New In The Piston Hangar: Beechcraft Duke B60, Cessna 421B, 172B, T182T & More Now In Disassembly
Posted by Clinton McJenkin on Apr 29th 2026
Every aircraft has a story, and at BAS, the final chapter is rarely the end. From high-performance twins to hardworking trainers and even a few rotorcraft, each machine that enters the shop brings a collection of valuable, traceable components ready to support the fleet still flying. This latest lineup is a mix of speed, utility, and hard-earned experience, now transitioning from complete aircraft into the parts that keep other pilots in the air.
A Hangar Packed With Potential
Every aircraft has a story, and at BAS, the final chapter is rarely the end. From high-performance twins to hardworking trainers and even a few rotorcraft, each machine that enters the shop brings a collection of valuable, traceable components ready to support the fleet still flying. This latest lineup is a mix of speed, utility, and hard-earned experience, now transitioning from complete aircraft into the parts that keep other pilots in the air.
In This Video: Piper Cherokee Warrior Cessna Skymaster Cessna 414
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Beechcraft Duke B60
The Executive Twin With Expensive Taste
The Beechcraft Duke B60 was Beechcraft’s pressurized piston twin for pilots who wanted more presence than a Baron and more speed and style than the average cabin-class piston. Development of the Beechcraft 60 Duke began in the mid-1960s to fill the gap between the Baron and Queen Air, with customer deliveries beginning in 1968 and the B60 variant arriving in 1974 as the final, most refined version of the line. It carried the full Duke signature: retractable landing gear, pressurized cabin, rear airstair entry door, club seating, swept tail, and a pair of turbocharged Lycoming TIO-541 engines.
The Duke was never the cheap seat in the piston twin world. Only 596 were built across the Beechcraft 60, A60, and B60 series, including 350 B60 aircraft, which makes good Beechcraft Duke B60 parts and Duke-specific components worth paying attention to today. It was fast, sharp, complicated, and expensive to keep happy, the kind of airplane that looked like it belonged on a corporate ramp and maintained its reputation accordingly. For owners, shops, and operators still supporting the Duke fleet, traceable avionics, autopilot parts, pressurization components, landing gear, control surfaces, interior pieces, lighting, engine accessories, propeller components, and hard-to-find Beechcraft Duke airframe parts matter.
This Beechcraft Duke B60 is now in the BAS shop for disassembly, bringing a useful mix of B60 Duke avionics, cabin parts, pressurization system components, lighting upgrades, engine and propeller components, landing gear parts, and Beechcraft airframe hardware back into circulation. The airplane may be done flying as a complete Duke, but its best components are not done working. That is the point of a proper BAS disassembly: recover the useful parts, document them clearly, get them listed with real photos and pricing, and keep the remaining fleet supported without making anyone chase ghosts through the salvage yard.
We will be pulling a ton of fantasic parts from this Duke including...
- Lycoming TIO-541-E1C4 engine (20 SMOH)
- Lycoming TIO-541-E1C4 engine (1188 SMOH)
- X2 Hartzell HC-F3YR-2UF Props (no strike, one has 19 SMOH the other has 892)
Garmin GTN-750Xi(SOLD)- Garmin GTX-345 ADS-B In/Out Transponder
- Garmin GNS-430W WAAS/GPS/Nav/Comm
- Century Autopilot
- Insight G4 Engine monitoring system
- Shadin MAS-2000 Altitude Alert System
- Shadin CFS-2000 Fuel Computer
- Firewall Forward 130 amp alternators
- BoomBeam Lighting
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Colorado: 970-313-4823
Missouri: 816-690-8800
Cessna 421B Golden Eagle
The Cabin-Class Twin That Earned Its Name
The Cessna 421B Golden Eagle was Cessna’s pressurized piston twin built for owners who wanted real cabin-class travel without stepping into turboprop money. Developed from the earlier Cessna 411, the 421 brought pressurization, geared Continental GTSIO-520 power, retractable gear, and a six to seven seat cabin into a serious cross-country platform. The original 421 arrived for the 1968 model year and sold quickly, with 200 aircraft delivered in its first year. Cessna kept refining the line, and by 1971 the 421B arrived with more wing, more nose baggage space, higher weights, and better high-altitude capability.
The 421B sits in a useful spot in the Cessna twin family. It is bigger and more substantial than the 414, pressurized where the 401 and 402 were not, and closely related to the later Cessna 425 turboprop. It was not built as a trainer, a toy, or a cheap way to move fuel around the sky. It was built as a fast, comfortable, owner-flown business aircraft with room, range, and enough complexity to keep mechanics honest. With 699 Cessna 421B aircraft produced, the Golden Eagle still has a meaningful fleet behind it, and good Cessna 421B parts remain important for owners, operators, and shops keeping these airplanes in service.
This Cessna 421B is now in the BAS shop for disassembly after too many unairworthy items made continued operation stop making sense. That does not make the airplane done being useful. It means the best pieces go back to work. With traceable Cessna 421B avionics, GTSIO-520-H engine components, propeller parts, Cessna 800B autopilot components, Keith air conditioning, landing gear parts, interior pieces, cabin-class trim, control surfaces, and Golden Eagle airframe hardware, this aircraft will support the fleet in the way tired airplanes often do best: one good part at a time.
We’ll pull a solid lineup of parts from this aircraft and send that value right back into the fleet, such as...
- X2 Continental GTSIO-520-H
- LH: 989 SMOH, 3320 Total Time
- RH: 1344 SMOH, 6094 Total Time
- McCauley 3-Blade Propeller (717 hours total since new (LH) )
- McCauley 3-Blade Propeller (419 SMOH, unknown total time (RH) )
- Garmin G600 system
- Avidyne FlightMax EX500 (crazing on screen)
- Garmin GNS-530W WAAS/GPS/Nav/Comm
- Garmin GMA-340 Audio Panel
- Bendix King KX-155 Nav/Comm
- Garmin GTX-345 ADS-B In/Out Transponder
- Garmin GTX-327 Transponder
- JPI EDM-760 Engine monitoring system
- Bendix King KN-62
- Cessna 800B autopilot
- Keith Air Conditioning
- PAI-700 Vertical Card Compass
Schweizer 269C / 300C
The Little Helicopter That Taught a Lot of Hands to Hover
The Schweizer 269C, better known in many circles as the Hughes 300C or Schweizer 300C, is one of those helicopters that made itself useful by not trying to be glamorous. The design traces back to the Hughes 269, first flown in 1956, then grew into the Hughes 300 line that became a staple for training, agriculture, patrol work, and light utility flying. The 300C version brought the important upgrades: a 190 hp Lycoming HIO-360 engine, a larger main rotor, and a major performance bump over the earlier 269 models. In other words, not a show pony. A working little helicopter with a bubble cabin, three blades, skids, and a long résumé.
The 269C/300C also has the kind of simple, mechanical honesty that made it a training favorite. Fully articulated three-blade main rotor, two-blade tail rotor, skid gear, direct flight controls, and no hydraulics in the 269 control system. That means pilots learned what their hands and feet were actually doing, whether they wanted that lesson or not. Hughes built the foundation, Schweizer carried it forward, Sikorsky wore the badge for a while, and Schweizer RSG now supports the line, giving this small helicopter family a production and support story that stretches across decades.
This 1997 Schweizer 269C is now in the BAS shop for disassembly after autorotation practice turned into a little more real-world instruction than anyone scheduled for the day. The helicopter is done flying as a complete machine, but the fleet still needs good Schweizer 269C parts, Hughes 300C parts, rotor system components, Lycoming HIO-360 engine components, tail rotor parts, skid gear, cockpit pieces, controls, instruments, and hard-to-find 300C airframe hardware. Small helicopters work hard, training helicopters work harder, and good parts for them do not sit around waiting for an invitation. BAS will move the useful components back into circulation for the owners, schools, operators, and shops keeping the Schweizer 269, Hughes 300, and Schweizer 300C fleet earning its keep.
Here's what we plan to recover:
- Lycoming HIO-360-D1A, rotor strike, Centri-Lube camshaft, Ly-Con STC crankcase seal
- Stratus ESG ADS-B Out Transponder
- King KY-196A Comm Transceiver
- PAI-700 Vertical Card Compass
- EBC-502-S1 ELT
- Whelen lights and power supply
- Ground handling wheels
Cessna 172B
The Skyhawk Before the Skyhawk Became Everybody’s AirplaneDoing It.
The Cessna 172B comes from the early chapter of the world’s most successful aircraft family, back when the 172 still wore the straight-backed cabin, tall gear, and classic square-tail personality that made early Skyhawks look like they were drawn with a ruler and built to teach half the planet how to fly. The 172 itself began as a tricycle-gear development of the Cessna 170, first flying in 1955 and entering production for 1956. It became an immediate success, with more 172s built than any other aircraft, and the basic formula was simple enough to become legendary: high wing, fixed gear, four seats, honest handling, and enough utility to make it useful long after the paint stopped being fashionable.
The 1961 Cessna 172B is especially interesting because it was the first model year where the **Skyhawk** name appeared as an available deluxe package. The 172B brought shorter landing gear, a reshaped cowling, a pointed prop spinner, increased gross weight, a stepped firewall, and a wider, rearranged instrument panel positioned farther aft in the fuselage. Cessna built 989 of them, which makes the 172B a real early-model piece of Skyhawk history, not just another trainer with sun-faded plastic and a thousand student-pilot stories hiding in the seat rails.
This Cessna 172B is now in the BAS shop for disassembly after hail and control-surface issues pushed continued operation into the “probably not worth arguing with the spreadsheet” category. It has 2,313 hours total time, an O-360-A4M engine with 1,166 SMOH, Terra avionics, Stratus ESG transponder, Garmin GTR 225 comm, and a useful mix of early Cessna 172B parts, Skyhawk airframe components, engine accessories, avionics, landing gear parts, control system pieces, doors, windows, interior parts, cowling, fairings, and hard-to-find early 172 hardware. The airplane may be done flying as one complete Skyhawk, but in true 172 fashion, it still found a way to be useful.
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-A4M Conversion
- Lycoming O-360-A4K Conv A4M (1189 SMOH, 2290 TT)
- McCauley 2-Blade Fixed Pitch Propeller
- Stratus ESG Transponder
- Garmin GTR225 Comm
- Terra tx760D Comm
- Terra tx200D Nav
- Terra 250d Intercom
- Shoulder harnesses
- Reduced Diameter fuel caps
- Leading edge landing lights
- Good nose gear
- Cleveland wheels and brakes
- TCB Composites spinner
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Colorado: 970-313-4823
Missouri: 816-690-8800
Cessna T182T Turbo Skylane
The Skylane With a Little More Climb in Its CoffeeDoing It.
The Cessna 182 has earned its place the honest way: by being useful almost everywhere, for almost everyone, for a very long time. Introduced in 1956 as a tricycle-gear evolution of the Cessna 180, the 182 grew into one of Cessna’s most important single-engine airplanes, second only to the 172 among Cessna models still in production. The Skylane became the airplane for owners who wanted more muscle than a 172, more hauling ability, more cross-country comfort, and fewer excuses when the runway got shorter, the load got heavier, or the weather made altitude useful.
The T182T Turbo Skylane adds another layer to that story. Introduced in 2001 as part of the modern 182T line, the T182T brought a turbocharged, fuel-injected Lycoming TIO-540-AK1A, four-place oxygen, and high-altitude capability to the fixed-gear Skylane platform. Later updates added the Garmin G1000 as standard equipment, moving the Turbo Skylane into the glass-panel era without losing the basic 182 formula: high wing, fixed gear, real useful load, and a cabin that works for pilots who actually use their airplanes. It is not exotic, which is the point. It is a Skylane with better lungs.
This 2004 Cessna T182T is now in the BAS shop for disassembly with 1,211.1 hours total time, a Lycoming TIO-540 engine, McCauley propeller, Garmin G1000 avionics, and Garmin GTX 345 equipment noted in the aircraft data. T182T parts are not everyday shelf-fillers, and the Turbo Skylane fleet still needs support from good, traceable components. BAS will work through the airplane carefully and recover the useful Cessna T182T parts, Turbo Skylane engine components, Garmin avionics, propeller parts, landing gear, flight controls, interior pieces, cowling, doors, windows, and airframe hardware that can help keep other 182, 182T, and T182T aircraft moving.
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 TIO-540-AK1A engine
- McCauley 3-Blade propeller
- Garmin G1000
- GDU Display (x2)
- GIA-63's
- GDC-74A
- GRS-77A
- GTP-59 probe
- King autopilot
- Cleveland wheels and brakes
- Nose gear and nose gear mount
- Main Landing gear
- New style control yokes
- Oxygen system
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Clinton McJenkin
Sales & Marketing Director
BAS Part Sales
BAS Part Sales
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