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You are permitted to remove and install them for the purposes of the tire removal and installation, but operating the airplane with them removed will (legally) require an updated W&B and log book entry, both by an A&P.

Depending on the vintage of wheel fairing, they could be fiberglass or an ABS plastic. You should not use paint stripper on anything but metal parts of the airplane. Wet sand and feather out chips and prime and paint over, you will never notice, especially since you say you are only keeping it about 700 days.

Charles

Thanks. I'm gonna try to get my hands on the correct pair of pants for the '76 instead of the older ones that are on it assuming I buy the plane.

The aircraft still hasn't completed pre-buy. It got stuck in the Avionics hanger and the mechanic couldn't get to it. So he won't be able to do it till tomorrow.

One thing we both found in the logs is a lack of record for the new interior. The mechanic is telling me it's no big deal, I'm slightly concerned there is no documentation at least showing the burn test. We'll see how the actual inspection goes.

The burn test for interiors is likely with the invoice like mine when the parts were purchased. Too big for the log books. If concerned pull a piece out and look for the label on the back side. I wouldn't be concerned because if they fit they are probably approved. I know of no one else making replacements in a job shop.

People def make replacements themselves. I've seen it done tons. Have a friend that makes some extra money doing it actually, but he's an A&P and uses approved materials. Nothing stops an owner from taking the old carpet to an upholstery place and having them duplicate it for cheap with non-approved stuff.

Anyhow, not too worried about it since it's not to much to replace it if need be. Just one of those things I'd like to know but never will w/o doing the burn test myself

I know it has to be legal and all that good stuff,, mine is from TNwings, but if ever I'm in the air,, and my approved or un-approved carpet is burning,, I think I've got one real big problem on my hands, not sure if either carpet would help me,, then again, I guess if I crash,, survive, and having difficulties getting out,, a slow burning carpet might help me get more enthusiastic about getting out.

Pre-Buy update:

So far, so-so? The mechanic is halfway done.

(1) His biggest concern is corrosion in the wings. He says it's not too bad, but if it were him, he'd get it treated. He said he is pretty particular about corrosion though and it's true I should expect some in Cessnas. He told me to buy some LPS 3 and do it myself. Not a bad idea.

(2) The horizontal tail hinge bolts/nuts are rusted and the nuts are not even the right part. He suggests new bolts, nuts, and bushings.

(3) Pulleys don't appear to have been lubricated at all during annual (just completed in Oct). He was surprised by this. Not a big deal except it suggests the possibility of a pencil-whipped annual in October.

(4) The seats were pulled to inspect underneath. The seat pans have been painted due to corrosion issues a few years back. He said it looks fine now.

The engine hasn't been touched yet. He's gonna look over it in the afternoon... In his opinion, the plane is looking good so far.

Sounds like it's going OK David...I'm following with note that I'm having one of these inspections done in the near future.

Would those old pants fit a '59?

Pre-buy results (in addition to the ones posted a few hrs ago):

AIRWORTHINESS ISSUES

1. The #1 cylinder is almost toast. Compression test was 61/80. That's obviously a big hitter since new ones are $700 + labor. The mechanic told me he wouldn't worry about it since it was a very cold test. Said it may just be a lead deposit on the valve or something. I don't share his optimism. It could be, but with 650 SMOH, it's more likely the rings/seats. #2 cylinder isn't far behind (of course, the other one in the back). Compression was mid-60s. #3/4 were 74. I think I could nurse #1 a bit longer. It was 30 deg F when they did the cold leak test. Small displacement cylinders shouldn't be leaking that much though I don't think. Wouldn't bother me at all if it was a big Cont, but it's not. What do you think?

2. The bolts, nuts (and likely the bushings and bearings) in the HT hinge are rusted and not the correct parts. This is most definitely an airworthy issue. The bolts/nuts are $1.25 each, bearings are $15.80, bushings are $18.20. Four of each are needed plus 1-1.5 hrs labor. Cost to replace would be $228.50.

3. No record of prop at all except in airframe book #1 (a LONG time ago). No mention of it since then. I would think the prop needs to be overhauled ($500-650)? Opinions? The mechanic said it looked fine, but again, no logs.

4. The wings are corroded some as mentioned above. He suggested I do something about it to stop any progression.

OTHER ISSUES NOT NECESSARILY AIRWORTHY, BUT OF CONCERN:

1. The engine valve covers are original. The logs say the cylinders were replaced with Millennium cylinder set. The full cylinder sets come with valve covers. This has me questioning the logs some. Are the pistons really new? I have no way of knowing. Millennium valve covers say "Millennium" on them. These say Continental. Not the end of the world since they've got over 600 hrs, but...

2. The wheel pants are not authorized for that aircraft. It has the old model ones as someone here already pointed out. Doubt anyone would notice though.

There were other little things (plus those mentioned above the past couple days), but these were the major hitters that will affect the deal. I've already had the owner agree to fix the MK-12D nav/com, fix the marker beacons and pay for the IFR cert. I've told him I would take on the cylinder and prop overhaul if he paid for the HT bolts/nuts and threw in his Garmin 196 that I originally thought was part of the deal (that he now claims was never part of the negotiations). Waiting on his response.

What do you all think? Comments/suggestions please (again ) Thank You!!!

Just my opinion and I'm no mechanic but I thought Differential compression tests should be done on a hot or at least
warm engine. Did the mechanic try to see were the air was leaking from? Out the exaust or carb?

I would try to get the seller to pay for this, as you have.

A lot of times the prop info is kept in the Airframe or Engine log and not in a log of it's own. And often they are
ignored unless a nick or other damage is found on a preflight inspection. As I understand you would need to have the prop pulled and at least inspected for Canada rules. Now would be a good time for an overhaul.


Just how bad is this corrosion? Just a light white powdery substance or something worse? Unlike Carl I like corrosion-X
and would treat the insides with it, BUT only if you are not planing on painting the plane in the next 5 years.

There must be other ways to tell if they are the Millennium Cylinders other than the valve covers. I would guess that someone the mechanic knew needed the new valve covers more than the owner that bought the new cylinders. Even if the cylinders had the new valve covers on them you wouldn't know if the pistons are new or not.


I would just remove them from the plane, take them home, hang them on the wall in the garage and take them down only to give to the next owner.

Anyway, these are just my opnions for what their worth.
Good luck with your purchase.

Ron

Appreciate the input Ron.

Leak tests should be preformed cold since it gives the worst case senario. Unless the valve was stuck (which it's not, since it's holding a tad over 60), the compression will go up when warm. He did not try to assess where the leak was coming from but suggested it may just be some lead in the valve seat since its been running all 100LL. My question to you A&Ps is, what do you think about 60/80 cold? There are SBs out there that define the lower limit of compression for bigger blocks but none for the O-200 that I have seen. It's pretty subjective I think, so would like your subjective opinions.


As for the wheel pants, they're staying. I'm of the opinion the C150 just doesn't look right w/o them. I seem to be in the minority there, but to each his own.