@Brett Van Hoosier go to 50 dollar Montana Llc

https://www.49dollarmontanaregisteredagent.com/?utm_source=google&utm_medium=cpc&utm_campaign=MT%20Registered%20Agent%20-%20Brand%20-%20WAM&utm_content=Montana%20-%20Brand%20-%20RA%20Service&utm_term=%2449%20montana%20llc&gad_source=1&gad_campaignid=17436366671&gbraid=0AAAAADcPHQH70Z3_CyCA19wTEqEg4ov1X&gclid=Cj0KCQiA4pvMBhDYARIsAGfgwvziDtvtMLI8zm_tsEOmGGQXW-J0XMA9HoKeOVkNFtafAY7FvT_gK_AaAtyFEALw_wcB

@Brett Van Hoosier i’ll take a look at it tonight when I get back to the desk

@Brett Van Hoosier Based on the specific Trade-A-Plane listing (N5753K) and available market data, here is the dedicated DealScore breakdown for this 1964 Beechcraft S35 Bonanza. DealScore: 84/100 A high-value, high-pedigree "legacy" Bonanza that balances modern speed mods with a conservative price point. It loses points only for its aging avionics and engine time. Detailed Component Breakdown 1. Engine & Powertrain (17/25) - Stats: 1,225 SFRM (Since Factory Reman) | Continental IO-520B (285 HP) - The Good: Factory Remans (SFRM) are generally preferred over field overhauls because they are built to "New" tolerances. The addition of GAMI injectors is a critical value add, allowing for the advertised lean-of-peak (LOP) efficiency of 11.5–12 gph. - The Risk: At 1,225 hours, you are past the halfway point of the 1,700-hour TBO. While Bonanza owners frequently fly these to 2,000+ hours, a lender or future buyer will value this engine as having ~$30k–$40k of "used" life. 2. Airframe (27/30) - Stats: 4,994 TTAF (Total Time Airframe) - The Good: Extremely clean history. 3 owners since new is a major pedigree marker, suggesting consistent care rather than being passed around between flight schools or neglectful owners. "Always Hangared" is evidenced by the 2003 paint still being rated well. - Crucial Note: The 1,200 lb useful load is exceptional for an S35. This makes it a true 4-person-plus-bags cross-country machine. 3. Avionics (14/20) - Stats: Reported as "Standard IFR" / GAMI Monitor - The Good: Includes a JPI engine monitor (essential for an IO-520). - The Bad: The listing lacks "Big Glass" (G3X or G500). Compared to the #1 ranked "Deal" (N961SF), which features a GTN 750 and G5s for only $20k more, this panel is likely due for an upgrade. - The Watch-out: Check for ADS-B Out compliance. If it only has an older transponder, you'll need to budget $3k–$5k immediately to be legal in most airspace.

@Carlos Bradley really enjoyed speaking with you today

@Carlos Bradley you got an update on the plane and panel and partners?

All those are negotiating points. I'd plan 3k to bring a plane through the prebuy. you may not spend all that but I'd have the cash on hand for it. Knowing that this needs to be the plane for you you think as there is a cost of real money in the prebuy that is not just pencil whipped.

hy is it listed for $197,900? If the "math" says the plane is worth over $210k, why the discount? 1. The "Disuse" Tax: The market is penalizing this plane for the 31 hours in 5 years. Most buyers see "31 hours" and think "Corrosion," not "New." 2. Interior/Paint: Usually, when a broker prices a well-equipped plane this low, the interior or paint is "utility grade" (6/10). If it needs a $20k interior to match the $50k engine, the price reflects that. 3. Broker Strategy: Aircraft Ownership Solutions (AOS) often prices inventory for a 14-day flip. They prefer high-volume sales over "parking" a plane on the market for 6 months to squeeze out the last $10k. 💡 The Verdict You are buying $90k+ in recent upgrades for about $75k. The "Safety Margin" here is roughly $15,000. If your pre-buy inspection costs $2,000 and finds no corrosion, you have effectively gained $15k in equity the moment you sign the bill of sale. If it does find corrosion, that $15k margin is exactly what you’ll spend fixing the top end.