yep, and like dear mum used to say, you gotta be 2 people for a successful sale, a seller… and a buyer…
Look at the last photo – the landing gear
It’s impressive how much the corrosion on the big real gear is mirrored in the mini gear down handle 
Guys, this TB20 needs more than a WAAS box. Rather than another “1961 PA28 with 30000hrs selling for €500000” thread, actually read the description… and look at the photos…
I wonder how this works out if you install say a GNS530 vs brand new. I know when I was shopping I added a certain factor for a WAAS GPS unit regardless of what it was, and I still feel that way. I guess the question is whether a new Garmin/Avidyne gets you substantially more value than a GNS unit, especially if paired with GI275’s, Avidyne PFD, etc.
So did I. In my opinion, an IFR approved NAV GPS (STC, AFMS) isn’t just worth the price of the hardware at spot used prices + typical labor / installation costs but also a „hassle factor“ for avoiding finding a shop, ferry flights, downtime and risk of problems unfolding during installation.
RobertL18C wrote:
I would work on 75% of the hardware value, declining at about 10% per year.
I wonder how this works out if you install say a GNS530 vs brand new. I know when I was shopping I added a certain factor for a WAAS GPS unit regardless of what it was, and I still feel that way. I guess the question is whether a new Garmin/Avidyne gets you substantially more value than a GNS unit, especially if paired with GI275’s, Avidyne PFD, etc.
Have you actually looked at the photos of that GT closely, particularly the interior ones:
While certain things might of course be considered “cosmetic”, how would you, as a private buyer, consider this aircraft your “pride and joy”, with:
One would have to deal with all that (and much more, which is not seen in the photos). I tend to agree with Peter, it’s likely not a matter of how much it would cost, but it would likely be impossible to bring this aircraft back to decent condition. Many of these parts are not available any more.
Here’s an example of a pretty nice german TB20 which just came up on the marketplace for € 210k.
Only 1000 hrs total time, original engine, GTN set, KAP150 AP (no Flight Director!), and the usual other avionic stuff, nicely kept and in very good condition. In other words, a nice plane you can buy and fly away in.
210’000 Euros. That is what a plane like this is offered today.
https://www.planecheck.com?ent=da&id=52994
puts the 100k Euros for the GT model in perspective kind of. If that one gets taken care of properly, extensive annual, paint brushed up, new or overhauled zero time engine, the better AP which also Peter has and upgraded with GTN’s or similar? 250k possible? I’d not wagger against it.
I would work on 75% of the hardware value, declining at about 10% per year. This assumes a quality installation with new harnesses and cleaning out old wires, stuff and dodgy antennas.
Also make sure the hardware is legit and under warranty. Some dodgy knock off installations out there, unsupported by the manufacturer.
Mooney_Driver wrote:
Certainly it is a different ballgame today, where you can actually expect to have some of your avoinics and upgrade expenses recovered than a few years ago. And the added value of the compulsory mods such as 8.33 and Mode S are a must while generally updated avionics will be beneficial for the attractiveness an airframe has on potential buyers.
Before upgrading an aircraft with new avionics last year, we asked an aircraft broker if we could expect to recover at least 50% of the costs in increased market value. His said we could expect much more than that…
dutch_flyer wrote:
Since we now live in a world where 50-yr-old C150s are being sold for >50k and practically everything under 100k looks suspect, it’s becoming difficult to understand how people are pricing these airplanes.
Several ways. Either they go on sales sites, look for similar planes and set the price accordingly. Or quite a lot of makes have valuation forms and sites, which give you a good idea how your plane should be valuated. Depending on the market conditions you can then take those valuations at face value or add a quota according to how similar planes are priced.
Certainly it is a different ballgame today, where you can actually expect to have some of your avoinics and upgrade expenses recovered than a few years ago. And the added value of the compulsory mods such as 8.33 and Mode S are a must while generally updated avionics will be beneficial for the attractiveness an airframe has on potential buyers.
Up to 2019 I would have taken e.g. the Mooney valuations and deduct 20-30% for the European market, today I would add 20-30% for the asking price to achive 10-20%.
Currently TB10’s go from anything between 60k to 120k (asking) as far as I’ve seen, so 140k is not out of the ballpark for a pristine example.
(And while we are at it: If you list your plane, do care to take nice pictures in and out. People will disregard adds where a seller can not evenbe bothered to take good pics but relies on stuff collected from the internet and leave the inside of the airplane like the dog’s had a birthday party in it… how lazy can you get. I think quite a few of those sloppy adds are “yes, dear, look it’s for sale” type adds. )
