with single-engine efficiency. They fly nicely but are absolutely in need of a well trained pilot to manage the power, speed, systems, and spirited handling.
CubCrafters Carbon Cub SS
At an aviation trade show in the summer of 2010, I was given the opportunity to fly and evaluate this Carbon Cub. What's not to like about a thoroughly modern Super Cub, made from carbon fiber with modern digital instrumentation and avionics? I found everything about the aircraft pleasing.
Piper Mirage
This PA-46-350P was my introduction to Piper's M-series in Aug., 2010. At the time, I had no idea that the following year I would go through a formal training course in a brand new model and soon make the entire PA-46 line a focus of my instructional activities for a few years.
Piper Saratoga II HP
The Saratoga is similar to the Piper Lance I'd first flown in 1996. However, like the difference between the Cherokee and Warrior lines, the Saratoga evolved from the Lance, but incorporated a much longer tapered wing. This one, which I flew in Aug. 2010, is a 1993 model and was the first Saratoga II HP Piper produced.
Piper Matrix
In Sept. 2010, I was hired to teach in this aircraft because I had both PA-46 experience and was actively teaching Avidyne's R9 avionics suite at the time. R9 was an option on the Matrix, which was a non-pressurized, lighter, and simpler version of the Mirage. Technically, a Matrix is a PA-46R-350T. While they had more useful load than the pressurized versions, it probably wasn't enough gain to justify the loss of pressurized comfort. It was not a big seller for Piper.
Cirrus SR-20 (Gen. 3)
In Dec. 2010, I traveled to New Zealand & Australia to teach in various Cirrus'. It was in NZ that I had my first opportunity to fly & teach in a 3rd Generation SR-20 (this one). The SR-20-G3 was a major upgrade. It had three feet added to the wingspan, taller landing gear, multiple aerodynamic and handling improvements, and an upgrade to the Garmin Cirrus Perspective avionics suite. Its looks, capabilities, and handling were greatly improved by this generational leap.
Cessna 421C Golden Eagle II
Also while in New Zealand, I got to fly this beautifully refurbished 1978 421 C-model. The C model was quite different from the B-model I flew Air Ambulance in the 1996. It has a totally different fuel system (including elimination of the tip tanks), new trailing-link landing gear, and many other refinements. Lots of fun flying it around northern NZ.
Cirrus SR-22T (Turbocharged)
In mid-2010, Cirrus introduced the SR-22T with a factory turbocharged engine, a small HP boost, and several operational differences related to the newly certified engine. It was introduced on the G3 airframe and carried forward from there. The first one I flew was this one (in May 2011) for an Australian client who'd hired me to break in the engine and delivery the aircraft to CA for him (in preparation for his trans-Pacific ferry flight to OZ). The foreign registration generated all sorts of comments from controllers and other pilots everywhere I flew it.
Cozy Mk.IV (180)
For a time, I had a client who'd built this fascinating Cozy Mk.IV. I provided him instrument instruction in the plane. This was the first canard-wing, pusher-engine configuration plane I flew. They are incredibly efficient, but require a lot of runway length for their weight and are not particularly comfortable, in my opinion. First flown in June, 2011.
Beechcraft King Air 250
In the summer of 2011, I was asked to fly and evaluate the new King Air 250, then write a magazine article about it. I inspected this aircraft (the very first 250 built) at Oshkosh AirVenture that Aug., then flew it a few days later. It was a fantastic upgrade model for current 200 owners, but I was disappointed they'd chosen to stick with the dated Collins ProLine 21 avionics suite when more intuitive and capable systems were available by then. Nonetheless, its performance improvements were quite impressive, especially at altitude. See Published Works, Pilot Reports for the article.
Airbus A-320 Series
In early 2011 I interviewed with the still-new airline, Virgin America. I was offered a position and began training to fly their Airbus A320-series aircraft in Sept. 2011 (flying one for the first time in Nov. 2011). This is one of the earliest ones from the VA fleet, landing in San Francisco, which would be my airline base while flying them for the next decade. I flew variants with the original winglets (like these), the Sharklet wingtips (tall blended winglets), and the ETOPS version.
Airbus A-319
Virgin America originally operated a mixed fleet of A320 and A319 models. Pilots trained on the A320, then completed Differences training to qualify on the A319. I first flew the A319 model in late Nov. 2011. I took this photo from the cockpit jumpseat of an A320, while flying a parallel approach into SFO's Runways 28L/R with this company A319.
Cessna 172SP Skyhawk SP
The "Special Performace" (SP) version of the classic Cessna 172 was introduced in 1998. It has a significant horsepower boost (180hp), and a higher gross weight, and increased climb and cruise performance than previous 172 models. This is the first one I flew, in Feb. 2012.
Piper Aerostar 700P
In Oct. 2012, I flew an Aerostar for the first time (this one). This PA-60-700P was the final production model of the Aerostar and was sometimes called a "Superstar." It had the biggest engines of any production version (350hp, turbocharged, and counter-rotating). All Aerostars were well known for their high speeds and challenging single-engine handling. This one would cruise at nearly 250 MPH TAS.
Cirrus SR-22 & SR-22T (Gen. 5)
This is the first SR-22 G5 I flew, while teaching at a Cirrus Proficient Pilot Program (CPPP) in CA, in April, 2013. The G5 incorporated way too many changes to list here. As a result many operational factors changed, including max flaps speeds, many V-speeds, approach speeds, and the height of the landing gear.
Eclipse EA-500
In Feb. 2015, I flew this Eclipse (very light jet) to evaluate for a magazine article I wrote. The Eclipse had a challenging gestation and only about 250 were produced. For any failings they had in achieving their full potential because of that, they fly very nicely and are incredibly efficient for a twin jet. See Published Works, Pilot Reports for the article.
Dakota Cub Super 18-180
In March, 2015 I flew this custom built Dakota Cub. Boasting 180hp and fixed leading edge slats, it had incredible performance (including a stall speed around 20 knots!!). I evaluated the aircraft for a magazine article that can be found in the Published Works, Pilot Reports section of this site.
Sonex Sport Trainer (Tricycle Gear)
In May of 2015, I began a writing project with Sonex Aircraft. The first component was to go through their customer training course and fly the 3 primary models they produced kits for at that time. The first was their basic trainer model, the tricycle-gear version of the Sport Trainer (ST). An honest flying little aircraft with an 80hp AeroVee (VW clone) engine.
Sonex Waiex (Tailwheel)
After the Sport Trainer checkout, I repeated the process in the Waiex. The Waiex is a Y-tail version of the ST and flies very similarly, but I used their tailwheel version to up the challenge and to prepare me for the next Sonex aircraft (see next slide).
Sonex Onex (Tailwheel)
The final Sonex I flew in May 2015 was this Onex. As a single seat aircraft, the checkout is just a ground briefing, of course. Using the same 80hp engine, its performance was excellent. It handles in a very fun and sporty way. Its also the lightest aircraft I'd ever flown, with a maximum gross weight of only 950 lbs. All three of the Sonex models here have that same 80hp AeroVee engine, which turns counter-clockwise...meaning all require left rudder on takeoff and climb, versus the opposite for most U.S. aircraft.
Comp-Test TsT-14J BonusJet
In March 2016, I resumed the writing project I'd begun with Sonex Aircraft the prior summer. The next step was to fly this custom-modified motor-glider. It's small piston engine had been replaced with a retractable PBS-100 turbojet engine. Flying it allowed me to learn the engine's operations, which I could then take to the single-seat SubSonex with me. Also, since I was already glider rated, and the aircraft is turbojet powered, I was able to also take a check ride in this unconventional machine to earn my Type Rating in it.
Sonex JSX-2 SubSonex
Also in March 2016, after earning my Type Rating in the Comp-Test TsT-14J motor-glider, I was signed off to solo and self-train in this SubSonex. After two solo flights to perfect my flight and landing maneuvers, I took my checkride (both recorded with onboard cameras and observed from the ground). After which, I wrote multiple published articles about the experience and the aircraft. See Published Works, Pilot Reports.
Flight Design CT-LS
The CT-LS is a light sport aircraft (LSA) that's also a popular training aircraft. I had an opportunity to sample this one in May 2016. They fly much better than they look like they would and are also quite roomy for two inside.
TEMCO Swift 145
By Nov. 2016, when I first flew this Swift 145, I'd been flying various Super Swift 210's for many years. Yet, I'd never flown a Swift in near-stock configuration. It was fun learning and teaching in this much lower-performance type Swift, with only 145hp on tap and no speed modifications. It was very closely configured to how it was built in 1948.
Grumman TBF Avenger [General Motors TBM Avenger]
In May 2017, I had the privilege of flying this WWII combat veteran aircraft. The majority of Grumman Avenger torpedo bombers (including this one) were actually built by General Motors, under contract, and designated TBM (versus TBF for a Grumman-built version). The Avenger is massive, weighing almost 20,000 lbs., with a 1,900hp, 18-cylinder engine. They fly like a dump truck; lumbering and very heavy on the controls. What an experience, nonetheless. See Published Works, Pilot Reports.
Airbus A-321NEO
In the summer of 2017, Virgin American Airlines became the world launch customer of the Airbus A-321NEO (New Engine Option), powered by huge CFM LEAP-1A engines. I first flew one in June 2017, as a First Officer. A few months later, I upgraded to Captain and continued flying them until circumstances made it necessary for me to change fleets in late 2021. It remains my all-time favorite airliner that I've flown. This photo is of my last flight in the A-321NEO. It was taken as I was making the final turn in the River Visual 19 approach into Washington National Airport (DCA). A good friend, knowing I was inbound on my last flight (on this fleet) had positioned himself perfectly to capture this photo for me.
Howard 500
After Oshkosh AirVenture 2017 concluded (in Aug), I flew this immaculate Howard 500 to the Minneapolis area. This was for a magazine article. The HW-500 is exceedingly rare with only 17 built and this being 1 of only 2 airworthy examples at the time. While big, complex, powerful (5,000hp), and fast, it flies as beautiful as it looks in all respects. Sadly, the type just came too late to compete with the business jets and turboprops that were just coming to market at the same time. See Published Works, Pilot Reports.
Cirrus SR-22 & 22T (Gen. 6)
In Nov. 2017 I was going through Captain upgrade training in the Airbus A320 in Miami. On an off day, I had my first opportunity to fly a G6 version of the SR-22T. They look the same as a G5, but they are not. A big gross weight increase changed most of the operational limitations and the avionics suite was upgraded to the then-new Garmin Perspective Plus.
Kitfox Model V
I flew this Kitfox Model-5 for a magazine article. It was professionally built by a factory employee and beautifully crafted inside and out (including a full Garmin glass panel). Testing it's STOL capabilities, I made one of the few off-airport landings of my career in it (pictured here in May 2018). See Published Works, Pilot Reports.
Beechcraft King Air 350-XP67A
In June 2018, I was asked to fly & evaluate a newly certified upgrade package for the King Air 350. Blackhawk Aerospace had just certified their XP67A package for that aircraft, which including bigger engines, 5-bladed composite props, and far more power available when at altitude. The package transformed a stock King Air 350 into the fastest King Air available (which previously had been the bragging rights of only much smaller King Air models). See Published Works, Pilot Reports.
Cirrus SR-20 (Experimental Engine Test Bed)
In the summer of 2019, I was hired to be a contract test pilot for an upstart aviation engine manufacturer. Their engine test-bed aircraft was a Gen.1 SR-20. They equipped it with an experimental version of their turbo-diesel engine of 180hp. We overcame significant cooling challenges to get it safety to Oshkosh AirVenture that summer. Several versions of engine cowlings were tested along the way, culminating in the one pictured here. They have since certified an improved and refined version of the engine.
Cessna P210 Centurian
In July 2020, I flew this P210 for the first time. At the time, it was still powered by its original engine (a turbocharged Continental TSIO-520 of 310hp). Honestly, I thought the airplane was a bit of a dog. It climbed slow, even at light weights, and the pilot has to struggle constantly to keep engine temps in check. Additionally, its max cabin pressure in only 3.35psid, meaning at/above 20,000', the pilot should still be wearing oxygen because the cabin pressure is lower, but still at/above 10,000'. Visibility is also quite poor, IMO. This is a beautiful example of a P210 and comfortable, but not what I would choose in this category.
Cirrus SF-50 Vision (Gen. 1)
In July 2020, I flew a VIsionJet for the first time. I was beyond impressed with its design, ergonomics, avionics, and capabilities. Easy to fly, as well.
Cirrus SR-20 (Gen. 6)
The G6 SR-20 was introduced in 2017 and incorporated significant changes from the G3 (there were no G4 or G5 in the SR-20 line). A new engine type with increased horsepower, a big boost in max. weight, and an upgrade to Perspective Plus avionics. This is the first one I flew (in April 2021) and it was a specialized TRAC model designed specifically for flight schools. It includes a dummy landing gear system, allowing the student to learn retractable gear operations through the simulated system and the instructor to create "malfunctions" within that system.
Stinson 108-3 Voyager
In May 2021 a long time airline friend invited me to fly his 1949 Stinson 108-3 Voyager. The 165hp Franklin engine runs exceptionally smooth for a horizontally opposed piston. The main landing gear has so much shock absorption it makes the 108 one of the easiest taildraggers to land of any I've flown.
Mooney Statesman
In June 2021 an airline friend checked me out in this 1967 Mooney M-20G Statesman so that I could give some instruction to his son in it. The Statesman was a simpler and lower performance model for Mooney, at the time, in hopes they would capture more sales in the trainer market. It has a 180hp carbureted O-360 engine. The manual Johnson-bar gear retraction system is the most novel feature to this old-school Mooney model. If the bar is up, the gear is down. If the bar is down, the gear is up. 1960s ergonomics at their best! When I flew it, it was still in the original paint you see here (54 years old, at the time). It has since been repainted in a modern scheme.
Cessna 162 Skycatcher
In Oct. 2021, I checked out in the C-162 Skycatcher for one reason. I wanted to sample its totally unique flight control system, called a "stoke" (a cross between a center control stick and a yoke). Only about 275 SkyCatchers were built between 2009 & 2013.
Wag-Aero Wagabond Traveler (115)
In Oct. 2021, I had the unique opportunity to fly this historic 1978 Wag-Aero Wag-a-Bond prototype (Serial #001). This unique Traveler version also incorporates a full-length baggage area capable of sleeping 2 adults for fly-in camping trips. While fun to fly, these little machines are challenging taildraggers to land well (they are squirrelly).
Piper Clipper
In Oct. 2021 a friend checked me out in his 1949 PA-16 Clipper. As a short-coupled taildragger, the Clipper really keeps pilots on their toes throughout takeoff and landing. Note the full-span ailerons and lack of flaps. Clippers have dual control sticks and were only produced by Piper for one year before Piper introduced the more capable Pacer (PA-20).
Maule MX-7-235 Lunar Rocket
In Nov. 2021 I met the owner of this burly back-country beast and he invited me to fly it. It started life as an MX-5 model, but through a series of major modifications became an MX-7 with 235hp. For STOL work, it has extended gear, 31" tires and a heavy-duty tailwheel, extended wings (with extra fuel capacity), VGs, composite prop, and a full IFR panel. It flies and handles very nicely and takes off and lands very short!
Boeing 737-900 Series
After completing 3 months of training, the first 737 I flew was this one (a -900ER) on Nov. 23, 2021. At the time, there were a variety of -900 variants in my airline's fleet and I'd eventually fly them all (-900ER, -900S, -900W, etc.)
Boeing 737-800 Series
This is one of the special livery -800 Series 737s in my airline's fleet (the Star Wars livery). I first flew an -800 in Nov. 2021. Other variants of the -800 I've flown include the -800S, -800SFP and -800ER.
Bellanca Cruisair Senior (180)
I flew this 1946 Cruisair in Dec. 2021. Nicknamed the "Cardboard Constellation" for their triple-tail design, but made mostly from wood, they were fairly high-end light aircraft in the late 1940s. This 14-13-2 model was built with a 150hp Franklin engine, but had been upgraded to a 180hp Lycoming engine with a constant-speed prop and an extra fuel tank too. A beautiful flying aircraft, with a quirky hand-crank retractable gear system.
Boeing 737-700 Freighter
In Dec. 2021, I did my first flying in a 737-700 Freighter throughout southeast Alaska. Lots of operational differences between these and the passenger versions.
Boeing 737-MAX9
This was the first MAX-9 I flew (in Jan. 2022). It is my airline's "West Coast Wonders" special livery. I didn't fly any MAX until after the groundings and MCAS debacles had ended. As a result, I definitely prefer the MAX to the older (NG) 737s. Although it's no more comfortable or ergonomic, it is more efficient and exhibits better flying qualities, overall.
Boeing 737-700 Series
March of 2022 was the first opportunity I had to fly a -700 series passenger version. The "Baby 737" is probably the most pilot-pleasing, as its small size makes it a little more sporting to fly, climbs well, and it just flies the way a 737 should (before they were over-stretched). All of my company's -700s are -700Ws (with blended winglets).
Boeing 737-900 (Straight Wing)
In May 2022, I did my first flight in one of the oldest 737-900s in the world. My airline was the world launch customer for this model (and this is the second one they took delivery of in 2000). With just the old straight-wing and significantly lower weight limits, the Straight-900s are dated and require more finesse to fly well. By the time you read this, they will all be retired from my company, but I had an opportunity to fly them all first (including the prototype -900, which my airline operated from its delivery in 2000 to its retirement in early 2025).
Epic E-1000GX
In Aug. 2022, I flew this Epic Aircraft E-1000GX for a magazine article. WOW! What a machine. Beautifully designed inside and out, loads of power & performance, and roomy/comfortable. See Published Works, Pilot Reports.
Cozy Mk.III (160)
In Aug. 2022, I flew this Mk. III Cozy for the first time with its owner (an airline Capt. co-worker). Although only 3 seats and lower performance than the Mk. IV I'd flown previously, the III is also very efficient and just as runway-loving. It's tough to beat the Rutan-esque canard designs for speed vs. horsepower though.
Zenith 601 XL
An old friend who built this 601XL invited me to fly it in Aug. 2022. He did a fine job building it and equipped it with a certified Lycoming O-200 engine (100hp). These are fun little run-abouts and trainers. The hinge-less aileron design is unique and simple, but also contributes to a heavy control feel in roll.
Dornier Do.28
In Sept, 2022, I flew this ultra-rare machine (one of only 2 Do-28 A-models still flying at the time), for a magazine article. Big and fairly slow, but roomy and very short-field capable, it incorporates many fascinating design features. See Published Works, Pilot Reports.
Cessna P210 Centurian (Vitatoe TN550 version)
In Sept 2022, I flew this heavily modified P210. The engine upgrade to the Turbo-Normalized version of Continental IO-550 eliminated all the overheating and weak climb performance I'd experienced in this same aircraft when it still had its original TSIO-520 engine. Additionally, the panel had been made over with a full Garmin G500TXi avionics suite that also totally changed the way this plane is operated.
Aeronca AC-15 Sedan
I'd heard so many good things about the Aeronca Sedan, when the opportunity to fly one came along in Oct. 2022, I jumped on it. Built in 1948, the model AC-15 used a 145hp Continental C-145 engine. These are uncommon today. While they are slow for their HP, they have good short field performance, are roomy and a true delight to fly.
Interstate L-6
The opportunity to fly this rare (only 5 known airworthy at the time) 1943 Interstate L-6 for a magazine article fell into my lap. It was a wonderful experience and a delight to fly. Think of a Super Cub with incredible visibility and 60-degrees of flaps! An honor to fly this WWII veteran. See Published Works, Pilot Reports.
Temco TE-1A
In Nov. 2022, I was given the opportunity to fly the only remaining TE-1A (of only 2 built in 1948). This aircraft was a prototype of what would eventually evolve into the T-35 Buckaroo. Based on the basic Swift airframe, but with tandem seating and highly modified wings and tail. Originally equipped with a 165hp Franklin engine, this one now flies with a more common 210hp Continental. Roomy and utilitarian, it was a joy to fly, including through mild aerobatics and several grass field landings.
Cessna L-19 Birddog
The camera ship for the TE-1A flight was this Korean war era L-19, which I flew immediately after the TE-1A flight. Most L-19s had single controls (up front) and the rear seat dedicated to the observer/WSO. But, this example is a TL-19, featuring full dual controls and flight instruments. An honor to fly this veteran.
Piper Cherokee Six 300
In Feb. 2023, an old friend introduced me to his 1979 Cherokee Six 300. The highest HP version of the Six ever produced, it is a roomy load-hauler with solid and honest flight characteristics.
Grumman AA-5 Traveler
In Mar. 2023, I began flying this AA-5 regularly. It was the first model within the Grumman AA-series I'd flown. It is just a smile-making fun-machine. With very pleasing handling and unique features for a 4-seat GA aircraft. Its free-castering nosewheel was innovative when the AA-line was introduced in the 1970s. It has since become very common on small GA aircraft (such as the Cirrus and Columbia lines).
Aeronca 7EC Champ
In March 2023, I finally got to fly a classic Aeronca Champ. This is a 7EC model with 100hp, so it likely performed far better than the original 65hp Champs. A fun and classic little trainer.
Lancair 360 “Dingo” Racer
In Aug. 2023, an airline friend shared his speedy ride with me. Built specifically for air racing, his Lancair 360 was dubbed "Dingo." While tight inside, its features and performance were both very impressive. Fingertip light on the controls and FAST! A blast to fly.
Taylorcraft L-2M
In Aug. 2023, I flew this beautifully restored 1943 L-2M. Upgraded to 85hp (from the original 65hp) in order to accommodate an electrical system and starter, it is otherwise authentic to its WWII service in every way. It's most unique features (which are specific to the M-model) are the spoiler panels (which allowed it to plop into confined landing zones when necessary). The rear work table (allowing the observer to spin their seat around and spread out maps, etc) is also interesting.
Boeing-Stearman PT-17 Kaydet (300)
This USAAC PT-17 was restored by the same person as the L-2. It's equally perfect and authentic through and through, but upgraded to 300hp (from its original 220hp), mainly to help manage the summer heat and high density altitudes at its base of operations. As a result, it climbs with gusto. Mild aerobatics are also a breeze (no pun intended) with the extra horsepower.
Piper Comanche 260
Much like the V-tail Bonanza, the Comanche was an aircraft ahead of its time. This 1965 model had the same owner for 40 years when I flew it with him, in Aug. 2023. A comfortable and fast aircraft for its time, it remains a desirable family hauler. It displayed excellent flight characteristics and my only complaint was its limited forward visibility in nose-high attitudes.
Cessna 182 Skylane
In Nov. 2023, I finally got a chance to fly a C-182. Everyone who does, seems to love them, and I'm no exception. An honest and easy to fly aircraft with respectable performance for the HP and excellent load carrying capabilities. I've since flown other 182s (from both pilot seats) and find them very capable and enjoyable aircraft.
Beechcraft D50C Twin Bonanza
I flew this 1960 "T-Bone" for a magazine article (see Publish Works, Pilot Reports) in Jan. 2024. It is a big, burly beast, but just pure joy to fly. Light on the controls, plenty of power, and incredibly roomy. It's name implies it is just a Bonanza with two engines, but that's not even close to accurate.
Piper PA-20 Pacer 125
This 1950 Pacer (first year for the model) is the low powered 125hp model. But, the airframes were still light in that first production year. Basically, its a Clipper fuselage, but with yokes instead of sticks, flaps, and more HP. Such a fun little taildragger to fly. While I'd flown several "Pacers" before this, they were all higher powered and technically converted Tri-Pacers. The original of anything always has its own charms. First flown in Mar. 2024.
Riley TEMCO D-16A Twin Navion
Several variations of the Twin Navion were certified and produced in small numbers in the 1950s. This 1955 model was the prototype for the D-16A version and was one of only 4 known Twin Navions to be airworthy at the time I flew it in April 2024. Like the Navion it was converted from, it is roomy, has fantastic visibility, and is very pleasing to fly. It would likely struggle on a single engine, but does great on two. An honor to fly such a rare twin. See Published Works, Pilot Reports.
Cessna 337 Skymaster
I flew this 1965 Skymaster in May 2024 for a magazine article (Published Works, Pilot Reports). It was my first experience with an in-line twin and I found it to fly just like a heavy single-engine Cessna...that is, just honest and predictable. The "Mixmaster" often gets a bad rap, which as usual is undeserved.
Boeing 737-MAX8
When I first flew the Max-8 version of the 737 in July, 2024, this aircraft was brand new and only a few weeks into revenue service. Its another special livery aircraft (Honoring Those Who Serve, as a tribute to American veterans of all varieties). The Max-8 is the longest ranged of any 737 variant (at this point anyway) and, being slightly shorter, flies a bit nicer than the more stretched Max-9. It's used on my company's longest routes, such as SEA to Nassau, Bahamas and Anchorage to Chicago.
Cirrus Vision SF-50-G2+ (Gen. 2+)
When a long time SR-22 client upgraded to this Gen.2+ Vision Jet and offered to let me fly it in Oct. 2024, I jumped at the chance. The Gen.2 included greater weight, ceiling, and pressurization than the Gen.1, plus an autothrottle. But, the 2+ included a 20% boost in takeoff performance thanks to greater engine thrust optimization and the Cirrus Safe Return, emergency autoland system. The technology and capabilities of this aircraft are second to none in the category.
Diamond DA62
Diamond's ultimate twin is the 7-seat DA-62, equipped with high-tech turbo-diesel engines. I flew this one in Oct. 2024 and was very impressed with its engines, avionics, and comfort. A bit heavy in roll, but great rudder authority for engine-out operations. Amazingly efficient too, burning only a combined 15gph in high-speed cruise. I've since been able to do some teaching in it, as well.
TEMCO Super Swift 180
I first flew and instructed in this beauty on a bitter cold day in Dec. 2024. While I'd flown many Super Swifts previously, this was the first 180hp (and thus carburated) version I'd flown. Also the first with a fuselage aux fuel tank (versus wing aux tanks). The Lycoming O-360 engine provides plenty of power for a Swift (originally built with 125hp), and it exhibits all the wonderful flying qualities Swifts are famous for. Like all Super Swifts, this one is highly modified and unique in its combination of mods. No two Swifts are alike anymore.
Diamond DA-40-180 Diamond Star
This beautiful 2009 Diamond Star proved to be just a wonderful flying aircraft and so well suited for what it was designed to be (one of the safest and most docile 4-seaters ever built). I flew it in Jan. 2025 and loved every minute of it. High tech throughout, stick controlled, efficient, and specular visibility.
Socata TB-20-GT Trinidad
I'd lusted over Socata's TB series of aircraft since the 1990s, but it wasn't until Jan. 2025 that I finally got to fly one. The GT was the apex version of the TB-20 Trinidad, sporting 250hp. The flying qualities are very nice (minus heavy ailerons). It's roomy at the hips and shoulders, but surprisingly crowded at the feet. Its robust trailing-link gear make for buttery landings and were quite a novel feature on a 4-seater of its era. It does incorporate many quirky features by American standards, just to remind you of its French roots. This is a 2001 model.
North American Aviation NAvion 225
In a bit of a backwards progression, I flew the rare Riley 55 Twin Navion a year before I ever had an opportunity to fly a standard Navion, in April 2025 (go back in this list several slides to see the Twin Navion). This 1947 version was built at the very end of the North American production, just as Ryan was taking over production. It was built with an E-185 (205hp) engine, but has since been upgraded to a Continental E-225 (225hp) engine. Several other modifications increase the aircraft's utility and performance. I found the aircraft a delight to fly. Its handling is light and responsive, its cockpit & cabin roomy and comfortable. On a down side, the engine cooling is sub-optimal, making it very challenging to keep CHTs in check while climbing.
Riley 65
Riley 65s each started out as an early Cessna 310 (C-model or earlier). Riley's modifications to each aircraft were so extensive that the FAA required them to be re-certified as a separate type. In the case of this aircraft, it started as a 1956 "straight" 310 (pre-A model). Its conversion/upgrade to a Riley 65 included (among other more minor things): 260hp Continental IO-470 engines, with Rajay turbo-normalization, turning 3-bladed props. Exhausts converted to below cowl (versus over-wing). 20 gallon fiberglass nacelle tanks and a built-in oxygen system added. The vertical tail was changed from the original straight version to the swept version of D-model and subsequent 310s. The cabin extended aft, third row of seats and 3rd side windows added. A "speed coating" was applied extensively to the exterior to streamline exposed rivets and seams, reducing drag and increasing speed. The performance enhancements were obvious when flying this aircraft. A bit heavy in control feel, but otherwise a really nice flying twin, with performance way ahead of its era. First flown in April, 2025.
American Champion Aircraft (ACA) Explorer
The Explorer (Model 7GCBC) is an upgrade to the Citabria line of aircraft. But, unlike the 1960's model 7GCAA Citabria I'd flown previously, the Explorer version was introduced in the mid-1990's. Like the earlier 7GCBC it has a longer wing than the Citabria, as well as the addition of flaps (which significantly improve takeoff and landing performance). The flaps are available in 6 settings, from zero to 35 degrees. These newer 7GCBC's also have more power (160hp), numerous airframe and cabin improvements, and spring-steal gear (versus the oleo struts of the early Citabrias, which really changes their landing characteristics). They are one of the most gentle handling taildraggers I have flown. Predictable, reliable, nicely refined in their newer generations and well-proven. First flown in April, 2025.
Aeronca Model 50
In May 2025, the owner of this AR-50 hand propped the plane and sent me off in it (solo) after a few minutes of looking it over. The Model 50 was named "Chief" by Aeronca, but is usually referred to as the "Pre-War Chief" to differentiate it from the Post-WWII Chief, which shared the same name but almost nothing else. The pre & post-war Chiefs had different wings (in both size & airfoil), fuselages, landing gear, cockpit dimensions, instrument panels, fuel systems, etc. They also have different aircraft model designations. This 1938 Model 50C was built with only 50hp but has since be upgraded to 65hp. It's basic in every respect, but is a wonderful flying putt-putt. The design of its heel-brakes is pretty awful (an ergonomic nightmare), but otherwise you can't help but smile at its overall pleasing flying qualities as you cruise around at 70 MPH and land at less than 50 MPH. To date, it's the oldest aircraft I've flown (87 years old, at the time).
Swearingen SX-300
The SX-300 (aka: the Swearingen Model 29 or the SA-29) is a little rip-roaring rocket ship. This kit-built design came out in the mid 1980's. This example (kit Serial #004) was completed in 2001. It is the epitome of a sports car with wings. Compact, yet comfortable for two people, 75 lbs. of bags and 2.5 hours of fuel (plus IFR reserves). With 300hp on tap, it cruises at 245-250 KTAS at Best-Power. It's a finger-tip flown airplane with crisp & light control in all axis and is very nicely balanced. The wing is quite small, however, giving it fairly high landing speeds for its weight (100 KIAS on final, 90 across the fence). Only around 50 kits were sold, with around 40 being completed, and 20-25 known to be airworthy today. They remind me of the Lears I flew in years past...no wasted space inside. The designers put everything they needed into the smallest possible package, with one goal in mind...SPEED. A real treat to fly this rare thoroughbred machine (for the first time in May, 2025).
Cirrus SR-22 & SR-22T (Gen. 7)
Released in 2024, the Gen. 7 SR-22 & -22T are hard to distinguish from the Gen. 6, externally. However, internally, they are totally different. The Gen. 7 was reimagined and totally overhauled in both cockpit & cabin features and avionics. The avionics suite is similar to the Cirrus SF-50 Vision jet and is more capable than any piston-engine aircraft prior to it. An amazing flying and amazingly capable aircraft in all respects. I flew this one in May, 2025, teaching its owner through a transition course into the aircraft. I'd completed my own Differences Training and instructor qualification for the G7 (via computer based ground school and simulator training) soon after they were announced in 2024.
Thorp 211
The Thorp model 211 design dates back to 1945 and has been refined over the decades and marketed by several companies and under a few different knicknames (Sky Scooter, Thorpedo). Originally powered by 65hp, the most common engine soon became the 100hp, Continental O-200. The aircraft exhibits very conventional flight characteristics and also resembles a baby version of Piper's Cherokee series (because the same designer was instrumental in both aircraft). The 211's controls are very smooth thanks to pushrods versus cables & pulleys. It has the distinction of having both certified production and kit-build versions. This kit-built version was completed in the 2010's and I flew it in May, 2025 with it's 19-year-old owner! A fun little trainer, but it proved to not be quite sturdy enough to withstand the abuse of the training role and never really got a serious foothold in that market.
Naval Aircraft Factory N3N-3 (300)
No, it's not a Stearman. The N3N was both designed and built by the U.S. Navy at their own aircraft manufacturing facility in Pennsylvania (which closed in 1942). The aircraft was sometimes called "Canary" or "Yellow Bird" but was jokingly referred to as "Yellow Peril" due to its flight training role. Today, it's often just called a "Navy Biplane." This example was built in 1941. Most surviving N3Ns became crop dusters after WWII and some severed in that role well into the 1970s. In that role, most had bigger engines and sturdier landing gear installed to support the heavy loads they hauled. This example has that sort of history, now sporting a 300hp engine (built with 235hp), a constant-speed prop, and beefier BT-13 wheels/tires/brakes. While it flies similar to a Stearman, it is heavier and more rugged in both construction and control feel. Visibility is worse than a Stearman too, especially from the front cockpit, which is quite blind. From inside the deck angle seems much higher than it looks from outside. I first flew this example in June 2025 in San Diego, CA.
Aeropro CZ Eurofox
The Eurofox is a factory-built Light-Sport Aircraft (LSA) from the Czech Republic. This example is, obviously, the tricycle-gear version and is powered by a 100hp Rotax 912 engine. It flies quite conventionally, but does exhibit significant adverse yaw due to its full-span flaperons. Fortunately, the rudder is very effective to counteract that, giving it good crosswind capabilities, as well. It was a joy to fly with the full plexiglass doors opened or closed. Landing distance can easily be in the 200-foot range.