New In The Piston Hangar: Cessna 210H & 421C, Piper PA-30, Beech F33A Entering Disassembly
Posted by Clinton McJenkin on May 13th 2026
Every aircraft has a story, and at BAS, the final chapter is rarely the end. This week's lineup brings four piston airframes through the doors: two cross-country singles, two cabin twins, and a parts list that spans Continental six-cylinders, Lycoming four-cylinders, Garmin glass, vapor-cycle air conditioning, and a stack of avionics deep enough to refurbish a small fleet. Gear components, propellers, autopilots, engine accessories, and panel-grade Garmin equipment all come back into circulation as we work through these four. Here is what is on deck.
High-Demand Parts Likely To Move Early
Every aircraft has a story, and at BAS, the final chapter is rarely the end. This week's lineup brings four piston airframes through the doors: two cross-country singles, two cabin twins, and a parts list that spans Continental six-cylinders, Lycoming four-cylinders, Garmin glass, vapor-cycle air conditioning, and a stack of avionics deep enough to refurbish a small fleet. Gear components, propellers, autopilots, engine accessories, and panel-grade Garmin equipment all come back into circulation as we work through these four. Here is what is on deck.
In This Video: Piper Cherokee Warrior Cessna Skymaster Cessna 414
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Cessna 210H Centurion
The Strutless Centurion That Hauls Six Across A Continent
The Cessna 210 first flew in January 1957 and stayed in production until 1986, making it one of the longest-running high-performance singles Cessna ever built. The H model sits in the middle of the Centurion C210E-H&J line, after the 210G dropped the wing strut in 1967 in favor of a cantilever wing, larger tail surfaces, and increased fuel capacity. By the time this 1968 airframe came off the Wichita line, the 210 had moved well past its origins as a Cessna 182B with retractable gear, a swept tail, and a new wing. It had become a six-seat, 285 hp Continental IO-520 single that hauled real loads at real cross-country speeds, sitting at the top of Cessna's single-engine piston lineup between the 182 and the 310 twin.
This 210H came in following a gear-up landing incident. The Continental IO-520-A took a prop strike with 1,239.4 hours total time on the engine (zero-timed in 1999), and the McCauley two-blade was driving when the runway met the belly. What is coming off the airframe is the operational payload: the engine and prop go through the documented process, the panel is a fully built-out Garmin and Aspen stack, and the type-specific gear components, control surfaces, and airframe hardware that 210 owners cannot find on a shelf in 2026 come back into circulation here.
Its flying days are over, but its job is not. BAS will work through this airframe section by section, catalog the high-value items with real photos and pricing, and put them on the shelf for the next 210 owner who needs them. The avionics stack alone reads like a panel refresh package for a serious cross-country single.
We will be pulling a ton of fantasic parts from this aircraft including...
- Continental IO-520-A engine (1,239.4 hours total time (zero-timed in 1999), prop strike)
- McCauley 2-blade propeller (1,522.3 SMOH, struck)
- Garmin GTN-750 GPS/Nav/Comm
- Garmin GTX 345 ADS-B In/Out transponder
- Garmin GMA 35C remote audio panel
- Garmin GMX-200 MFD
- Garmin GDL 69 satellite receiver (weather and traffic)
- Aspen Pro Max 1000 PFD with F/D bars
- Apollo SL 30 VHF/Nav/Com
- Avidyne 605 TAS traffic system
- STEC 3100 digital autopilot
- BFGoodrich WX500 Stormscope
- Electronics International CGR-30P and CGR-30C engine monitor displays
- ACK Technologies 406 MHz ELT
- 2" Mid-Continent standby electric A/I
- Davtron clock
- Carry-thru spar
- Shoulder harnesses
- Cleveland wheels and brakes
- LED beacon on vertical fin
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Colorado: 970-313-4823
Missouri: 816-690-8800
Cessna 421C Golden Eagle
The Cabin-Class Twin That Lost The Tip Tanks And Kept The Pressurization
The Cessna 421 Golden Eagle started life in May 1967 as Cessna's pressurized big brother to the Cessna 411, and it was an immediate hit, moving 200 airplanes in its first year. The 421A added fuselage length and fuel capacity in 1969. The 421B stretched the wingspan two feet and the nose another two in 1971, growing the baggage compartment and pushing the service ceiling up 5,000 feet. Then in 1976 the 421C arrived, and Cessna threw out the "Stabila-Tip" wingtip fuel tanks that had defined the earlier models in favor of wet wings. From the 1981 model year forward, the 421C also picked up trailing-link landing gear, which cemented the airplane's reputation as one of the most polished cabin-class twins on the ramp. Production ended in 1985 after about 1,900 airframes left Wichita.
This 421C arrived after one engine started making metal and the other came up needing two cylinders, which is the kind of dual diagnosis that turns a routine annual into a "probably not worth arguing with the spreadsheet" conversation. The Continental GTSIO-520-N is a serious geared turbocharged engine, and getting one healthy is a real bill. Getting two healthy at once is a different conversation entirely. The owner made the call. The airplane came to us with both McCauley three-blade propellers intact, no prop strike, and a panel built around the Garmin G600.
The airplane may be done flying as a complete 421C, but its best components are not done working. The G600 system, the dual GTN-750s, the JPI EDM-960 engine monitor, the trailing-link landing gear, the spoilers, the auxiliary fuel tank, and the type-specific cabin-class hardware all come off carefully and onto the shelf with photos and pricing. The 421 fleet is still flying. These are the parts that keep them flying.
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-N engines (no prop strike)
- LH: making metal
- RH: needs two cylinders
- (x2) McCauley 3-blade propellers
- Garmin G600 system
- GDU-620 display
- (x2) Garmin GTN-750 GPS/Nav/Comm
- Garmin GTX-327 transponder
- JPI EDM-960 engine monitoring system
- Garmin GMX-200 MFD
- LED wing tip position lights
- Rosen visors with rail system
- Trailing-link landing gear
- Spoilers
- Aux fuel tank
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Colorado: 970-313-4823
Missouri: 816-690-8800
Piper PA-30 Comanche
The Twin That Made Its Reputation On 160 HP A Side
The PA-30 Twin Comanche is what happened when Ed Swearingen took the laminar-winged single-engine PA-24 Comanche and bolted a second Lycoming IO-320 to it. The result was a four-to-six seat light twin that cruised in the 160 to 210 mph range on a combined 320 horsepower, which is to say it competed with the Cessna 310 and the Beech Baron while burning the same fuel as a Skyhawk and a half. The straight PA-30 came out in 1963. The PA-30B arrived in September 1965 with six seats and a third cabin window on each side. The PA-30C delivered in November 1968. The last PA-30 came off the Lock Haven line on November 5, 1969, replaced by the counter-rotating PA-39. Production ceased entirely in 1972 when the Lock Haven factory flooded, and Piper never restarted the line. Around 2,142 Twin Comanches were built across the run, and every airframe still flying has been working from a finite supply of parts ever since.
This PA-30 flew in to the shop after the owner decided the airplane had accumulated more issues than it was worth carrying. No incident, no prop strike, no off-airport story. Just an airplane whose squawk list had quietly grown longer than the value column on the title. Both Lycoming IO-320-B1A engines are intact at roughly 980 hours since major overhaul on approximately 3,300 hours total time. Both Hartzell two-blade propellers are at approximately 42 hours SMOH. The heater, fuel selectors, gear motor, magnetos, and fuel servos all sit at about 100 hours since overhaul, which is the kind of fresh-component inventory that does not show up on a Twin Comanche very often.
Twin Comanche parts do not sit around waiting for an invitation. Piper stopped building these airplanes in 1972, and the fleet has been working from attrition ever since, so when an airframe like this one comes apart with low-time engines, recently overhauled accessories, and a clean set of control surfaces, the parts move about as quickly as we can photograph them. Keep the Twin Comanche fleet flying.
Here's what we plan to recover:
- (x2) Lycoming IO-320-B1A engines, approx (980 SMOH, approx. 3,300 TT, no prop strike)
- (x2) Hartzell 2-blade propellers (approx. 42 hours SMOH, total time unknown)
- Garmin GTR-225
- (x2) Garmin GMA-340
- TKM MX-170B Nav/Comm receiver
- uAvionix Tailbeacon
- Narco Com 120
- Pilot-side rudder pedal brakes (no co-pilot)
- Piper autopilot
- LED beacon light on vertical fin
- Landing gear retract actuator and motor
- Heater, fuel selectors, gear motor, magnetos, fuel servos (approx. 100 hours since overhaul)
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Colorado: 970-313-4823
Missouri: 816-690-8800
Beech Bonanza F33A
The Straight-Tail Bonanza That Inherited The V-Tail's EngineDoing It.
The F33A is the straight-tail member of the Bonanza family that the rest of the world finally stopped calling a Debonair. The Model 33 line started in 1959 as the Debonair, Beech's lower-cost alternative to the V-tail Model 35, but by the mid-1960s buyers were ordering so many of the Bonanza options that the airplanes were essentially Bonanzas with conventional tails. The C33A in 1966 was the first straight-tail to get the 285 hp Continental IO-520, and by 1968 Beech dropped the Debonair name entirely with the introduction of the E33. The F33A followed in 1970 with the same 285 hp Continental, a longer cabin on 1971-and-later versions that brought it into V35B territory, and a production run that lasted until 1995. About 821 F33As left Wichita over that quarter-century. The straight tail still gets called the "poor man's Bonanza" by some, but the only thing it ever gave up versus the V-tail was the fork.
This F33A came in after an engine failure ended in an off-airport belly landing in a field. The Continental IO-520-BB took a prop strike, the Hartzell three-blade was driving, and the airplane found a soft enough piece of ground to walk away from. The panel was a recently built modern stack: a Garmin G3X system, a GFC-500 autopilot, a G5, a GNS-530W, an Avidyne IFD-440, a Trig TT31, and a PS Engineering Bluetooth audio panel. The G3X and the GFC-500 sold the same week the airplane hit the shop floor, which says everything about the demand for that pairing on a 33-series Bonanza.
The airplane may be done flying as a complete F33A, but its best components are not done working. The vapor-cycle air conditioning system, the throw-over yoke, the big baggage door, both flap assemblies, the gear motor (overhauled in 2023), the gear transmission, and the Rosen visors all come off the airframe and onto the shelf with real photos and real pricing. Keep the 33-series fleet earning its keep.
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...
- Continental IO-520-BB engine, prop strike
- Hartzell 3-blade propeller
Garmin G3X MFD system(SOLD)Garmin GFC-500 autopilot system(SOLD)- Garmin G5
- Garmin GNS-530W WAAS/GPS/Nav/Comm
- Avidyne IFD-440 integrated flight display
- Trig Avionics TT31 transponder
- PS Engineering PMA8000BT Bluetooth audio panel
- Vapor-cycle air conditioning system (STC'd)
- Both flap assemblies (good condition)
- Landing gear transmission
- Landing gear and flap motors (gear motor OH'd in 2023)
- Big baggage door
- Throw-over control yoke
- Rosen visors
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Clinton McJenkin
Sales & Marketing Director
BAS Part Sales
BAS Part Sales
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