Aero Boero AB-115/180

The Aero Boero family is a line of Argentine high-wing, strut-braced light utility aircraft produced by Aero Boero S.A., founded in 1956 by Hector Boero in Morteros, Cordoba Province. The AB-95 first flew on 12 March 1959 as a simple two-seat trainer loosely in the Piper Tri-Pacer/Cessna 140 mold, evolving through progressively more powerful variants culminating in the AB-180 and the agricultural AB-260AG. Approximately 600 airframes were built across all variants before political and economic turmoil forced production to end around 2000.

The type is best known in two roles: as a low-cost primary trainer for Argentine and Brazilian aero clubs (a single Brazilian government order called for 450 AB-115s for club use, with over 300 delivered), and as a glider tug. The AB-180RVR variant in particular developed a reputation as one of the best purpose-built tow planes of its era, with a climb rate north of 1,000 fpm solo and the ability to haul heavy two-seat gliders off short grass strips. Most surviving airframes remain in South America; a small handful exist on FAA rolls under Experimental Exhibition registration. See maintenance-ecosystem for notes on orphan-support aircraft.

The AB-180RVR is the performance standout of the family. With the 180 hp Lycoming, solo climb exceeds 1,000 fpm, and climb with a glider on the line typically runs 500-700 fpm depending on glider weight - competitive with a Super Cub tow plane at lower acquisition cost in the South American market. The AB-115, by contrast, is modestly powered: real-world cruise at 65% power is around 95-100 KTAS burning 6 GPH from its Lycoming O-235, making it closer to a Citabria 7ECA in feel than a 172.

All variants share large flaps and a low stall speed (39 KIAS clean in the AB-115), giving genuine short-field performance. The wing is strut-braced with relatively modest aspect ratio, so glide performance is unremarkable - best glide around 60-65 KIAS. Density altitude bites the 115 hard in Argentine summer operations; the 180 hp variants tolerate high DA much better, which drove the Condor turbo option for Andean aero clubs.

AB-180RVR at 1,962 lb MTOW, 1,327 lb empty, yields 635 lb useful load:

• Full fuel (204 lb) + 2 adults (360 lb): 71 lb baggage remaining - realistic two-person touring
• Full fuel + 3 adults (510 lb): Overgross by ~80 lb - cannot be flown legally full
• Reduced fuel (2 hr reserve, 120 lb) + 3 adults (510 lb): 5 lb baggage, ~3 hours endurance, ~300 nm range
• Solo glider tow: Pilot only (180 lb) + full fuel (204 lb) + tow gear (15 lb) = 236 lb margin for tow loads

The AB-115 is tighter: 1,768 lb MTOW with ~1,230 lb empty gives only 538 lb useful. Full fuel + two adults leaves essentially no baggage margin - comparable to a Cessna 150/152 payload envelope despite the third seat. The AB-180 is the only variant that truly functions as a three-place airplane, and even then only with reduced fuel.

Related: flight-training | local-fun-flying | backcountry-bush | maintenance-ecosystem | insurance-underwriting | valuation-methodology

• Flight training (7): Well-regarded primary trainer in South America; docile handling, low stall, simple systems. North American training use limited by parts/mechanic availability. See flight-training.
• Backcountry (5): Strong short-field numbers and light wing loading suit grass strips, but the fixed tricycle gear on most variants and modest prop clearance limit rough-field use versus a Husky or Super Cub. See backcountry-bush.
• Local fun flying (7): Good visibility, honest handling, cheap to buy if you can find one - a solid "weekend hamburger run" airplane where supported.
• Business travel (2): 100-108 KTAS cruise and no IFR certification rule it out.
• Aerobatics (1): Not certified for aerobatics; utility category only.
• Cross-country (3): Range is acceptable (600+ nm on the 180) but speed and lack of IFR limit practical utility.
• Cargo hauling (2): Small cabin, modest useful load.
• Surveying (5): Low-and-slow capability and good visibility make it usable for pipeline/fence patrol where supported.

Glider towing is the Aero Boero's true specialty and not one of the standard mission axes - the AB-180RVR would score 9+ on a "tow plane" mission.

Aero Boeros left the factory with the minimum VFR panel typical of 1970s-1990s South American club aircraft: single nav/com (often a King KX-125 or similar), transponder, and basic engine gauges. No factory IFR certification exists. North American owners typically install a handheld or portable GPS (Garmin aera) rather than invest in certified avionics given the airframe's low market value and orphan-support status. Experimental-registered airframes in the US can fit uncertified glass (Dynon D10A, Garmin G5 non-TSO) for $2-4K installed. See valuation-methodology - avionics investment rarely recoups on this type.

Very few STCs exist because the type is not FAA type-certificated in most jurisdictions - US registrations are typically under Experimental Exhibition, which allows modifications without STC but also prevents commercial use. Common field modifications include:

• Tow release kit (factory on RVR, field-installable on others), ~$1,500 parts
• Larger tires for grass operations
• Auxiliary fuel tanks on RV variants (factory option)
• Engine upgrade from O-235 to O-320 in some AB-115 airframes (owner-performed under Experimental)

Brazilian and Argentine registered aircraft follow local airworthiness directives and do not use the US STC system.

This is the Aero Boero's biggest weakness for North American operators. Aero Boero S.A. ceased production in 2000 and factory parts support is effectively nonexistent outside Argentina and Brazil. Consequences:

• Engine and propeller: Full support - standard Lycoming and Hartzell/Sensenich parts
• Airframe parts: Must be fabricated, cannibalized, or sourced from Brazil/Argentina on long lead times
• Landing gear, brakes, wheels: Cleveland/McCauley aftermarket fits most variants
• Control cables, hardware: Standard aircraft hardware, straightforward
• Cowling, fairings, transparencies: Major problem items - custom fabrication required
• Annual inspection cost: $1,500-$3,000 if no parts needed; $5,000+ if airframe items must be sourced

A&P mechanics outside Brazil and Argentina rarely see the type. Owners typically build relationships with EAA chapter members or experimental-friendly shops. See maintenance-ecosystem for orphan-support strategies.

The North American market for Aero Boeros is tiny - typically fewer than a dozen airframes exist on the FAA registry at any time, and listings are rare. Typical asking prices:

• AB-95 / early AB-115: $25,000-$40,000 - low-time Lycoming O-235 core is the main value driver
• Late AB-115 / AB-150: $35,000-$55,000
• AB-180 / AB-180RV: $45,000-$65,000 - the 180 hp Lycoming O-360 is a $20K+ core alone
• AB-180RVR with tow gear: $50,000-$70,000 - glider clubs are the primary buyers
• AB-260AG: essentially no North American market

Engine condition (hours since major overhaul) dominates valuation more than on common types because the airframe has no significant resale premium - buyers are effectively buying a Lycoming with wings attached. Avionics add almost nothing to resale. Factory original condition with complete documentation commands a 20-30% premium over project-condition airframes. See valuation-methodology.

No FAA airworthiness directives apply directly since the type is not FAA type-certificated, but equivalent Argentine DNA and Brazilian ANAC directives cover:

• Wing strut attachment fitting inspection (recurrent, similar in character to Cessna 100-series SIDs)
• Fuel tank sealant replacement on older airframes - 1960s-70s tanks leak
• Elevator hinge and trim cable inspection
• Engine mount cracking on high-time trainers

Pre-buy red flags: corrosion in the steel tube fuselage structure (especially aircraft operated near coastal Brazil), fabric condition on older airframes (earlier AB-95/115 used fabric-covered control surfaces and wings, later production went to aluminum wing skins), and documentation gaps - logbooks in Spanish or Portuguese are common and may be incomplete by US standards. Engine time is usually the limiting factor; Lycoming cores are standard so overhauls are not exotic.

Hull insurance is difficult to place in the US because underwriters have no actuarial data on the type. Typical outcomes:

• Liability only: $600-$900/year, readily available
• Hull + liability: $1,400-$2,000/year when writable, often requires specialty broker
• Agreed-value policies: Some carriers refuse; others require owner-supplied appraisal

Underwriting quirks: carriers may require tailwheel-equivalent dual if the specific airframe has been modified, and glider-tow operations require a separate endorsement. Experimental Exhibition registration further complicates placement. See insurance-underwriting.