Club Homepage Forums Classified Ads Buy & Sell - Everything But Airplanes Opinions please(not that I'm gonna listen anyway)

I've thought about what this plane might really be worth. There are a lot of things that increase its value in my eyes.

It's been said many times here on this forum that if you want a 150 horsepower conversion, don't do it yourself, buy one that's already been converted. Same sentiments about long range tanks, stol kit, taildragger conversion. Those things cost an inordinant amount of money to the owner, money he/she can never expect to recoup. Incidentally, the same goes for avionics and paint.

In this case, all of the mods are already on there, with the exception of VG's. That's money the seller will never get back. Sure, it's high time, but I plan to perform a thorough, comprehensive pre purchase inspection on the plane. If I don't feel good about the plane, I won't take it, it's just that simple (I say that now, but...)

If I have to overhaul the engine and put a radio in it, I feel like I'm still okay, flying a safe bird. I am also cautious about the 14000 ttaf, but (I didn't tell you in the original post) it's been used in a pipeline patrol operation. It has undoubtedly been treated better in its 14000 hours than many of the planes out there today with their 4000 hours ttaf. It's been based in dry, West Texas. I expect some corrosion, as Cessna's corrosion prevention program was virtually non-existent back in 1965, but, I wouldn't be at all surprised to find none.

Kirk called a diamond in the rough. I agree. But, it's also a flying, airworthy (for those of you who love that word) airplane that, to me would provide a lot of bang for the buck.

I am evaluating and weighing all of your opinions. An impartial, objective word of caution goes a long way. I trust this group. That's why I've asked. After Clinton this year, it seems to be more a family. Anyway, I hope my mind tempers the judgement of my heart. If not, I won't be the first sucker to buy a pickle of a plane...

Thanks,

Gary,

You have undoubtedely read the prior posts on 150/150 conversions and such.

Sounds like you are on the right track, and I don't think Bengie is far off on value. You probably would want a "finished" product to come in under $30-35K due to the high airframe hours if you are concerned with resale.

On thing that folks forget about these STC's is to make sure you have all the paper work. I just passed on a reasonable little 150/150 when the long time owner got a blank look on his face when I asked about the STC documentation, including blueprints....he had not a clue, which technically meant the aircraft was not airworthy and added about $2K to the costs, IF you can get the "William's of Udall, KS" to return a phone call.

By contrast (and for comparison) there is a 152/150 that has been for sale for months up here in the PNW. Price $35K, 1300 hour engine, new paint and upholstery, tail dragger and reasonable, but not special radio's. Biggest problem...no long range tanks and his choice of paint scheme makes the airplane look bent. I think it is a low time airframe which is rare for a 152 also (something less than 5K hours if memory is correct).

The one I just passed on had LR tanks and was a nose dragger with a 950 hour engine. $25K would probably buy it (asking $30K), but it had modifications I didn't see documented (206 nose gear I think, if you can believe it and large mains to go with it). Newer paint, but nothing special there.

This would be a good buy for an A&P.

Gary,
I chose the 11-14,000 range based on the ads I've seen in TAP and Barnstormers. It seems the norm for runout engines in a 150 lowers the price to 13-16,000 for the total package. I lowered it again for high time airframe. However...taildragger option is a PLUS! Add $ for that. 150 hp , add again. But now you're talking bigger bucks for the overhaul....oops, you're an A&P. Subtract for labor, since you won't be on the clock working on this project, add for parts. Dollar wise, it could be a seller in the $30-35,000 range when you're finished. The 14,000TT could reflect on the final price.

PAINT, I've never considered paint to be a problem. I'd rather have the bad paint because it's a good negotiating tool. I can paint anything single-stage without runs, overspray or orange peel. It just takes me longer and I have to spray each part/section separately, one at a time. I'm not good enough to do it all at once. There'd be shine on one side and overspray on the other side. Just depends on which side you'd like to look at the most.

The subject of homebuilts comes to mind when I think of projects like this. The builder is never compensated for his time. You generally buy the finished plane for the costs of the parts unless you get into the Lancair range. Still, 2000 hrs. labor @ $40-$70 per hr? Finished homebuilts are a bargain, IF it was a quality build.

TIME, my biggest problem. Either you've got the money and no time, or you've got the time and no money. Seems like there needs to be a happy medium there, somewhere.

Bengie

On this subject....Since the "William's of Udall, KS" don't return phone calls, maybe we need to employ Hung to fly over and knock on their door for a personal visit, since he's the closest. Maybe it would be worth it in order to expedite the process of obtaining the paperwork. What do ya say Hung? Need another job?

"Need paperwork, will travel" Sounds like a TV show.

Bengie

Hello Gary,

You are looking for a 150/150? I sent the following ad to you out of Barnstormers by email. The addresses don't like to transfer here. You can go there for pictures. I've been eying this one myself. But, it has been for sale for quite a while now. Don't know why. Maybe I am just being too cautious?

CESSNA 150/150 ? $28,500 ? REDUCED FOR QUICK SALE ? Great STOL airplane. 1971 Cessna 150 with a Lycoming 0-320-ED2 , 150 HP, SMOH 950, By Mattituck ,TTAF 13300 , Collins VHF-251 Com , Collins VHF-351Nav , King KY97A Com, Apollo 11 Loran C, Narco AT50A, PS Engineering intercom, Cleavland Brakes , Sholder Harness, Great interior, Brand new paint Job, STC auto Fuel, It will work on a short airfield with great climb and good cruse speed. This plane has been very well maintained. It is very tight and clean.

Great minds must be working alike . When I read Jeff's post, I was thinking "Hey! I can start a service for people with the STC, come knocking on the Williams' door for a fee."

Hmm, not to pee on your barbeque, but doesn't pipeline-patrol involve a lot of low-altitude flying where the air is bumpiest? I seem to recall reading that a Piper crashed due to a cracked wing spar. An AD was threatened for the whole fleet until it was shown this particular example was used in pipeline patrol and therefore received an unusual level of stress, not indicative of the rest of the fleet.

During your inspection of the airframe, is there some form of spray-on Zyglo and portable black-light you can use to inspect spar attach points (inboard and strut) for cracks?

Kirk, around here, you can slap my momma but if you pee on my barbeque, the fight'll be on my brother...

I thought about that very thing. I know what low level turbulence can feel like. Short of pulling the wing attach bolts during the prebuy, there's really no way to NDT the wing attach fittings. Remember, pipers are cantilever construction. It's my humble, non-engineer opinion that by strutting the wing, the majority of the forces are spread out more evenly over all attach points. I'll be able to get at both sides of the upper and lower strut attach points easily and will be able to tell some from there. Besides, those points are not (I believe) designed to be the first point of failure. Rivets will tip, heads will shear, skin will buckle. I know that may be from one single overload, and the cycling of up and down loads may fatigue certain other structures, but I think a good detailed examination of the spar and auxillary spar would tell a lot.

As for the STC paperwork, you can bet that I'll be checking that out very closely. There's bound to be a ton of AFM supplements to go along with the conversions.

This guy says he might be ready to sell in a couple of months, so there's no rush to get it now or forever lose the deal. Besides, I really want to keep my price under 20 grand. I know that will be tough, but nice planes are out there, as Wayne says. I'm looking, still. Something might crop up that begs me to take it home. Then I'll name her and give her nose art, sleep under the wing, and ooooohhhh got carried away.

I'll be changing the oil on 150DP and giving her back to her owner, Jim Lewis. It'll be sad to see her back at Hicks, though I'm sure Jim will be happy to have her back. She is for sale, but I have it in my hard head that I either want a 152 or a 150-150.

As I find prospective candidates, I bring them here for approval. I like all of the varied and educated opinions so freely given. I'll make a note to myself not to ask for whom I should vote.

As I learn more of the details of this particular plane, I'll be sure to keep you posted.

Sincerely,

Cessna Caravan listed on AircraftDealer.com, 1994 CESSNA SUPER CARGOMASTER,1997 Cessna 208B Grand Caravan,1997 Cessna Grand Caravan 208B,1998 Cessna Grand ...

Just tring to help here Michael !

Will

I extrapolated that this is a 1966 bird (prior comment saying something about corrosion protection in 1966), so there is no AFM nor supplements to worry about. Won't be there, nor is required.

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