Aviat Husky A-1C-200, Piper PA-28-180, Cessna T210F and Cirrus SR20 Parts Enter BAS Disassembly
Posted by Clinton McJenkin on Jul 14th 2026
An Aviat Husky A-1C-200, Piper PA-28-180 Cherokee, Cessna T210F and Cirrus SR20 are now moving through BAS piston disassembly. Together, they bring bush-plane landing gear, familiar Cherokee components, turbo retractable systems, and a Garmin Perspective avionics package into one broad recovery lineup. Several high-interest items have already sold or been placed on hold, so the demand is visible before disassembly is complete. Remaining components will be identified, photographed, priced, and listed as they work their way through the BAS shop.
Four Airplanes That Never Shared the Same Job Description
Put these four airplanes on the same ramp and nobody mistakes them for a matched set.
The Aviat Husky A-1C-200 looks prepared for the moment pavement becomes optional. The Piper PA-28-180 Cherokee comes from the practical side of personal aviation, where straightforward systems and familiar Lycoming power built a very large following. The Cessna T210F adds turbocharging, retractable gear, and serious traveling capability. The Cirrus SR20 approaches the same sky through composite construction and an integrated Garmin panel.
That is this week’s piston story.
Not four variations of the same airplane. Four completely different answers to what a piston single should accomplish.
Now all four are entering BAS disassembly, producing a recovery list that stretches from bush-plane wheels and tailwheel hardware to Cherokee lighting, Centurion landing gear systems, Garmin Perspective avionics, engines, propeller components, autopilot equipment, controls, and aircraft-specific hardware.
Different assignments. One very practical result.
In This Video: Piper Cherokee Warrior Cessna Skymaster Cessna 414
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Aviat A-1C-200
Built for the Edge of the Airport Map
A Husky looks perfectly normal sitting on pavement. That does not mean pavement was the assignment.
Aviat positions the A-1C-200 as the higher-powered version of its short-field utility airplane, using the additional horsepower to improve takeoff and climb performance. It is an airplane built around tailwheel utility, remote destinations, and pilots who consider the end of the prepared runway to be where things start getting interesting.
This particular Husky arrived with a remarkably concentrated equipment package. The source packet notes just 85.2 total hours on the Lycoming IO-360-A1D6 and 4.2 total hours on the MT three-blade propeller hub. Both carry confirmed strike notes and will need to be represented exactly according to their individual listings.
The avionics and landing gear equipment will command attention of their own. Garmin G500 TXi, GTN 750Xi, GMC 507 autopilot equipment, a GTX 345R remote transponder, dual Garmin G5 units, Alaskan Bushwheel tires, wheels and brakes, and an ABI tailwheel make this far more than a basic backcountry-airframe recovery.
An off-airport landing in mountainous terrain ended the Husky’s flying career as a complete airplane. That event does not need a starring role here. The modern Garmin equipment, specialized landing gear, low-time powerplant components, and Husky-specific hardware are the useful story now.
Another Aviat, somewhere else, keeps flying because of what this one still has left. We’ll be recovering a strong list of components to keep other aircraft going, such as...
- Lycoming IO-360-A1D6 (prop strike)
- MT Propellers MTV-9-B 3-Blade hub (struck)
- Garmin G500 TXi system
- Garmin GTN-750Xi GPS/Nav/Comm
- Garmin GMC-507 Autopilot system
- Garmin GTX-345R Remote ADS-B In/Out Transponder
- Dual Garmin G5’s
- Alaskan Bushwheel tires, wheels, and brakes
- Brakes ABI-30-60A
- ABI Tailwheel P/N ABI-3224A / ABI-76082-00
- True Blue USB port TA102
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Colorado: 970-313-4823
Missouri: 816-690-8800
Cirrus SR20
A Modern Single With a Very Serious Panel
The SR20 brings a completely different vocabulary into this group.
Composite structure. Integrated avionics. Digital engine information. Autopilot components designed as part of a complete system rather than a collection of unrelated boxes.
The SR20 helped establish the Cirrus SR Series, which began customer deliveries in 1999 and remains an active part of the Cirrus aircraft lineup today. That continuing fleet presence is one reason model-specific SR20 equipment receives immediate attention when a complete aircraft enters disassembly.
This aircraft came to BAS after a hard landing and runway excursion. The nose gear separated, and the engine and propeller carry confirmed strike notes. The source packet lists a Lycoming IO-390-C3B6 with 1,833 total hours and no overhaul recorded, along with a Hartzell HC-E3YR-1RF three-blade hub at the same total time.
The Garmin Perspective equipment is the center of this recovery. GDU displays, GIA 64W integrated avionics units, a GEA 71B engine and airframe interface unit, Garmin GFC 700 autopilot equipment, and a GMA 350C Bluetooth audio panel give this aircraft a parts profile that Cirrus owners and maintenance shops will recognize immediately.
For an integrated airplane, the individual boxes matter.
We’ll pull a solid lineup of parts from this aircraft and send that value right back into the fleet, such as...
- Lycoming IO-390-C3B6 (prop strike)
- Hartzell HC-E3YR-1RF 3-Blade Hub
- Garmin Perspective suite
- GDU Displays
- GIA-64W’s P/N 0110-3711-00
- GEA-71B P/N 011-03682-00
- Garmin GFC-700 Autopilot system
- Garmin GMA-350C Bluetooth Audio Panel
- Spectra wing tips, LH damaged, RH looks ok
- Rosen Visors
Cessna T210F
Turbo Power, Retractable Gear, No Small Assignment
A T210F is what happens when a piston single refuses to stay in the simple-airplane lane. Turbocharging, retractable landing gear, Cessna’s high-wing cabin utility, and a substantial Continental engine gave the Turbo Centurion a serious cross-country job description. This was not the airplane for owners looking to avoid systems. It was the airplane for owners who wanted one engine to handle a much larger assignment.
This T210F came to BAS after a gear-up landing. The source packet notes a Continental TSIO-520-C with prop-strike history, 3,916 total hours, and 900 hours since major overhaul recorded in 2000. A McCauley three-blade propeller with no strike note is also included in the packet.
The landing gear recovery is particularly relevant. Nose and main gear actuators, the hydraulic power pack, nose gear components, wheels, brakes, and related hardware are exactly the kinds of T210F systems that become important when another Centurion is occupying a maintenance bay and the correct component is not sitting politely on a shelf.
Avionics availability remains on hold, so no avionics are being presented here as confirmed inventory. The current list stays with what the packet clearly supports.
Here's what we plan to recover:
- Continental TSIO-520-C Engine (prop strike)
- McCauley 3-Blade prop D3A34C402/90DFA-10 (no strike, from a different plane)
- Avionics are on hold
- Nose gear doors (LH SOLD)
- Nose gear
- Nose and main gear actuators
- Power pack
- Aftermarket Exhaust
- Door Stewards
- Cleveland Wheels and brakes
- Droop wing tips
- Reduced diameter fuel caps and adapters
- Leading edge landing lights
- Rosen visors (both lens’ have small crack)
- S-tec autopilot system
- M877 Chronometer
Piper PA-28-180
The Cherokee That Ran Out of Calendar
The Cherokee 180 never needed a complicated sales pitch.
It was a four-seat personal airplane with fixed gear, familiar Lycoming power, manageable systems, and enough capability to handle training, ownership, travel, and the everyday jobs that make general aviation useful. The original PA-28 Cherokee also became the foundation for a much broader Piper family that includes aircraft such as the Warrior, Archer, Dakota, and Arrow.
This Cherokee had been sitting since 2020 as a project that kept collecting work faster than progress. Eventually, the numbers stopped cooperating. Returning the complete airplane to service required more time, labor, and investment than the finished aircraft could economically justify.
That does not make the remaining equipment irrelevant.
The source packet identifies a Lycoming O-360-A4A with no prop-strike note, several useful avionics components, a JPI engine monitor, TruTrak autopilot equipment, lighting upgrades, Cleveland wheels and brakes, control yokes, shoulder harnesses, fairings, wheel pants, and a long list of familiar Cherokee hardware.
Some of the most obvious items are already spoken for. The Sensenich propeller, Garmin GTN 650, and dual Garmin G5 units have been sold. The remaining recovery still has plenty of depth, because Cherokee parts do not need to be exotic to be needed.
Its flying days are over, but its job is not, and we’ll recover a great list of components from this aircraft to support the fleet, such as...
- Lycoming O-360-A4A (no prop strike)
Sensenich 76EM8S5-0-60(SOLD)Garmin GTN-650 GPS/Nav/Comm(SOLD)Dual Garmin G5(SOLD)- Stratus ESG ADS-B Out Transponder
- Garmin GNC-300XL GPS
- King KX-155
- JPI EDM-830 Engine monitoring system
- TruTrak Autopilot system
- Stratus dual USB ports
- PAI-700 Vertical Card Compass
- Rosen Visors
- Rams Horn style control yokes
- LED Beacon Light
- LED tail position light
- LED landing light
- Aftermarket wing tips with LED landing lights
- LED wing position lights
- Speed fairings and wheel pants
- New style torque links
- Cleveland wheels and brakes
- Upswept stabilator tips
- BAS shoulder harnesses
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Clinton McJenkin
Sales & Marketing Director
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BAS Part Sales
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