It's Christmas and I didn't buy myself anything . . . .

But I am thinking!  I gotta go get my seaplane rating.  And then something like N54BK may be on the wishlist.  Or, just put floats on Alexandra.  New floats on Alexandra may cost $100K.  N54BK is for sale right now for $375K, and is the better overall value given the newer higher horsepower engine at just 25 hours SNEW.

But getting a rating is first, and there are lots of options nearby:

• Jones Air and Sea
• Browns Seaplanebase

Looks like it'll cost about $2500.00 for a rating in a complex plane.  But I can begin learning for free:

• Sun Airaviation SES Study Guide

Flying at night may be more beautiful than during day . . . .

The picture above shows a short solo night flight.  Two stop and gos, and one full stop.  Close pattern. Runway 4.  KSRQ.  To get me legal to carry passengers at night.  What a beautiful night though.  Clear, cool and crisp.

Two things of incredible interest.  Go to Flightware.  Search for N65995.  You can play the flight!  I have to say it is not that accurate but it is close.

The second, ask if you want the lights turned up.  KSRQ is my home and I think I could line up in clear night skies if the lights were off, but while in the pattern for Runway 4 and right over the arrival end of 32 another pilot asked if there was any way the lights could be turned up.  You could have seen them then from KATL!  Four other pilots, likely ATPs or at minimum Commercial pilots landing on 32 said thank you.

Can't ever forget about the rules, even though they don't change much any more:

§ 61.57Recent flight experience: Pilot in command.(a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crewmember unless that person has made at least three takeoffs and three landings within the preceding 90 days, and—(i) The person acted as the sole manipulator of the flight controls; and(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required), and, if the aircraft to be flown is an airplane with a tailwheel, the takeoffs and landings must have been made to a full stop in an airplane with a tailwheel.(2) For the purpose of meeting the requirements of paragraph (a)(1) of this section, a person may act as a pilot in command of an aircraft under day VFR or day IFR, provided no persons or property are carried on board the aircraft, other than those necessary for the conduct of the flight.(3) The takeoffs and landings required by paragraph (a)(1) of this section may be accomplished in a flight simulator or flight training device that is—(i) Approved by the Administrator for landings; and(ii) Used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.(b) Night takeoff and landing experience. (1) Except as provided in paragraph (e) of this section, no person may act as pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, unless within the preceding 90 days that person has made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise, and—(i) That person acted as sole manipulator of the flight controls; and(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required).(2) The takeoffs and landings required by paragraph (b)(1) of this section may be accomplished in a flight simulator that is—(i) Approved by the Administrator for takeoffs and landings, if the visual system is adjusted to represent the period described in paragraph (b)(1) of this section; and(ii) Used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

Jumping out of a perfectly good airplane is sport!

While flying in and around Tampa you may get told there is skydiving activity on and near Zephyrhills.  Skydive City is the service provider for jumpers out of KZPH.  It's worth a stop when just juking around to watch the descents and landings.

Skydive City is an amazing operation:  skydivecity.com.  They have three Twin Otters that haul jumpers to 13,500 ft, about sixteen at a time.  On a busy day they make sixty runs to altitude.

Alexandra is more pretty than she's ever been

Mark P of Remarkable Detailing put a shine on!

I had hoped to be able to care for Alex myself, for the enjoyment and cost savings, but it's hard to find a four hour window every month or so that I would rather be washing than flying.  I hope to still be able to limit the number of times Mark has to see the plane each year by keeping the leading edges wiped off with a quick detailer product.  But I have to say I will never match Mark's work and the joy of having such a nice looking plane overrides any concerns about cost.

If you are near KSRQ and need a plane detailed, get Mark's number off the back of his shirt:

Visited States Map

Cool map used in many forums for flyers and campers, click here to make your own.

KCDK Cedar Key: is it the shortest hard surfaced runway in Florida?

It's an interesting field in an interesting town, and you have to go to it in person in your plane to help determine and check what your personal minimums are and should be at any give time.  Today was the day.  It was reasonably cool and clear for an October morning in Florida.  The flight from KSRQ to KCDK was beautiful, a short 1.1 hour cross country.

It was absolutely no issue putting N65995 down on Runway 05 in winds that were 07007KT.  I did have the stall warning first go off over the water and I fully stalled a foot high over the runway for a B+ landing but the whole landing and experience was no worry whatsoever.  Not so much for this guy:

He, or she, was the last pilot to recently end up in the water, and locals are amazed that the plane is still on the field.  Check back because I may have a few more pictures of planes, when the pilot should have chose to go round!

On another note the short field takeoff for N65995 was just as uneventful . . . .

Update:

Here is the twin when it happened:

What I don't understand, why are there no skid marks through the end of the runway and the grass.  Insurance claim?

Hurricane Irma

During all of Irma Niner Niner Five sat in the group hanger behind the Dolphin Aviation offices, which is where she normal sits, and no damage!  The FBO did call Thursday to ask if my plane was still on the airport and noted that I had to move off.  I simply couldn't move the plane and didn't know where I would go anyway.  The FBO understood.  The picture above is Thursday.  The picture below is Monday.

Niner Niner Five does need a washing!

Nexrad on the G1000!

What a different cockpit when you have NEXRAD weather in the cockpit.  Niner niner five would never have left KGNV without this new tool and a prediction that weather was dissipating and moving west.

See http://flightaware.com/live/flight/N65995 to see this flight and for more live tracking.

ADS-B all good!

New avionics are in and working in the cockpit and outside.  ADS-B all validated by FAA!

Picture above shows the thirty minute VFR flight in rule airspace that validated everything.  This is a screen shot of flightaware.com.  Note that Niner niner five was at 900 feet watching the storms very closely in case the red area grew larger or moved southeast.  Then an immediate dive to a runway would have been prudent.

A good friend said it's just like when you own a boat . . . .

But it ain't.  You can do your own work on a boat.  N65995 is at Sarasota Avionics for two weeks getting new avionics:  a Garmin GTX 345R with WAAS GPS to be ADS-B Out compliant and ADS-B In for convenience and safety.  If I could do it myself I could save a couple of boat units or AMUs.

Glades and Keys

What a wonderful day!  Departed KSRQ.  Briefly stopped at KPGD for fuel.  Buzzed Sanibel looking for friends vacationing on the beach.  Then to DVALL, a logical waypoint getting set up for the last leg to KMTH, with deviations to stay out of certain airspace.  All for a blackened grouper sandwich at Keys Fisheries.  Hadn't been there for a while.  Last time was an Island Packet rendezvous circa 2007/2008.

 

The Glades are interesting landscape.  Lots of area to wonder about.  How many pythons are down there.  The Keys are simply beautiful from the air.  An amazing realization, this trip took two hours.  The same trip on Charmed would take, what, maybe three days given 60 nm days.  Even on Lacey or in the Benz this trip would have taken nearly six hours.  Alexandra is a great ride!

On a technical note, the data update for June didn't go perfectly.  Navdata went in easily again, but for whatever reason the other data didn't.  The cards had to be removed and reinstalled a few times before all data came up without alerts and errors.  Having the Samsung tablet on the yoke is a comforting backup.  I wonder if I should bring paper, too?  Or a second tablet?

A new question comes up after these flight operations, how many hours between oil changes, 25 or 50?  With 25 hours since the last one, the oil looks great.  And the plane is being used enough that there is little chance of the oil getting stale.  The answer just may be 50 for now.

Garmin data logging

I haven't quite figured all this out yet, but it is cool!  The G1000 logs data.  The pictures above are departure from KISM and arrival at KSRQ.  In addition to track and altitude methinks there is other data on the card.  N569DS has it figured out:  http://cirrusreports.com/flights/N569DS/224513

Kneeboard or yoke mount for EFB . . . .

It's settled, FltPlan Go on the Samsung Galaxy Tab A 8 inch will be my EFB!  But how to hold the tablet while flying is still being studied.  I love the Fallon Aviation Myclipkneeboard for its simplicity and for keeping the avionics panel in full view, but I don't like having to look down while using it.  The RAM Claw Yoke Mount Kit with 7” X Grip is likely going to be my final choice.  I have tested it full range of control inputs while on the ground but I have not flown with it yet.  It doesn't get in the way, or block vision, and having it right there is preferred.  The one remaining issue, how do I handle the backup paper notepad until I gain complete faith in the electronic scratchpad of FltPlan Go?

Landings are not optional . . . .

Just when you think you aren't ever going to improve, you stick two!

A couple of nights after work this week, six or eight touch and gos each night, and no landing has been better than about fair, with a couple being poor.  Last night I realized I was running out of fuel and was going to need to buy it at KSRQ for $6.00 a gallon if I didn't take a quick run to one of the more reasonable airports.  So it was off to KPGD for $3.72 fuel.  The landing at KPGD was grade A.  The landing back at KSRQ was grade A, and it was a substantial crosswind since Runway 04/22 was closed and winds were 22015KT.  You can see from the crosswind chart below, landing on Runway 14, the cross wind component is almost the whole 15 knots, at 14.8 knots:

There are two ways to handle a crosswind landing.  My preference:

Aileron to keep the plane on the runway centerline.  Opposite rudder to make sure the nose, and wheels, are pointed the direction the plane is going.

It will take more practice so all landings are as good as the last two, but there is progress getting to know Alexandra and in being able to put her smoothly on runway centerline at the end of every flight.

Rain, rain, it's Florida!

First flight through rain.  Note, it was not a thunderstorm!  Not even enough to wash all the bugs off.

What's wrong with this picture?

Four reds on the PAPI or Precision Approach Path Indicator lights means I am low on this approach to Runway 32 KSRQ . . . .

Hard to believe it's a cut and paste problem

An update to the post below . . . .

Look closely at the magenta Mode C circle.  Find the break and misalignment.  What is happening here is the Orlando TAC is overlaying the Tampa TAC.  So guess what gets covered up?  Anything right of the left edge of the Orlando TAC!  The solution for now, carry separate Tampa and Orlando TACs but that's a pain.  FltPlan Go has been wonderful in all other respects.

I would love to hear from others whether this quirk exists in their flight bag!

Whoops!

Look first, and see if you can see the difference in these two charts, before I tell the rest of the story:

Free from Skyvector:

Free from FltPlan Go:

For reference, the free tool from AOPA omits the detail, too.

The omission by FltPlan Go, the frequency used to reach Tampa Approach when in the northeast quadrant around KTPA caused some slight anxiety in the cockpit today during a flight from X60 to KSRQ.  The frequency can be recovered by calling St Petersburg radio, but even they gave me three frequencies to try.  It was very surprising that I could not raise Tampa on 119.65 when I was northeast of KTPA.  That, I knew, would be the frequency I would last be on before being handed to KSRQ Tower.  I guess comm radios are directional because I had no trouble reaching Tampa once I had the frequency for the quadrant I was in.

Side note, taxiing directly to Dolphin Aviation was not possible today because a twin was disabled on the south ramp just off Taxiway A.  The front tire was completely flat and the nose gear looked a little bent.  Hard landing?  The crosswind component today was 12.3 knots, given Runway 14, winds 09016KT.  My landing was a B+ but I drifted a bit right after getting into ground effect.  My right seat passenger commented, any landing you can walk away from is a good one.  I modified that a bit:  any landing you can walk away from, and not have to call the insurance company, is a good one!

Dashboard cover . . . .

For all of you that I have driven nuts, this is what I need to do on niner niner five:

North along the coast . . . .

Today was a lovely little flight up the west coast of Florida, Sarasota to Williston and back.  Airspace around Tampa is Class B, but you can still get reasonably close to the Sunshine Skyway for sightseeing around the mouth of Tampa Bay.  Then basically Tampa Approach wants you to follow the coastline.

Why Williston?  Fuel is $3.25 per gallon and they have a wonderful little grill, Pyper Kub.  Carol and Dave opened it seven years ago.

The excitement today.  Coming home Sarasota Tower put me on RWY 14 with reported winds 08005KTS.  Winds were actually 32013KTS!  It was my first downwind landing ever I think.  I couldn't figure out why this was only a C or C+ landing until I saw the windsock while taxiing back to Dolphin Aviation, and then a regional jet took off beside me opposite the way I just landed!  The whole thing was a little squirrelly.

Watch this for more comment about downwind landings:

Starting a Cessna 182 by hand!

Leaning the IO 540 . . . .

I don't mean to start the fight but I found this in the Operator Manual from Lycoming:


A.  LEANING TO EXHAUST GAS TEMPERATURE GAGE.

1.  Normally aspirated engines with fuel injectors or carburetors.

(a)  Maximum Power Cruise (approximately 75% power) – Never lean beyond 150°F on rich side of peak EGT unless aircraft operator’s manual shows otherwise. Monitor cylinder head temperatures.

(b)  Best Economy Cruise (approximately 75% power and below) – Operate at peak EGT.

See the link to the right for the Operator Manual and the whole language about leaning . . . .

Engine starting and priming . . . .

KSRQ to KPDG and back . . . .

KVNC 

Venice jettys (one day I'll be sailing again)

The $100.00 hamburger was actually a patty melt, and it was only $60.00.  Fuel at KPGD is the best self serve station yet.  $3.71 per gallon.  Twenty-one cents more than KX07.  But better runways, clean, good equipment, and a cooler with iced bottled water, a full FBO.  And down and back along the beach is a more pleasant view.

Mistake or, what I learned today?  When Tampa Approach let's you go, they don't necessarily tell you in simple language:  N65995, Tampa Approach, fly own navigation, squawk 1200.  Whatever the heck the controller was saying did not register.  After a few, say agains, I asked, would you like me to fly my own navigation, and he replied, affirmative.  It didn't help that I wasn't out of the Class C when he gave me instruction, or I was just barely out.  Upon arriving at KPGD there was a little back and forth about me squawking a code that was not VFR, which I should have been.

Another odd event, the twin who landed in front of me pulled off the runway just past the markings, and stopped and stayed right there for way too long.  I was directed off the same taxiway and could not clear the runway!  Tower finally chastised the twin, and off he went.  In retrospect, the twin likely had the right to stay where he was but he likely also should have let Tower and Ground know what his intentions were.

It will be important to remain vigilant about looking for traffic.  Traffic on the G1000, with annunciations is too cool and could lead to complacency.  Audible alerts come when traffic is within 0.5 nm or 34 seconds and +/- 500 feet.

All updated . . . .

There are two kinds of people in the world.  Those who have updated aviation databases and those who have not.  If you are one who hasn't, you will likely struggle to become one who has.  Garmin just doesn't do a good job of laying out how it is done.  There are writings and Youtube videos.  The best resources are the blogs of those who have gone before us.  I will say that once you do it, it seems so simple, you wonder why it was ever an issue in the first place.

Here is how it goes for a G1000 in a Cessna 182T with PFD and MFD at Version 12.03:

1. With power off, take all four SD cards out of the plane, noting where each goes.  It would be good if the two lower slots have actual Garmin cards of 4 GB or more, which is needed for TERRAIN and SVT.
2. Buy the new databases you wish to place in the plane, Garmin or Jeppesen.
3. Load all of the databases that you buy, except the navdata database, on the two Garmin cards that will go in the lower slots, one for the PFD and one for the MFD.  You are making duplicates, and those cards will remain in the displays.
4. Load the navdata database onto a newly formatted card.  It is appropriate to reuse the one that came out of the PFD, upper slot.
5. Erase the fourth card that came out of the MFD, upper slot, by formatting it.
6. Now back at the plane, with power off, place the navdata card into the upper slot of the PFD and turn the BATTERY switch on.  You will be prompted to update the database of the PFD
7. Once the PFD is updated, power down and move the navdata card to the MFD, upper slot.
8. Turn the BATTERY and AVIONICS 1 and 2 switches on, and you will be prompted to update the database of the MFD.
9. Once the MFD is updated, power down and move the navdata card back to the PFD.
10. Place the blank fourth card in the MFD, upper slot, for flight logging.
11. Place the remaining two cards in the lower slots of the PFD and MFD.
12. At next power up, the additional databases will be verified, and you are good to go, until next month!

You can learn anything on Youtube . . . .

Flying by the instruments

First international flight . . . .

If all goes well, KSRQ to MYAT will be the first international flight over the Easter weekend.  A two hour flight to be at Green Turtle Club!

What data plan . . . .

Garmin is least expensive.  Choices are everything I would ever need for a year:

. . . or just NAVDATA:

What would you do?

Keep in mind, I need Bahamas and Mexico!

The plane is in my name . . . .

Update:  the FAA uses an automatic database that determines which county a zip code is in.  My registration, it was wrong and they fixed it.

But somehow the FAA think Bradenton is in Dade County!

A first aviation video from a wonderful videographer . . . .

This was arrival at KAPF, Naples Municipal.  Fuel is cheap there.  You can Uber to the zoo to feed the camels.

But the best part was the flight down the beach from Sarasota.  We live in a beautiful area!

Aviation headsets should not be this hard . . . .

First headset, Kore.  Second and third headset, Faro PNR and Faro ANR.  Fourth headset, Lightspeed Zulu 3, also ANR.  I admit I started at $149.00.  Went right through $349.00.  Now at $850.00 I hope the Zulu 3 solves the problem.  I understand my issue is side tone and Lightspeed says this:

• It also has an exclusive user adjustable mic gain adjustment to get the audio and side tone just right for all voices.

So far every headset I have tried does not have my voice in my ear or my passenger's ear until about the third or fourth spoken word.  ATC hears me 5 by 5 but it's annoying when I cannot hear myself or my passengers can't hear me from the first spoken word.  Safety is of course an issue, too.

David Clark was nearly my next try but they are at $895.00 and I understand Lightning is getting rated right up there next to Bose, who is at $1095.00.

Thank goodness for Amazon's return policy!

And the plane is named, Alexandra . . . .

Follow the directions when you are installing lettering.  Do not let the backing get wet as you are positioning it.  Good that doityourselflettering.com offers an installation guarantee!

Clean takes an hour and a half . . . .

The plane was clean when when I picked it up.  It got dirty over the last three weeks.  An hour and a half basic labor and 12 ounces of Meguiar's Ultimate Wash and Wax, about $2.50 worth, and the plane is clean again.  At issue is whether I will continue to wash the plane myself or whether I will hire that work out.  At $500.00 to detail the interior and exterior, I think I may be doing the work myself.  Especially if the Wash and Wax keeps the plane looking at least as good as it does right now.

I will say that Target has better prices than Walmart for the Wash and Wax.  Wonder how they decide they can sell it for $8.39 and Walmart wants $9.97?

TFRs for TRUMP

Going to Camp Gary for a weekend is always a wonderful time!  In Stuart.  All Florida.  All outdoors.  Sometimes fishing.  Sometimes bows and arrows with inanimate and animate targets.  Walking in the woods.  Good friends Gary and Karen!

This time there was a twist.  Traveling to KSUA from KSRQ was by plane not car or Harley.  The trip over was as calm as any trips have been in niner niner five.  A tiny bit of clear air turbulence when descending from 5500 but all in all a great flight learning more about the autopilot and the G1000 cockpit.  The plane is a dream and it's starting much better now too with a new battery!

The excitement over the weekend:

• The ride over (It wasn't hard to avoid the TFR for Trump but you can sense how he affects General Aviation when he is in Palm Beach.  KSUA was packed with jets that normally would be one airport south.)
• The local flight circumnavigating Lake Okeechobee
• Building a squirrel slinger
• The walk through the woods
• The absolutely calm return trip learning how to lean the plane to less than 12 GPH, still making speeds greater than 130 knots
• The greased landing at KSRQ, which may be my best one yet.

The next cross country with Gary and Karen will likely be to Green Turtle Club but the FAA needs to send a permanent registration before I can leave the country:

• Green Turtle Club

The next cross county though may be to see Barry and Mary, landing at KSGJ.

Takeoffs are optional, landings are not . . . .

Steve of Dolphin Aviation happened to take this video.  Not sure why he was watching, but it shows Niner Niner Five flying by.  I wonder if the actual landing was one my instructor liked or shook his head at!  (smile)

What's in a name . . . .

The Harley is named Lacey.  The plane may soon be named Alexandra.  What you ask, is the association?  It's pretty simple:

Queen Alexandra's birdwing

Insect

Ornithoptera alexandrae, the Queen Alexandra's birdwing, is the largest butterfly in the world, with females reaching wingspans slightly in excess of 25 cm. It is restricted to the forests of the Oro Province in eastern Papua New Guinea.

Scientific name: Ornithoptera alexandrae
Phylum: Arthropoda
Higher classification: Ornithoptera
Rank: Species
Order: Butterflies and moths

The joy of ownership . . . .

The mission today, fly a few miles over to Lake Wales, KX07, for fuel.  It is $3.50 per gallon there.  Almost $6.00 at Sarasota.  It was calm and an easy, pleasant flight.  Fueling was simple enough too except you had to stand on the fueling hose to keep it from retracting on its own.  The spring in the rewind mechanism is strong enough to retract 60 feet of heavy hose, and there is quite some force when the hose is fully unreeled.

The mission became interesting when departing.  The plane wouldn't start.  The battery was too weak.  After a half dozen calls because the FBO did not have the means to help, a local pilot and skydiver said he had a start cart and we were again running reasonably soon.  Good voltage.  Alternator must be good.  We flew home without incident and the plane started after shutting it down on the ramp in Sarasota.  But . . . .

A new battery and install:  $500.00.  Corporate Aviation will have it installed Tuesday.  The joy of ownership . . . .

The ride from her old home to her new . . . .

It worked.  The plan, I had a stopover in DTW coming home from Asia on Friday.  My instructor Don could take Friday off and catch a commercial nonstop ride to meet me.  Saturday and Sunday were available for the the ride from her old home to her new.  Watching the weather.  Watching the weather.  Watching the weather.  It ultimately looked like it's possible.  So I didn't get on the commercial flight home after clearing customs and Don and I went to Port Clinton!

I got to see the plane for the first time Friday night and was thrilled.  Exactly what I bargained for and expected.  The seller Joe is the consummate gentleman!  The next morning, watching the weather, there were some concerns but we lifted off at 0900 in calm winds and clear skies after signing a few papers.

The flight plan for the KPCW to KAVL leg is here.  The briefing, here.

The first hours of the flight were interesting with a few altitude changes to stay clear of weather but then all was clear and smooth and back to 8500 ft.  We made KAVL about 1215 after being routed in and around the mountains and valleys.  Fuel used 38 gallons.  Then it got better.  We made KSRQ just after 1600.  Ground speed was often more than 160 knots.  Fuel used 66 gallons.  Overall a little less than 15 gph.  N65995 spent last night in her new group hanger at Dolphin Aviation.

The best part of the voyage, the autopilot!  It was good to just watch outside and inside, becoming familiar with the G1000 panel, Traffic, and SVT.  The worst, FSS said they didn't see the flight plan when I radioed to open it, so we simply used Flight Following.  Flight Following is comforting but best practice is having a Flight Plan, too.

Flying N65995 is going to be too cool!

The EFB

Electronic flight bags are the norm these days.  The cool part, everything is free!  Once you own the tablet.  Yes, tablet, because most iPads don't have GPSs and so if you have to buy a new device a tablet is a better choice.

My bag:

• Samsung 10.1 Tab A
• FltPlan Go android app
• And a bunch of PDFs for POH, AIM, G1000 manual, AFM . . . .

Did I say free?  Charts, manuals, procedures, WX.  There is a free choice for most everything.  You may have to share some of the screen with an advertisement but we're used to ignoring those anyway.

Take offs are optional.  Landings are not.  Fly safe!

2005 Cessna 182T Skylane: the basic listing when I bought the ship . . . .

Description

2005 Cessna 182T. Well maintained and flown regularly. Always hangered. Serviced by authorized Cessna service center. Located at KPCW. Phone XXX-XXX-XXXX....NO DEALERS

Airframe

TSN 1240

Engine(s)

TSN 1240, IO-540-AB1A5, compressions in mid 70's, run ROP

Prop Specs

TSN 1240, McCauley 3 blade, resealed in 2015

Avionics/Radios

G1000 NAVIII package, non WAAS, SVT, GTX-33 with mode S, TIS 600 with terrain and traffic, SafeTaxi, 4 place intercom, electric trim, KAP 140 with GPSS and altitude hold

Additional Equipment

AMSafe restraint system, Rosen visors, insulated cover and muffs

Year Painted

2005

Exterior

9/10, Matterhorn White/Slate Gray/Red accent stripe

Interior

9/10, taupe leather

Inspection Status

December 2016 annual, pitot static due July 2017, ELT battery replacement due 2018.

Specifications

Year

2005

Manufacturer

CESSNA

Model

182T SKYLANE

Condition

Used

Total Time

1,240

FlightRules

IFR

Number of Seats

4

Registration #

N65995

Overhaul

1,240 SNEW

Buying a small plane is an amazing experience . . . .

Imagine horsetrading, that's the simplest way to describe the experience.  There are honest owners and brokers, and then there are others.  Finally, I found the perfect plane, the perfect gentleman-owner, and now I own a Cessna Skylane, a model 182T, year 2005.  The plane will be perfect for my mission:  some fun, intellectual and physical challenge, and just generally bopping around Florida.