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...to part ways with the Ovation3 that I love and cherish - sometimes more than life itself. Like many of us in this position, family/personal and work situations have changed (mainly for the better), and "it's now that time". My goal - and some may say I'm being unreasonable - is for this airplane to go to a truly-dedicated current or future Ovation pilot who will carry on my legacy of impeccable maintenance and pedigree. It needs to be hangared, maintained, and treated as a priority in someone's life by someone with the means to do so. Anything less - I politely suggest looking elsewhere or considering another airplane. What many don't know about me is that I happen to be very particular about who owns these airplanes, how they're flown, and how they're maintained. It's a fault that I openly admit, but one for which I offer no apology. Having said that, and climbing down off my soapbox, have a read through the description, look at the pictures, and reach out if you have additional questions. Taking out the "emotional value" that many of us feel in a position like this, my asking price is based on several inputs from the professional community as of late, as well as valuation tools available to all of us. It does not necessarily reflect the volatility of the market as we've all observed today. I have just started scanning logbooks, and need a few more days to complete them, so I will update here (and/or update anyone directly who reaches out and asks for them) when they are ready to be sent out. Thanks for looking, and please reach out with questions...preferably via PM, and we can chat via e-mail or phone or both moving forward. -Steve N2145X Full Spec Sheet No damage history – No corrosion – Hangared since new – One previous owner (who also hangared the airplane since new) 1851 TTAF – Complete logs since new Engine – 826 since factory reman (Continental IO550-N8B 310HP, 2700RPM, 2200-hour TBO) (installed 6/2014) Prop – 826 since new Hartzell PHC-J3YF-1RF /F7498 (Acclaim Type-S) (installed 6/2014) Garmin G500Txi with synthetic vision + Jeppesen ChartView unlock (installed 2/2021) Garmin GTN750xi + Jeppesen ChartView unlock (installed 7/2020) Garmin GTN650xi (installed 7/2020) Garmin GFC500 autopilot (4 servos – pitch, roll, pitch trim, yaw damper) (installed 2/2021) Garmin GI275 ADAHRS backup ADI (installed 2/2021) Garmin GDL69 XM weather Garmin GSB15 dual USB charger – 3.0A ports (installed 7/2020) L3-Harris Lynx NGT9000+ Mode-S Extended Squitter (ES) ADSB 978 and 1090 In/Out TCAS/TAS/Active Traffic JPI EDM930 engine monitor (installed 7/2020) CIES digital fuel senders PS Engineering PMA-450A audio panel Bose/LEMO plugs at all four seats Mid-Continent MD-93 digital clock TKS known ice-equipped (windscreen, prop, heated stall warn, ice light, 20A standby alternator). Standby Alternator new in April 2021. PreciseFlight speed brakes All Whelen (WAT) LED lighting: OR650E wingtip white anti-collision + NAV (ACL portion synced with “b.”) OR500 tail white anti-collision + position (ACL portion synced with “a.”) Model #90724 lower red anti-collision beacon Parmetheus Pro landing lights Model #78013 baggage light A508-24 wingtip trailing-edge lights (non-WAT product) Reiff TurboXP full engine heater + oil cooler heater strip option White LED glareshield lighting with Max-Dim LED panel controls Full exhaust system and muffler proactively rebuilt by Acorn (12/2019) 115cf Scott 4-place oxygen system – current Kevlar bottle good for 10+ years (15-year life) Two Concorde RG24-15M batteries (#1 new in 11/2020, #2 new in 5/2020) Acclaim Type-S flap gap seals (installed 5/2021) New UV grey main windscreen (installed 1/2021) New GEE BEE Aero Products silicone cabin door seal (installed 5/2021) New Rosen sun visors (installed 3/2021) Medeco high-security locks on both main and baggage doors Iridium fine wire spark plugs installed since engine was zero-time + Gold Seal ignition harness 25 to 30-hour oil changes with regular analysis and clean history Paint 8.5/10, Interior 8.5/10 All annuals since 2012 by Brian Kendrick – San Marcos, TX Useful Load – 1006 lbs. Additional Notes: Fresh annual by B. Kendrick done 5/2021 91.411/91.413 IFR certifications next due 2/2023 Redline Aviation “Sidewinder” tow bar, 2 batteries, charger, and storage bag included Start-Pac 24V portable power supply + Kennon full cockpit cover included 3/4 full barrel of TKS-406B fluid with over a year before expiration date OFFERING AT $274,500 OR BEST OFFER

Hey all, Had a perfect day on Saturday to finally do some high altitude testing, both for the plane and my new oxygen canister (SkyOx with cannula). I took off from PDK (1000' elevation, 25°C) and climbed straight up to 17,500 to test climb performance. I used cruise-climb settings, adjusting VS to maintain 120 KIAS, and leaned for power using EGT. Then did straight line cruises from 17.5 down to 12.5 to measure speed and fuel flow. Also, used my pulse oximeter to test blood-ox levels. Performance charts are attached for those who are interested. This was just one test, on a day that was significantly hotter than ISA, so it will all be relative. Also, I started with 60 gals of gas and just me and on board, so I was probably 3000 lbs or so. But generally speaking, performance seems consistent with book numbers. A few of my key takeaways from the event: 1) The view from that high altitude was neat, a little freakish at first as I could really tell the difference once I got into the teens. Started to look like an airliner view. I'd never been that high in a personal plane before, but it was great once I got over the initial anxiety. 2) My plane just seems to like cruising in the mid 170s. Up high, that was about all I could get. Stayed ROP at that altitude because it really didn't like LOP, and at that altitude it doesn't really matter anyway. Down lower, I was able to get back to LOP which improved overall efficiency. 3) My oxygen delivery worked fine...when I remembered to breathe! I was so caught up in the data collection (and at first, yes, a bit nervous) that a few times when I slipped on the oximeter it was showing blood sat in the 80s. But a few deep breaths and I was able to keep that in the 90s, so now I know how that works! Overall, it was a fun experience and gave me some confidence for how to fly higher when conditions warrant. I will look to a winter day this season to repeat the test at ISA or lower and see how that changes things. Cheers!

I understand this may only target a small crowd, but Brian - my mechanic in Texas - is having a new pilot's side sun visor made up for me with the Ovation3 Cruise Power Schedule on it (see photo). This is essentially the same data found on the 2500rpm 280HP Ovations, but has the 2550, 2600, and 2700rpm Best Power and Best Econ cruise numbers on it. I'm guessing those of you who own a 2008'ish Ovation3 from the factory should already have this. Those with earlier Ovation1, Ovation2-DX, Ovation2-GX, or Eagle aircraft who had 310HP/2700RPM conversions probably have visors with the "old" data. Anyone interested in ordering one? They are (cough, cough) $330 each and take roughly 2 weeks to arrive once ordered. I asked about them last year when my new engine and prop were being done, and was told they were hard to come by. For me, it "completes the picture" as far as my 310HP upgrade went, so although I see it as a rather expensive piece of plastic, it falls under "nice-to-have". If anyone is interested in one, please let me know and I'll put you in touch with Brian. He'll take your specific information and get back to you individually with logistics to complete the order. Regards, Steve