If you are interested in our 1962 Navion Rangemaster (for purchase, partnership, or long-term rental), please contact Jon -- jon@navionpilots.org -- pilots need at least 100 hours in retractable gear aircraft and 5 hours minimum in make and model; an instrument rating is desired but not required. It is possible to build some of these hours (dual) in this airplane; contact us to discuss.

A few basic specs (as of March 22, 2009 ):

Information about Weight & Balance is contained in:

• Weight & Balance Worksheet (Excel file)
• Gross Weight & C.G. Limitations (PDF file)

January 2006 -- the airplane was new from the firewall forward. New composite cowling over a tubular engine mount makes the TSIO-520 engine easy to access. A new 3-bladed propeller powered by a turbocharged 285 HP TSIO-520 engine pulls the airplane through climbs of about 850 feet per minute (FPM) at a minimum to more than 1,000 FPM. This Rangemaster is a great climbing airplane.

Navions are normally thought of as a high-lift, high-drag airplane. From the firewall forward, this Navion is much like a turbocharged Cessna 210 Centurion. The induction air inlet (a NACA scoop) is on the right side cowling.

In this photo, we can also see the High Intensity Discharge (HID) landing lights. Another HID landing light is positioned at the same location on the left wing.

Here we see the HID landing lights and (just inboard from the landing lights) air inlets that feed up into the floor at the front of the two front seats.

A cabin air inlet scoop appears beneath the propeller and the turbocharger is just above the exhaust.

The landing gear retract. The nose gear retracts aft and the main landing gear fold up and inward.

The combination of a 285 HP engine, constant-speed propeller (propeller control), flaps, and retractable landing gear make this a high-performance and complex aircraft (per the FAA's definition); it's good for a pilot to have some experience with bigger engines, retractable gear, and the propeller control before flying this airplane. Looking inside the cabin, we can see the main panel as well as the overhead panel (with light switches).

The main panel has a fairly standard set of six instruments in front of the pilot -- including a King KCS-55A Compass System or Horizontal Situation Indicator (HSI).

Moving from left to right, we see the Garmin GNS 430W above the Garmin GMA 340 Audio Panel.

The HSI is connected to the GNS 430W and is the # 1 indicator for GPS, ILS, etc.

Moving to the right of center, the large square screen at the top of this photo is the MVP-50 Engine Monitor from Electronics International (E.I.).

Under the engine monitor, the # 2 Com / Nav radio is the King KX-155A (the # 2 indicator is just to the right of the radio); this radio is common in many other aircraft.

The Garmin GTX 327 TSO-certified Mode C digital transponder appears at far right.

A little closer in on the left, we can see the 6 primary flight instruments and the GNS 430W.

Below the GPS, from left to right, this airplane as Hydraulic Power (small round knob just below the right side of the yoke), the Landing Gear Selector, the Flap Control, and the Elevator Trim Tab.

This airplane left the shop at the start of 2006 with a new Fuel Selector Valve (Airworthiness Directive 2008-05-14 is complied).

Normal practice in the Rangemaster is to take off and maneuver on the Main fuel tanks (the tips are gravity-feed). Once fuel is drained from the Mains, we can use the tips (unused fuel is returned from the engine to the Mains).

The Rangemaster is a 5-seat airplane. The fifth seat (blue striped) is a bit smaller and sits in the baggage compartment. It is unlikely to be comfortable except as a child seat.

Another new item around New Years 2006, this Navion has shoulder harnesses for the two front seats.

We normally extend the flaps when the airplane is parked. An in-flap step makes it easier to step up.

This photo also shows the combined Communications / GPS antennae (above the cabin and on top of the fuselage) and the Navigation antenna (a blade or fin antenna near the top of the vertical stabilizer).