The fleet
Well maintained, fairly priced and always ready for the next trip.
$175 per hour wet, billed on Tach time
Our Archer is a dependable four-place cross-country machine — stable, economical and forgiving — and its modern Garmin panel makes it as comfortable in the clouds as it is on a weekend trip to the coast.
N2223R is a genuine IFR platform with a fully solid-state panel. The Garmin stack means members can train for and fly instrument approaches, use a coupled autopilot on long trips, and rely on real safety automation if something goes wrong.
Electronic flight instruments
Solid-state attitude indicator and HSI, each with its own backup battery. The vacuum pump has been removed entirely — the panel is now fully solid state, which eliminates one of the most common failure points in a legacy single. The HSI drives course guidance straight from the GTN and shows wind, groundspeed and track.
GPS / NAV / COM
WAAS navigator approved for LPV approaches, with moving-map, victor airways, holds, procedure loading and a fast touchscreen. Handles VOR/ILS, com radio and flight-plan management in one box.
Second com radio
A full second com with 25 kHz and 8.33 kHz spacing, standby frequency monitoring and a built-in frequency database, so you can listen to ATIS or clearance while working approach.
Digital autopilot
Two-axis autopilot with altitude preselect, vertical speed, indicated-airspeed climbs, level mode and coupled approaches including LPV glidepath. Built-in envelope protection and underspeed/overspeed protection reduce workload on long IFR legs.
Missed approach automation
One press on the go-around switch commands a wings-level go-around pitch attitude on the GFC 500 and sequences the missed approach in the GTN, so a low-visibility go-around becomes a clean, briefed procedure instead of a scramble.
Emergency assistance
One button in an engine failure: the GTN finds the best reachable airport, the autopilot turns and holds best-glide speed toward it, the com tunes 121.5 and the transponder can be set to 7700 while you fly the airplane.
Surveillance compliance
Fully 2020-compliant, so the airplane is legal in Chattanooga's own Class C airspace and anywhere else ADS-B is required — Class B, Class C and the Mode C veil — without a deviation. It also broadcasts our position continuously to ATC and to other ADS-B equipped traffic, so nearby aircraft see us on their displays long before anyone sees us out the window.
Cockpit power
Certified USB-A/C power at the panel keeps tablets, ForeFlight, headsets and portable ADS-B receivers charged on cross-countries.
Emergency locator
Modern 406 MHz beacon monitored by the COSPAS-SARSAT satellite network with GPS position encoding, so search and rescue gets an accurate location instead of a wide 121.5 search area.
How the airplane actually works day to day: where it lives, what it costs and how members get their hands on it.
The airplane lives at Chattanooga Metropolitan Airport, the city's main airport, with full-length runways, control tower, instrument approaches and an FBO on the field.
Because KCHA is a commercial-service airport, ramp access requires a badge issued by Chattanooga Airport Security. New flying members complete the badging process after acceptance, and the club walks you through it.
$175 per hour is wet and billed on Tach time — there is no Hobbs meter in the airplane. Fuel is baked into the rate, so there is no separate fuel bill to reconcile after a trip.
Hull and liability coverage is carried by the club and funded through an annual assessment, not an hourly surcharge.
We treat members as owners, not renters. Take the airplane away for a weekend or a week — there are no daily minimums designed to chase you home.
Flights are booked and managed in FlightCircle, so members can see availability, reserve the airplane and track squawks and hours from a phone or laptop.
Equity membership includes scheduling access to N2223R. Apply online and a board member will be in touch.
Apply for membership
