Description

Cross-country IFR machine, with FIKI-approved TKS, 4-place oxygen, Garmin WAAS avionics / autopilot, and re-sealed Monroy extended-range fuel tanks.

I’ve taken it from coast to coast many times. Cruising between FL180-240, you can go direct almost anywhere. Best power gives 196 KTAS, and it operates very well LOP (175 KTAS at 14 GPH).

I believe it spent its first 22 years in Idaho, Alberta, then Minnesota. I’ve owned it since 2020, mostly in Oregon and recently in Florida. To the best of my knowledge it was hangared for the entirety of 1998-2024.

Complete logbooks provided. No known damage history. Annual due Nov 2026.

I'm a current CFI, able to provide transition training if needed.

Engine

Lycoming TSIO-540-AF1B, 270 HP - 1800 TTSN

It’s well-equipped for both cold weather (Tanis engine pre-heat system) and humidity (a stand-alone refrigerant-based engine dehydrator).

I have complete oil analysis records since I purchased the aircraft in 2020, during which time I’ve used CamGuard and/or Aeroshell W100+. I installed a modern JPI engine monitor in 2021, and have complete engine data since. It’s borescoped at every oil change.

I operate LOP in cruise at 14 GPH, which gives 175 KTAS at reasonable altitudes, and CHTs below 380ºF. You can of course burn more gas and go faster: it will do 182 KTAS at 18 GPH, or 196 KTAS at 20 GPH.

Piston pin plugs began to wear in 2021 (a known issue for this vintage of Lycoming), and were replaced with new plugs in all 6 cylinders.

Complete exhaust system overhaul in October 2024.

No other issues in the 5 years that I’ve flown it.

Will provide complete engine monitor data on the Savvy Aviation platform dating back to 2021.

Propeller

McCauley 3-blade propeller, 1131 hrs SPOH (Dec 2008). The TKS system includes components to distribute fluid along the blades.

Avionics

Primary instruments are Garmin G5 EADI and G5 EHSI (solid state AHRS), configured for reversionary mode and a backup battery for redundancy.

Backup analog instruments are an altimeter, airspeed indicator, vertical speed indicator, electric turn coordinator, and two electric attitude indicators. There is no vacuum system.

Garmin GFC 500 Autopilot with flight director, altitude/VS/IAS preselect, glideslope coupling, GPSS roll steering, return to level (LVL), and Electronic Stability Protection (ESP). All autopilot servos were replaced with updated “mod 1” units in 2025.

WAAS-capable Garmin 430W navigator, can fly LPV approaches

Garmin GTX 345 transponder; ADS-B in and out with Bluetooth

KX 165 secondary NAV/COMM radio

KMA 24 audio panel

Additional Equipment

Dual main batteries, dual alternators, external GPU plug

Monroy long-range tanks, 118 gallons usable

All fuel tanks stripped and re-sealed with the Weep-No-More process in 2012

TKS system certified for flight into known icing conditions (FIKI), with dual pumps.

115 cu ft integrated four-place oxygen system, with a two-place O2D2 pulse-demand unit

Redline SideWinder battery-operated tow bar. One person can move the plane with ease, even at max gross weight.

PreciseFlight speedbrakes are installed, but function intermittently. I’ve never felt the need for them – you can descend at cruise power and 2000 FPM without nearing Vne, and it’s easy to slow down – so I’ve never bothered to diagnose the issue, but the equipment is there.

BFG WX-950 Stormscope

JPI EDM730 Engine Monitor, which exports logs to a standard USB drive

Artex 406 MHz ELT

Fully-articulating front seats. Split fold-down and removable rear seats make a large, flat cargo space.

4 Place Intercom with music input

Electric elevator and rudder trim

Leather interior and all liners in good condition. Worn carpet below the pilot rudder pedals.

Landing gear "donuts" in good condition