The T-Bone has seen 200 hours over the last two years but with my Queen Air coming back soon I’m not sure how much use it will get in the future.

It is due for Annual on September 1st and I have another 10 to 15 hours of planned flights this month. Sale includes an annual at KSCH unless you want to annual it yourself somewhere else on your own.

I am in need of a 135 compliant aircraft. I may look for a King Air, or a Baron that is already compliant. If there is not interest in the T-Bone I might overhaul the engines and keep it for the business venture.

8000 TT
Almost 2500 lbs useful load
230 Gallon Fuel
Fuel Injected Lycoming 720’s
Engines are around 1900 SMOH and 850 Since IRAN
Props are around 600 Hours and are Non-AD props that I swapped on 200 hours ago.

No AOG moments in the time I've owned it. A testament to the robust air frame, and the simple IO720's.

Engine Mounts, Starters, Magnetos, Spark Plugs, Engine Driven Fuel Pumps, and a whole lot of other stuff from Gregg’s thread that was replaced in the last 250 hours.

viewtopic.php?f=38&t=158020

Aspen Pro Max – no vacuum – all glass
Stec 55X with altitude pre-select and capture
GNS530W
PS Engineering 8000
KX165
GTX330ES
Garmin Aera 760 on the yoke wired to the GNS530W
Lemo Plugs for all 6 seats
EI 8 cylinder Engine Monitor on each engine (not primary, the Factory Cylinder temp still reads off #3 on each engine. The #3 for the EI is a spark plug type of sensor and is not accurate as it is also heated by the exhaust pipe right near it. The cylinders run fairly cold in this installation, unlike the Commanche 400)
Landing, Taxi, Nav, Beacon and most interior lights are LED
Rosen Sun Visors
Electric engine preheater
Alcohol Props
Relief tube upfront and Built in Potty seat in the rear
Shoulder harnesses for all 6 seats
Built in Oxygen (tank not installed)
Long Nose and clamshell gear doors
Cleveland Brakes
Heavy Landing Gear Actuators
It has a swamp cooler in the nose (never tested it, the tank leaks)

In the summer months it will climb out at close to 2000 fpm, in the winter I'll see 2500 fpm if I want to stare at the sky.

In Most conditions it takes 10 to 11 minutes to get to 10,000’
At altitudes below 8000 this is what I’ve observed.
Cruise at 36 GPH and 220 MPH
Cruise at 34 GPH and 210 MPH
Cruise at 30 GPH and 195 MPH

Climb higher and fuel flows go down.

The performance charts show higher fuel flows and higher speeds but I prefer to run them at or below 65% power.

I take it in to 2000’ strips when light and stick to 3500’ + when heavy to have accelerate/stop.
It will break ground in 1200 to 1400 feet and be through Blue-line by the time you are ready to put the gear up. One of my cheap fuel stops is on a 2400’ grass strip.

On landing, I’ve made the 1200’ turn off a few times but usually go easy on the brakes and let it roll.

Current Squawks are that the Roll Servo needs to be overhauled – it is getting a little sloppy on approach and we diagnosed it as requiring high start up voltage. Overhaul cost is $1800
One EGT sensor and one CHT sensor need to be replaced
The right engine charging system needs adjustment or overhaul – the generator or the regulator is only putting out 27.5 volts.

I have two IO720 engines out for overhaul right now for a project. One at Western Skyways with an overhaul cost of 73k and another at Columbia at a cost of 63K. IO720 parts have been easy to find.

I'm firm at $170,000. Happy to talk T-Bones any time (908) 433 - 4182

Is that 36gph for both engines to make 220mph? If so I’m impressed as a 421 driver.

Looks like it, if you zoom in on the digital flows.....17 and some change per side......

That's a heck of an airplane!

Anyone know what an overhaul on a 720 runs today?

From the ad:

Thanks, Jim.

Tom G:
You need this, enough UL for all your guns & cameras and able to get into those backcountry strips too!



RAS

And carry out 2 elk!

The T-Bone was my favorite. If I was doing much cross-country flying these days, I would be looking at this one seriously.

I knew that it wouldn't take long for you to come around to utter the words King Air.

Darn it Bill! you guys aren't helping. If there was a King Air Operator who wanted to trade for this baby King Air I could be convinced

I was never fond of the IO720, but my longtime mechanic(40yrs) owned and maintained a Comanche400 all during this time, it was the last plane he sold when he gave up flying. Every flight was up at 10-12T, he leaned aggressively(before multi chat/egt), treating it as a poor man’s turbocharger. He also claimed it ran cooler with the old metal screens, and did not use the newer paper filters. Not recommending the latter, but I do think the 720 lacked efficiency hich would be helped by using the higher altitudes.

Same exact fuel burn as two io-360's so I don't think they really lack efficiency, they are just 400hp fire-breathing Dragons that burns twice the fuel as an efficient IO-360 burns!

To satisfy a few requests for interior photos. Pardon the mess, I haven’t fully cleaned it up since Oshkosh

Takeoff video here, 6:50 into the video:



It sounds even better than I thought.

Turbine smoooooth!