Club Homepage Forums Classified Ads Buy & Sell - Everything But Airplanes New Member. Help me buy my first airplane.

Good point.

The search goes on...

I have made an appointment later this week to take a look in person at the C150 mentioned in the first post of this thread. I keep telling myself not to buy it just because it is close to home and only to buy it if it meets my needs at a good price.

Since broadening my search strategy, I have come across 2 additional aircraft that look interesting to me:
Tell me what you think of either of these?

http://www.barnstormers.com/ad_detail.php?ID=122944
FULL IFR CESSNA C-150H C150 WITH NEW GARMIN STACK! ? $32,800 ? AVAILABLE FOR SALE ? LIKE NO 150 YOU'VE EVER SEEN! Refurbished 2002 by a prev. owner (Over $50,000 invested!) GNS-430 Nav/Com, GMA-340 Aud. Pnl, GTX327 Digital transponder, and King KY97 COM. STBY vac. Annual done 8-06, IFR Cert: 09-06. O-200 385 SMOH by GANN in 02 w/ new Milleniums. Lt wt. starter, Vert. Card Compass. Usfl ld 525 lbs. EXC Glass, Paint, Int. Hangared. ALL orig logs/paperwork. $32,800 or possible trade for RV3, RV4 or Champ/L-16. Can email more pics & specs. NO brokers or tire-kickers. ? Contact Brett Justus - located Easley, SC USA ? Telephone: 864-230-2956 ? Posted September 5, 2006 ?

Benefits: this plane has an excellent panel, and decent engine (compressions are 78). Is fully IFR certified including IFR GPS.
Disadvantages: Distant damage history with replacement of wings, tail section and nose gear 30 years ago. Located in South Carolina (I live in Oregon).

or

http://www.barnstormers.com/ad_detail.php?ID=114012
CESSNA 150 IFR - BEAUTY - 21,500 FIRM AT GPM TX ? $21,500 ? FOR IMMEDIATE SALE ? 1966 C150 S/N 15065341 4544TT 839 SMOH 23 STOH IFR KX155 & KX170 nav/com Glideslope/HSI ADF GPS ? Contact Josh M. Mochache - located Cedar Hill, TX USA ? Telephone: 817-301-8111 ? Posted July 17, 2006 ?

Advantages: Price is right for IFR flyer. Decent avionics. Recent top overhaul.
Disadvantages: Top overhaul at 800 hours seems like the engine might not have been treated great. Located in Texas.

Tell me what you think about these planes.

I want a 150 or 152 for my wife and I to enjoy. We will mainly use it for (relatively) short trips around Oregon, Washington and Northern California. I would prefer a useful load of at least 350 lbs. (To carry me, my wife, and a weekend's worth of clothes).

I'd like to get my Instrument rating so an IFR certified bird would be preferred.

I am planning on buying a 172 or a 182 a few years from now and don't anticipate keeping my first plane for longer than 5 years. I would prefer a plane with a low enough engine time to not have to worry about engine overhaul in the next 500 or so hours.

Tim-

I'm no pro, but the 800 hours on the Continental cylinders seems about right. Actually, I think you'd be happier with the '66 model for $21,500. Look - it's got all the radios you'll need plus a glideslope and new jugs. Total time doesn't seem to be an issue here. And remember, you as a rule get back only 60% of what the avionics cost ya. You're paying for the 430 right now, but in a few years, who's to say that another model might be introduced or a refined more capable 430 which will drive the value of the presently installed 430 down when you try to resell?

I'd give serious consideration to the cheaper bird. Doesn't mean you have to buy it. But a look-see might be in order. Plus, if you are planning on buying a bird, getting an instrument rating, then selling it in a few years, do you really think you can get back what you paid for the first one - $32,800 verses $21,500? With the opportunity cost on top of it?

The instrument layout on both isn't the standard "T" layout - it is the old semi - random instrument layout common in the pre-1967 birds. That would be a disadvantage to me, but perhaps the instruments could be relocated. Someone could comment on that point. I do however, like the vacuum warning flag on the AI on the more expensive bird. Of course, with the money you save, you could get a new AI and still have cash left over.

500 hours is a lot! A lot of owners get a bird, fly like there's no tomorrow the first few months to a year, then back off. Again, 500 hours is a LOT and I doubt you'll go much over that, if indeed you do fly 500 hours. Plus, you have - what is it - $35,000 to spend on a bird Go with the '66, save the bucks or put it toward the required maintainence kitty, and have a ball!

I'd lean toward the one at GPM.

My opinion only.

What about John Mc's plane that he posted in "Everything Else: Kids On College" ?

1966 Cessna 150F, 3,100-TTAF, 1300-SMOH, Hooker Harness double shoulder belts, Davtron M800 digital clock, vertical card compass, EAA auto fuel STC, F&M oil filter adapter, oil heater, oil quick drain, Whelen tail strobe, pitot heat, new headliner, new windshield. 720 Nav/Com, M-1 Loran, Transponder w/ encoder, portable intercom. Paint fair, interior good. Complete logs, maintenance and parts manuals, flies and runs well. $12,000.

If the plane makes it to TBO (1800 hrs), there's 500 hrs left. For that kind of price, you can fly it to TBO then sell it with a runout engine and wouldn't lose much money.

Timothy,

You may like to do a search of this website for the user name of Steven_Rosenfeld, (You will require the underscore between the names.) Go back to his very first initial posts and then progress forward from that point.I believe you will find much useful information associated with his search of an aircraft.

Tim,
Ed's got a point on the standard 'T' instrument layout. I believe Cessna changed the layout around 67-68, to the standard 'T' layout, by moving the radio stack over to the right an inch or three, thereby allowing more room on the left side of the panel for instruments.

Not meaning to tell you how to buy a plane, I'll enlighten you on my choices. This may get drawn out a bit, but bear with me. First, study the year model(s) and choose which model will suit your needs. I'm rather tall, so that ruled out the earlier models with the smaller, angled door. Secondly, mainly for asthetics, I chose the newer cowling on the 71-77 models, as they have the 'controversial' nosebowl mounted landing light, the 6" prop extension and the newer looking cowling surrounding the prop plus, a flatter instrument panel top contour vs. the older rounded top.

I'll list a few items I had on my list but, keep in mind, and I don't mean to step on any toes here because everyone likes their 'very own' planes, but these met the criteria for what I was looking for:

(A) NO pull handle for the starter. I wanted a key start. Nothing against the guys and gals with the pull handle, but again, just personal preference.

(B) Extended vertical fin on the empenage. Again, a '71-'77 model feature.

(C) Standard 'T' instrument configuration.

(D) Circuit breakers

(E) Low(er) time airframe, and again, without opening a whole 'nuther can-o-worms, this number varies per individual. Mine was set for a maximum of 5000 hrs. TT, although, I just about went a touch higher on one plane.

(F) Engine time in the area of 200-300 SMOH or STOH. (Boy, did I ever blow it on this choice!)

(G) NO damage history. Light hanger rash is acceptable.

(H) Paint: not really and issue, as I'd plan on getting to that later in a scheme I like, but a 'plus' if it's already painted. DO NOT get excited about pretty paint and that's all I'll say about that.

(I) Interior: Clean but not a lot of broken plastic or worn out seats. Usually, this will give you a good indication of how the owner felt about his/her plane.

(J) Avionics: Minimum, (1) Digital flip-flop nav/com, VOR head, mode-C transponder, encoding altimeter and an intercom, portable or panel mount. Panel mount is a plus.

(K) Pe-buy inspection by a third party, your mechanic and a buying buddy to look it over with you. The 'buying buddy' is the best thing going, as I had several club members, so graciously, take a look at a few of them for me. This. in itself, will save you a bunch-o-cash on airline tickets and I am forever indebted to those who looked for me. And, if you can't look at it yourself GET PICTURES, lots of DETAILED PICTURES from a fellow pilot who knows WHAT to look for on a 150!! I can't stress this enough.

(L) If the owner doesn't answer questions to your liking, rephrase them. If you still don't get the answers you're looking for, thank the seller for his time and move on. The answer I ran across the most was: "It was like that when I bought it.", without any further explanation. Get that answer about 3 times on one plane and it's time to go home.

(M) All logs present and accounted for. Spend an hour or so and go over them if you like the plane. It's sorta like looking at someone's medical records and you'll come away a bit more educated.

(N) If it's getting serious, order the FAA CD title search/lien/owner history. You may learn a lot before you buy. In one particular instance, I did! Best $100.00 I ever spent!

PRICE: Settle for a range you wish to work with. Mine was 18k-28k, and I may have gone to 32k, but it all depends on what you're looking for and what you're willing to spend. When it's all said and done, you're the one that must be happy.

As for everything else, perhaps others will chime in with their specifics.....YA THINK? Naw, not around here! Good luck on your search and keep us posted.

Bengie

P.S.
I finally ended up with a '76 M-model, 1694 TT, AF&E, NDH,(with a little hanger rash), circuit breakers, wheelpants, original paint, original interior without tears or any major broken plastic and within my price range....and.... I'm happy.

800 STOH is very normal. The 0-200 cylinders rarely make it to TBO. I would expect to change out the cyclinders after 600-1100 hrs if the aircraft isn't flown more than 150hr/year.

BTW, email me if you'd like me to look at this plane. I'm in Fort Worth, TX based out of FWS. It's right around the corner. Would be happy to take a look this weekend.

Same here. I'm in Arlington, just across the highway from GPM. Perhaps I could get you some pictures, and David could do a better look this weekend.

I'll be out of town this weekend.

I e-mailed the seller for more information and haven't heard back from him yet. I'd call him, but I am working nights this week and I don't think that calling him in the middle of the night would be a very good idea.

David, I would really appreciate it if you would take a look at this plane for me. I would particularly be interested in how the panel looks and in the amount of corrosion present.

Gary, if you would be able to take some pictures that would be excellent as well.

I just have to say that joining this group was the best possible thing I could have done. I'm glad I did it before I bought my plane.

Good luck Tim,

The damage history would scare me off of that plane... it just hits the bottom line pretty hard.... Good luck the right airplane IS out there! I've been searching for a '74 - 77 airplane for a year and have yet to find the right combo for me... STOCK pannel no ics in the instrument space etc etc... Be very picky... you will be happy you were!

Tim