Club Homepage Forums Classified Ads Buy & Sell - Everything But Airplanes First time poster, first time buyer questions

I have a couple broad questions to start with. I am looking to buy, but I am getting confused about the current price ranges. I see them ranging from 15 to 30 k with great variations. Examples are the 3221v recently listed and another at 14k, someplace like Indy aero. I get total time and engine times, paint interiors, etc.

Maybe I should preface my search, I am thinking VFR only, not IFR.

I am currently flying a 150 with the 0-320 upgrade. I am wondering how much difference a 0-200 would be. Note that I also fly out of Denver co, so 1000 ft AGL is 6500. Should I really look for a 0-320 plane.

What about the tail draggers? I kinda want one, but not sure how much I really should look. I figure unlikely to convert one after the fact, so I figure if I want one, I need to buy converted. I saw one that has been in 3 incidents, another ran into a dump truck, should I be scared of these?

Thanks

Ok welcome new guy to the group. Tell us where in Colorado. Then we'll know who's close to you to get you some help.

buying a plane is like voting for a politician..you never know what your going to get! they can all tell a tall tale..kinda like log books!

if you want a tail dragger,,why not get a 170b??

im on my 1st and last airplane, its a 0-200 and i fly out of 4000'!!

good luck...and dont believe everything your told about the airplane you look at!

Tim, Welcome to the club.

Engine time(or lack of) has a big effect on price. The more time remaining before overhall increases the price. The number and type of radios effect the price. The engine and radios are the two big items.

If you have been flying with a c150 with a O320, you will be disapointed with a O200.

Check out planes forsale yourself, after weeding out,be sure to have a good A&P look over any plane you are thinking about.

Ask club members about anything that you donot understand and post pictures or links for us to look at for advise.



See you at Clinton fly-in?

Rocky mountain metro bjc. Aka jeffco

I was afraid of the 0-320 to 0-200 change. I got my ticket in 172Rs. I am still trying to remember the carb heat thing, but I absolutely love the 150 I have been using.

Yes my plan, for what it's worth is buy plane in spring, go to clinton, maybe try a trip to Oshkosh.

Greetings Tim,

You came to the right place!

Congrats on two areas of your judgement -- purchasing a 150 for your first plane, and joining this club!

You are asking the right type questions...there are several "checklists" floating around from members here on buying...hopefully we can find you one to get started. IF you are a member of AOPA, they also have a Airplane Buyer's Guide I would highly recommend.

One piece of advice someone gave me when I first purchased:

"Anyone can buy a plane, but far fewer can KEEP a plane."

So, I'd also factor in future fixed and variable costs on some of the areas you have some lattitude. Things like the annual, tie-down, insurance, etc. really vary from place to place and the type plane you decide upon.

For example, "conventional gear or taildragger?" Both are great - but have significant insurance cost differences for low-time pilots.

Another example, "320 or 200?" Again, trade-offs abound! Weight limitations, range, future engine maintenance and fuel consumption, etc. are things I would consider, along with the fact you are used to a 320 and live in a high altitude environment.

Another, "VFR or IFR?" Consider the future and your desire to fly though some high overcast or some clouds on your way to a VMC destination someday...it will happen. Buying an IFR C-150 is really not that much more than a VFR one unless it has a panel-mount approved GPS installed (not that common yet).

Tim, if I had to do it all over again, I would probalby SAVE more now, before I purchased, and buy the very nicest one I could, rather than purchase a "low-price fixer-upper" but that's just me.

I have now restored several old cars and one plane, and I am here to tell you it's better to buy the one in good to excellent condition. I much prefer FLYING to REPAIRING my plane - others here will differ. These older planes can and will break your heart in the shop from time to time.

Hopefully, a member from the club lives locally or can fly to where you will buy your plane to help you out, or you can buy one from a member who is changing planes.

Check out the site, and ASK, ASK, ASK...there are plenty of great A&P's on the site always offering excellent advice.

Again, welcome to the Club and best of luck with your purchase!

Warm Regards, Mike Marra

I have thought about the c10/140 as an option. However it is really not tugging my heart. Pretty, like the luscombe 8e, but maybe to unique. The 150 seems a bit more practical. Since 80-90 percent of my flying is lea sure, just milling around, either by myself or with one of my children(small 5 and 6 yo). The side by side two seater is nice.

If money were no object, my first choice would be legend classic cub. A j-3 I think could be a second plane someday. Will see what the lottery does for me. In the meantime, my search for a 150 begins.

Welcome to the club, Timothy, or is it Tim?

Looks like you live just north of 36 and west of I-25 on the north-west side of Denver.

David Rowland lives up your way, and flies a 150hp 150.

I used to have a 152 and I loved it. It wasn't much of a real load hauler, but it got me in the air, and was a lot of fun. I fly out of Arlington, TX, field elevation 630 feet.

I bought a 150/150 taildragger in 2005, and I have to tell you....it's the best thing since sliced bread. There are, however, other pilots on this forum, better pilots than myself who will have absolutely nothing to do with any taildragger, much less a converted 150 or 152.

You can find nice 150/150's out there, both in the nosewheel and tailwheel conversion configurations. My thoughts on your location...realistically...every time you take-off, you'll be relying on the engine horsepower. You will be much better served finding a nice 150 hp plane. Every time you take off, you'll be glad you did. Every time you take-off with a passenger, you'll be doubly glad you did. And, when you take off with full fuel, two people, and 120 pounds of baggage, you'll be amazed. That, I can promise you.

You can find decent 150hp planes in the low 20's...I found mine (high time airframe and high time engine and tailwheel) for 17K. Look around. Things to take into consideration while looking for the 150/150's, since it's a conversion, is paperwork. You have to be very particular that you get at a MINIMUM ALL FAA Form 337s. They are the official records with the FAA that show the proper approval of your particular modifications. If you find a prospective purchase, order the FAA CD ROM of all the official FAA documentation. Then, when you and your mechanic sit down and peruse the books, compare what is in your hand with what the FAA says should be there.

Buying an airplane is tough sometimes. You don't have the resources to scour the country, visit EVERY potential purchase, and pick the very best deal. And, you'll likely fine a nicer, cheaper one after you buy one for yourself. So, it's like a marriage. Find several to pick from, buy the one you like, and then close your eyes.

Why the huge difference in price? Engines should be overhauled between 1800 and 2000 hours, unless you go strictly on condition. Then, it could be anywhere from 50 hours to 5000 hours. Avionics is a concern. You'll at least need one com, a transponder and an encoder. Or, you can find a 150 that has an avionics suite that rivals the space shuttle. Paint and interior are other significant variables. You can figure on 7-9 thousand for a paint job, and between a thousand and fifteen hundred for an interior.

Bottom line...just as you've seen with the conversion prices, find one as close to what you want, and go for it. If you wanted to buy something and make it what you want with an engine overhaul, new snazzy paint job, new avionics, new interior, and full LED lighting, you'll quickly discover that you've invested money that you'll never recover.

Back to the subject of flying taildraggin' 150's. As others here can attest, the quality of the conversions, since they were all done in the field, may vary. Gear geometry seems to be the absolute key ingredient required to have a well-behaved taildragger. The good thing is that it's relatively easy to work out. Time consuming, perhaps. But the real danger is pilots not keeping up with the increased workload of tailwheel proficiency. It is quite the perishable skill.

I pay almost 1000 dollars/year for insurance for my 150/150 tailwheel. I've got quite a few hours in the tailwheel, too. I only paid 525 dollars/year for my stock 152. So, insurance will be a factor...easily adding 10 dollars per hour to the operating costs.

Another recommendation...give David Rowland a call. You're already flying a 150hp 150, so you well know the performance edge of the larger engine. Go visit him, talk to him about his experience with the 100 hp 150 vs the 150 hp 150. Get the minimum avionics needed for the job, and invest in a good hand-held GPS with XM weather capability. You'll have the tools you need to make your plane a real asset.

Denver? Hmm. Next time up with my mighty 0-200, I'll level off at 5,500, put in full power, lean to max rpm, and see what my rate of climb is! And then do it again in July!

Lincoln is 1200' MSL, so an O-200 is all I want.