I just came across this bird
At 259,000 $ it looks like a bargain to me. Am I overlooking anything? OK, a new prop usually means they had a prop strike; or at least they need a good explanation. And if you want to read the ad the wrong way, you could play devil’s advocate:
OK, I just saw on the FAA register that this is an experimental. So you can basically not fly it IFR in Europe, right?
Weird. It doesn’t say a word about being Experimental in the ad. They do obviously exist as CofA.
On CofA, I would sure love one. Of course, it doesn’t have pressurization, so one would have to use oxygen or, more often probably, just fly FL100ish and accept the higher fuel burn.
What I have never checked is the W&B on these things. I guess the payload is very meagre if you want to fly a certain distance and have proper reserves…
EDIT: just saw, the one in the AD is an Allison turbine conversion. Don’t know anything about that one. The Bonanza Turbine Air by Rocket Engineering has a PT6. PT6s obviously burn more fuel.
Also, I just saw it does say “Experimental” in the ad.
With Vmo at top of the green of a piston 36 presumably you are backing off on the power big time, unless you are up at FL280 with a full face oxy mask.
US Exp is useless in Europe – except as a local circuit avtur burner, or flying everywhere with Mode S turned off It’s the Lancair Evolution scenario. It’s OK if you are happy to fly only in certain airspaces, are based somewhere where nobody cares (and you have a discreet hangar) and/or the various financial scenarios are immaterial.
Turboprop conversions normally lose about 1/3 from the range of the piston predecessor. The PA46 Jetprop does better, but that’s because it can practically fly at FL260 or so.
At least it seems like it’s not in the experimental category?
Avionics sure look nice with the Aspen 2000. But do you also lose the attitude information if your pitot tube is blocked on that one?
If you want cheaper overhauls and maintenance, go for Allison. The C20-250 engine is in every helicopter in the world, pretty much. A PT6 will be a lot more to keep up, but it will also be more powerful. The 250 loses it’s will to live at high altitudes, but that might be OK on a plane that isn’t pressurized – you won’t be up at FL250 very much anyway.
The C20-250 engine is in every helicopter in the world, pretty much.
Not by a long shot. For example, I don’t think Airbus (Eurocopter) has a single type with an Allison (Rolls-Royce) on offer.
For such a plane, without pressurization, isn’t the Allison more appropriate ?
I mean, it will burn less at lower altitude, and the lack of power above FL200 won’t be an everyday problem.
Plus the Allison is cheaper to maintain.
This is the chosen engine for the P210 silver eagle, and looks good on it ! Pressurization being the real plus… When it works :-)
Anyway 250k$ seems to reflect the “experimental” side. Silver eagle are at least twice as expansive.
Do I remind correctly, a friend of yours, who had a hot start with its Silver Eagle, somewhere in a northerly island ?
This is the chosen engine for the P210 silver eagle, and looks good on it
Is the Silver Eagle an experimental under the N-register? How about EASA?
Because even if the Allison is technically the better choice, the experimental status immediately rules it out for flying in Europe, in my opinion.