For sale: 1975 Cessna 182P Skylane

1975 Cessna 182P, N6594M "Tweety Bird"

http://www.rapp.org/skylane/

$97,000

*3000 hours total time
*1150 hours SFRM on the factory reman engine (1993)
*50 hours since prop overhaul (2003)
*100 hours since mags were overhauled (2003)
*all new fuel cells
*new fuel lines
*new vent hoses
*new tires
*new engine mount heat shields
*new exhaust system
*new airbox beef-up kit installed
*new stainless flap roller service kit installed
*Cessna umbrella fuel caps
*Rosen sun visors
*nav light detectors
*vernier throttle, prop and mixture
*dual landing lights, strobes, beacon, nav lights
*regular CorrosionX anti-corrosion treatment
*leather interior--very good condition
*berber carpeting throughout
*exterior original but looks good
*hangared
*flown regularly (150-200 hours per year)
*no damage history
*doors seal very well
*fully articulating pilot and co-pilot seats
*horizontal stabilizer abrasion boots
*static wicks
*heated pitot
*alternate static air
*Kennon sun shields
*external cabin cover
*Garmin GPSmap 196 negotiable
*all AD's have been complied with

Avionics:

*Narco Mk-12D digital nav/com with glideslope
*MX-300 digital nav/com
*King KN-64 DME
*King KMA-20 audio panel & marker beacon
*ARC 300 series ADF
*Apollo 618 loran
*ARC 400 series transponder
*post lights
*four-place intercom
*avionics fan
*Astrotech LC-2 digital chronometer/clock
*coaxial line connected to aircraft's external com antenna (for
handheld radio)
*aircraft is pre-wired for GPS via a secondary circuit breaker panel
on the center pedestal with Klixon pullable breakers

History: Aircraft spent most of it's life in the dry desert of
Arizona. It was at John Wayne for a couple of years, but I had it on
an anti-corrosion program while it was there. It was treated with
Boeshield T-9 and fogged with CorrosionX. It's been a very reliable
aircraft. I've never been stranded or had to cancel a trip for any
mechanical reason in more than 800 hours of operation. I've flown it
from L.A. to Seattle and back several times, as well as trips to Reno,
San Francisco, Phoenix, Denver, Las Vegas, and many other places.

Engine: Compressions and oil analysis have always been good. The
aircraft has not required any top end work on the engine since the
factory reman engine was installed in 1993. As most big-bore TCM
engine owners will tell you, this is rare. 1993 was a good year for
TCM engines. Oil consumption has remained stable, about 10-15 hours
per quart.

Prop: Just overhauled. The prop governor was overhauled about 3
years ago.

Avionics: Solid IFR platform. Everything works--all avionics,
instruments, etc. right down to the last post light. I had the MK-12D
nav/com radio overhauled about 18 months ago by Western Avionics.

Damage History: Aircraft has no appreciable damage history. In 1988,
a pilot ran out of fuel. He made an emergency landing at Camp Verde,
AZ in the desert. The wheel pants were slightly damaged and the lower
cowling was dented. The airplane was flown out of the desert on a
ferry permit and the fairing were replaced and the dent repaired in
Phoenix. Since the plane was flown out, I never considered it a
"damage history".

Logs are complete.

The aircraft is well rigged, flies straight and level hands-off, and
many "optional" service kits and bulletins have been complied with. I
am an active member of the Cessna Pilots Association and follow the
recommendations in their various Tech Notes for maintenance and upkeep
of the plane. It is flown gently and not abused. It has never been
used for flight training.

Contact:
Ron Rapp
Irvine, California
ron (at) rapp (dot) org
(714) 743-0360