Four-Seat Piston Singles Round-Up

That four-seaters should be the prototypical GA ride makes sense to pilots---but to few others. Considering that most flights go out with one or two occupants (including the pilot), it seems a two-seat alternative would make sense. I've thought so for years, but the market was never developed for such a runabout. This is surprising because two-seat planes, like the Van's RV series, dominate the kitbuilt market and have for decades. Not so in the Part 23 world.

Last year, GA manufacturers worldwide turned out 1,139 piston-powered planes. In the US, manufacturers of piston planes delivered 829, including 771 singles. Of those singles, 380 of them were Cirrus SR22s or SR20s, and 160 of them were Cessna Skylanes, Skyhawks or TTx (a single delivery).

For its part, Piper Aircraft delivered 114 four-seaters in 2018. So those three manufacturers---Cessna, Cirrus and Piper---accounted for all but 87 of the piston singles sold. Sales of six-seat (or larger) piston planes need to be factored in, as well. Piper sold 20 M350s (formerly the Mirage) and Beech handed over 15 G36s.

Internationally, it doesn't get any more crowded. The top seller among other companies was the Diamond DA40, with an impressive (but still modest by historic standards) 45 deliveries. The bottom line is that recent sales of four-seat models are scant, and those sales are dominated by a few companies.

Moreover, the profile of the customers putting cash on the cowling for four-seat planes has shifted tremendously, as well. In the '60s and '70s, though it's hard to come up with firm numbers, most four-seat piston planes were marketed and sold to private owners. That still happens in some instances, especially in the case of Cirrus Aircraft, which targets affluent pilots looking for high-tech personal transportation. The two other major players, the Textron Aviation Cessna Skyhawk and the Piper Aircraft Archer, are overwhelmingly sold to flight schools.

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There have been a couple of departures from our last roundup of four-seat planes. Textron Aviation pulled the plug on the critically acclaimed but slow-selling TTx (formerly the Columbia, among other names), and it ended production of its problematic diesel-powered 172 JT-A. Piper announced this spring that it was no longer producing its four-seat retractable landing gear Arrow model, though the company acknowledged that it could and likely would restart production if a substantial fleet order materialized.

Another major change in the marketplace is the drying up of the piston-single retractable gear market. Beech sold 15 Bonanzas, and Mooney sold seven each of its Ovation Ultra and Acclaim Ultra, and that was about it. There are a couple of emerging retractable-gear models. The Pipistrel Panthera has been inching toward certification for a few years now---is this the year it gets it done? ---and Diamond's exciting DA50 retractable-gear single is looking as though it might get the company's attention after sitting on the back burner for the past several years. Both planes are included at the end of this roundup as being on the horizon, thought if you've been in aviation very long, you know that the horizon is usually much farther away than it looks.

The other big wild card in this whole four-seat equation is the Part 23 rewrite---I guess we'll have to come up with another term that now it's been rewritten. These liberalized certification standards have been adopted but not put into practice much. As such, the new FAA standards will allow manufacturers to wrangle approval for their light planes by using industry consensus standards, much the same way as it's done in the LSA world but with more FAA oversight. Will these changes result in more Part 23 four-seaters (or any other type, for that matter)? We're just not sure. But in the LSA segment, this certification approach has resulted in an impressive number of new designs.

Lastly, there remain two big stumbling blocks for the return of the four-seat market to anything resembling its former glory. First, and most obvious to the consumer, is that these new planes are expensive, not just in dollar numbers, but even when adjusted for inflation and other factors. Second, the manufacturers aren't getting rich on these planes, either. Everything they use to build these planes, including the labor, is more expensive, too.

One ray of hope is, ironically, the aging of the piston fleet. With the introduction by Garmin and a few others of game-changing avionics retrofit options for owners of older planes, which is a lot of us, there's suddenly new life for these planes. That doesn't mean they're getting any younger though, just that they're more useful to us for a while longer. But the truth is, the supply of decent used planes is shrinking, and they cost a lot to maintain.  There's nothing we can do about either of those things.

There's also the subject of electric power. The dream of having small planes that run on battery power is great, but it's not happening anytime soon. Four-seat planes are about twice as heavy as two-seaters, and battery power doesn't make much sense on two-seaters, yet. Until there are major breakthroughs in battery storage capacity and/or weight, electric flight will remain more science experiment than practical solution.

Some of the four-seaters that remain in production, however, are impressive examples of how new technology can successfully breathe life into great, old designs. Cessna's high-wingers spring to mind. Others, like the Cirrus piston singles, are new airplanes, relatively speaking at least, and show that innovation can actually create new markets.

Click the button below to see our lineup of production Part 23 four-seat singles. Enjoy.

Okay, the Cirrus SR22 isn't really a four-seater---it's a four-/five-seater, but we'll allow it since the plane's general configuration is identical to other recent Cirrus models, but with extra room inside to add a third, smaller backseat passenger. It's a good thing we're counting them, too, as the SR22 is the most-produced light plane in the world. It's not the fastest piston single in the skies---that distinction belongs to the Mooney Acclaim Ultra, but the SR22 is the most technologically advanced model available, with its built-in whole-airplane recovery parachute system, optional known ice protection, excellent exterior lighting and much more. It's also the bestselling single in the world once again, despite a steep price of around $900,000 with all the bells and whistles. The latest model, the SR22 G6, has the Garmin G1000 NXi avionics suite, which was rare when Cirrus launched its G6, but is now in just about every new model. NXi is great, but Cirrus takes it several steps further with its Perspective keyboard controller which, with practice, cuts down on pilot workload and eases operation. The SR22 is available in a normally aspirated or turbocharged version, though most buyers go with the turbo. That would be our call, too, as the blower allows the plane to achieve its best true airspeeds when you head up to the mid-teens, where we spend most of our time when we're flying the plane.

Niche: Premium fixed-gear transportation plane.
Bragging Points: The chute, great styling, outstanding visibility and excellent cross-country performance, high style and excellent visibility.
Tradeoffs: Premium price point, control feel that leaves something to be desired, less-than-best-in-class speed.
Base Price: $539,900; $639,900
Price Typically Equipped: $950,000
Competitors: Mooney Acclaim Ultra, Mooney Ovation Ultra
Fun Fact: Cirrus offers trade-up programs for pilots looking to up their game in an SR22 and later transition to the SF50 Vision Jet.

Specs SR22; SR22T
Main Construction: Composite
Engine/HP: Continental IO-550-N/310 hp; Continental TSIO-550-K/315 hp
Propeller: Hartzell, 3-blade, composite, constant speed, 78 diameter; Hartzell, 3-blade, composite, constant speed, 78" diameter
Avionics: Cirrus Perspective+ By Garmin (Garmin G1000 NXi)
Top Cruise Speed: 183 kts; 213 kts
Stall, Landing Configuration: 60 kts; 60 kts
Max Range: 1,118 nm; 1,021 nm
Max Takeoff Weight: 3,600 lbs.; 3,600 lbs.
Payload (full fuel): 798 lbs.; 716 lbs.
Useful Load: 1,330 lbs.; 1,248 lbs.
Takeoff/Landing Distance: 1,082 ft./1,178 ft. (groundroll); 1,517 ft./1,178 ft. (groundroll)

Mooney is back in business, and its latest models offer huge improvements in comfort and utility, while taking nothing off the eye-popping speed numbers. The Mooney Acclaim Ultra is different than previous Mooneys because it has two doors---one on each side. Construction is very similar to previous sheet-metal Mooneys, with the exception of the forward fuselage section being composite, which allowed the company to add a door and make both doors substantially larger than previous portals. As a bonus, the windows are also lower for better overall visibility. How fast is the Acclaim Ultra? As they say in Beantown, it's wicked fast, to the tune of 240-plus knots fast. To get that speed, Mooney pairs its slick aerodynamics to a 310 hp turbocharged Continental TSIO-550. The Acclaim Ultra is now standard with the Garmin G1000 NXi, so owners can get all the latest avionics goodness. In all, the Acclaim Ultra is a four-seat single that's faster than any other plane in its segment, has FIKI ice protection as an option and is more comfortable than ever.

Niche: Premium retractable-gear personal transportation plane.
Bragging Points: Best speed in the world, greatly improved interior, comfortable seats, tremendous range.
Tradeoffs: It's smaller inside than an SR22 or TTx, and the gear adds complexity, weight and, down the road, maintenance.
Base Price: $769,000
Competitors: Cessna TTx, Cirrus SR22
Fun Fact: The Acclaim Ultra can trace its roots back to the original Al Mooney-designed M20 of 1955, with a wood wing. It's come a long way since then, but it's still built in Kerrville, Texas.

Specs
Main Construction: Composite
Engine/HP: Continental TSIO-550-G/280 hp
Propeller: Hartzell, 3-blade, metal, constant speed, 76" diameter
Avionics: G1000 NXi
Top Cruise Speed: 242 kts
Stall, Landing Configuration: 56 kts
Max Range: 1,100nm (45-min. reserve, standard tanks)
Max Takeoff Weight: 3,368 lbs.
Payload (full fuel): 384 lbs.
Useful Load: 1,000 lbs.
Takeoff/Landing Distance: 2,100 ft./2,650 ft. (50 ft. obstacle)

When Mooney got back into business several years ago now, Job One was to reinvigorate the lineup. In 2017, Mooney got FAA approval for its Acclaim Ultra, the turbocharged version of its slick airframe. The normally aspirated model, the Ovation Ultra, came next. The company got the thumbs up for that model last year. Like the Acclaim Ultra, the Ovation Ultra gets a fiberglass shell on the forward fuselage in place of the former sheet-metal outer shell. As on the Acclaim, this gave Mooney the ability to reimagine the forward shell, adding a pilot's side door, enlarging and lowering the windows, all without adding additional weight. Like the Acclaim Ultra, the Ovation Ultra features the Garmin G1000 NXi avionics suite. Known icing protection is available, as is air conditioning. The big differentiator between Ovation and Acclaim is the powerplant. The Acclaim, designed to fly high, relies on better true airspeeds up there without losing horsepower for its best-in-class speed. The Ovation, on the other hand, accomplishes this with more power---310 hp compared to 280 hp for the Acclaim Ultra. It works great, too. The Ovation Ultra is the fastest normally aspirated production piston single, achieving just a couple of ticks short of 200 knots true. The model also boasts tremendous range, greater than 1,400 nm, and terrific climbing ability.

Niche: High-performance retractable-gear transportation plane
Bragging Points: Fastest non-turbo plane in its class. Top-notch avionics. 
Tradeoffs: Not as roomy as its fixed-gear competition. Does its best work at lower altitudes.
Base Price: $689,000
Competitors: Cirrus SR22, Mooney Acclaim Ultra
Fun Fact: Mooney delivered seven Ovation Ultras in 2018, the same number as for the Acclaim Ultra.

Specs
Main Construction: Metal with forward-fuselage composite skin
Engine/HP: Continental IO-550-G/310 hp
Propeller: Hartzell, 3-blade, metal, constant speed, 76" diameter
Avionics: Garmin G1000 NXi
Top Cruise Speed: 197 kts
Stall, Landing Configuration: 59 kts
Max Range: 900 nm (45-minute reserve, standard tanks)
Max Takeoff Weight: 3,368 lbs.
Payload (full fuel): 514 lbs.
Useful Load: 1,130 lbs.
Takeoff/Landing Distance: 1,600 ft./2,500 ft. (50 ft. obstacle)

There is perhaps no more iconic four-seater than the Cessna 182 Skylane. With its all-metal, high-wing, fixed-gear configuration, this high-performance single filled a new and extremely attractive niche in the single-engine world when it was handed over to its first customer in 1956. The Skylane was the substantially more powerful step-up model to Cessna's 172 Skyhawk, which was introduced around the same time. With around 25,000 Skylanes sold, it's one of the most popular planes ever. There's good reason for that, too. It's a capable airplane, one that does everything pretty well, if not spectacularly. And today's Skylane has added on to that distinction, with better speed, safety and comfort. Today's Skylane boasts the Lycoming IO-540 rated at 230 hp. The six-cylinder engine swings a three-blade constant-speed McCauley prop. While not blazingly fast, the 182 is a decent cross-country airplane, with enough speed and range to make it possible to connect the dots in style while carrying a big load. With the new Garmin G1000 NXi panel, it boasts impressive avionics with a slew of features.

Niche: Fixed-gear high-performance/utility seater.
Bragging Points: Great useful load, advanced electronics, short- and rough-strip friendly, terrific safety record.
Tradeoffs: Moderate cruise speeds, a bit heavy in pitch handling.
Base Price: $480,000
Competitors: Maule MX-7 235
Fun Fact: Derived from the iconic Cessna 180 taildragger, the 182 went on to inspire several subsequent Cessna classics: the 210, 205, 206 and the 207, as well as the 182RG. The 206 and the 182 are still in production.

Specs
Main Construction: Metal
Engine/HP: Lycoming IO-540-AB1A5/230 hp
Propeller: McCauley, 3-blade, metal, constant speed, 79" diameter
Avionics: Garmin G1000 NXi
Top Cruise Speed: 145 kts
Stall, Landing Configuration: 49 kts
Max Range: 915 nm
Max Takeoff Weight: 3,100 lbs.
Payload (full fuel): 623 lbs.
Useful Load: 1,145 lbs.
Takeoff/Landing Distance: 1,514 ft./1,350 ft.

While not as popular as its more famous hangar mate the SR22, the Cirrus SR20 is pretty much the same airplane with less power and no turbo option. While Cirrus has sold a substantial number of SR20s as training aircraft, its competition in that arena is stiff, and it has never gained a lot of traction there. In 2017, the SR20 got a new engine when Cirrus swapped out the original Continental IO-360 210-hp six-cylinder model for a 215 hp Lycoming IO-390 four-cylinder engine. At the same time, the SR20 got a boost in useful load of 150 lbs. The rest of its performance remained close to its previous marks. The SR20's cruise speed of 155 knots makes it a good cross-country plane. While its short-field performance isn't close to that of the Cessna 182, it still doesn't need a lot of runway to do its thing. In most other regards, the SR20 is a compelling product. Like the SR22, it boasts a whole-airplane recovery parachute system, the excellent Perspective+ avionics system by Garmin, ESP envelope protection and ADS-B In and Out, all on top of a beautiful design with great creature comforts.

Niche: Mid-performance, fixed-gear (four-five seats) personal transportation/training aircraft
Bragging Points: A whole-airplane parachute, the same cabin, windows and available air- conditioning as the SR22, strong performance and good useful load.
Tradeoffs: There's no turbocharged version.
Base Price: $389,900
Competitors: Diamond DA40 XLT, Cessna Skylane
Fun Fact: Cirrus has built more than 1,500 SR20s since the plane's introduction in 1999.

Specs
Main Construction: Composite
Engine/HP: Lycoming IO-390-C3B6/215 hp
Propeller: Hartzell, 3-blade, composite, constant speed, 74" diameter
Avionics: Cirrus Perspective+ By Garmin (Garmin G1000 NXi)
Top Cruise Speed: 155 kts
Stall, Landing Configuration: 60 kts
Max Range: 672 nm
Max Takeoff Weight: 3,150 lbs.
Payload (full fuel): 704 lbs.
Useful Load: 1,030 lbs.
Takeoff/Landing Distance: 1,685 ft./853 ft. (groundroll)

If you're a bit confused by the various Diamond DA40 models, you can be forgiven. There have been around 10 versions, though the basic airframe configuration hasn't changed much---which is a good thing. The XLT is the latest piston model and the most direct descendant of the original DA40, which set itself apart with a long, sailplane-like wing, sticks instead of yokes and an unusual door arrangement that includes a pilot's-side rear gullwing hatch for loading one or both rear-seat passengers. The all-composite DA40 climbs well, and with its 145-knot cruise speed, it's competitively fast. Like nearly every plane in this lineup, it's outfitted with the Garmin G1000 NXi. It's a good cross-country and IFR machine and, importantly, it boasts one of the best safety records in the segment. Plus, its 600-pound full-fuel payload offers pilots good loading options.

Niche: Personal/flight training
Bragging Points: Good full-fuel payload, safe and reliable, strong composite construction, unsurpassed visibility.
Tradeoffs: Moderate cruise speed, average performance, warm interior on sunny days.
Base Price: $389,800; $459,800
Competitors: Cirrus SR20, Tecnam P2010
Fun Fact: Diamond started in aircraft manufacturing building sailplanes (still does), and that heritage is evident in the long slender wings of Diamond aircraft.

Specs
Main Construction: Composite
Engine/HP: Lycoming IO-360-M1A/180 hp
Propeller: Hartzell or MT 3-blade constant speed, 74" diameter
Avionics: Garmin G1000 NXi
Top Cruise Speed: 137 kts; 154 kts
Stall, Landing Configuration: 58 kts
Max Range: 830 nm (no reserve); 984 nm (no reserve)
Max Takeoff Weight: 2,646 lbs.; 2,888 lbs.
Payload (full fuel): 600 lbs.; 277 lbs.
Useful Load: 900 lbs.; 950 lbs.
Takeoff/Landing Distance: 1,450 ft./2,100 ft. (MTOW---50 ft. obstacle); 1,302 ft./1,043 ft. (MTOW---50 ft. obstacle)

Diamond offers a couple of diesel-powered versions of the DA40: the Jet-A-burning NG and the backcountry-ready Tundra.

The DA40NG might be the DA40 model that goes the distance. Outfitted with wingtips and a slightly shorter wing---for an easier fit into standard hangars---and an Austro turbodiesel engine, the NG offers performance and economy that's better than that of the gas piston model in most respects. With a fuel flow at max continuous power of around 8.5 gph and an economy fuel burn of around 5 gph at 10,000 feet, where it still makes full-rated power, the NG can do better than 150 knots and fly for nearly a thousand miles. For shorter hops, which statistically, most missions will be, it can do nearly 160 knots while sipping at the Jet A.

Another DA40 model, the Tundra is also Austro-diesel powered. It's outfitted with beefed-up gear and big tires; who needs wheel pants? Designed for rough-field operations, the Tundra still gives its owners a comfy and beautiful interior and flat-panel avionics goodness even if its exterior looks the rugged part.

Niche: Personal transportation.
Bragging Points: FADEC. Great fuel efficiency even at top cruise speeds. Fuel available worldwide. Climbs great. Terrific visibility. Top-notch avionics.
Tradeoffs: Moderate cruise speed, average performance, warm interior on sunny days.
Base Price: $389,800
Price Typically Equipped: $495,000
Competitors: Cirrus SR20/Cessna 182
Fun Fact: Diamond North America is now owned by Wanfeng Auto Holding Group, a Chinese company. Diamond's subsidiary company makes the Austro diesel engines that power several Diamond models.

Specs
Main Construction: Composite
Engine/HP: Austro AE300/168 hp
Propeller: MT 3-blade, constant-speed, composite
Avionics: Garmin G1000 NXi
Top Cruise Speed: 155 kts
Stall, Landing Configuration: 49 kts
Max Range: 984 nm (no reserve)
Max Takeoff Weight: 2,888 lbs.
Payload (full fuel): 675 lbs.
Useful Load: 950 lbs.
Takeoff/Landing Distance: 1,936 ft./2,133 ft. (MTOW---50 ft. obstacle)

The Tecnam P2010 is one of the prettiest planes in this lineup, or in any lineup, really. A four-seat, fixed-gear general-purpose single, the P2010 features a design with a mix of materials. The fuselage is of carbon fiber for great aerodynamics and smooth lines, and the wings are made of metal in the conventional Cessna/Piper way. With great ramp presence, terrific cabin size, the best high-wing visibility in its class, good load-carrying capacity and a good selection of instrument panel options, including Garmin G1000NXi, the P2010 has a lot to offer. And unlike most competing models, it gives its prospective owners a lot of choice in the matter. To whit, the P2010 MkII is outfitted with a 215 hp Lycoming IO-390 four-cylinder fuel-injected engine. The boost in power over the Lycoming IO-360 in the standard model increases the climb rate while keeping the plane right around its 600 nm range. Added together, those numbers, along with the P2010's excellent useful load of better than 900 pounds, make the P2010 a competitor more of the Cessna 182 than the 172.

Niche: High-performance utility/transportation plane
Bragging Points: Great ramp appeal, roomy interior, a third door, good fuel efficiency. Choice of powerplants and avionics.
Tradeoffs: Few P2010s in the field and limited North American presence.
Base Price: $383,000/$403,500
Competitors: Cessna 182; Diamond DA40
Fun Fact: The way you pronounce the name of the plane is an alternate name Tecnam sometimes uses: "P TwentyTen," not "P Two-Thousand and Ten."

Specs P2010; P2010 MkII
Main Construction: Composite fuselage, metal wings
Engine/HP: Lycoming IO-360-M1A/180 hp; Lycoming IO-390-C3B6/215 hp
Propeller: MT, 2-blade, composite or metal, fixed pitch or constant speed, 74" or 76" diameter; MT, 2-blade, composite, constant speed, 72" diameter
Avionics: Garmin G500 through G1000NXi
Top Cruise Speed: 134 kts (fixed pitch prop)/137 kts (constant speed prop); 146 kts
Stall, Landing Configuration: 52 kts; 52 kts
Max Range: 591 nm (fixed pitch prop)/600 nm (constant speed prop); 597 nm
Max Takeoff Weight: 2,557 lbs.; 2,557 lbs.
Payload (full fuel): 546 lbs.; 490 lbs.
Useful Load: 925 lbs.; 871 lbs.
Takeoff/Landing Distance: 2,054 ft./1,709 ft. (fixed pitch prop); 1,952 ft./1,709 ft. (constant speed prop); 1,640 ft./1,709 ft.

Though it was originally a step-up plane from the company's trainers (then, the Cherokee 140) the Piper Archer---a founding member of the PA-28 family---has been a popular model for decades. The design has evolved over the years. The current G1000NXi-equipped iteration continues the training tradition while being a fine personal plane, too. It is so much like the Cessna 172 in terms of performance, ease of handling, quality and reliability. The two planes, while as different-looking as night and day, are expressions of the same mission and share nearly identical utility. The Archer handles like a dream, and its sturdy all-metal design can take the punishment of those not-quite-right landings. The low wing takes better advantage of ground effect for easier and more predictable landings, a real benefit in the training world. Though it doesn't have a particularly spectacular range, the decently sized cabin and reasonable cruise speed along with its fine leather interior make the Archer a terrific ride for shorter cross-country trips, as well. The LX's alter-ego, the TX, is outfitted for training and lack many of the creature comforts of the LX while still giving flight schools a solid PA-28 to run their business.

Niche: Personal plane, trainer.
Bragging Points: Long training history, sturdy and reliable, reasonably priced for the segment, easy landing characteristics.
Tradeoffs: Limited range, moderate cruise speed, average overall performance.
Base Price: $364,854
Competitors: Cessna 172 Skyhawk, Tecnam P2010, Diamond DA40
Fun Fact: The Archer was originally marketed as a personal transportation plane, and many pilots still use it for just that, even though new Archers are sold predominantly to the flight-training providers.

Specs
Main Construction: Metal
Engine/HP: Lycoming O-360-A4M/180 hp
Propeller: Sensenich, 2-blade, metal, fixed pitch, 76" diameter
Avionics: Garmin G1000
Top Cruise Speed: 128 kts
Stall, Landing Configuration: 49 kts
Max Range: 522 nm (45-minute reserve)
Max Takeoff Weight: 2,550 lbs.
Payload (full fuel): 574 lbs.
Useful Load: 870 lbs.
Takeoff/Landing Distance: 1,608 ft./1,400 ft. (50 ft. Obstacle)

If you like the Piper Archer, the Archer DX sweetens the deal in a few ways. The plane makes use of a Continental CD-155 engine for turbo performance and sweet fuel efficiency. Even though it's only got 155 horses, compared to the 180 of the gas piston version, the DX's performance numbers don't suffer much and improve in several areas. It loses a few knots in cruise and gains a bit of distance on the takeoff. In terms of range, the DX is a cross-country machine that's more competitive with some of the higher-powered offerings in the segment---though you still won't be getting there very quickly. That said, the fuel efficiency of the Continental turbodiesel makes every hour spent in the air a more affordable hour in the logbook.

Niche: Trainer/personal plane
Bragging Points: Fuel-efficient diesel engine, significantly improved range.
Tradeoffs: Moderate cruise speed, higher price than the non-diesel equivalent.
Base Price: $412,645
Competitors: Cessna 172 Skyhawk, Tecnam P2010, Diamond DA40
Fun Fact: The Archer DX has a number of other CD-155-powered versions, though the basic airframe/powerplant equation stays the same.

Specs:
Main Construction: Metal
Engine/HP: Continental CD-155/155 hp
Propeller: MT, 3-blade, composite, constant speed
Avionics: Garmin G1000 NXi
Top Cruise Speed: 123 kts
Stall, Landing Configuration: 49 kts
Max Range: 848 nm (45-minute reserve)
Max Takeoff Weight: 2,550 lbs.
Payload (full fuel): 488 lbs.
Useful Load: 794 lbs.
Takeoff/Landing Distance: 1,673 ft./1,400 ft. (50 ft. obstacle)

While unspectacular to look at compared to its sexier Archer model, Piper's two new Archer-based entries are beautiful when it comes to your bank balance. And we daresay that they represent a striking new mode in light aviation, with the company making use of Experimental to Certified (E2C) avionics to cut costs and give mom-and-pop flight schools a great plane at a price they can afford. Making use of the Garmin G3X Touch Certified cockpit, which includes touch display flat panels, a sophisticated navigator and autopilot, as well as full ADS-B compliance, the Pilot 100 and Pilot 100i models give flight schools a sophisticated trainer with great equipment for a lot less. Cost of the Pilot 100 starts at just $259,000. The other new tech that helps Piper offer that low price is the Continental Aerospace Technologies Prime IO-370-D3A 180-hp gas piston engine. Its weight and power are so close to those of the Lycoming IO-360 that the Pilot 100's specs remain largely the same.

Read more about the Piper Pilot!

Maules are known for their ruggedness and utility, so it's no surprise that they're popular with operators in Alaska and Canada. The M-7 is the load-hauler of the lineup. With a Lycoming O-540, six-cylinder engine (a 260-hp version is an option), the M-7 has loads of power to haul those big loads its interior can accommodate. The M-7 can be equipped with floats, a popular option for backcountry operators. Another remarkable thing about this plane is the service ceiling: the M-7-235 tops out at 20,000 feet. Oh, for what the plane lacks in top end, it more than makes up for on the slow side, with a stall speed of just 35 kts.

Niche: Utility/personal
Bragging Points: High-altitude flight, serious cargo space, STOL performance.
Tradeoffs: Bare-bones avionics, minimal styling, limited full-fuel payload.
Base Price: $312,900
Competitors: Cessna 182 Skylane, Cub Crafters X-Cub, Aviat Husky
Fun Fact: Maule is that rarity in aircraft manufacturing, a family-owned business that has been passed down from generation to generation, with construction and assembly done at the company's factory in Moultrie, Georgia.

Specs
Main Construction: Steel tubular frame with fabric, metal wings
Engine/HP: Lycoming O-540-B4B5/235 hp
Propeller: Hartzell or McCauley, 2- or 3-blade, metal, constant speed, 78"- 81" diameter
Avionics: Analog Six-pack, JPI EDM-930
Top Cruise Speed: 137 kts
Stall, Landing Configuration: 35 kts
Max Range: 876 nm (30-minute reserve)
Max Takeoff Weight: 2,500 lbs.
Payload (full fuel): 325 lbs.
Useful Load: 835 lbs.
Takeoff/Landing Distance: 600 ft./900 ft. (50 ft. obstacle)

The all-metal, high-wing Cessna 172 is not only one of the most-produced planes in history, with more than 50,000 of them getting built over 50-years of production, but also it's one of the most versatile planes ever built. Since introducing it in 1956, Cessna has continuously updated the model. Today's Skyhawk is modern, sophisticated (with the Garmin G1000 NXi avionics suite), stylish and even comfortable (with a rarely used, but still available, air-conditioning option). It's got a more powerful engine than earlier Skyhawks, too. Though it gained its foothold as a personal transportation plane, today's Skyhawk is more commonly used as a trainer, and Cessna regularly gets fleet orders for the plane. Flight schools value the plane for its reliability, visibility and easy flyability, and hundreds of thousands of pilots have gotten their first taste of flight in a Skyhawk. For the personal transportation pilot, the Skyhawk is a mixed bag. It's not very fast, (around 125 knots true), but it's very well equipped, as easy to fly as an airplane can be, and capable of doing short-distance cross-country flying with the equipment to fly IFR---indeed, the 172 is an excellent instrument training platform. And with the advanced Garmin G1000NXi panel up front, there's a wealth of information for improved situational awareness.

Niche: Fixed-gear entry-level four-seat trainer/personal plane.
Bragging Points: Great reliability, silky-smooth flying manners, advanced electronics, unmatched pedigree.
Tradeoffs: Expensive for an entry-level plane, leisurely cruise speeds.
Base Price: $369,000
Competitors: Piper Archer, Tecnam P2010
Fun Fact: The 172 has survived at least three attempts by Cessna to create a replacement for it.

Specs
Main Construction: Metal
Engine/HP: Lycoming IO-360-L2A/180 hp
Propeller: McCauley, 2-blade, metal, fixed pitch, 75 " diameter
Avionics: Garmin G1000 NXi
Top Cruise Speed: 124 kts
Stall, Landing Configuration: 48 kts
Max Range: 640 nm
Max Takeoff Weight: 2,550 lbs.
Payload (full fuel): 570 lbs.
Useful Load: 888 lbs.
Takeoff/Landing Distance: 1,630 ft./1,335 ft.

When the Vulcanair V1.0 first made our list in 2018, the high-wing all-metal four-seater had been operating in Europe for a few years but had just arrived in the U.S. But since then the company has made strides in getting the piston single ready to roll. Newly FAA-certified and looking to make inroads in the training market, the V1.0 has some stiff competition, including the likes of the Piper Archer and Cessna Skyhawk, two of the most renowned trainers ever. But the pretty Italian import has its strengths, including a constant-speed prop, which gives it a noted advantage in climb and cruise speed over its fixed-pitch prop competitors. The V1.0's payload is noteworthy, as well. Though it lacks the G1000 NXi avionics that's close to the standard in today's trainers, its Garmin G500 cockpit is a close approximation and is IFR ready. Importantly, the V1.0 comes in at a substantially lower price than most of its competitors.

Niche: Personal/training.
Bragging Points: Great price for a capable four-seater. Rugged construction. Impressive useful load. Decent cruise speed.
Tradeoffs: Not available with G1000NXi, though it's early days.
Base Price: $259,000
Competitors: Cessna 172, Piper Archer, Tecnam P2010
Fun Fact: Like a couple of its competitors, the V1.0 is an evolution of an existing design, in this case, the Partenavia P.64B Oscar.

Specs
Main Construction: Metal
Engine/HP: Lycoming IO-360-M1A/180 hp
Propeller: Hartzell, 2-blade, metal, constant speed, 74" diameter
Avionics: Garmin G500
Top Cruise Speed: 130 kts
Stall, Landing Configuration: 51 kts
Max Range: 591 nm
Max Takeoff Weight: 2,546 lbs.
Payload (full fuel): 619 lbs.
Useful Load: 919 lbs.
Takeoff/Landing Distance: 1,608 ft./1,575 ft. (50 ft. obstacle)

Read more about the Vulcanair V1.0!

Back in the day, the joke was that Maule built just one airplane, but in two dozen different ways. Some things don't change, and Maule is still building that airplane, a fabric-covered steel tube beast that can be outfitted with a variety of landing gear and engine options to give it personalities that set it apart from its siblings. The MXT-7-180 is a four-seat tube-and-rag tricycle gear model that's nearly identical to the company's MX-7-180 taildragger. The MXT's performance numbers---despite the nose wheel, it's a great short-field performer both coming and going---are remarkably similar. Like most Maules, the MXT comes with big doors and lots of space for hauling stuff---it's no surprise that Georgia-made Maules are some of the most popular Alaska bush planes. You can haul loads of cargo out to the field, fill it back up, turn around and do it all again. While the 180 hp Lycoming Maules aren't the powerhouses their 235 hp models are, they're remarkably capable. Most Super Cubs operate with 180 hp engines and get the job done. Maules just give you a little extra room. The MXT-7-180 can be equipped with an auto-fuel STC for unleaded Mogas, keeping fueling options open, as well. Standard avionics are old-school steam gauges, though just as with the landing gear, the customer has options galore to customize. And it should be noted that these affordable, handmade planes hold their value like gold.

Niche: Utility/personal
Bragging Points: STOL performance, cargo space, can use auto-fuel.
Tradeoffs: Bare-bones avionics, minimal styling, okay cruise speed.
Base Price: $264,900
Competitors: Cessna 182 Skylane and lots of planes that aren't made anymore.
Fun Fact: There are many possible Maule configurations, depending on the landing gear chosen, the gear configuration, and the engine/prop combination the buyer desires.

Specs
Main Construction: Steel tubular frame with fabric, metal wings
Engine/HP: Lycoming O-360-C1F/180 hp
Propeller: Hartzell, 2-blade, metal, constant speed, 76" diameter
Avionics: Analog Six-pack, JPI EDM-930
Top Cruise Speed: 120 kts
Stall, Landing Configuration: 35 kts
Max Range: 932 nm (30-minute reserve)
Max Takeoff Weight: 2,500 lbs.
Payload (full fuel): 425 lbs.
Useful Load: 935 lbs.
Takeoff/Landing Distance: 700 ft./900 ft. (50 ft. obstacle)

Three years ago, we flew a preproduction prototype of the Pipistrel Panthera and reported on its lovely handling characteristics and spritely performance. News was in 2017 that the plane was nearing EASA certification, though there has been no word from the company on that progress since then. The Panthera, a four-seat retractable-gear all-composite speedster, has been in development for more than five years now, which isn't a long time by aviation standards. Still, Pipistrel's ambitious goals for the Panthera of a thousand-mile range with all four seats filled and a 200-knot true airspeed would make it a formidable competitor. The plane was initially to be powered by a four-cylinder Lycoming IO-390 of 210. But Lycoming's decision not to certificate the engine forced changes to the design, which will now boast a six-banger Lycoming IO-540 putting out 260 hp. With other 200-ish horsepower options available, the company's decision to go with a larger, more powerful engine surely got the company's engineers burning the midnight oil. As the concept progressed, it also got a roomier cabin, and updated avionics. If the company can come close to its targeted base price of less than $500,000 and hit its performance targets, the plane would be an attractive alternative in the four-seater marketplace.

Another exciting prospect for the arguably four-seat market is the Diamond DA50, which has five seats, but close enough. After Diamond Aircraft was purchased by Wanfeng in 2016, the new ownership committed to bringing the project back onboard. The target for certification is next year (2020), and while that sounds optimistic, the plane has already progressed far along that path. The big change announced in 2017 is the addition of the Continental Aerospace Technologies 300 hp CD300 turbodiesel engine. Diamond made the first flight of that new prototype in March of 2019 and plans to release actual performance data from flight testing in the near future. The company hasn't quoted a price for the DA50 yet, either, but expect it to be closer to a million dollars than $500,000. Still, if the plane makes good on its huge cabin, sub-10 gph fuel efficiency and turbo performance in the mid-teens along with around-200-knot true airspeeds, we'll be hearing more about it for years to come.