Ready to fly, not a project. A solid, always-hangared Cutlass with complete logbooks since new in 1984 and no accident, gear-up landing or prop strike recorded. Maintained regardless of cost and flown 60–65 hours a year.

•     Solid airframe: gear, brakes, flight controls, exhaust and door hardware have all been renewed or overhauled in the last two years.

•     Excellent engine: more than 600 hours remain to the 2,000-hour TBO, compressions are 77–78/80, filters are clean, and oil analysis is normal on all 11 samples since 2018.

•     Flown regularly: about 60–65 hours a year over the last five years. The engine has been kept in use, not left sitting in a hangar.

•     Nothing to catch up on: the gear power pack, exhaust, prop governor, oil cooler, fuel pump, alternator and magnetos are already done.

•     Strong, even compressions: 77–78/80 on all four cylinders at each of the last three annuals (2024, 2025, 2026).

•     No metal, ever: the oil filter was cut open and inspected at nearly every oil change since 1997 with no metal found.

•     No accident or gear-up landing recorded: the complete logbooks since new record no accident, gear-up landing or prop strike.

•     Major work already done: overhauled gear power pack, exhaust system, new prop governor, new oil cooler and fuel pump, and both magnetos serviced in the last five years (details below).

•     Oil analysis normal on all 11 samples since 2018: wear is steady and low. Iron is about half its 2018–19 level, and silicon (dirt) is at its lowest since 2022.

•     Modern IFR panel: WAAS GPS with ADS-B traffic and weather on the GTN 650, plus full engine monitoring.

•     Professionally maintained: the last three annuals were done by an FAA-certified repair station, with every task itemized in the logs.

Overhauled by Lycoming in 1997 and flown regularly since, with the compression and oil-analysis record to show its condition.

•     Oil analysis: normal on all 11 samples since 2018 (Blackstone Laboratories 2018–2022, Lab One 2024–2026). Iron wear is steady at about 0.4–0.5 ppm per hour, half the 2018–19 rate. Pistons, rings and bearings read 0–2 ppm. Silicon (dirt) has fallen from 12 to 6. Latest sample July 2026; reports available.

•     Oil and filter changed regularly (Phillips XC 20W-50), with the filter and sump screen inspected at each change.

•     All new Champion spark plugs (2023); magnetos timed and checked at each annual.

•     Tanis engine preheat installed.

•     Current with all engine ADs; the latest connecting-rod bushing AD does not apply.

•     Garmin GTN 650 WAAS GPS/NAV/COM (2015)

•     Garmin GTX-345 ADS-B In/Out transponder with GAE-12 encoder (2018). Traffic and weather display on the GTN 650

•     JPI EDM-730 engine monitor with Oil Temperature / EGT / CHT / Alternator Charging  (2022)

•     McCauley 3-blade propeller (STC, installed new 2015): smoother and quieter than the original 2-blade

•     Whelen LED landing light

•     Tanis engine preheat

•     Overhauled altimeter (2024) and directional gyro (2017)

•     King KX 155 NAV/COM #2

•     King KMA 24 audio panel

•     Annual: July 17, 2026. Airframe, engine and propeller signed off airworthy; all ADs complied with.

•     Pitot-static and transponder (91.411/413): February 2026, valid to February 2028.

•     ELT battery: replaced April 2026, valid to May 2028.

•     Logbooks: complete and detailed since new in 1984. Every inspection and repair is itemized, with yellow tags and 8130 forms for overhauled components.

•     Paint: white with a dark maroon cheatline and red stripes.

•     Interior: tan/brown, with sheepskin covers on the front seats and rust-striped rear seats.

•     The airplane has always been hangared.

•     Pre-purchase inspection welcome at buyer's expense. Logbooks available for review in person or by scan.