The last annual was completed July 2010. The 91.411 & 91.413 certifications were completed June 2009. The owner states that all ADs, and mandatory service bulletins are up to date as of last annual inspection.
Some notable log entries: The major overhaul on the engine was completed by Barrett Precision Engines in Tulsa Ok in June 2009. It was reinstalled on the aircraft at 2754.2 hobbs time. The total time on the engine is approximately 5900 hours. In May of 1982 there is a log entry to replace a horizontal stabilizer and “one tip”. There is also a log entry for a ferry flight for this repair. The aircraft was repainted in February 1992 using DuPont Imron system. There are several log entries made by Three Wing Flying Services for skin replacement due to cracks in the skin. These entries and the May 1982 entry are not considered “damage history” in my opinion. A new interior (seat coverings and side panels) was installed in 1994 and the material has the proper FAA certification paperwork in the log books. A new windshield was installed in March 2004. The aircraft appears to have been operated on a Part 135 certificate based on log book entries to comply with Part 135 requirements.
The average price for the current online listings is $130,500 USD. The most comparable aircraft online have an asking price of approximately $149,900 USD. Most likely these aircraft will sell in the mid $130,000 USD range plus or minus based on a careful review of the aircraft and records.
My review of the log books and aircraft show that the aircraft is in very good condition. The log books appear to be in order and complete. The aircraft shows very well with only one minor flaw in the paint – see photos for details. The interior is “like new” and in my opinion better than average for an aircraft of that year. I also search the NTSB database which showed no results.
I have included a BlueBook appraisal for reference. I priced the items that were in the BlueBook database or that I was able to find online or by other reliable resources. I have also included a snapshot of the listings on the Controller, ASO, and Trade-A-Plane. Based on all of this information (and recent sales that I made) I would put a fair market price of $125,000 USD to $135,000 USD.
Pilot-astronaut responsibilities include the WhiteKnightTwo and SpaceShipTwo spaceflight system test program in accordance with government regulations and company policies in Mojave, CA and Virgin Galactic’s commercial operations at Spaceport America in New Mexico. Qualified candidates are full course graduates of a recognised test pilot school who are broadly experienced with both high-performance fast-jet type airplanes and large multi-engine types. Prior spaceflight experience is desirable.
Here is an appraisal and market analysis of N912BG, a 2002 Cirrus SR20. The BlueBook appraisal has an average retail of $169,365 USD and a wholesale or trade-in value of $136,149 USD. This appraisal does not take into consideration the actual condition of the aircraft or a review of the aircraft log books. An aircraft will usually sell for somewhere between the average retail and the wholesale value. However based on the current market and current listings N912BG will likely sell for somewhere in the $130,000 range. I would recommend starting the listing near the $160,000 range and come down from there.
I have included current listings from Controller, Trade-A-Plane, ASO, and Global Air. A review of these listings show 2004 and 2005 Cirrus SR20 available for under $169,000 USD. The nearest competition is a 2002 by Steel Aviation listed for $144,000 on the Controller and a 2002 on Trade-A-Plane for $129,000 USD.
There has also been a lot of negative news regarding Cirrus Design, the company and news regarding the safety of the aircraft. You may search my newsletter section for “Cirrus” to find some of the post regarding Cirrus. From my contacts in the brokerage business this negative news has turned some buyers away from purchasing a Cirrus. This negative news had made Cirrus harder to sell. They tend to stay on the market longer.
The Cessna 172 is a good choice for a replacement aircraft. Here is a current listing of the Cessna 172 that are available on the Controller. The price range is from $98,000 USD up to $140,000 for an equal replacement Cessna 172. Channel Islands has a Cessna 172 with 802 total time for $98,000 USD.
The 24-year-old pilot who landed a Piper Warrior with two passengers onboard on Rockaway Beach in Queens, NY Monday reportedly told police he got the idea from Discovery Channel’s reality TV series Flying Wild Alaska. The show depicts the flying exploits of commercial pilots in Alaska where beach landings are relatively more common than they are in New York. Jason Maloney, 24, of Cornwall, NY, hasn’t been charged with anything yet but the FAA is likely to have something to say about his decision to set the Warrior down on the famous beach despite an air traffic controller’s suggestion that he not. Click here to listen to the ATC tape. In addition to the FAA, NYPD, Port Authority and likely several other organizations, Maloney will have some explaining to do with the plane’s owner and insurer.
The tide was out when he landed. At high tide the plane was up to its wings in salt water, which, at a minimum, will likely result in a thorough cleaning and inspection before it’s airworthy. Maloney announced his intention to land on the beach because an alleged “teensy teensy” roughness in the engine and a sick passenger but the unconventional nature of his reports to ATC might play a role in the FAA investigation. There were no injuries.
Here are some basic guidelines for leaning the Cessna 182T.
Per Section 4 in the POH, Cessna recommends the following:
Recommended Lean – 50 Degrees rich of peak EGT
Best Economy – Peak EGT
Best Power – 125 Degrees Rich
Leaning using the G1000 Lean Display page.
For normally-aspirated aircraft, when a cylinder peaks, its peak is represented by a hollow block on the EGT Bar Graph. The EGT readout for the peaked cylinder, indicated on the bar graph in light blue, appears directly beneath the bar graph. The system automatically switches to the first peak obtained and displays the temperature deviation from peak (ΔPEAK) in degrees Fahrenheit (°F) below the EGT readout.
Selecting the Engine Leaning Assist function: From the Lean Display, press the ASSIST Softkey to identify the peak. The peak temperature for the selected cylinder is indicated with a hollow block on the EGT Bar Graph and the temperature deviation from peak is shown underneath the EGT Bar Graph.
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From time to time the team at Flymall.org finds a site that’s useful in assisting applicants for their FAA knowledge test. Here is one that we find useful.
Here are some simple tips to help get more speed out of your aircraft. Number one is to relearn what the rudder pedals are for. Hint, they are not foot rest. Anytime you are at the controls of the aircraft your feet should be on the rudder pedals, I often use the term “Your feet should be velcroed to the pedals”. You should keep just enough pressure on both pedals to keep the rudder from moving around. This is basically what a yaw damper does on a large aircraft. Once the rudder starts moving a bit you start to get some lateral acceleration which takes away from your forward acceleration or forward speed. It also should go without me saying that the ball should always be in the center – zero sideslip. With zero sideslip the aircraft is moving through the air as clean and streamlined as it can. Any sideslip at all will slow you down. When in coordinated flight the aircraft has the smallest possible profile to the relative wind. As a result, drag is at its minimum. The FAA defines a slip (ball not in the center) as an intentional maneuver to decrease airspeed so why would any pilot fly in cruise flight in a slip? Many pilots will fly most of their flight in a slip simply because they do not use the rudder pedals properly.
Most instructors as well as pilots tend to dismiss “seat of the pants” flying but I always try to teach it and point out how to use your seat of the pants sensations to help improve your flying skills. I can actually feel in my body when the ball is not centered, I do not need the flight instruments to tell me this. When the ball is in the center all occupants should perceive their weight to be acting straight downwards into their seats. To sum this up coordinated flight is preferred over uncoordinated flight because it is more comfortable for the occupants and it minimizes the drag force on the aircraft. Also remember that it is important that rudder and aileron inputs are coordinated during a turn so maximum aircraft performance (speed) can be maintained.
Here is what the FAA has to say about coordinated flight: In proper coordinated flight, there is no skidding or slipping. An essential basic airmanship skill is the ability of the pilot to sense or “feel” any uncoordinated condition (slip or skid) without referring to instrument reference.
Second tip for more speed is to understand how to properly lean the mixture. Your engine is most efficient when it burns all the fuel in the fuel/air mixture. This is the best economy setting. It creates the hottest exhaust temperature, which registers on the EGT and is commonly called the “peak” temperature. If you lean beyond the best-economy mixture, excess air tends to cool the exhaust—but the engine runs poorly. If you richen the mixture, the extra fuel also cools the exhaust—but fuel economy suffers. An engine produces the most power at the best power mixture setting, which is slightly richer than best economy. At best power, the exhaust temperature is typically 100 degrees to 150 degrees cooler than peak EGT. Although best power results in a higher airspeed, it also increases fuel consumption.
Next we can pay attention to the weight and balance of the aircraft. Load the aircraft towards the aft of the CG envelope as possible but stay within the legal limits. At aft CGs, the airplane will be less stable, with a slightly lower stalling speed, a slightly faster cruising speed, and less desirable stall characteristics. It is important to understand the point that I am making here, ALWAYS stay within the CG envelope. As the aircraft nears the forward limits and the aft limits the handling characteristics and performance of the aircraft changes – towards the aft end of the APPROVED CG envelope is better for more speed.
