Club Homepage Forums Classified Ads Buy & Sell - Everything But Airplanes '61 172

OK, it has been a while and I have not yet found an airplane. So far, two failed pre-buy's (last one, a '65 Cherokee 180; my A&P found a leaking fuel tank, automotive air filter and alternator belt, fuel smell in cockpit, rudder in need of re-skining, etc. and seller refused to rectify).

I found a 1961 Cessna 172 for $43,600 with 1350 Hours TT and 60 SMOH to new limits with new cylinders on 0-300. Paint is new, but original interior and glass in good shape. Current owner, an A&P, bought it from an older pilot who let it sit in a hanger for 25 years and restored it. BUT, this owner admitted that he burned autofuel in it for about 5-10 hours of flight time total (over the last two years since overhaul) which contained methenol/ethanol. He does NOT have an autofuel STC (he said that such an STC is a lot of FAA bunk and unnecessary).

If I go after this airplane, what should my A&P look for in the way of alcohol damage to the engine and fuel system? Or should I pass it? I should also say that the owner is firm on his price and feels that it is no loss if he does not sell.

Steve

I'm sure there's no major damage. The MAIN thing about the alcohol is actually vapor lock during flight. Some of the rubber in the fuel system (o rings, fuel cap gaskets) might need replaced, but for only 5-10 hours of flying? I'm sure this plane is fine. Sounds like a killer deal.

Steven,

I am almost tempted just to tell you this sounds like a fantastic deal so you will finally join us that are actually flying. But...........................
I guess it is what you want to do with it, Steven. Many people finally convinced me that I did not want to go with an O-300 equipped 172. First off is power. Seems Continental was very generous in rating the O-300 145 horsepower. Closer to 135 horsepower seems more the reality. Plus, the O-300 has overheating problems. Overall, for just two people, I was convinced the 150 was the better choice over an older 172. If you want to have a back seat? Well?

As far as burning the auto fuel with ethinol? Personally? This would be of little concern to me. I am finding i am replacing most of the O-rings in 9ED since I purchased it, and it has never seen auto fuel in it's life. Entenol is not going to cause any further damage than to rubber components.
And let's talk about price. A really nice 1960 172 just sold here on our field for $28,000. When I was looking for the replacement for our 150, I consistantly found very good older 172's for mid $20 to lower $30's. I think you can do better, Steven. Unless, you just have money burning a hole in your pocket and you just need to spend it.

My advice, Steven? there is no such thing as a perfect airplane. Lower your standards, find a "good" airplane, and start enjoying flying, rather then just dreaming about it. We would love to have you join us up here in the skies

I would love to be with you in airplane ownership as well. And I do need a back seat of some sort since I have a 3 year old daughter who loves to fly (she has had several rides in the EAA Ford Tri-Motor and one ride in a JU-Air Junkers JU-52, see www.JU-Air.com [ju-air.com]).

However, from my view point in the FAA, I see a lot of illegal and unsafe things going on so I tend to be more sensitive. I don't necessarily mind cosmetics, but I do expect that the airplane will pass an annual inspection from my A&P for airworthiness issues (or the seller makes good on it which many won't). That is why I am so picky. There have been several that I regret passing up or could not make a deal fast enough (sold from under me). So, the search continues.

God! You are looking for the perfect airplane that conforms 100% to FAA standards? You do have a challenge, indeed, my friend!

I bought my 63 Cherokee 180 from an A&P and it had just been annualed by another IA. Despite that, (and the pre-buy by my AP/IA who is meticulous and I trust explicity) I am still finding things like hardware/automotive nuts and bolts that I am replacing. Corrosion that was hiding and needs remediated. Then there are items that should have been taken care of at annual (brake pads worn beyond limits and cracked bracket). Add to that, a failed TC, Horizon and Mk12D, and when I am done, I will have another $3K into my "great deal" PA28-180. Despite all that, I still have a 175 hour engine with new or rebuilt components and a $40K all in after the repairs, a pretty solid airplane.

My point is, no matter what you buy, you are going to put money into it. Just get a good deal on a basically solid airplane, and stick the savings into your pocket for the repairs you WILL be making. It's just the way it works.

Good luck.

Yep! Same with 9ED, Jeff. It also came through an extensive annual before purchase. But in the last six months since I purchased it I have rebuilt the fuel valve, gascolator, TC, Replaced engine mounts, and have done some cosmetic work. Tightened some things here, lubercated some things there. I paid $23,000. I've put maybe another $1500 into it so far. Not bad for a 150/150 with only 120 hours on O/H! I don't think I am hurting any! :-)

Is it a pretty airplane? If you stand back 30 paces or so. It shows that some of it's life has not been easy. Does that affect the way it flys? Absolutely not! WHOOPPIE!!

The point is, I am enjoying the flying in between the fixing! lol

And the same with me. I got the plane at a very low price knowing there was major work to be done to it (3/4 of the firewall needed reriveting...not bad, but would have been in time). The balance of money saved on the initial purchase from what we planned to pay was spent on repairs and replacements in the first year. Since then it has mostly behaved itself. Mostly.

Burning the Auto fuel without the STC is a No-No, but like Gary said the alcahol will eat the seal and hoses. I just spent two weeks flying a 1956 175 with the O-300 and we loaded it up with three full sized adults and 40 pounds of bags, it climbed steady at 500FPM in that hot, humid Alabama day. Also no issue on takeoff to clear those tall trees at the end of the runway. Just my view.

I think the 175 has a GO-300. It's geared and runs at higher RPM (3300 or some such maybe) and generates 175 hp. Low SMOH of about 1200 and common to have some problems due to folks running them to easy. Makes it a completely different airplane and when converted, most go to a 180 lyc or even the 210 conti.