I just joined the other day, and I'm enjoying it. I'm about to start on the private pilot training path. After talking to the pilots I met around the area, most came up with the same conclusion- with rental rates being what they are, one might as well buy a plane for instruction. At $100/hr for 40 or 50 hours that money would go a long way toward purchase.
Cessnas wound up getting the most consideration since I grew up with my grandad's 1964 172E. I've gone and checked out quite a few (including a '61 175- too much trouble for a greenhorn). I've settled on a 150A as the tenative winner. Price is $11K It's being sold by a retied doctor (former Centurion pilot himself) for his son's estate. The plane has been hangared for many years, had its annual last July and has had very little flying time since. The doctor told me he had the mechanic do what ever whatever was needed non-cosmetically to bring the plane up to snuff. Much was done, as I have a copy of the logs from 1992 (the logs are complete). It has everything from a new dorsal fin to new tires and battery. Needs paint, carpet, inteiror plastic repair and rear door post plastic. The original drum DG is kaput as well. "Original" is the best term for this plane, the only added/changed things on it being updated radio, transponder, and an ADF that will have to go- as the underdash sheetmetal enclosure for the dial stabs my calf. There is a lot more I could go into on it, but I'm trying to keep the post short. Needless to say, all claims made by the seller will have to be be verified by a third party mechanic.
Nonetheless I am enthused, but trying to keep a clear head. So I've got some questions.
The engine has 3 new cylinders, the oldest having 107 hours on it, the other two having about 25 hours. Cylinder 4 has good compression. The doctor feels to bring it to MOH condition, it would need a check on the camshaft and crankshaft and the last old cylinder replaced. If that is truly all would it be considered with 107 hours SMOH? With this partial top overhaul, I'm in a quandary as to the state of the O-200.
The plane is equipped with a McCauley 1A100MCM6950 prop. According the most sources, including the Cessna brochure, the 1961 only has 5 lbs more empty weight than '62-'63's (950 lbs vs. 945). Will I get similar performance to a '62-'63 with this prop?
I'm lookiing to strip (or have stripped) the old paint on the plane. For the time being, I'd paint a primer black anti-glare panel on it as well as the N number on the wings and tail. What can be done to protect the overal bare metal? I'll likely have to wait for a hangar, if the rent is not outrageous. Later the orignal stock paint would go on it with the natural finish.
Last, the plane has 50's style Cessna rounded yokes that "hang down" from the column (it may have these because it's a early 1961 s/n, so maybe runout items form 1960?). It looks like it should have the "proper" rectangle yokes that sit on top the column, upright. I'd need these so my legs and knees will fit (I'm 6'5"). Are these easily obtained?
Thanks for time and I'm sure you'll hear some more from me. By the way, this plane is my avatar here....
