TangoWhiskey
Touchdown! Greaser!
http://www.dfwpilots.com/board/index.php?showtopic=6258
Saw this on the DFW pilots board... looks like it's still available.
Saw this on the DFW pilots board... looks like it's still available.
For those of you who have been to McCaslin before, this is Gladys' plane. It really is a nice plane. Paint and interior are in good condition. A better description will be coming soon. Not sure on the price yet, I'll post that when I have it. I think it will be a good deal. The seller has also mentioned forming a partnership, so if there is interest that could be a possibility. The seller (Glady's grandson) actually lives in the DFW area, although the plane is in Oklahoma.
Asking $50k $42.5k - now I believe the owner would take less than $40k. I'm not sure how much less or what it is really worth, I asked owner today and will post when I get a response. See pictures below.
All of the above originally posted April 2010 on the DFW pilots board, then this comment added Aug 2011:
Just FYI, this plane is still for sale. I can't say for sure, but I believe the owner said he would consider in the $37k range.
Contact email : steve @ wotelectronics . com
It's to the point these days that a Garmin 430 doesn't add value, instead, you just lose value for not having one. With a better panel it'd be a $40,000 172. Way it sits..I just doubt it..unless the market improves.
In 2008 they'd sold around 50,000 430/530 radios and there were about 228,000 GA aircraft. Since many 430/530 installs included a pair of them it's probably somewhere south of 15-20% of the fleet that might have one, so having one would still be a value-add, but doubtful you'd ding a plane for not having one. And It's still north of $6K to add one.
Many buyers do. It's one of the main things people are looking for.In 2008 they'd sold around 50,000 430/530 radios and there were about 228,000 GA aircraft. Since many 430/530 installs included a pair of them it's probably somewhere south of 15-20% of the fleet that might have one, so having one would still be a value-add, but doubtful you'd ding a plane for not having one. And It's still north of $6K to add one.
6k just tp buythe unit if its WAAS, another 3 or so for installation.
Many buyers do. It's one of the main things people are looking for.
No matter what the price, it's still a 172.
Bingo!
You can buy an RV for a few bucks more.
You can get a lot more aircraft than a 172 these days for 40K
http://www.trade-a-plane.com/detail/1355012.html
Yes, I actually almost bought this one. Then I got an analysis of what it costs to run an early model 210 from John Frank at CPA, and got scared away from it.
When you use John Frank's high end FBOs for maintenance he may be right, but a freelanced A&P-IA won't cost you nearly that much..
My Friends 62, 210 that I did the maintenance on, cost him about $1,000 per year, annual, tires, oil, filters, and other minor maintenance items.
You mean, and actually have fun flying? What a concept!
You should ask John Franks how much the yearly maintenance costs are on a 182 we'd like to know.Yes, I actually almost bought this one. Then I got an analysis of what it costs to run an early model 210 from John Frank at CPA, and got scared away from it.
You should ask John Franks how much the yearly maintenance costs are on a 182 we'd like to know.
But how do I FIND a freelance A&P that really knows these planes? that's how I ended up conversing with John, actually; I didn't know where to look, and was pointed in that direction.
I do like the plane, and it does fit my mission pretty well, but if I have to count $300/hr to run it (as per John's numbers) I can't afford it. My own calculations were more in the $150/hr range all in (note that I don't care about capital costs, as a choice). Since I have never owned a plane, I assume he's more right than I am.
Easy. I have his buyer's guide - the example he provides for a 1974 182P comes down to $195/hr. Do note that he calculates everything in there, including cap costs ($22/hr) and full reserves: engine, prop, avionics, paint, interior, at $41/hr, although if you only count engine and prop you get $17/hr instead. Assuming you take off those two, you get $149/hr.
EDIT: looking at the 210 calculation, if I similarly take off cap costs and reserves for non-engine/prop, I get $214/hr.
Easy. I have his buyer's guide - the example he provides for a 1974 182P comes down to $195/hr. Do note that he calculates everything in there, including cap costs ($22/hr) and full reserves: engine, prop, avionics, paint, interior, at $41/hr, although if you only count engine and prop you get $17/hr instead. Assuming you take off those two, you get $149/hr.
Pretty darn close to our spreadsheet.
Tom regularly espouses the benefits of the mythical beast known as the independent A&P/IA.
Tom doesn't know he's a unicorn.
I know of two such people. Tom and a guy down in Arizona.
Funny, I know 7 here in Puget Sound area..
I'm pretty sure dialing random phone numbers from the FAA A&P roster isn't a wise way to find a good mechanic.
Ever ask for references
The way to make your 210 affordable is co-ownership. Are you really going to fly it enough by yourself?
Just a thought.
We all know the early 210 is a retract 182 with a fuel injected 0-470, and yet the 210 becomes a orphan.
scratching my head over that.
How do you mean, orphan? I'd fly an early 210. Just wouldn't be as cheap as my 182...
You've also mentioned the 205 recently which is a nifty airplane too. I got no problems with the 205 either.
Show me any post that I recommended the 205?
Heck, I'll fly anything. I'm a proud airplane slut. Don't get much opportunity to do so, though.
The 182's 10 minutes away in the hangar and I have keys. It's not hard to figure out why I fly it more than anything else!
I never said anything about 210s? How'd I make it an orphan?
Ahh I see now. Well you might have to swing the gear once in a while. Gear in general is going to add some hours of MX over the long haul.
I don't know any 210 owners who either didn't spend money on the gear every year in preventative maintenance or who neglected to and paid someone to work on it hard, later on.
Other than that, yeah. It's just a 182.
Ahh I see now. Well you might have to swing the gear once in a while. Gear in general is going to add some hours of MX over the long haul.
I don't know any 210 owners who either didn't spend money on the gear every year in preventative maintenance or who neglected to and paid someone to work on it hard, later on.
Other than that, yeah. It's just a 182.
But does it cost the same to run as a 182?
Pretty much, but owners want to extract every knot they can out of it so they tend o run higher power settings. I fly the 210 at 170-175 MPH and it uses 14-16 GPH. Its a matter of choice, I will pay the extra fuel to be there quicker. you can use lower power settings and slow down, but I don't think it saves any fuel on a long trip.
the entire story to my understanding is that it costs a lot more... if it costs about the same as a 182RG, then I'm OK with that and will look at early 210's again.
I've worked on the 210 for a long time, and when you repair stuff as it wears and or leaks you will not have the gear failures it is famous for, neglect it and you will pay and pay big.
Ahh I see now. Well you might have to swing the gear once in a while. Gear in general is going to add some hours of MX over the long haul.
I don't know any 210 owners who either didn't spend money on the gear every year in preventative maintenance or who neglected to and paid someone to work on it hard, later on.
Other than that, yeah. It's just a 182.
I noticed that at the moment, there are two VFR equipped RV-6As for sale with asking prices just under $40k on trade-a-plane.com.
I'm more tempted by those than a nice 172 with a fancy IFR panel asking "just under" $40k.