Buying a New Plane in the Current Day

Flyhound said:
Maule is still a family owned and operated business, so they don't have the overhead expense of bigger, corporate aviation companies. If you ever get a chance to visit the Maule Air factory in Moultrie, GA, I encourage you to do that. It is a delightful, small operation. I spent some time at the factory and at the related Maule Flight business on the other side of the same airport before I bought my Maule. I even got a couple hours of dual with Ray Maule before he passed away. Nothing but good memories of both businesses and the planes they build/maintain.
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Maule is only about a 3 hour drive from me. I would love to check them out. I am still a ways away from purchasing, but owning my own plane has always been a dream of mine since I was a child. I would like to go take a look, but I don’t want to waste their time as I’m not in the “serious buying phase” yet.

As an aside, what does one do when you’re buy a brand new airplane and don’t want to leave it tied down outside, but there is absolutely no hangar space available anywhere remotely close? (I’m in northwest FL). It’s part of what had me looking at planes with foldable/removable wings like the Kitfox and Vans.
 
Catfish47 said:
Maule is only about a 3 hour drive from me. I would love to check them out. I am still a ways away from purchasing, but owning my own plane has always been a dream of mine since I was a child. I would like to go take a look, but I don’t want to waste their time as I’m not in the “serious buying phase” yet.

As an aside, what does one do when you’re buy a brand new airplane and don’t want to leave it tied down outside, but there is absolutely no hangar space available anywhere remotely close? (I’m in northwest FL). It’s part of what had me looking at planes with foldable/removable wings like the Kitfox and Vans.
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I lived in the D.C. area when I bought my Maule and the wait times for hangars nearby was impossibly long. I got on Google Maps in Satellite Mode and started looking at private airparks with big hangars. Then I cold called a bunch of hangar home owners and asked if they had any extra space in their hangar they'd be willing to rent for a fabric covered taildragger. It took a while, but I had hangar space before I had my plane. The arrangement wasn't ideal from a distance perspective, but it ensured my plane was never left outside. Once you have a solution, you can keep your plane safe while attempting to refine your options to minimize commuting distance or to optimize on other criteria.

Despite the long commute to the hangar I found, I kept the plane there until I moved to the west coast. The hangar/home owner wound up becoming a friend and I enjoyed chatting with him while I worked on my plane. He also let me use his extensive tool collection for any legal owner maintenance I wanted to do. Having extra hands to get the cowl off of my Maule was also a huge help! 2013-07-04_12-58-47_615.jpg
 
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Flyhound said:
I lived in the D.C. area when I bought my Maule and the wait times for hangars nearby was impossibly long. I got on Google Maps in Satellite Mode and started looking at private airparks with big hangars. Then I cold called a bunch of hangar home owners and asked if they had any extra space in their hangar they'd be willing to rent for a fabric covered taildragger. It took a while, but I had hangar space before I had my plane. The arrangement wasn't ideal from a distance perspective, but it ensured my plane was never left outside. Once you have a solution, you can keep your plane safe while attempting to refine your options to minimize commuting distance or to optimize on other criteria.

Despite the long commute to the hangar I found, I kept the plane there until I moved to the west coast. The hangar/home owner wound up becoming a friend and I enjoyed chatting with him while I worked on my plane. He also let me use his extensive tool collection for any legal owner maintenance I wanted to do. Having extra hands to get the cowl off of my Maule was also a huge help!
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That's a strategy, there's an airpark not that far from me.

I just hate the idea of buying a brand new airplane and then leaving it outside, especially in northwest FL.
 
The C-170 is one of my all time favorites. Always looking at them on the selling sites. Probably do to the “Weekend Pilot” book series. Maybe if and when I sell my Tiger.
 
I like to think I will still be flying in 20 years, even if under MOSAIC or something. What's the safe life look like for these planes made in the 50s/60s/70s/80s going to look like then?
I am in my early 30s right now.
 
Keep the plane maintained and they'll keep flying. We're not dealing with pressurization cycles that will wear out a fuselage, etc. As long as you keep corrosion out, replace parts when they are worn beyond limits, you should be good.

Parts availability might be a concern however. That is one of the reasons wife and I bought a "popular" model (182); there should be enough flying for a long time that we can figure out how to get a what not part.
 
WDD said:
Parts availability might be a concern however. That is one of the reasons wife and I bought a "popular" model (182); there should be enough flying for a long time that we can figure out how to get a what not part.
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:yeahthat:

OPP, major/minor alterations, and AC 23-17 can all help with that, too. VARMA should be some help, but I haven't heard much about whether it's really doing any good yet.

Fortunately, these old planes aren't terribly complicated and most problems can be solved one way or another. Even previously unobtanium stuff (like Bonanza ruddervators) is finding fixes.
 
It's the simple things that break, but you can find a way. My right hand, outside door handle broke. The OEM for one door handle - a flat piece of metal about 5 inches long - is $400. My mechanic found a PMA equivelent for half. Still a bite, but it is what it is. AND... I had him go ahead and order two and replace the pilot side as well. Trying to stay ahead of these things.
 
Question: what about CubCrafters vs Legend Cubs? Is one any higher quality or better made than the other? I know the CC only looks like a Super Cub on the outside and is otherwise a completely different airplane made for increased performance, and the Legends are a clone-correct recreation of the Pipers (my understanding is the parts interchange?).
 
I’d be really curious what people are actually paying for new planes - I’ve never even considered it or thought it might ever be in my price range, and it may not ever be, but I’m still kinda curious.

What are people actually paying for new 172s, 182s, 206s, Cirrusses? Maules (both the 180 and 260hp versions)? Is Mooney fully defunct now? Cub clones? Let’s gets some info here, folks.

And do people actually pay list prices for these things? Or is it like boats where the MSRP is massively inflated and no one really pays that number? How does this work?

Asking for the richer, future version of myself, naturally.
 
Catfish47 said:
Question: what about CubCrafters vs Legend Cubs? Is one any higher quality or better made than the other? I know the CC only looks like a Super Cub on the outside and is otherwise a completely different airplane made for increased performance, and the Legends are a clone-correct recreation of the Pipers (my understanding is the parts interchange?).
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Legends are not a "recreation" of a Cub. They're cub like, but not the same. I'd also highly recommend going and visiting both facilities before making any decision on one vs. the other. You will likely find that comparing the two of them and comparing either of them against a real super cub is like comparing apples and oranges.
 
Catfish47 said:
Question: what about CubCrafters vs Legend Cubs? Is one any higher quality or better made than the other? I know the CC only looks like a Super Cub on the outside and is otherwise a completely different airplane made for increased performance, and the Legends are a clone-correct recreation of the Pipers (my understanding is the parts interchange?).
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They’re both good and they offer a pretty wide range of cub type airplanes. You should try and get some stick time behind the specific model from each manufacturer that you are most interested in. If you make a trip to the factory of either they should be able to accommodate that. If you do a builder assist you can get a feel for how that might go during your visit for a test flight. I’ve never flown a legend cub, but have fondled a few on static display. I’m sure they’re first rate.
 
AA5Bman said:
I’d be really curious what people are actually paying for new planes - I’ve never even considered it or thought it might ever be in my price range, and it may not ever be, but I’m still kinda curious.

What are people actually paying for new 172s, 182s, 206s, Cirrusses? Maules (both the 180 and 260hp versions)? Is Mooney fully defunct now? Cub clones?
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Just got pricing on a loaded 2026 206 1.3mil

New Husky A1C-200 565k

I guess I just don't see it, but I don't think a cheeseburger should cost over $20 bucks but here we are.
 
Ooof. You have to have some serious spending money to swing a new 206 then. Not just because it’s expensive, but because you’d trip over so many *really good* 206s at a half or third that price on the way to get there. Wowzers. I assume a new SR22 is about the same.
 
Kitch said:
Just got pricing on a loaded 2026 206 1.3mil

New Husky A1C-200 565k

I guess I just don't see it, but I don't think a cheeseburger should cost over $20 bucks but here we are.
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Any chance you have access to see the base price of a 2026 172SP?
 
Narwhal said:
They’re both good and they offer a pretty wide range of cub type airplanes. You should try and get some stick time behind the specific model from each manufacturer that you are most interested in. If you make a trip to the factory of either they should be able to accommodate that. If you do a builder assist you can get a feel for how that might go during your visit for a test flight. I’ve never flown a legend cub, but have fondled a few on static display. I’m sure they’re first rate.
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I feel like I should get tailwheel rated and become proficient in them before I go test fly at the factory. I must admit, I'm a little concerned about how easy it looks to groundloop one with some unfortunate crosswind and/or gust. CubCrafters does a nosewheel version although those start at $440k for the nosewheel XCub, and that is with no other options besides those required by the nosewheel configuration. For the $440k range, a Maule MXT-7-180 seems like it would have more capability. It does not appear Legend does a nosewheel version.

Kitfox does do a nosewheel version. It's been a while since I've seen a Kitfox but I remember them being pretty small.
 
I'll add another vote for Maule. I have been flying an MXT-7-180 from my 1,300-foot strip for the past eight years, and it easily accommodates two gravel bikes with 29-inch wheels.
 
JEM68 said:
I'll add another vote for Maule. I have been flying an MXT-7-180 from my 1,300-foot strip for the past eight years, and it easily accommodates two gravel bikes with 29-inch wheels.
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Is it possible to get one of these with a fixed pitch prop? I think most I've seen have a CS prop. I like the simplicity, reduced maintenance and insurance costs of the fixed pitch prop.
 
Mine is fixed pitch. If you are looking to buy new, Brent Maule can build one for you. Also, it is worth noting that insurance for an MXT was a quarter of the cost of the MX..
 
Kitch said:
Just got pricing on a loaded 2026 206 1.3mil

New Husky A1C-200 565k

I guess I just don't see it, but I don't think a cheeseburger should cost over $20 bucks but here we are.
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1.3 is more than double what they were a decade back. Somewhat more than inflation (a bunch) but perhaps in line with airplane inflation.
 
JEM68 said:
Mine is fixed pitch. If you are looking to buy new, Brent Maule can build one for you. Also, it is worth noting that insurance for an MXT was a quarter of the cost of the MX..
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The only difference between the MXT and MX is nosewheel vs tailwheel, correct? That's quite significant.
I've always liked tailwheels but between ground loop risk and increased insurance costs (and more difficulty finding insurance), I really feel like a nosewheel is the more practical option for me.
 
Catfish47 said:
The only difference between the MXT and MX is nosewheel vs tailwheel, correct? That's quite significant.
I've always liked tailwheels but between ground loop risk and increased insurance costs (and more difficulty finding insurance), I really feel like a nosewheel is the more practical option for me.
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I would say a nosewheel has been more practical for everybody … since about, I don’t know 1950 or so.. some people are just having really hard time admitting it :-)
 
Warmi said:
I would say a nosewheel has been more practical for everybody … since about, I don’t know 1950 or so.. some people are just having really hard time admitting it :-)
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What about for back country flying? That’s the most often cited advantage I see mentioned, particularly the increased prop clearance and lack of risk of the nose wheel getting stuck.

But there’s also highly praised back country planes like the Zenith CH701/750 and Cessna 182 that are popular for using in/out of unimproved fields, and those are tricycle.
 
Some things I've been thinking about in regards to purchasing a new production airplane:
1. What are insurance costs like for a newly instrument-rated pilot (which is my current goal) for a new Cessna 172S?
2. Same question for a Maule MXT-7-180 (nosewheel)?
3. Same for a CC NX Cub w/ nosewheel?

Being new, I read somewhere that you have to have full hull value insurance, I don't know if that's true. I also know that if it's hangered or not factors into it. I would not be willing to purchase a new airplane only for it to sit out in the Florida weather with tie-downs, but it is impossible to find a hangar for rent around here.

I like the idea of a plane with removable/foldable wings that I could trailer between the garage and the airport, but there are few choices there, and they are usually quite small (Kitfox).
 
Catfish47 said:
Some things I've been thinking about in regards to purchasing a new production airplane:
1. What are insurance costs like for a newly instrument-rated pilot (which is my current goal) for a new Cessna 172S?
2. Same question for a Maule MXT-7-180 (nosewheel)?
3. Same for a CC NX Cub w/ nosewheel?
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If you can afford to buy one of those planes new, I don't think that insurance costs will a significant part of your outlay. An instrument rating will help. Time in make/model probably more so.

To answer your question, to my knowledge there is no requirement to insure an aircraft like most states have for road vehicles. Some people undoubtedly fly "naked". Comprehensive insurance would be needed if any part of the purchase is financed, presumably. Hangar does factor slightly into the cost, in my experience, much as a garage factors into car insurance vs street parking. The hangar issue remains troublesome. Either you wait, get lucky, or make a connection to someone who already has one and has some space.
 
AvNavCom said:
If you can afford to buy one of those planes new, I don't think that insurance costs will a significant part of your outlay. An instrument rating will help. Time in make/model probably more so.

To answer your question, to my knowledge there is no requirement to insure an aircraft like most states have for road vehicles. Some people undoubtedly fly "naked". Comprehensive insurance would be needed if any part of the purchase is financed, presumably. Hangar does factor slightly into the cost, in my experience, much as a garage factors into car insurance vs street parking. The hangar issue remains troublesome. Either you wait, get lucky, or make a connection to someone who already has one and has some space.
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Regarding insurance, the main priority is liability insurance. $1M would be the absolute minimum, and preferably up to 4 times that. However, some amount of hull insurance would be desirable, how much I do not know.
Mason said:
Airpark home.
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This would be nice. There’s one not that far from me but it’s
 

This is obviously far from a new plane, but it seems to be a pretty clean 172N.

It is my understanding that none of these classic 172’s had any kind of corrosion protection for the airframe and other corrosion-prone parts, whereas the current generation of 172S’s do. The description says “no corrosion” and obviously a pre-buy would be in order to verify, but can you really be sure there is no corrosion without destructive/damaging means of checking?

I’m in my early 30s. Let’s be optimistic and say I have another 40+ years of flying left, how will a 1970’s-produced Cessna 172N hold up over that time? If I were to buy one as my “forever plane” would it last the rest of my (hopefully long) life in airworthy condition, assuming proper care? For the record, I live in northwest Florida.
 
That's a lot for a plane with basic 1980s radios. Guess I should sell mine!
 
The base price for a new 172 is $761k with wheel pants, autopilot, synthetic vision, and XM. $665k without all that.

Hell the 182 is only about $50k more at that point.

I was thinking insurance and parts/mx may make the Cessna cheaper than the Maule once everything is factored in, but being that the Maule is over $300k cheaper new, I can’t imagine that it would cost more to insure than a 760k Cessna!
 
Warmi said:
I would say a nosewheel has been more practical for everybody … since about, I don’t know 1950 or so.. some people are just having really hard time admitting it :-)
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Umm... No.

158706315_10157723963600785_8554067066664658493_o (1).jpg
 
Anyone know what a new 2026/2027 (or whatever year they're taking orders for) Piper Pilot 100i starts at, price wise? Most prices I see online for brand new ones are from previous years, and I know prices have been changing (going up) yearly.
 
Catfish47 said:
Anyone know what a new 2026/2027 (or whatever year they're taking orders for) Piper Pilot 100i starts at, price wise? Most prices I see online for brand new ones are from previous years, and I know prices have been changing (going up) yearly.
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A Piper 100i has only one seat in the back?
 
I found out that Piper only will sell the 100i to flight schools, which I guess makes sense. I was attracted to it because it's relatively low budget while still being a Part 23 certified, IFR-legal plane. For Piper, it starts at the Archer. I'm not sure what those sell for new but I'm sure it's well north of $500k, but probably still less than the 172's mind-blowing $765k.

I probably only need room for one passenger, though the super lightweight planes like the Tecnam P92 don't seem that enticing with how much they get thrown around in turbulence. There are some tailwheel new production planes that are relatively less expensive than a 172/Arrow, but I think I would prefer sticking with tricycle gear. It's already not fun landing a nosewheel plane in high crosswinds, and from what I hear with tailwheels it's not IF you'll have a ground loop but WHEN and how bad will it be. There's also the increased insurance premiums, and I don't even have a tailwheel endorsement yet (I've never flown one).

The nosewheel Maule seems like the most reasonably priced factory-new Part 23 certified airplane at about $440k, but here and there I see comments about the Maules being "lower quality" compared to a Cessna or a Piper and I'm not even sure what that means. I also hear they aren't as easy to fly.
 
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