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The major things you get from buying a recent airplane instead of the older ones are the
latest flight systems and avionics, but in terms of flying characteristics, airplanes
haven’t changed much, if you buy let’s say a 1960 Bonanza instead of one built-in
2021, you will save over $500,000, and still get more or less the same performance, still,
they are as safe ones that just left the factory.
Some of the prices listed here may not exactly reflect what you'll most likely find.
The prices stated here are based on the minimum I found during my research.
and contacted some owners as well.
You might end up paying a little bit more or less, depending on the condition of the
one you found.
So, let's look at the best-used airplanes to buy today.
Beechcraft Bonanza If you decide to go back in time and buy one
of the early model Bonanzas, you might encounter the confusion of deciding whether to buy the
straight tail or the v-tail ones.
But the thing is, no matter which one you go for, Bonanzas offer a certain smoothness
of response, an almost indefinable coherence between pilot and airframe rather than simply
tactile communication with stick and rudder.
Bonanzas existed in three versions: The Model 35 Bonanza, the model 33 Debonair, and the
Model 36, which is still in production today.
The model 35 Bonanza was a relatively fast, low-wing monoplane at a time when most light
aircraft were still made of wood and fabric.
It featured retractable landing gear, and its signature V-tail, which made it both efficient
and distinctive.
The Model 33 Debonair was introduced in 1960 as a lower-priced model with more austere
standard instrumentation, exterior equipment, paint schemes, and interior fabrics and trim
than the more prestigious V-tail Bonanza.
As an economy version of the V-tail, model 33 was virtually identical to Beechcraft’s
model 35 V-tail Bonanza from the firewall aft and the tail forward.
In fact, Beech offered the Debonair as an alternative to the controversial V-tail model.
Pilots eager to own a Bonanza now had a substitute for the model 35 that had suffered 250 inflight
breakups at a rate that turned out to be 24 times higher than that of the straight-tail
model.
The tail separation problems were finally addressed in 1987.
Beech upgraded the Debonair to the same 285 hp engine as the model 35 in 1966 and eventually
granted the straight-tail airplane the status of Bonanza.
Prices start from about $80,000 for ones built in the 60s, anything built from the 90s upwards
won’t cost you anything less than $180,000.
Cessna 152.
The 152 was introduced back in 1977, based on the earlier Cessna 150, Cessna made some
minor design changes and replaced the Continental engine with a slightly more powerful Lycoming
one, which has a longer time between overhaul, despite the changes, the performance and operating
differences were relatively negligible.
This airplane has been out of production for more than thirty years, but many are still
airworthy and are still in regular use for flight training.
As the most successful civilian trainer ever built, the Cessna 152 is dear to the hearts
of tens of thousands of pilots.
The 152 offers 563 pounds of useful load, which is ok for fuel, people, and stuff with
regards to the size and speed of this airplane, as most 152s rarely flew with a full 27 gallons
of petrol aboard.
Full fuel payload is 401 pounds, but if you leave 10 gallons in the truck, you will have
460 paying pounds available.
Optional long-range tanks boosted capacity to 37.5 gallons, but few 152s were so equipped.
With a 100-knots cruise on 5.5 gph, the 152 remains one of the easiest ways to break into
aircraft ownership at minimum expense.
If you’re eager to own a trainer or just fly for fun, the Cessna 152 is an excellent
choice.
Cessna built over 7000 of them from 1977 to 1986, and many are still in great condition
today.
You can find one of those built-in 1978 for about 20 to $25,000.
But if you want the ones built around 1985 1986 towards the end of the production cycle,
budget anything around $40 to $50,000.
Grumman Tiger AA5B.
The manufacturing history of the AA-5 series is a colorful one.
The lineage began with Jim Bede’s homebuilt BD-1, which first flew in 1963.
Bede designed the two-place BD-1 with an emphasis on speed and economy, and when it was purchased
by American Aviation and developed into the AA-1 series, these qualities were carried
over.
In 1971, when American Aviation became Grumman American, the company identified a need for
a four-seat aircraft.
It introduced an enlarged version of the AA-1, equipped it with a 150 hp Lycoming O-320 and
called it the AA-5 Traveler.
The airplane received minor aerodynamic improvements for the 1975 model year, which was its last
year of production.
In 1976, the AA-5 Traveler was replaced with the AA-5A Cheetah.
With the assistance of aircraft designer Roy LoPresti, the airframe was cleaned up to reduce
drag, the horizontal stabilizer was enlarged to increase elevator authority and expand
the CG range, and fuel capacity went from 37 to 52 gallons.
Topping the range is the AA-5B Tiger, which entered production as a 1975 model and differed
from the Cheetah primarily by being equipped with the more powerful 180 hp Lycoming O-360.
A number of these became known as Gulfstream Americans when Gulfstream bought the Grumman
line and sold them through 1979.
The best thing about this plane is the crisp, responsive handling and the excellent visibility.
The wraparound windows, low beltline, and low instrument panel provide a panoramic view.
Additionally, the airplane can be flown with a partially open canopy, which improves the
experience even further.
AA5 prices can vary widely, the majority fall in the $30,000 to $75,000 range.
Predictably, more powerful, lower-time engines and modernized avionics are the primary drivers
behind higher prices.
Piper PA18 Super Cub Introduced in 1949, based on the design of
the earlier Cubs, the addition of an electrical system, flaps, and a more powerful engine,
made this particular one fly and behave differently, which is better of course.
The Cub began life as a do-everything utility aircraft, anything from bush flying, flight
training, crop-dusting, pipeline patrol, and animal control, the Super Cub does it perfectly.
Piper Super Cubs made the switch to 150 hp in the late 1950s, and as you might imagine,
the transformation in performance was dramatic.
Abbreviated takeoffs were outstanding.
The extra power was just what the PA-18 needed for bush operation, allowing a Cub to levitate
off virtually any hard surface in less than 200 feet.
The bigger engine was especially useful for leaping out of high mountain strips or for
float flying out of short stretches of rivers or small lakes.
The PA-18 has developed a very dedicated following in the bush-flying community, and many modifications
have been developed for it, to the point where it is quite rare to find an original, completely
stock Super Cub.
Modifications include extended baggage compartments, external luggage pods, fuel pods, lumber racks
for carrying construction materials into unimproved bush runways.
Piper built a little over 10,000 super cubs till production ended in 1994, the price for
the early models starts around $51,500, but if you want those built last in 1994 it will
cost you around $95,000.
Piper PA28 Dakota Introduced in 1960, Piper’s PA20 series
are designed to compete with the high-winged Cessna 172 and the similarly low-winged Grumman
American AA-5 series, and Beechcraft Musketeer.
It featured the same horsepower, roughly the same interior dimensions, comparable performance
in every parameter, and the benefits of a low wing.
Piper knew that recently licensed pilots tended to buy the type of aircraft they learned in,
something forgiving and easy to fly, either high wing or low wing, and the Dakota was
specifically designed to fill the need for a true entry-level family four-seater.
One area where the Dakota stood slightly taller than the Skylane was the useful load.
Using 1981 models for example, the Dakota sported a useful load of almost 1,400 pounds,
while the 182 managed only 1,354 pounds.
Load 72 gallons aboard both airplanes and the Dakota would have a payload of 968 pounds,
while the Skylane would offer 922 pounds, still, the Dakota is cheaper than a Skylane
(comparing 1981 models), and it climbs better, offers a little more payload, and has a higher
service ceiling and better visibility in the pattern.
It’s also a true four-place airplane with a payload to spare.
The least I found on the controller aircraft site is $75,000, which is the 1975 model.
Ones built around the 90s or early 2000s cost over $150,000.
Beechcraft Baron 58.
I personally consider this airplane as a flying SUV, because almost everything you can fit
into your Chevy can be fitted into this airplane and go cross country flying.
Just as the straight-tail Bonanza was an icon to pilots of single-engine airplanes, the
model 58 was often regarded as the peak of the twin-engine pyramid.
Barons were built in three flavors: normally aspirated, turbocharged, and pressurized,
and like most Beechcraft designs, all reflected a build quality and control harmony not seen
in many other brands.
Like the 36 Bonanza, the 58 Baron mounted a pair of aft right-side doors for access
to the rear cabin.
The standard model 58 sported a sea-level climb of nearly 1,500 feet per minute and
a max cruise of 200 knots, while the turbo and pressurized models offered the same climb
and over 220 knots at 20,000 feet.
Fuel capacity is 190 gallons, enough for five hours cruise plus reserve, 4.5 hours on the
thirstier Pressurized version.
The 58 Baron wasn’t exactly perfect; however, the fuselage is basically that of the 36 Bonanza,
this means that the Baron has the narrowest cross-section of any six-place twin, a mere
42 inches at the elbows.
Despite a down market for twins, the G58 has remained in demand.
New, well-equipped 58 Barons cost nearly $1.5 million today, and even a four-year-old example
can sell for about $1 million limits.
But if you decide to go back in time, you can find a 1970 model a little over $100,000,
though budget $150,000, if you wish to find one in that won’t need a little work.
SOCATA TBM-700 The design of the TBM family originates from
the Mooney 301, a comparatively low-powered and smaller prototype Mooney developed in
the early 1980s.
The TBM is the world’s first true, corporate, turbine single-engine airplane.
I know some people will rush to the comment section to quote my facts wrong by saying
no no, it is Cessna Caravan, but the non-pressurized Caravan is more of a utility cargo van, whereas
the TBM-700 is a corporate Ferrari.
The TBM-700 began life as the six-seat Mooney 301, Mooney subsequently ran into financial
problems, like they always do HAHA, and the 301 design was bought by some French guys,
which became what we know today as the TBM-700, produced exclusively in France by SOCATA.
The TBM 700 premiered in 1991 at $1.3 million, and initial deliveries were to the French
military that needed a fast reconnaissance aircraft that could use short runways.
Today, that same 1991 model airplane sells on the used market for $800,000.
That’s pretty impressive financial staying power for a 25-year-old aircraft.
The TBM-700 has endured well in virtually every area.
The model 700 boasts a 2,500-pound useful load, and even a full 1,910-pound fuel load
leaves a payload sufficient for a pilot and two passengers.
The TBM’s cabin is a comfortable place to travel, 48 inches across by 49 inches tall,
roughly the same dimension as the Piper Meridian.
Pressurization differential is a stout 6.2 psi.
If you cruise at the sweet spot, about 26,000 feet, you’ll typically enjoy a cabin altitude
of 6,500 feet.
The climb is nearly 2,400 feet per minute from sea level, and the top cruise is 290
knots.
At 270 knots, the 700 can reach destinations 1,500 nautical miles far.
The TBM-700 flies behind one of the most reliable engines in general aviation: the Pratt and
Whitney PT6, and represents the most performance you can buy for $1 million or less.
On top of that, it’s faster than most of the twin turbines at less than half the fuel
burn.
Mooney Executive M20 When Mooney started developing the M20’s
emphasis was placed on simplicity, to minimize system complexity, and for that, the M20 design
is as simple as possible.
The vertical stabilizer is a perfectly erect design, a feature that was to become a Mooney
signature to the present day.
Rather than use draggy trim tabs, the tail is mounted on a giant jackscrew that swivels
the entire empennage up and down to trim pitch.
Mooney also designed an unusual, manual gear system for the original airplanes.
The best and affordable Mooney to buy is the 200 hp Executive M20F which came in the mid-1960s.
Unlike the earlier 180 hp M20C Ranger, the M20F was closer to a true four-seater.
In keeping with its image as the world’s most efficient, true, four-seat production
retractable, this model offers an impressive 155 knots on 10.8 gph.
Most of them featured electric gear, and Mooney adopted a system that was nearly as fast as
the manual mechanism—three seconds up, two seconds down.
The airplane also manifested a control harmony facilitated by rods rather than cables.
This imparted a direct coupling to ailerons, elevator, and rudder.
The result was unusual synchronicity that created the illusion of quick control response.
In fact, the Mooney’s ailerons weren’t that fast, about 60 degrees a second, but
roll and pitch seemed quicker.
The airplane wasn’t universally loved by mechanics.
Interior dimensions weren’t that bad, but systems were crammed into tight spaces, and
seemingly everything in the wings was protected by an inspection plate.
For ones built in the late 60s, you can get them anything from $45,000.
But if you decide to buy a more recent one, be prepared to pay a lot more.