*SOLD* 1980 Piper Arrow

*SALE PENDING* Current owner utilized this aircraft to get his private pilot rating. Plane has previously flown Part 135 transporting cargo, and it was one of the primary aircraft for the Randolph Air Force Base Flying Club before that.  Low engine times allow for better resale value.  Would be good for a flight school or private owner who wants a reliable aircraft to learn or travel in without worrying about cosmetics.


1989 Piper Malibu Mirage



Pilot/Crew Services

Whether you need a safe and qualified pilot to fly a Piper J-3 Cub across the country, or a current and safe crew to fly your Gulfstream, Allegiance Aviation Services is your single source contact to fill any pilot need.

With a well developed crew network of more than 100 pilots with type ratings in almost any aircraft, we can provide a single source solution for your interim or permanent staffing needs. Our pilots are all professional aviators who believe in Allegiance Aviation’s philosophy of exceeding all expectations with no exception.

It can be hard to sift through the resumes or find a pilot during an unexpected trip, and with Allegiance Aviation, you don’t need to.

Our staff pilots have international ferry experience, including flight across the North Atlantic Track Routes (NAT) and experience in third world country flight operations. We fly every aircraft as if it was our own and make every flight as if our own families were on board.

Let Allegiance Aviation Services find the perfect aviator to fill your needs!

Aircraft Management

Allegiance Aviation Services is your only place for aircraft management and aircraft services. If you currently have a business aircraft, or are considering purchasing one, let Allegiance Aviation design a custom management solution to maximize your time and investment. With more than fifteen years of aviation experience, Allegiance Aviation has the experience that is needed to simplify aircraft ownership and operations.

With a large network of skilled and experienced pilots, ground crews, and maintenance technicians, Allegiance Aviation can service any aircraft and fill any need. With experience in all facets of piston and turbine aircraft operations, we simply get the job done.

One of the benefits to utilizing Allegiance Aviation Services to manage your aircraft is the ability to always have a back-up aircraft available within our fleet if needed. We can save you significant expenditure dollars in fixed expenses as well. Our fleet policy insurance discounts mean that with our bulk buying power in the insurance market, our managed aircraft policies can save you money.

We provide a seamless operation resulting in a single phone call that will prep the aircraft, arrange ground transportation, schedule lodging, obtain catering, and have the pilot waiting ready on YOUR schedule. Moreover, we ensure your aircraft is ready to go when YOU need it by scheduling maintenance and arranging downtime based on your schedule.


The key to our success is validating the documentation of each aircraft, its history, and obtaining a fair and accurate representation of each aircraft that we sell. With a dedicated research staff that is constantly evaluating current aircraft values and trends, we are able to accurately price each aircraft for the current market.

We refuse to be a brokerage firm that represents aircraft of which we do not have personal knowledge. Our doctrine is to personally travel to, inspect and document every aircraft that we sell so that we are informed and able to provide the most accurate marketing package available. Through our extensive and worldwide networks, we are then able to get maximum exposure to get your aircraft sold.

Please use the contact form so that we can begin the process of getting your aircraft sold or finding the right aircraft for you.


With business relationships established with top ranked and nationally recognized building and door production companies such as Horizon Building Systems and Alamo Door Systems, Allegiance Aviation Services can develop a hangar plan to meet your current needs as well as plan for future development.

We also have established business relationships with experienced contractors and companies that are needed to successfully build a hangar from the site work to the final finish out. Allegiance Aviation Services can even provide you a “turnkey” hangar suite that meets all your needs.

Using computer aided drafting programs, hangar projects can be built to get the maximum utilization of space while providing the best return on your investment.

We know how to weigh options, negotiate ancillary benefits to developing airports (such as written contracts for fuel discounts and services), and find possible tax advantages that help offset the expense of building your own facility.

Whether you need a row of T-Hangars or 20,000 square feet of hangar space, Allegiance Aviation Services is here to help you reach your goals.


Minimize any capital outlay and still be able to enjoy all of the benefits of having an aviation asset at your disposal.

Whether you need a Cessna Citation jet or a Cirrus, Allegiance Aviation Services has the network and experience to provide you an optimal solution. With the ability to source up to a Gulfstream V or equivalent, there is no aircraft need that we can’t fill.

With more than fifteen years in the aviation industry, and lease agreements that have been examined and approved by the Federal Aviation Administration, Allegiance Aviation Services can structure the following lease options:

Exclusive and Non-Exclusive Leases
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Part 91 or Part 135 Leases

Contact Allegiance Aviation Services today to discover how leasing a business aviation asset may be the right move for you.


By following a structured yet flexible acquisition process, Allegiance Aviation Services will work to help evaluate each client’s needs in choosing an aircraft. We then exhaustively review the open market, other sources where aircraft may not be openly listed for sale, and locate the best possible value.

With a tailored approach, we focus on finding the right aircraft for you or your company. We understand that the most expensive option is not always the best option and our goal is to find the right aircraft for your needs.

Our acquisitions services encompass the following:

  • Client Needs Evaluation
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  • Aircraft Inspection and Test Flights
  • Aircraft Mechanical Inspections and “Pre-Buy” Services
  • Title and Escrow Services
  • Tax Structures for Aircraft Ownership
  • Company Formation for Aircraft Ownership
  • Aircraft Maintenance and Service Provider Establishment
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  • Delivery Services
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With an extensive business network with exclusive aviation providers, Allegiance Aviation Services is able to be a single source aviation provider that allows you to make one contact and have all of your needs met and expectations exceeded.

We will fight to obtain the best deal possible and will always be looking out for your best interest. Unlike most brokerage and acquisition firms, we provide support and service far after the sale is complete and don’t collect any fees until the aircraft is fully operational, delivered, and in use.

Angel / Grace Flight

I have a confession to make. I met my best flying friend online. Our wives refer to each of us as finding each other on an airplane dating site, but regardless of how we met, we have shared many memories together over the years.

I have lost track of who contacted who, , but after the first phone call and subsequent flight in Jim’s dad’s restored 1959 Cessna 150 that he somehow managed to borrow during the winter months, we knew that each of us had found a friend for life. Over the past couple of years, Jim and I have shared many flying adventures, almost all of which we have been late for. We are often referred to as “The most inefficient flight crew ever to walk the earth.” Although condescending perhaps to some, it is a label we both wear with pride! There is something about being at an airport and around airplanes that seems to make time stand still.

Jim is on active duty with the United States Army, and somehow before his latest deployment I found a great Piper PA28-180 the owner needed to sell. He had been looking for an airplane ever since we met, and before I knew it he had purchased N7783N.

The irony is that Jim bought the airplane in June and deployed for a yearlong tour in Iraq six weeks later! During his time before he deployed, he told me that he wanted to take a long trip in his new airplane to really get some hard performance numbers. We hashed out places to go and things to do, but nothing seemed to fit.

We tossed around the idea of picking a cardinal direction and just flying to see what we could find, but in all honesty, when 100LL is $5.50 a gallon, it didn’t seem to make sense.

It had been a while since I had the time to fly a mission for Angel Flight / Grace Flight, and I suggested that we bid on a mission that afforded us some good cross country time, an opportunity to get the performance data, and most of all a change of scenery. Jim jumped on the idea and has always wanted to experience what Angel Flight / Grace Flight entails, as he is approaching the minimum time required to bid as a Mission Pilot. After getting our schedules worked out, the trip was planned and we were heading to Addison Airport in the Dallas/Ft. Worth metroplex. Our mission was to deliver our passenger, Ron, to San Antonio for his weekly cancer treatment. This is a trip that he has to make weekly for four months straight. It still amazes me the resolve and obstacles that people in Ron’s situation must face every day.

On the day of our trip, we had planned on meeting at the airport an hour and a half before our planned departure time to clean the airplane and compare our notes on the flight, and get a final weather briefing. We met at the airport in the pre-dawn hours to find a relatively cool morning, cloudless and windless skies, and the world still at sun rise. If you haven’t guessed, we had missed our planned departure by fifteen to twenty minutes. I still don’t know what we do to take so long when it comes to aircraft!

The airplane flew faster than planned, and we made our arrival time into Addison on schedule. Once at the FBO, they brought out the red carpet for our little single engine bird, despite us trying to tell the line guys that we didn’t need all of that fanfare. We both fly out of a non-towered private airstrip that is nothing like the busy airspace we were in, although we both have lots of experience flying in some of the most congested airspace in the country.

While I am the first person to hold onto my wallet, I do understand that my money and patronage is what keeps aviation business alive. I don’t mind paying ramp fees as long as they are reasonable (although I would prefer there was not a need for these type of fees). With that being said, the people at Landmark Aviation refused to take my money even though we didn’t need fuel because I had called prior to the flight and explained we would be picking Ron up for Angel Flight.

Upon meeting Ron for the first time, we discovered that he had never flown in a GA aircraft before. He didn’t appear nervous and was very excited and friendly. As I conducted our safety briefing, Jim conducted the preflight. We got Ron situated in the airplane and after a brief taxi were airborne toward San Antonio.

Jim and I had taken bets on how the Regional Approach Controllers would handle us to keep us clear of the major airports we would need to overfly to get to where we could head south. We were both pleasantly surprised when, as soon as we reached 2500 feet, we flew straight over Love Field and straight toward San Antonio with an on course heading!

Once at altitude we continued to compare the performance we saw from the initial leg to the book figures published in the POH; I must say we were both pleasantly surprised, as his new airplane was a strong performer for an old fixed gear single! The trip was uneventful with smooth clear skies dominating the route of flight. It was one of those days in which you truly feel lucky to experience the joys of flight through general aviation. The ride was smooth, the visibility unrestricted, and despite being in central Texas, the temperature was even bearable! We chatted with Ron and discussed the benefits of General Aviation as the scenery rolled past. We learned about his valiant battle with cancer, his wonderful family, and shared stories about our own children.

Our arrival into San Antonio was rather uneventful with the TRACON controllers handling the GA traffic superbly as usual. Once at the FBO, they again refused to accept any ramp fees despite our little airplane being the smallest thing on their ramp. It was funny seeing the little Piper holding its own among the company of the larger business jets and turboprops. Ron was so excited that he was able to have someone to talk to on the way to San Antonio and told us that his total travel time for our trip was almost an hour and a half shorter than what it would have taken him to fly commercially and it was a much easier trip. I guess the old attaché about the tortoise and the hare stands true, and while it may not work all of the time, for this particular flight, general aviation came out ahead.

Ron made the call for his ground transportation and we readied for the short hop back home. Looking at our watches we were both impressed that we had actually not only delivered Ron on schedule but fifteen minutes ahead of schedule! We had also accomplished our goal to find out what the capabilities of Jim’s new airplane truly were. Needless to say, Jim was very pleased with the capabilities of his “new” 42 year old plane. After a quick flight back to our home base, the airplane was cleaned up, phone calls made to our respective wives notifying them we’d “be a little late.” There was an uncommon silence as we finished cleaning up and pushed Jim’s new machine into the hangar.

This was not the first, nor will it be the last Grace Flight mission I have flown. I truly enjoy each and every one, as getting to meet new people and show them what general aviation is capable of is something that I enjoy tremendously. I must say this was truly one of the best flying experiences that I have been a part of. Not only was I able to fly with a great friend and show someone the joys and benefits of GA flying, but I was able to serve a purpose. Jim said it best when he told me, “I have always been looking for something I enjoy doing that will also help the greater good – Grace Flight is definitely that something.”

I must say Jim, you have found that something. I will see you when you get back and am looking forward to our next adventure.

Piper Cub Ferry 06/03

pipercub-yellow-sunlitI was recently approached by a customer of mine to help him find a new Light Sport eligible “legacy” taildragger. Initially, he had his heart set on finding the right Aeronca Champ (7AC) despite having some very specific purchase requirements. He was looking for longer range tanks, preferred an electric start of some type, and wanted an upgraded engine. After scouring the market, we were unable to find something that either one of us was comfortable with. After exploring the J3 Piper Cub option, we found the perfect airplane in Advance, NC. If you have never heard of Advance, don’t feel bad. I spent a few years of my life in North Carolina, and I hadn’t heard of it either!

This cub was rebuilt by a well known builder after being found stored in a barn since about 1946. In addition to the 85 hp engine (which was a -12 series), the airplane had vortex generators, a total of 36 gallons of fuel through two wing tanks and the header tank, an electric start (no generator or other electrics) and a slew of other upgrades/modifications. Research on the airplane revealed everything had been documented correctly and the price was right.


I am fortunate enough in life to be able to help customers in the acquisition of aircraft and be able to conduct the repositioning flights as well. It makes it quite a bit simpler for the purchase process as I am vested in the airplane and know what to expect when I show up. A pre-buy was scheduled and plans were made to bring the airplane back to Waco, TX. While I do have a fair amount of tailwheel time, flying this airplane roughly 1300 miles was something I wanted some help with. I solicited my friend Matt Skinner to help with the flight. Matt built time in his younger years conducting flight instruction in Cubs and has been around everything from Cubs to Falcon Jets.

As we launched via the airlines to Greensboro, NC, a front had cleared out the weather along our route and 3-4 beautiful days awaited our return flight to Texas. Upon our arrival, the pre-buy/annual inspection had been conducted and the airplane was left “open” for our inspection. Armed with my notes and my pre-buy checklists (both from personal experience and ones downloaded from the Cub Club), the airplane checked out perfectly and was “as advertised.”

pipercub-wingDue to the time differences and fund transfers being conducted by banks halfway across the country, we did not get to launch until the following afternoon. While waiting at Twin Lakes Airport, we made the best of our time and enjoyed the camaraderie of a small town airport. The tenants of this field were all extremely hospitable and Matt even got his first flight in a helicopter. We met some very neat characters and got the airplane prepped for departure on the following day. This is the kind of airport that everyone wants to be a part of. Everyone knows one another, and it shows. This is the kind of airport that people write about and when someone envisions a “small town” airport this little airport will forever be engrained in my mind as the epitome of grass roots aviation and camaraderie.

Even though the airplane had the capacity to carry 36 gallons of fuel, with two people and our small bags, we were limited to only about 2 hours of fuel. We made the decision to make our legs about an hour long, give or take 15 minutes or so. Just in case you were trying to do the math in your head, that equates to a total of 13 fuel stops during the trip, as our legs ended up being about 100 miles in length.

All too often we as pilots find ourselves wanting to move up to airplanes that fly faster, higher, and more efficiently than the one we are currently flying. I have quite literally flown aircraft across the country while conducting both ferry operations and for personal enjoyment/travel. These trips have all been efficient and enjoyable, and while I have always enjoyed the trip, the goal is to get where we are going as quickly as possible. This type of mentality does not quite fit when someone mentions flying a Cub or other equivalent aircraft. While they may be efficient with regards to fuel burn and operating costs, they have never been labeled as a “quick” airplane. So while I have had my fair share of flying low and slow, it has usually been on short local flights just sitting back and enjoying being in the air. So flying an airplane at 1000 feet agl (1500 when over rough terrain) at an average of 80 mph across ½ of the US on a true “cross country” trip was a first.


This trip truly turned out to be the most enjoyable ferry flight I have ever done. Being able to look out of the open door when conducting this type of flying and seeing see the beauty and diversity of America is truly something that is indescribable. I highly encourage anyone who has never flown an aircraft “low and slow” to find one and just go up for a few minutes. It has the effect to be able to clear the mind in addition to really get you back to understanding what flying is all about and where it’s roots are!

One of the negative things about flying low and slow is the increased potential for running into both reported and unreported towers, birds/buzzards, and other aircraft. When flying in a local area you have to be cognizant of these types of hazards, however, you usually know the terrain and obstacles and are familiar with all of this around your airport. When we fly across the country in this type of aircraft we don’t have the same luxury. So being in unfamiliar territory and dealing with reduced horizontal visibility means that you have to keep on your toes.

Keep in mind that we are in a Cub and our only communication was via a handheld radio. Other than our Mark II eyeballs, we had no help from ATC for traffic avoidance especially when skirting large sections of controlled airspace. While I understand that some people like the “big sky” theory of collision avoidance, putting around at 80 mph in a small yellow airplane across the country, you realize the sky is not quite as big as it once was. It really worked out well on fatigue by having Matt with me in this aspect as we would switch legs between flying and navigating/scanning duties.

Speaking of flying around in a little yellow airplane, short of old warbirds that I have worked with, I have never seen so many smiles and friendly faces walk out onto the ramps when you pull up to an airport in a Cub. There is something about these little airplanes that warms the soul and puts a smile on people’s faces (especially mine). With that being said, we did experience the full gambit in service and availability of fuel at various airports across the South. Fuel was usually consistently priced and priced as advertised. Most was self serve, which was a good thing, as I would feel bad if someone had to full service our little bird for 4-6 gallons! We did have a minor hiccup with fuel availability due to the flooding on the Mississippi, but we managed to find a tenant on an airport to help us out with fuel.

The only really exceptional noteworthy stop on the trip was at a small airport in the center of Mississippi. I have learned through many years of flying to call ahead to your next fuel stop, no matter what the charts or other publications say. This was no exception. The man who answered the phone showed us typical Southern hospitality and told us, “Come on over, and we’ll get ya’ll set right up.”

As we landed our little yellow chariot, we saw a golf cart pull out from behind a hangar. As the driver pointed toward the fuel farm, I asked Matt, “Is he wearing any pants?” The conversation that ensued had us arguing about how he must have pants on despite the temperature being well into the 90’s in the late morning. I think the attached picture says it all, but when he gave us hand signals to stop by raising both hands together over his head, I think we both grimaced and realized that despite our greatest fears he did not have any pants on, though thankfully, he was wearing underwear.

After engine shut down, he matter of factly apologized for his “nakedness” and directed us to the courtesy van. He told us that he was washing his motorcycle as he motioned nonchalantly over toward a hangar. Sure enough, with the water hose still running, the bike was in the midst of a bath. Now, I am not sure of what to make of this experience, but I can say this much: the man was dedicated to providing us prompt and exceptional service. So much, in fact, that he didn’t have time to put his pants back on before directing us to our parking spot. Thankfully, upon our return from lunch, he was fully clothed and sent us on our way with a wave as we departed the pattern.

As mentioned previously, we saw the devastation from the floods and tornados that have recently impacted the South. There was a swath of virgin timber about ¼ mile wide and more than 2 miles long that had been ripped apart by tornados. Thankfully, it appeared that only one or two homes had been partially affected but were still standing. Again, this is something that we would not have even noticed from “normal” cruising altitudes in another airplane. Although one thing I have come to realize is that “normal” is most definitely a relative word!

Our final overnight stop was in Texarkana due to a malfunctioning fuel farm in Louisiana, lack of hotel services, and one mean thunderstorm inbound from the southeast. The tower controllers there were exceptional in dealing with our poor radio communications and the FBO was very pleasant. While I enjoyed the hospitality of the small town airports, quite a few of them were deserted and locked up on the weekends with no amenities available (to include restrooms). It was a welcome change to come to a full service airport and obtain a “high priced cookie” as I have come to call the cookies available at most larger FBOs.


As we touched down in Waco after 2 days and 15 plus hours of flying, the little Cub almost sighed with relief that we were finally at its new home. It performed remarkably, flew hands off, and burned less than a quart of oil on our whole trip. I am sure the lengthy ferry trip was a huge departure from the normal 30 minute flights around the pattern that it was used to but the little old girl handled the change with the beauty and grace only a little cub could. Hard to believe that an airplane more than 70 years old was able to fly the trip like it was no big deal.

As the airplane was united with its new owner for the first time, I felt a real sense of pride in seeing the new caretaker smile as he crawled over his new yellow baby. After Matt and I got in the car for a ride back home, it felt a little bittersweet that our journey was over. On one hand, my knees were glad to be back in something with legroom, but on the other hand, driving along at 70 mph doesn’t come close to the beauty, grandeur, and challenges that come with flying along at 70 mph!


This was truly a remarkable trip. It is one that will stick in my mind for a long time and the stories will definitely be a part of my hangar flying repertoire. What can I say, I am a lucky guy. As my dear friend Todd Buckley says, “I am living the dream one day at a time.”