by Pete Schoeninger
© Copyright 2023. All rights reserved!
Published in Midwest Flyer Magazine June/July 2023 Digital Issue
Q) Occasionally I see floatplanes lift one float a few seconds before the other while taking off. Why?
A) Sometimes, more often than not, when heavy, a floatplane pilot will accelerate to nearly stall speed, then lift one float. Doing so reduces the water drag from two floats to one float, allowing a little more acceleration to just past flying speed, allowing lift off.
Q) I see 100LL avfuel for sale at anywhere from $4.50 to $7.00 per gallon within a 200-mile radius of my home airport. Why so much variation in aviation fuel prices?
A) A large part of retail fuel prices is the cost of method of delivery to your airplane. A 100LL self-service facility that only has one pump, one tank, and one hose has relatively few expenses. But often the location of storage tanks requires fuel to be delivered to airplanes by a dedicated truck. This means there is a truck to buy, maintain, insure, and have a qualified driver (lineman) on duty, whether or not there are lots of customers. These costs must be included in the price of fuel. Additionally, there may or may not be an office with coffee, restrooms, newspapers, heat and lights, receptionists, weather computers, etc., none of which are free, and must be included in the price per gallon.
Most 100LL fuel is delivered to airports via 8000-gallon capacity tanker trucks. The wholesale cost, and trucking costs do not vary a lot between vendors. But with a fluctuating market, if an FBO mis-times a purchase, they may pay as much as $.50 per gallon more than the competitor down the road who buys a few months later, or earlier.
Q) A few years ago, you wrote that a used Piper Warrior was possibly a better buy than a Cessna 172, even though they offer similar performance and weight carrying. Do you still have that opinion?
A) Yes, if you do not need the spin certification that the C172 provides, and the Warrior does not. The C172 also allows easier access in and out of the cockpit with its two doors, but two doors let in a little more noise versus the one door on a Warrior. The Warrior has more fuel capacity than older C172s. I’ve owned and flown both and a good version of either is much better than a beater of the other. There were lots more C172s sold than Warriors, so there are fewer used Warriors available, but they are worth the look.
According to the Spring 2023 Aircraft Bluebook (www.aircraftbluebook.com), the difference in retail price for an “average” 1975 model C172 versus a 1975 Warrior is about $40,000. The difference increases a little with newer models to about $50,000 in 1985 models to $60,000 for a 2005 model. The Warrior was somewhat overshadowed by the Piper Archer, a good airplane that is 95% identical to the Warrior, except it has a larger engine and carries more and sold better.
Q) I occasionally keep my C182 at my farm. A friend has suggested that I file a form 7480 with the feds to let them know about my little strip, which really is just a big hayfield. I’m told this is only for registration. I’m not about to ask the feds to approve my strip as an airport. I am not a fan of big government looking over my shoulder. Is there a reason why I should consider this?
A) With the avionics you undoubtedly have in your C182, such as ADS-B, the feds can watch you, like it or not. If they see you going off a radar screen into an area that does not have a landing strip, they may wonder if you’ve crashed, or are up to some illegal activity. I suggest you consider getting an opinion from your state aeronautics office. They are usually very helpful with issues like this, and probably have a “feel” for how similar situations (airplane at home) are reported in your area.
Q) Someone told me that in almost every case when an airframe manufacturer offers a model with two different engines, the more powerful version almost always outsells its weaker version. If this is true, could you give an instance?
A) Cessna manufactured the C172 with either 160 or 180 hp engines from 1998 thru 2012, when the 160 hp model was discontinued. The 180 hp version continues to be in production to this day. In older models, Piper offered the Cherokee Six with either 260 or 300 hp engines from 1966 thru 1978, at which time, the 260 hp version was discontinued. Beech offered the C33 Bonanza for a while with 225 and 285 hp engines, and the 285 hp version was the sales winner!
Q) Did Beech ever make a Bonanza certified in the aerobatic category?
A) Yes, in 1968, 1969, and 1970. Their model number was E33C and F33C, and about 30 aircraft were built.
EDITOR’S NOTE: Pete Schoeninger is a 40-year general aviation veteran, starting out as a line technician as a teenager, advancing through the ranks to become the
co-owner and manager of a fixed base operation, and manager of an airport in a major metropolitan community. Pete welcomes questions and comments about aircraft ownership via email at PeterSchoeningerLLC@gmail.com
DISCLAIMER: The information contained in this column is the expressed opinion of the author. Readers are urged to seek the advice of others, including flight instructors, licensed aircraft technicians, airport managers, fixed base operators, and state and federal officials. Neither the author, Midwest Flyer Magazine, Flyer Publications, Inc., or their staffs, employees or advertisers assume any liability for the accuracy or content of this column or any other column or article in this publication.
