Skymaster 82MG For Sale

82MG

The major systems of this aircraft are like on a new airplane.
This is a twin with great load capacity and no asymmetrical thrust problems
that can be flown almost anywhere, almost anytime, and in almost any weather,
providing dependable flying for business or pleasure. Neither VREF nor most
so-called experts really understand these early Skymaster turbos.
If you need solid IFR capability, or fly where it's hot and high,
you won't beat this A/C for anywhere near the cost.
A combination of Turbocharging, Certification,
Deicing, and Redundancy like this is rare.
This is a great aircraft that can
get you there safely!

MAJOR REDUNDANT SYSTEMS

Engines
Turbochargers
Attitude Indicators
IFR Avionics
Wet Vacuum Pumps
Hydraulic Pumps
Oxygen Systems

PERFORMANCE and SAFETY

Factory Deiced: All New Boots in 2006, Hot Prop
Single Engine Ceiling: 20,000+ Feet on Either Engine (ISA)
Get over the weather: Certificated to 33,000 Feet
Take Off at Sea Level in Cruise Climb, Touch Nothing to 20,000+ Feet
Factory Oxygen
Reserve Oxygen System
Dual Wet Vacuum Pumps (Almost indestructible)
Dual Hydraulic Pumps (Gear and Deice work on either engine)
IFR Approach-Certified GPS - Garmin 430
Satellite Weather: GARMIN 396 – Panel Mounted & Integrated
Terrain Audio Warning System (Garmin 396)
Backup Electric Attitude Indicator
Non-directional TCAS

PICTURES

DETAILS

Turbo 1967 Skymaster T337B (S/N 0659)
The Skymaster is an Unbeatable IFR Platform
6-Seat Capacity, 5 Seats Installed
4300 Lb. GW
1377 Lb. Useful Load
128 Gallon Fuel Capacity
Turbocharged: Hot Weather and Mountainous Terrain with Ease
Flight Plan for 160 Knots Block-to-Block on 18 GPH (Total) at 70% Cruise
Well Maintained, Hangared, & Flown Regularly
Fully Repainted – Exterior: 10
New Upholstery, Recent Carpet and Headliner – Interior: 9
External Power Socket
Cargo Pod Ready (Mounts Installed)
Full IFR Including GARMIN 430 IFR Approach-Certified GPS
NavCom 1: King Silver Crown with G/S
NavCom 2: Garmin 430
King ATC Transponder w/New Blind Encoder
Well-maintained Cessna Autopilot
King Audio Panel
Vertical Card Compass
4-Place Stereo PS Engineering Intercom w/Stereo Inputs
Satellite Weather and Stereo XM Satellite Radio (Garmin 396)
Factory New Heater (2006), Independent Hobbs Meter
Complete Logs, all ADs Complied With
Both Engines Overhauled by the World's #1 Skymaster Facility
3778 TT Airframe
0 SMOH Rear Engine, 522 SMOH Front Engine
PROPS: 169 SPOH Rear, 1064 SPOH Front
June 2010 Annual
$60,000 in recent Overhauls & Upgrades
Maintenance & Parts Manuals Included
Like new power tug and many other extras included.

Unbeatable utility and IFR capability: $69,000

NOTE: June 2010 VREF/AOPA pricing, which ignores many desirable options on this aircraft, still resulted in $92,000+.

SELLER

Paul Sharp
801-463-7940
1218 S. 1300 E.
Salt Lake City, UT 84105

OPINION

What makes this airplane great? Here're the seller's views.

First of all, the major systems are like new:

One engine is low time, the other freshly overhauled.
The deice boots are new.
The paint is new.
The upholstery, headliner, and carpet are new.
The heater is new.
The avionics are modern and include IFR GPS and GPS Approach, Satellite Radar, and Terrain Warning capability.

The seller has flown many aircraft models, and previously owned a Piper Twin Comanche (one of the best twins there is to own and fly). But the Skymaster makes a better IFR platform and this one has many performance and safety features you don't get with Comanches. No Twin Comanche has factory-designed turbocharging (what's offered was really an after market add-on that Piper adopted) which allows it to fly reliably in the flight levels, and the Comanche turbos require constant leak maintenance to fly reliably even in the high teens, it can get awfully cold with the Comanche's heater system that wasn't designed for high altitudes, and you'll have to hang a limited-capacity portable oxygen system somewhere in the cabin. Deiced Comanches are uncommon. And every Twin Comanche exhibits asymmetrical thrust if you lose an engine.

If you fly in the mountainous areas of the nation or even travel there, and if you fly during summer, you need turbocharging. Waiting around until evening or early the next morning to take off is a real pain. This airplane was designed as a turbo and its systems match the capabilities. And check out that single-engine ceiling! The seller once shut down the rear engine, with a full load, due to a suspected (which turned out to be correct) faulty temperature sensor at 16,500 feet and continued for half an hour without losing a single foot of altitude while clearing the mountains to land and get it checked. Try that in other light twins!

You can get some great turbocharged Cessna 310 twins (one of the better twin choices on the market) and they have an edge in speed over 82MG. But if you find one deice equipped, with factory oxygen, and otherwise like new, you'll pay more than what's being asked for this airplane. And you'll still have asymmetrical thrust to deal with in an engine-out situation. Being sharp in engine-out procedures is always important in twins, but especially so in 310's.

Another example would be buying a nice new turbocharged Columbia 400 with deicing/anti-icing and lots of other new things, but it won't do much more than this airplane except go a little faster. And it will still have only one engine. If you fly at night, if you fly in real IFR, if you fly with your family aboard, do you really want only one engine? The seller knew all the statistics and arguments, but that first time during a single engine flight when it started missing, at night with his family aboard, changed his mind about twins real fast. Oh, and you'll pay around $600,000+ for one of those nice new Columbias all decked out and ready to fly.

If you look at the used light twin market, what's out there generally doesn't have the turbocharging, or lacks deicing, has rotten avionics, bad paint or interior, or lacks crucial redundancy. And even if you did find a combination to match 82MG you'll pay more than what you will for this airplane, and it will probably cost a whole lot more to keep and fly. And everything but Skymasters will present you with the asymmetrical thrust challenge in engine-out scenarios. Don't be misled: Skymasters are complex airplanes and shouldn't be flown without proper training and currency. But it's hard to equal their safety - especially this particular model with the particular equipment and redundancy it has. In the current Skymaster market there are a number for sale, but they lack turbocharging, deicing or have high engine times. And only the earlier year models have the higher certificated ceilings. More of the P337's (the pressurized Skymaster - an economical buy for pressurization) are deiced, but you are limited to that model's 20,000 foot certificated ceiling, asking prices are very high, and you have to deal with annual training requirements and high insurance rates due to the pressurization.

Two very common questions asked over the years are about rear engine temperatures and maintenance costs: Most of us Skymasters owners respond to the first with "What rear engine temperatures?" It is a myth. The only rear engine problems we've commonly seen are related to a blocked oil cooler filter or some obvious problem. 82MG's rear engine actually runs a little cooler than the front. As to maintenance, when Skymasters came out many pilots wanted a "real twin" with engines on the wings. That silly attitude has largely disappeared but Skymaster values dropped for quite a while and buyers would pick them up cheap, fly them on the cheap, and then sell the rundown airplane. If you don't keep up an aircraft, the next buyer is going to have a big maintenance bill getting it up to standards - thus the high maintenance claims. The Skymaster is middle-of-the-road for maintenance: if an owner keeps it up the next buyer has no more costs than the average twin. Annual inspections for 82MG are usually around $4-5 thousand, for example.

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