Here’s the Deal
More About the Plane
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N612SP is a lovely Cessna 172SP manufactured in 2000 and belonging to Stephen S. Ashley. I hold title to the plane in Oakland Aviation, LLC. I use it for my personal enjoyment and to provide flight instruction (mostly instrument training). I am looking for another pilot to join me on the insurance policy and share the fun (and expense) of flying this airplane. Here’s the DealI previously leased N612SP to the Alameda Aero Club, located at the North Field of the Oakland Airport. The plane was popular with the Alameda Aero Club members, who took good care of it, but the expenses, especially insurance and maintenance, proved too burdensome, and I lost money on the deal. Accordingly, I reluctantly removed the plane from the Alameda Aero Club, insured it my own name, and tied it down at the Kaiser Air facility at the North Field. The insurance company that issued my private insurance policy allows up to three pilots on the policy, in addition to myself. I have room for one more pilot. Here’s the deal. The plane rents for $126 dry tach. You agree to fly at least 40 tach hours during the next 12 months and to prepurchase 10 hours of flying time each quarter, so that I’ll have the funds on hand to cover expenses as they occur. Prepurchased hours expire at the end of the year, so use them or lose them.  A rental rate of $126 dry tach is not the cheapest price for a 172SP at Bay Area clubs and FBOs. Why pay more than the cheapest? Flying N612SP rather than the cheapest 172SP available provides you two major advantages. First, N612SP is my baby, and I like to keep her in good shape. I guarantee that this plane is cleaner than the vast majority of 172s available for rent in the Bay Area. If something seems amiss, I will either take the plane to the mechanic immediately or, if the discrepancy is minor, have the mechanic address the discrepancy at the next 50–hour oil change or annual inspection. Nothing in this plane is “inoperable.” I keep the GPS database up-to-date. If you notice that the database has expired, tell me, and I will update it promptly. Second, because there are only four pilots flying the plane, the plane is almost always available when you want it.
If you would like to become an N612SP pilot, please do not hesitate to contact me at (510) 764–1794 or . More About the PlaneNow that I’ve taken care of the business details, let me tell you more about the plane.
The plane’s 180 horsepower engine powers the plane along at a respectable 124 knots at 8,500 feet with 75 percent power. At the recommended lean mixture with fuel allowances for engine start, taxi, takeoff, climb, and 45 minutes reserve, the plane can fly 518 nautical miles (4.26 hours). Climb to 10,000 feet, throttle back to 45 percent power, and you can extend your range to 638 nautical miles (6.72 hours). The long-range tanks carry a maximum of 53 gallons of usable fuel. In order to avoid forcing ourselves to carry 318 pounds of aviation gas, we do not refuel the plane after each flight. Instead, each pilot has the obligation before each flight to fill the tanks with enough gas to get him to his destination. The plane has a maximum ramp weight of 2558 pounds and a maximum useful load of 882 pounds. The plane has a Lycoming IO–360–L2A engine. The IO–360–L2A engine has four horizontally opposed cyliders. It is normally aspirated, direct drive, air-cooled, and fuel-injected, and it has a total displacement of 360 cubic inches. It uses 100LL aviation fuel (blue) and MIL–L–22851 aviation grade ashless dispersant oil (e.g., AeroShell W 100). The McCauley propeller has two blades, fixed pitch. 
The plane comes with a well-integrated set of Bendix/King avionics:
The V-speeds are as follows:
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