WTB: 182P/Q - but all are $$$

[TazzyTazzy]

So, we've settled on a 182P or 182Q. We have cash on hand and no financing required. We are comfortable with an $80-85k outlay and still have room for reserves.

However, it seems many people are smoking crack on their prices. For example, many in the $70-90K range:

• Within 100 hours of TBO, with 20% of them past TBO.
• Original, non-upgraded avionics. Basic IFR stuff going on.
• Original interior, owner rated as 6-7, but should be 3-5.
• Original paint, granted many of them have always been hangered and in good shape.

There are two of us in this partnership. The other partner is an A&P. We are ok if we need to tear out the interior and can do it ourselves. We are good upgrading the avionics stack (my A&P buddy wouldn't do it, but we'd pick the stack carefully and have a reputable shop do it).

Using the NAAA price guide from trade-a-plane, the prices listed are at or above the NAAA price guide range. After putting in the details of a few planes (takes a while), the estimated price is several 10's of K below the asking price. Is this normal? For example, saw one listed for $89 key, estimated to be $64k. Is this gap normal?

I don't want to be one those 'low-ballers', but how to avoid this? Obviously, the plane will need to be appraised - but I don't want to spend a few hundred dollars on that if the seller won't come done. I know there are several posts here about sellers not wanting to come down - attachment, etc etc.

So, how does one get around the chicken an egg? Since I'm California, the average distance is at least 5+ states away. After looking at pictures, digital logs, do I make a low-ball offer pending an appraisal? Then after we settle the price contingent on pre-buy?

Too many chicken & eggs. Which order goes first?

But here's the deal. Many of the 182's I've been finding in the listings are being sold by dealers. How do I go about getting a good plane, at a fair price to the seller without paying the markup to the reseller? Obviously, I would need to find the person selling the plane before a reseller does. I have the cash and ready to buy. I just don't want to part with more than I have too and I want a good example.

Arggg. Frustrating!

 

[James331]

So, we've settled on a 182P or 182Q. We have cash on hand and no financing required. We are comfortable with an $80-85k outlay and still have room for reserves.

However, it seems many people are smoking crack on their prices. For example, many in the $70-90K range:

• Within 100 hours of TBO, with 20% of them past TBO.
• Original, non-upgraded avionics. Basic IFR stuff going on.
• Original interior, owner rated as 6-7, but should be 3-5.
• Original paint, granted many of them have always been hangered and in good shape.

There are two of us in this partnership. The other partner is an A&P. We are ok if we need to tear out the interior and can do it ourselves. We are good upgrading the avionics stack (my A&P buddy wouldn't do it, but we'd pick the stack carefully and have a reputable shop do it).

Using the NAAA price guide from trade-a-plane, the prices listed are at or above the NAAA price guide range. After putting in the details of a few planes (takes a while), the estimated price is several 10's of K below the asking price. Is this normal? For example, saw one listed for $89 key, estimated to be $64k. Is this gap normal?

I don't want to be one those 'low-ballers', but how to avoid this? Obviously, the plane will need to be appraised - but I don't want to spend a few hundred dollars on that if the seller won't come done. I know there are several posts here about sellers not wanting to come down - attachment, etc etc.

So, how does one get around the chicken an egg? Since I'm California, the average distance is at least 5+ states away. After looking at pictures, digital logs, do I make a low-ball offer pending an appraisal? Then after we settle the price contingent on pre-buy?

Too many chicken & eggs. Which order goes first?

But here's the deal. Many of the 182's I've been finding in the listings are being sold by dealers. How do I go about getting a good plane, at a fair price to the seller without paying the markup to the reseller? Obviously, I would need to find the person selling the plane before a reseller does. I have the cash and ready to buy. I just don't want to part with more than I have too and I want a good example.

Arggg. Frustrating!

A few things

One, NAA/vref/etc, who cares, just go based on the comps

Two, don't pay much for paint, if you're half crafty paint ain't a big deal, same deal with interior.

Three, asking price and selling price aren't always the same, or even close.

Four, Do NOT upgrade avionics, it's a money pit for doing anything aside from something small.

Five, if you're afraid of being a low baller, you're not ready to own.

Look all over the US, trade a plane, ASO, controller, barnstormers, eBay, all of craigslist.

Once you find a plane, have the owner scan and send ALL logs, order the FAA CD, run a NTSB accident search based off all N number shown on the FAA CD, then a second search based off the serial number, compare any results on the NTSB to the logs and 337s.

I'd find one with good times on it, good condition, good avionics and the ugliest paint and interior you can find.

Beat the crap out of the seller on the price, I mean it's ugly as all heck right? Who's wife would climb in it, if it's not glossy and purdy, it's gotta be unsafe :wink2:

Buy the plane for a song, pull the interior and send it to a hot rod shop, find a custom auto paint guy and get him to shoot your plane, you end up with your colors, leather/fabric etc and for your target price. Plenty of threads on here on how to get your interior done and paint for not too much $$

 

[poadeleted21]

So, we've settled on a 182P or 182Q. We have cash on hand and no financing required. We are comfortable with an $80-85k outlay and still have room for reserves.

However, it seems many people are smoking crack on their prices. For example, many in the $70-90K range:

• Within 100 hours of TBO, with 20% of them past TBO.
• Original, non-upgraded avionics. Basic IFR stuff going on.
• Original interior, owner rated as 6-7, but should be 3-5.
• Original paint, granted many of them have always been hangered and in good shape.

There are two of us in this partnership. The other partner is an A&P. We are ok if we need to tear out the interior and can do it ourselves. We are good upgrading the avionics stack (my A&P buddy wouldn't do it, but we'd pick the stack carefully and have a reputable shop do it).

Using the NAAA price guide from trade-a-plane, the prices listed are at or above the NAAA price guide range. After putting in the details of a few planes (takes a while), the estimated price is several 10's of K below the asking price. Is this normal? For example, saw one listed for $89 key, estimated to be $64k. Is this gap normal?

I don't want to be one those 'low-ballers', but how to avoid this? Obviously, the plane will need to be appraised - but I don't want to spend a few hundred dollars on that if the seller won't come done. I know there are several posts here about sellers not wanting to come down - attachment, etc etc.

So, how does one get around the chicken an egg? Since I'm California, the average distance is at least 5+ states away. After looking at pictures, digital logs, do I make a low-ball offer pending an appraisal? Then after we settle the price contingent on pre-buy?

Too many chicken & eggs. Which order goes first?

But here's the deal. Many of the 182's I've been finding in the listings are being sold by dealers. How do I go about getting a good plane, at a fair price to the seller without paying the markup to the reseller? Obviously, I would need to find the person selling the plane before a reseller does. I have the cash and ready to buy. I just don't want to part with more than I have too and I want a good example.

Arggg. Frustrating!

It takes a good 6 months to a year to find and buy a plane. hang in there

 

[James331]

It takes a good 6 months to a year to find and buy a plane. hang in there

With how many of those thing are out there, I'd bet it wouldn't take that long

 

[Henning]

A few things

One, NAA/vref/etc, who cares, just go based on the comps

Two, don't pay much for paint, if you're half crafty paint ain't a big deal, same deal with interior.

Three, asking price and selling price aren't always the same, or even close.

Four, Do NOT upgrade avionics, it's a money pit for doing anything aside from something small.

Five, if you're afraid of being a low baller, you're not ready to own.

Look all over the US, trade a plane, ASO, controller, barnstormers, eBay, all of craigslist.

Once you find a plane, have the owner scan and send ALL logs, order the FAA CD, run a NTSB accident search based off all N number shown on the FAA CD, then a second search based off the serial number, compare any results on the NTSB to the logs and 337s.

I'd find one with good times on it, good condition, good avionics and the ugliest paint and interior you can find.

Beat the crap out of the seller on the price, I mean it's ugly as all heck right? Who's wife would climb in it, if it's not glossy and purdy, it's gotta be unsafe :wink2:

Buy the plane for a song, pull the interior and send it to a hot rod shop, find a custom auto paint guy and get him to shoot your plane, you end up with your colors, leather/fabric etc and for your target price. Plenty of threads on here on how to get your interior done and paint for not too much $$

So, someone decides they want the capability of a 182 with SVT, and don't have $200k, but you have $100k, what would you do? Go into debt and buy the cheapest G-1000 182 or put the capability you want into a plane you can afford? For individuals the value of a plane or equipment does not come from resale. For individual end consumers the value comes from use, consumption, it's how consumerism works.

Some people fly the technology and realize to not have it is stupid. The most affordable way to get it is upgrade a clean old plane with it.

 

[James331]

So, someone decides they want the capability of a 182 with SVT, and don't have $200k, but you have $100k, what would you do? Go into debt and buy the cheapest G-1000 182 or put the capability you want into a plane you can afford? For individuals the value of a plane or equipment does not come from resale. For individual end consumers the value comes from use, consumption, it's how consumerism works.

Some people fly the technology and realize to not have it is stupid. The most affordable way to get it is upgrade a clean old plane with it.

What additional capability does SVT give you exactly? You still have to shoot the approach just like everyone else.

Anyway, if you really must have SVT, go experimental with a Dynon.

 

[Brad Z]

'75 182P owner here. Don't necessary rule out brokers. They still have to compete in the market, so it's generally the seller who's taking a bath from the broker.

Don't fret too much over asking prices. Find the plane you're interested in, make an offer contingent on certain assumptions, if they accept, you inspect and purchase if all is as promised. Even though there are a bunch of planes out there, it might take time to find the right plane.

Also, don't be afraid to make offers to owners of planes that are not for sale. Everyone always has their eye on their next plane, so an offer for their current plane may be all they need. Ask around too, good planes don't stay on the market for long.

 

[poadeleted21]

With how many of those thing are out there, I'd bet it wouldn't take that long

Unless OP is familiar with 182s and has been watching the market for a few months before he decides to pull the trigger.

I took about 6 months to buy my cherokee and a year to buy the Bo. Neither of those are scarce airplanes.

 

[Henning]

What additional capability does SVT give you exactly? You still have to shoot the approach just like everyone else.

Anyway, if you really must have SVT, go experimental with a Dynon.

Yes, for IFR the primary thing you get routinely is the predictor on final, makes crosswind correction a dead nothing and let's you drive it right into and down with the needles in the donut without having to "chase needles" even in the worst conditions.

For an IFR pilot, probably the biggest benefit comes in being resistant to special disorientation as it gives you an eVFR view of the world, between that and seeing the runway all the way down final while the window is white is very comforting to people who do not fly IFR enough to remain truly proficient and capable when things start going wrong. Having that view next to the plan view of you on the approach chart allows you a very high level of situational awareness for least time/effort to get it.

Where it pays best in your plane is when operating somewhere around the PNW/Alaska, to keep you over the water and out of the rocks in 1M clear of clouds. The database is extremely accurate, mapped from the Space Shuttle.

Where I could have really used it was in the PA-12 flying pipeline. I had routes given by coordinates for all the pipes that would have saved a lot of time finding intercepts in marginal vis plus terrain would be nice.

It's really more of a VFR tool than IFR, that allows you to carry VFR style situational awareness into the IFR environment by having the IFR information in standard glass PFD presentation and overlay it on the VFR imagery and add a bit of HUD predictor architecture to the VFR part of the display.

Once you actually use it a bit in an IFR environment and have some realistic drills of distraction, you realize just how much advantage this gives you in being able to monitor and control the plane while working out a problem, like why the autopilot wants to turn hard right. When I look at it, immediately there is no question in my mind exactly what my status and situation is with regards to the ground and my surroundings. Av Shiloh ruined me for high tech panels. If you don't want to spend the money, don't really try one out.

 

[Henning]

What additional capability does SVT give you exactly? You still have to shoot the approach just like everyone else.

Anyway, if you really must have SVT, go experimental with a Dynon.

To go experimental and get 182 capability, you are buying an RV-10, so you're gonna spend an extra $100k to save $20k? RV-10s are not cheap at all.

 

[James331]

To go experimental and get 182 capability, you are buying an RV-10, so you're gonna spend an extra $100k to save $20k? RV-10s are not cheap at all.

RV lol

Try something like a CH 801

 

[Shawn]

I bought my 182P in the summer of '13 and was having the same problems as you. What I discovered is that most buyers of 182's were upgrading, few were fist time buyers that were looking to get into the air cheaply (although that was me). Because of that there is a premium on a well equipped, good looking , low time 182. There are buyers that are willing to pay for all that cuz they wanna upgrade and fly, not buy a project.

I ended up buying a 182P with new paint and interior, great avionics package...much more that I was hoping for...but it had a run out engine. No one wanted to touch it. When I priced out the plane plus new engine I was still ahead of the game vs what was on the market for that combined price...and it was from a broker...in Florida...I am in California.

Your best deal is decide what area you want to or can upgrade on your own and find the plane that is lacking that. I liked dealing with a broker because there was no emotion involved. We both had out take it or leave it price and luckily they eventually matched up!

 

[Henning]

RV lol

Try something like a CH 801

Yeah, I'll pass on 80kts. I know what a 750 will do with 400hp up front, the only speed increase it got was vertical speed.

 

[JoseCuervo]

"Would you consider $65k for your plane?"

Some will say "no", one will say "yes".

Nothing wrong with being a low-baller if you don't waste the seller's time.

You can agree on price before seeing the plane and the logs.

I called on a lot of planes that had not been listed for 6-12 months (old Trade A Plane) and either found out they sold, and asked the price paid or, found out the plane was still for sale, and the seller really wanted it to go.

I bought a plane 13 months after I first flew it for a test flight.

 

[denverpilot]

The OP asked if the gap between a well maintained and a dog is really that big and no one answered that question. Yes. It is.

The two most expensive things on the aircraft are the engine and the avionics.

Price out an engine and a panel and you'll see the gap. Both aren't coming down in price.

A 182 will lose between $30k and $40k in value just by flying the time off the engine. Some of the oldest ones now aren't worth any more than their engine is worth.

You also get a number penalty with the 1500 (vs 2000) hour TBO as prices will reflect 1500 as run-out. Most bottom ends will run past TBO but no one will pay for that time.

Wrinkle the firewall... $20K gone in a single bad landing.

If you're worried about making a low ball bid just explain it. Airplane is worth X in pristine condition, here's my estimates on what it would take to get it there. X minus Y is what I'm offering.

 

[JHW]

OP, that's way too much analysis. And what do you expect to gain by having it "appraised" ? That sort of thinking is suited for insuring jewelry, not buying a chunk of aluminum wih an engine.

If you find a plane you'd like, make an offer what you want to pay. If the answer is "no" then move on to the next one. There's nothing more to it than that.

 

[JHW]

RV lol

Try something like a CH 801

try it for what ? one of our hangar neighbors has one, he can barely get to his farm 20 miles away before falling asleep from boredom. If you want to take off short and then fly over the same spot all day, get a balloon.

 

[AdamZ]

It takes a good 6 months to a year to find and buy a plane. hang in there

And sometimes even longer.

The OP asked if the gap between a well maintained and a dog is really that big and no one answered that question. Yes. It is.

The two most expensive things on the aircraft are the engine and the avionics.

Price out an engine and a panel and you'll see the gap. Both aren't coming down in price.

A 182 will lose between $30k and $40k in value just by flying the time off the engine. Some of the oldest ones now aren't worth any more than their engine is worth.

You also get a number penalty with the 1500 (vs 2000) hour TBO as prices will reflect 1500 as run-out. Most bottom ends will run past TBO but no one will pay for that time.

Wrinkle the firewall... $20K gone in a single bad landing.

If you're worried about making a low ball bid just explain it. Airplane is worth X in pristine condition, here's my estimates on what it would take to get it there. X minus Y is what I'm offering.

Good analysis Nate. Also I have a friend that has owned a few planes and he says he feels much more comfortable " Low Balling" a broker than an Owner. Brokers may laugh but owners can get downright nasty when insulted.

 

[JOhnH]

I found the same thing.

I was looking for a 182 but even the ones with ragged out engines and ancient panels were asking what I thought was way too much.

I kept looking for a 182, but I also kept looking for alternatives: Arrow, Dakota, Bonanza and others.

I finally found a reasonably priced Bonanza with 60 hrs on the engine, a 530W (with a whole newish Garmin stack including 330es transponder, engine monitor, fuel totalizer, and a whole bunch of other mods. I was going through a broker and told him the asking price was still about $10k off my limit so he got the price down for me. Then the pre-buy (by a very thorough Bonanza specialist) found another $10k of squawks and I got that off the price. So I bought the BO instead, and I am very happy so far. I realize the cost of maintenance will probably be higher but I feel like I have a really nice plane. And even my 172 needed an unexpected $36k engine at ~1,300 hours.

So, we've settled on a 182P or 182Q. We have cash on hand and no financing required. We are comfortable with an $80-85k outlay and still have room for reserves.

However, it seems many people are smoking crack on their prices. For example, many in the $70-90K range:

• Within 100 hours of TBO, with 20% of them past TBO.
• Original, non-upgraded avionics. Basic IFR stuff going on.
• Original interior, owner rated as 6-7, but should be 3-5.
• Original paint, granted many of them have always been hangered and in good shape.

.
.
Arggg. Frustrating!

 

[docmirror]

try it for what ? one of our hangar neighbors has one, he can barely get to his farm 20 miles away before falling asleep from boredom.

Doesn't that describe every flight in every 182?


Wondering why the OP is so locked in to the 182? There are so many better planes for that kind of money.

 

[TazzyTazzy]

Wondering why the OP is so locked in to the 182? There are so many better planes for that kind of money.

I'm not. I'm just an inexperienced, low time pilot. I'm on a 182 kick for the moment. I need to check out some other planes for sure. I was talked out of a Mooney M20J due to my experience. For the prices I'm seeing for the 182, I could get a pretty nice Mooney.

Our primary mission is 2 pax until the kid comes along next year. We also enjoy camping/hiking, so 3 + camping gear. There are also 2 of us going into the plane, and the 4 of us (2 partners + our SO) are friends and hang out, so I'm sure we'll travel a few places together. Most of our friends are coupled up, so if we invite someone to go for a weekend trip, it will also be four pax.

Maybe I should have started another "What fits this mission" thread.

Any suggestions on plane that can carry 4 pax with decent fuel and a weekend bag? Not in a big hurry as far as speed, but don't want to stop every 2 hours to get fuel.

 

[TazzyTazzy]

Thanks everyone for the feedback. It's much appreciated.

If anyone is near Sacramento and is available sometime to show me their plane, I'd really appreciate it. Maybe we can do a lap around the pattern or something - nearby $75 hamburger run? I'd totally appreciate it so I can learn about different planes better. Looking at the numbers online is totally different then sitting in one.

 

[docmirror]

K. Keep shopping. Nothing wrong with a $80k Mooney. Fine planes, and seem to fit most of your mission. If you want to go simpler, I'd look at the Piper Dakota or the other 230 HP flavors of Cherokee. I just think the 182 and the 172 are overpriced for what you are getting in performance, but I'm anti-Cessna biased.

 

[Brad Z]

I'm not. I'm just an inexperienced, low time pilot. I'm on a 182 kick for the moment. I need to check out some other planes for sure. I was talked out of a Mooney M20J due to my experience. For the prices I'm seeing for the 182, I could get a pretty nice Mooney.

Our primary mission is 2 pax until the kid comes along next year. We also enjoy camping/hiking, so 3 + camping gear. There are also 2 of us going into the plane, and the 4 of us (2 partners + our SO) are friends and hang out, so I'm sure we'll travel a few places together. Most of our friends are coupled up, so if we invite someone to go for a weekend trip, it will also be four pax.

Maybe I should have started another "What fits this mission" thread.

Any suggestions on plane that can carry 4 pax with decent fuel and a weekend bag? Not in a big hurry as far as speed, but don't want to stop every 2 hours to get fuel.

All that and land on grass or dirt strips? Yeah, the 182 is just about right for your mission.

For reference, in 2010, I bought my '75 182P with 2300tt 1100snew, recent paint, STEC 55, GTX 330, GDL69, GNS530 for 85k. Basically a "sign and drive." I got lucky, it was the first plane I looked at. But it took me a lot of searching to find it. Keep at it, don't get discouraged, and finally you'll find the right plane.

 

[JoseCuervo]

I'm not. I'm just an inexperienced, low time pilot. I'm on a 182 kick for the moment. I need to check out some other planes for sure. I was talked out of a Mooney M20J due to my experience. For the prices I'm seeing for the 182, I could get a pretty nice Mooney.

Our primary mission is 2 pax until the kid comes along next year. We also enjoy camping/hiking, so 3 + camping gear. There are also 2 of us going into the plane, and the 4 of us (2 partners + our SO) are friends and hang out, so I'm sure we'll travel a few places together. Most of our friends are coupled up, so if we invite someone to go for a weekend trip, it will also be four pax.

Maybe I should have started another "What fits this mission" thread.

Any suggestions on plane that can carry 4 pax with decent fuel and a weekend bag? Not in a big hurry as far as speed, but don't want to stop every 2 hours to get fuel.

Why the P and the Q?

Lots of arguments that the earlier ones were better.


Decide what your budget is, then sort Trade A Plane by price, low to high, scroll down till you get within $10k of your budget to $20k over your budget.

All those planes would then be potentials.

 

[Bill]

I was talked out of a Mooney M20J due to my experience. For the prices I'm seeing for the 182, I could get a pretty nice Mooney.

Can you hold your airspeed well on final? If so, you can land a Mooney. The complex stuff will take a little time to learn, but you'll have to burn off 5-10hrs with a CFI for insurance anyway. By then, you'll be good to go.

 

[Brad Z]

Why the P and the Q?

Lots of arguments that the earlier ones were better.

Nothing wrong with the earlier ones but the N, P and Qs have 2,950 gross weights. Prior to that, the gross weight was 2,800. In addition, the P and Q have a paperwork STC allowing take off weight increase to 3,100. That gives you 300 more pounds over the earlier models, without much increase in empty weight.

Decide what your budget is, then sort Trade A Plane by price, low to high, scroll down till you get within $10k of your budget to $20k over your budget.

All those planes would then be potentials.

I wouldn't pay as much attention to the asking prices as I would the book values. An owner might drop 30k once you show him what its worth, particularily if it's been on the market a while. Again, brokers generally do a decent job of managing their seller's expectations so you won't have to. Important thing is to get the right airframe and avionics. The rest can be addressed on a dollar for dollar basis.

 

[TazzyTazzy]

All that and land on grass or dirt strips? Yeah, the 182 is just about right for your mission.

So, I was talked out of the Mooney and into a 182 by someone I sorta know for two reasons:
1) I'm low time pilot: The complex + HP + insurance with retractable for low time pilot (100 hours) is going to be high.
2) Camping: Grass & dirt strips will open camping options up. Camping is a priority for some of our missions. Also, loading camping gear will be easier with the high wing. We also plan to buy a couple folding bikes for the weekend trips/$100 hamburger runs.

For reference, in 2010, I bought my '75 182P with 2300tt 1100snew, recent paint, STEC 55, GTX 330, GDL69, GNS530 for 85k. Basically a "sign and drive." I got lucky, it was the first plane I looked at. But it took me a lot of searching to find it. Keep at it, don't get discouraged, and finally you'll find the right plane.

An example with these specs are being listed for about $120-140k. Can you find another one of these?

 

[TazzyTazzy]

I kept looking for a 182, but I also kept looking for alternatives: Arrow, Dakota, Bonanza and others.

How would a Dakota handle grass/dirt strips? We enjoy camping and thinking these types of strips will really open up camping options.

 

[Henning]

I'd buy a 182 if I was looking to do a Katmai. There are very few airplanes that can compete. If I wasn't looking Katmai, I'd get a Bonanza.

 

[Brad Z]

How would a Dakota handle grass/dirt strips? We enjoy camping and thinking these types of strips will really open up camping options.

The Dakota is a good plane and can haul a crap-ton. It's a bit of a highwing/lowwing debate...some argue the high wing is better on unimproved strips because it's above the weeds and less likely to get splattered by mud. In reality, I'm not sure it really matters. One thing you can't argue, the high wing makes a better shelter for camping.

There are fewer PA-28-235s out there, and there are probably fewer buyers for them as well. If I'd come across one when I was plane search, I certainly would have considered it. But in the end, I like having room to walk around in my otherwise tight hangar.

 

[Clark1961]

How would a Dakota handle grass/dirt strips? We enjoy camping and thinking these types of strips will really open up camping options.

Fine so far, oleo struts are great. The nose gear mount on the Dakota is much better than the mount on the 182. Prop clearance is about like any trike. The oil canning of the wings sounds a bit weird but it's just the aluminum skin flexing.

Wing clearance of brush near the runway can be a problem that the high wingers don't have but many strips are wide enough that it's not a concern.

For camping ya prolly don't wanna pitch a tent under the wing...

 

[Brad Z]

I'd buy a 182 if I was looking to do a Katmai. There are very few airplanes that can compete. If I wasn't looking Katmai, I'd get a Bonanza.

The Katmai is badazz. And expensive. Of course if you wanted to go visit a distant friend you'd just have to ask him if he could pick you up at the nearest soccer pitch.

 

[JOhnH]

How would a Dakota handle grass/dirt strips? We enjoy camping and thinking these types of strips will really open up camping options.

I didn't really investigate camping abilities, but I would assume a high-wing would have the advantage there. Except the one time I parked on grass after a rain. I used the ladder to return the sumped fuel to the tank and the ladder sunk in the soft dirt. I have no strong preference of hi vs low, but I really appreciate the lo wing when I fuel it up.

 

[ytodd]

I stole my 182 a year ago from a friend no longer needing it because he has a Malibu. There are deals out there but patience is required.....

 

[Henning]

The Katmai is badazz. And expensive. Of course if you wanted to go visit a distant friend you'd just have to ask him if he could pick you up at the nearest soccer pitch.

The one I flew I'd clear the goal taking off light plane.

 

[James331]

A Bo or Mooney can't land on dirt or grass?

Shy if some real tundra tire worthy backcountry work (which hardly anyone does anyways) a mooney or Bo will work just fine.

All these guys think they're billy badass STOL pilots.... And along comes a Bo

https://m.youtube.com/watch?v=K4HQwv6r1uo

At 1:35


Here's one landing at Gastons
https://m.youtube.com/watch?v=45Oj-Pjc0To

Little more backcountry Bo

https://m.youtube.com/watch?v=AmkWh51mGh8

Johnson in a Mooney
https://m.youtube.com/watch?v=relLqTbKNh0

Another backcountry Mooney landing
https://m.youtube.com/watch?v=2sK5onpQ76I



And if you're really going backcountry you don't want a 182 anyways, you're talking a Maule, PA18 (or clone), C180/5, Helio, etc and you'll want to drop some $$ on tundras. But I doubt that's the real mission here.

 

[Bill]

A Bo or Mooney can't land on dirt or grass?

A picture of my Mooney on the grass at Gastons that somehow found it's way to Flightaware.

 

[JOhnH]

A picture of my Mooney on the grass at Gastons that somehow found it's way to Flightaware.

Nice looking Mooney.
I assume you were able to take off later.

 

[James331]

As for the insurance, that'll come down after you fly it for a year, I wouldn't let that dictate your decision.