dlthig

I was thinking about the J vs K thread and the Ks are generally better equipped, but that equipment is getting older and less relevant. If someone doesn't want to fool around with the turbo and all of the systems along with the overhaul, I was wondering about another option. I wasn't aware of the IO-360 ES option, $$.

Anything worth doing, is worth overdoing.

Is it possible to convert a K to a J? I'm thinking firewall forward, lop the nose off and put on a J. I know that it can be done with enough time, money and a good mechanic. Has anyone actually done it?

Good information here. I'd PM George Perry from this board. He would be my SME for Eagles.

I was amazed at a previous thread about paint job similarities. Yea, a little snarky. I know folks pay and get paid for designing paint schemes, but these things get out of hand sometimes. I think the metallic schemes are really good looking. This plane will attract a lot of attention where ever it goes.

Will it look like anyone else's airplane? Yep, I went there.

Sounds like a lot of pilots that I know. I knew a SAS pilot who said that he always married housewives. They always got the house.

Beautiful plane Mimi.

I don't have any time in an Ovation, but a few hours in a DA-40. The 40 isn't a bad airplane and the glass is good. However, it's hotter than your metaphor of choice in the summer and is loud with the vents open. It's fairly light on the fuel burn, which is nice because I recall the one that I flew had about 850 lbs of UL with the upgraded gear. I'd certainly rent one from the local FBO, but I don't think that I'd drop a quarter of a million on one. If you are in that cash range, you may want to consider the 6 place option so you should be able to fly 4 most of the time. Saratogas are roomy, but with all of the luxuries won't carry much. I flew one with less than 1100 lbs UL. Lances are trucks, they haul a load, but not too fast, 150 kts to be optimistic. Bonanzas with tip tanks will carry a good load with better speed, but the 210 may be your best bet if you are willing to go aftermarket with the glass, a la Aspen. Normal 210s will give you 160-165 with a 1300-1400 UL. There are plenty that are sub 200K so you'll have room to spend on the panel. Add in the SR22s and the list gets longer. I'd suggest building a spreadsheet as I flow with this obvious stream of conscious.... Good luck.

There may be a one-off Eagle that gets closer and a Comanche will also get close. The 210 is known for hauling a load. Back in the olden days, 210s and Lances were used to haul cancelled checks, which is why you see so many of them with 10K total time.

In Charlie South diesel is up 10% and gas is up nearly 20%. Good luck to the recovery. I fear that we may need a little luck next week.

I'll echo the above. There ain't enough of us and it's sad to lose one of us, for any reason. I think it may be even sadder that there isn't a family member to pass it along.

It was the one in the AOPA magazine

When I get back home, I'll let you know if I can find it. I do remember that it had experimental on the side windows I think.

If I dig enough, I took a picture of the experimental Ovation when it was at AOPA back in '94. I just thought it was a cool paint job. FDK was a great airport for seeing different things.

Thanks for that. I just need to buy a 210. With a new transponder and interior this airplane would be complete. Good luck.

Thanks, I'm here to help. Defense News will give you a daily email with that type of news if you subscribe. Freeninetyfree, best price! Thiggy

http://www.defensenews.com/breaking-news/2017/07/27/marine-corps-kc-130ts-grounded-until-further-notice/?utm_source=Sailthru&utm_medium=email&utm_campaign=EBB 7.28.17&utm_term=Editorial - Early Bird Brief

Alex, I think the paint job looks entirely too much like another airplane somewhere. To avoid the embarrassment, I'll look after and won't even charge you! I have a generous heart like that. Continuing with my consistent theme...what's your UL? 2900 GTOW?

1000 hours in the A320. There are plenty of indications to let you know that the landing gear is down. There is some concern about inexperienced crews operating overseas. This is just one example.

Darwin claims another one.

To clarify, SC is 1% annually for taxes. At least I think that's about right. Are you guys quoting annual taxes or just once when you purchase?

Good grief. I think SC is 1% of the value.

vREF knocks off a few thousand for the higher time AF. Also, only one of these engines was a factory reman. One has about 3500 TT with 1500 on the OH with the other at about 5500 TT and about 1500 on the OH. I don't remember the specifics. The major difference between these two is one has had 2 hard landings with prop strikes, that one has a newer prop. The other appear to have a single landing gear failure. The one with the LG failure is the one with what appears to be the original engine to the airplane, time looks about right.

Do any of you guys have or fly an AT. I guess 21 of these were produced in 89-90. From what I can tell they are basically IFR trainers, circa 1990, without autopilots and equipped with 14v electrical systems. There is a company out of Texas brokering 2 of these for Central Texas College. The price is attractive, but both birds are higher time airframes, 5400 hours. They appear to be flyable for a couple of years, but will need 5-figure panel upgrades, not including the autopilot. Any opinions?