New In The BAS Disassembly Hangar November 13th 2025

The Cessna 310 series marked a major milestone in postwar general aviation, blending sleek design with reliable twin-engine performance. Introduced in 1954 after its first flight in 1953, the 310 was Cessna’s second twin-engine aircraft and quickly became a favorite for private owners, air taxi operators, and military users alike. Early models featured innovative design elements such as tip-tank fuel storage and exhaust augmenter tubes, which contributed to both performance and aesthetics. Over the decades, the 310 line saw continuous refinements. From the 310C’s more powerful 260-hp Continental IO-470-D engines to the 310G’s “stabila-tip” tanks and the 310R’s lengthened nose with additional baggage space, each evolution improved speed, comfort, and stability.

Beyond its role as a civil workhorse, the Cessna 310 proved its mettle in the air taxi boom following World War II, valued for its high speed, short-field performance, and impressive useful load of around 2,000 pounds. It also earned military distinction as the L-27 (later redesignated U-3 “Blue Canoe”) for the U.S. Air Force, performing light transport and liaison duties with minimal operating costs. Engineers and modifiers later expanded the platform’s potential through high-performance conversions like the Riley Rocket and Turbostream, which boosted power and climb rates, making the 310 one of the most versatile light twins of its era.

The Cessna 310L, introduced in 1967, represented a significant advancement in the Cessna 310 line. It was the first model to incorporate fuel tanks within the wings, supplementing the signature tip tanks and greatly increasing fuel capacity and range. The L variant also featured a redesigned landing gear system, a one-piece windshield for improved visibility, and various refinements to the airframe that enhanced both performance and maintenance accessibility. With 207 examples built, the 310L balanced utility and refinement, bridging the gap between earlier, lighter 310s and the later luxury-oriented R models. It stood as a machine equally at home in private, commercial, or light military service, a prime example of Cessna’s continuous evolution.

This 310 arrived at our facility after landing on its belly, resulting in a prop strike. Here's some of what this bird has to offer:

• Continental IO-470-VO, prop strike, 1290 SMOH
• Continental IO-470-VO, prop strike, 1156 SMOH
• Garmin GTX-345 ADS-B In/Out Transponder P/N 011-03302-00
• Garmin GMA-340 Audio Panel P/N 011-00401-10 (broken button)
• King KR-87 ADF Receiver P/N 066-1072-00
• And much more...

The Beechcraft Bonanza line is one of the most storied families in general aviation. Introduced in 1947 by Beech Aircraft Corporation of Wichita, Kansas, the Bonanza was revolutionary for its time as an all-metal, low-wing, six-seat aircraft with retractable tricycle landing gear and a horizontally opposed six-cylinder engine. Unlike many of its postwar contemporaries, which relied on prewar construction methods, the Bonanza embraced modern materials and design, instantly setting itself apart as a sleek and high-performance personal aircraft. Its famous V-tail version, often called the “V-tail Bonanza,” became an icon of mid-century aviation, recognized for its distinctive tail and an impressive blend of comfort, range, and speed.

Over its decades of production, the Bonanza family evolved into three main series: the V-tail Model 35, the conventional-tail Model 33 Debonair, and the stretched, six-seat Model 36 Bonanza. Each improving on the last while maintaining Beechcraft’s hallmark quality. The aircraft’s continuous production run from 1947 to the present makes it the longest-produced aircraft in history. Its enduring popularity among private pilots and air charter companies stems from its excellent performance, luxurious cabin appointments, and adaptability. Though early V-tail models earned a controversial “doctor killer” reputation due to pilot error and overconfidence, the Bonanza’s actual safety record proved comparable to or better than similar aircraft, and later models incorporated numerous improvements in design and systems reliability. The A36 variant, introduced in 1970, represents the pinnacle of the Bonanza’s refinement. Based on the Model 36, it featured a 10-inch fuselage stretch, seating for six, and double doors for easier rear-cabin access. These kinds of enhancements made it a true cross-country luxury machine.

The A36 combined Beechcraft craftsmanship with a Continental IO-520 or later IO-550 engine, offering up to 300 horsepower, a redesigned fuel system, and an upgraded instrument panel. With over 2,000 built between 1970 and 2005, the A36 became a favorite among serious aviators for its blend of performance and comfort, cruising easily at over 175 knots and boasting nearly 1,000 miles of range. Later updates, like the G36, introduced modern glass cockpits, ensuring that this Bonanza lineage remains as relevant today as when it was first conceived.

This Beech Bonanza had an off-airport landing, causing a prop strike and sending it to the BAS hangar. We will recover a long list of great airplane parts, radios, actuators, and more, including...

• Continental IO-550-B, prop strike - SOLD
• High-speed landing gear actuator
• Landing gear and flap motors
• G2 Insight Engine Monitor
• King KX-165 Nav/Comm Transceiver
• King KX-155 Nav/Comm Transceiver
• King GLN-89B GPS
• Garmin GTX-335 ADS-B Out Transponder WAAS
• King KFC-150 Autopilot
• Argus 5000/CE Moving Map Display
• And much much more....

The Cessna 162 Skycatcher was Cessna’s bold foray into the Light Sport Aircraft (LSA) market, produced from 2009 to 2013. Designed as a lightweight, affordable, and easy-to-fly trainer, it was a high-wing, two-seat airplane intended for flight schools and personal pilots alike. Its structure was mainly aluminum, with a fiberglass cowling, powered by a 100 hp Continental O-200D engine, giving it a cruise speed of around 112 knots and a range of roughly 470 nautical miles. The aircraft featured Garmin G300 glass-panel avionics and could be equipped with optional systems such as an autopilot and a ballistic recovery parachute, impressive offerings for its class.

However, the Skycatcher’s story was as turbulent as it was ambitious. Though early enthusiasm led to over 1,000 pre-orders, production challenges, price increases, and performance criticisms ultimately doomed the project. Built in partnership with Shenyang Aircraft Corporation in China to reduce costs, the aircraft drew controversy and failed to hit its original sub-$100,000 target price. Issues such as high empty weight, limited useful load, and modest flight characteristics compared to competitors eroded its appeal. Cessna halted production in 2013 after selling fewer than 200 units, with the remaining airframes scrapped by 2016.

The Skycatcher was conceived as the spiritual successor to Cessna’s long-running 150 and 152 trainers, both aircraft that had defined basic pilot instruction for decades. While it carried that same high-wing, forgiving-handling DNA, the 162 aimed to modernize the formula with lighter materials, digital avionics, and a sleek composite touch.

Unfortunately, it never achieved the widespread adoption of its predecessors. Still, the Skycatcher represents Cessna’s effort to bring the brand’s legendary flight training heritage into the 21st century. It was an experiment that, while commercially short-lived, reflected the company’s continued commitment to accessible, entry-level aviation.

This aircraft is not wrecked and is in great shape overall. The engine and prop are NOT prop struck on this bird. Here's the short list of the (many) components we'll recover...

The Cessna 172 Skyhawk is one of the most successful aircraft in aviation history, known for its reliability, forgiving flight characteristics, and versatility. Introduced in 1956 and developed from the Cessna 170, it became an instant success, with over 44,000 units produced to date. The aircraft’s tricycle landing gear made it much easier to handle on the ground than earlier taildragger designs, and its stable high-wing layout gave pilots excellent visibility and control. Over time, the 172 earned a reputation as the go-to trainer for student pilots worldwide while also serving private owners, flight schools, and utility operators with equal dependability.

Throughout its decades of production, the Skyhawk has seen numerous refinements in powerplants, avionics, and comfort features while retaining its fundamental design and flight qualities. Cessna paused production in 1986 due to liability costs but resumed in 1996 with the updated 172R and 172S models, featuring fuel-injected Lycoming engines and modernized interiors. Competing aircraft like the Piper Cherokee and Diamond DA40 have come and gone, but the 172’s combination of simplicity, stability, and low operating costs keeps it a cornerstone of general aviation and flight training worldwide.

The 172N variant, introduced in 1977 and produced through 1980, brought a 160-horsepower Lycoming O-320-H2AD engine designed to run on 100-octane fuel. This version also added pre-select flaps, optional rudder trim, and, later, a 28-volt electrical system with air conditioning options. The 172N increased the maximum flap-extension speed to 110 knots, improving operational flexibility and making it a popular training and touring aircraft. More than 6,400 were built, marking it as one of the most numerous and enduring sub-models in the 172 family.

If you need parts and components, this bird has a lot to offer. Such as...

The Piper PA-23 marked a major milestone for Piper Aircraft as its first twin-engine airplane, designed to meet the needs of the growing postwar general aviation market. Originally conceived as the “Twin Stinson,” the design was inherited when Piper acquired Stinson Aircraft. The first prototype took flight in 1952, but its performance fell short of expectations, prompting a redesign that included a single vertical stabilizer, an all-metal rear fuselage, and more powerful Lycoming O-320-A engines. Entering production in 1954 as the Piper Apache, the PA-23 became a rugged, all-metal, low-wing monoplane known for its solid handling and forgiving flight characteristics, making it a favorite among flight schools and private owners alike.

Through the years, the PA-23 line expanded to include more powerful and capable variants, eventually evolving into the Aztec series. By 1959, Piper had refined the airframe with larger Lycoming O-540 engines and introduced the PA-23-250 Aztec, which could seat up to six passengers and offered improved performance, range, and payload capacity. Later versions included turbocharged models capable of higher-altitude cruising, as well as a one-off pressurized concept. Production continued into the early 1980s, with nearly 7,000 examples built, serving both civil and limited military operators around the world.

The PA-23-150 Apache B represented one of the earliest refinements of the original Apache design. Powered by twin 150-horsepower Lycoming O-320-A engines, it offered modest performance improvements over the prototype while retaining the sturdy construction and stable handling that defined the series. Built in the mid-1950s, the 150 variant established the PA-23’s reputation for reliability and simplicity, qualities that helped it earn a loyal following among pilots transitioning to multi-engine aircraft. Its success laid the foundation for the subsequent Apache 160 and 235 models, which would push the design toward greater power and versatility..

If you need parts and components, this bird has a lot to offer. Such as...

• RH Engine
  • Lycoming O-320-A3B, non-struck, 106 SMOH in 09/21
• LH Engine
  • Lycoming O-320-A3B, non-struck, 356 SMOH in 10/17
• Hartzell HC-C2YL-2CUF propellers, non-struck x2
• Landing gear actuators
• Power pack
• FlightStrobe 4400
• Monroy ATD-300 Traffic Watch
• King KMA-24 Audio panel (no data tag)
• King KX-170B Nav/Comm
• King KX-175B Nav/Comm
• And so much more