He didn't know very much about his airplane - he thought the '60 model was the only year for the 'fastback' design.
At least he says he's flexible on the price...his current price of $21K US makes no sense to me. If I did make a move on this one, I think I'd need him closer to $15 to account for the engine O/H that's likely in short order.
At least he says he's flexible on the price...his current price of $21K US makes no sense to me. If I did make a move on this one, I think I'd need him closer to $15 to account for the engine O/H that's likely in short order.
Rob,, let the owner know,, many planes go cross border, it's easier then in a car,, all he has to do is, file a flight plan,, call canada customs 2 hours in advance, if required, get a "transborder tarnsponder code" if equiped,, leave on assigned time, squak code and go,, land at designated airport,, it's real easy,, that is unless there's other things lurking in the background,, like trying to re-enter the US?
I'm confused. Your earlier post in this thread said it had a "real" overhaul in 2001 that costs the owner $12K.
Sorry Hung - I'm talking about 2 planes here.
The aircraft in the US has the "real" overhaul. That plane would cost me about $26,000 US - inflated due to some importation costs.
The one with 1100 hours on it is an aircraft in Canada - I just found it a couple of days ago.
I found out this morning that it's 1100 hours on a factory re-man zero timed in 1983...which for some reason makes me feel more comfortable. Compresssions during last annual were 74/77/73/74.
I think I could easily get it for $17 US...with no importation issues to worry about...and it has a transponder too. Pretty tempting...although it does have 7600 TTAF vs. 4000 for the US airplane.
No such thing as a high time 150 airframe, but it does lower the purchase and resale price, only because of perceived values in a misinformed "newer is better" society! Read BARGAIN! Nobody can tell by looking or flying how much time is on anything!
I hope you look at the landing gear box structure closely. If there are problems and you don't find them right away, you could end up with an airplane down the road that you cannot afford to fix. '59 and '60 in particular, but any of the older airplanes with this kind of time deserve a close inspection of the gear box. Strip out the seats and carpets, remove the floor inspection panels from the trim wheel area to the back of the baggage compartment and spend a couple of hours with bright lights and mirrors looking.
Charles didn't mention it, but he covers this in great detail on his website!
Oh don't worry...I'm all over Charles' website...and Mike's book. Regardless of which airplane I look at - the US one or the Canadian one...we'll look at these areas.
The Canadian '60 model seller came back and only lowered his price to $18,750.
Given it's got 1100 hours on the engine, pretty crappy paint, and it's located a long way from me...the '59 in the US is way better.
I got the FAA CD in the mail the other day - some interesting things:
- 1962 incident - firewall & engine mounts - 1963 repair - crack repair in fuselage skin to left front of stabilzer fitting - 1966 repair plate riveted to ruder spar to repair crack developed between 2 rivets at rear of rudder hinge attachment - Sold in 1986 for $2500 - Aircraft picked up by the airport manager at auction in 1993 for $2900 - Current owner purchsed in 1993 for $10,000 - New Imron paint, new engine, new radio...and now it's selling for $22
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