Questions- Looking at a 64' C-150 D For Sale

Mooney Fan

Mooney Fan

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Mooney Fan
Love the old 'D' straight tails. The plane is IA owned for last 10 years. Prior to that, his boss an IA, owned the plane. TT A&E 3358.68, 1300 SMOH, 12 hours since #1 and #4 new cylinders. Remaining 2 cylinders comp all low 70's. Basic VFR avionics RT 328 NAV/COM (Overhauled 2016), KT 76A Transponder w/Mode C certified 2017. Sigtronics portable intercom. Auto fuel STC. All AD's up to date. Paint 5 out of 10. Interior a 7

IA Owner is in middle of annual as plane has not flown since Dec 17. I asked if something popped up that put it on hold. He said no, just have other things going on.

Only issue stated is the DG and wet compass wonders.

He is asking $13,500

I have made contact with shop on field to conduct a pre-buy with fresh eyeballs if I like the plane. The owner agrees its a good idea and has no issue. If pre-buy is good, will roll into having them finish the annual. Owner said if I buy the plane, he'll do the future annuals if I want with me assisting

For you 150 owners out there, what are some key areas of concern for me relative to shape of the A/C. Owner states no corrosion.

Log books available except airframe #2 book was lost. Period covered the late 70's. All other logs complete

Any advice is much appreciated. This will be my first purchase.

Thanks
 
One question, given the low airframe time, how many years ago was the engine overhaul? Since its only flown 3358 hours since 1964, it obviously spent some amount of its life not flying.
 
Sounds like a near twin to mine, '64D. Mine had about 4000TT, with 1250 SMOH in 1992, 500 on 4 new cylinders, similar basic VFR avionics. I paid $12,750 two years ago and it's been great to me. Not many expensive AD's to look out for, look for corrosion in the expected places, see how often it's been flying in the last few years, but sounds like could be a nice deal. The straight tails are pretty, and lighter (I have #578 useful), possibly slightly faster, and better rudder authority compared to later 150s.
 
midwestpa24 said:
One question, given the low airframe time, how many years ago was the engine overhaul? Since its only flown 3358 hours since 1964, it obviously spent some amount of its life not flying.
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Agreed. I will review the logs tomorrow. I was mistaken, TSO is 1135.
 
psween said:
Sounds like a near twin to mine, '64D. Mine had about 4000TT, with 1250 SMOH in 1992, 500 on 4 new cylinders, similar basic VFR avionics. I paid $12,750 two years ago and it's been great to me. Not many expensive AD's to look out for, look for corrosion in the expected places, see how often it's been flying in the last few years, but sounds like could be a nice deal. The straight tails are pretty, and lighter (I have #578 useful), possibly slightly faster, and better rudder authority compared to later 150s.
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Thanks. I'm waiting to hear when the last overhaul was done. From what I have read, 12 years is the recommended time or hours whichever comes first
 
Since the owner has no problem with a pre buy from a different mechanic,and is offering future support with ownerassisted annual. It’s probably a good deal. I would want to have the engine borescoped.
 
frfly172 said:
Since the owner has no problem with a pre buy from a different mechanic,and is offering future support with ownerassisted annual. It’s probably a good deal. I would want to have the engine borescoped.
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If I do make the plunge, the pre-buy with the mechanic will be discussed. I'll ask what he would recommend covering in the pre-buy, then ask for additional items if desired like a borescope of the engine. Thanks for the suggestion
 
Owner will verify, but he thinks the last overhaul was back in the 60"s? :( Way before he bought the plane 10 years ago

By my math, and that is taking off my shoes, that is ~22 hours a year.
 
Mooney Fan said:
Owner will verify, but he thinks the last overhaul was back in the 60"s? :( Way before he bought the plane 10 years ago

By my math, and that is taking off my shoes, that is ~22 hours a year.
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Doesn't mean it isn't still a good machine, but you just have to factor the cost of an OH in your decision making. That engine might last another 1000 hours, or it might last 10. But for that matter, most airplanes probably fit in that same category.
 
Mooney Fan said:
Thanks. I'm waiting to hear when the last overhaul was done. From what I have read, 12 years is the recommended time or hours whichever comes first
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Tell me something. If you were in the business of not only SELLING engines but selling overhaul parts, would you want a short or long time between overhauls? Just saying that the 12 years of recommended time MIGHT come from the engineering department or MIGHT come from the accounting office. WHich one would you bet management listens to more when they establish a calendar TBO?

Jim
 
When I bought mine, I "gasp" didn't even get a prebuy. I had a pilot friend who was local to the plane take a couple of pictures of the plane and the logs, then wired money down, flew commercial down and flew it home, about 400 miles. I think I've spent about $1500 in maintenance including inspections over the last two years. I've put a little over 100 hours on it, everything still running strong. These 150s are simple enough, and this one was cheap enough, that it's hard to get too wound up about the details. On an airplane this old, I wouldn't sweat the early years, just see if it's been flying somewhat regularly the last 2-3 and has good clean records. Any plane could eat a valve tomorrow, so be ready, but not fearful. My attitude might bite me some day, but so far I'm well ahead, knock on wood.
 
Sounds like a very good deal.

Not a 150 owner but I've been around quite a few, aside from the standard issue prebuy/paperwork audit/FAA CD and NTSB check, I'd say the most common bad thing I've seen on those guys has been corrosion on the spar carry through.
 
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Good luck, sounds like it might be a good one. And the cooperation of the owner and future annuals is a plus. Pretty damn cheap fun if you ask me.
 
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Mine is a 1965 E model. The 64 and 65's are supposed to be a tad faster and more solid flying. These models fall out of the range on a few SB's and AD's.

The horizontal stab attachment area can be a weak point. Check the skin and structure of the tail cone where it bolts together for cracks - there are repairs and updated parts available. Also, check the horizontal stab first rib on either side of the fuselage. They tend to crack on 150's and 172's from people pushing down on the tail to move the plane.

Open the headliner and check both spar carry through's for corrosion. A boroscope will allow an internal inspection of this area.

There should be reinforcements on the firewall at the four corners where the mount bolts are - known to crack the structure.

Check the door post area where the strut attaches - common to find cracks there. Also the seat pans like to crack around the seat rails.

The 150 club is a really good resource. Also the site linked below for lots more info.

http://150cessna.tripod.com/
 
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One other area that needs a quick look is the cowling where the prop and spinner strikes when the engine mounts sag.
plus the mufflers are prone to cracking and leaking fumes into the cabin.
And the push rod tubes leak.
 
Thanks for all the comments and suggestions. We meet this morning at his hanger and I'm about excited as a 7 year old at Christmas. But I'll keep that in check....... maybe.... lol
 
weirdjim said:
Tell me something. If you were in the business of not only SELLING engines but selling overhaul parts, would you want a short or long time between overhauls? Just saying that the 12 years of recommended time MIGHT come from the engineering department or MIGHT come from the accounting office. WHich one would you bet management listens to more when they establish a calendar TBO?

Jim
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bob

my money is on the accounting dept blessed by the legal department. nobody in management whats to talk to an engineer. they can't understand a thing they say anyway!

bob
 
We do not use a detergent oil, so our engines will varnish up inside, with the exception of the wear tracks such as the the cam and lifter junction.
So, the only place where these engines will corrode, is where it is most harmful.
 
weirdjim said:
Tell me something. If you were in the business of not only SELLING engines but selling overhaul parts, would you want a short or long time between overhauls? Just saying that the 12 years of recommended time MIGHT come from the engineering department or MIGHT come from the accounting office. WHich one would you bet management listens to more when they establish a calendar TBO?

Jim
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The Legal Dept.
 
psween said:
When I bought mine, I "gasp" didn't even get a prebuy. I had a pilot friend who was local to the plane take a couple of pictures of the plane and the logs, then wired money down, flew commercial down and flew it home, about 400 miles. I think I've spent about $1500 in maintenance including inspections over the last two years. I've put a little over 100 hours on it, everything still running strong. These 150s are simple enough, and this one was cheap enough, that it's hard to get too wound up about the details. On an airplane this old, I wouldn't sweat the early years, just see if it's been flying somewhat regularly the last 2-3 and has good clean records. Any plane could eat a valve tomorrow, so be ready, but not fearful. My attitude might bite me some day, but so far I'm well ahead, knock on wood.
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You didn't get a prebuy on your 150??? Hey, me too! lol. I used my 150G for 2 years, and sold it for several thousand more than I paid.
When you're only spending 15k or so, a thousand dollar+ prebuy can seem wasteful...I did do a thorough check myself before buying (the owner let me check compressions and remove inspection panels/plates)...but I also figured (perhaps wrongly) that I could part the thing out for nearly what I paid if there was some major hidden issue.
22 hours a year is not enough info, in itself, to decide engine condition...(if even true)...
 
If you're spending $1000 to inspect a 150 you're being ripped off. There just isn't that much to inspect.

I suppose I should explain my previous comment. I wouldn't purchase an airplane from a mechanic, especially an IA. No how, no way. Mechanics work to make money, and when they work on their own they don't make squat.
 
steingar said:
If you're spending $1000 to inspect a 150 you're being ripped off. There just isn't that much to inspect.

I suppose I should explain my previous comment. I wouldn't purchase an airplane from a mechanic, especially an IA. No how, no way. Mechanics work to make money, and when they work on their own they don't make squat.
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Hopefully you are in the far minority, some of the nicest aircraft I've ever seen are owned by a IA.
 
Tom-D said:
Hopefully you are in the far minority, some of the nicest aircraft I've ever seen are owned by a IA.
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Tom, I suspect you are a wonderful exception to what I've seen. But my quote Didn't come out of the blue, and is as old as the hills.
 
I didn't know they made a glider version of the 150. 64' wingspan, wow! ;)
 
I walked away. The minute I walked in the hanger I knew this plane was not going to be mine. Paint was 3 out of 10. Leading edge of left wing had pretty good dents out towards the wingtip. Moderate hail damage. The kicker was the masking tape holding the outer dash panel on.

Now I'm on the case after a nice Grumman Yankee

Thanks again for all the help, much appreciated
 
I bet it could have been had for under 10K.
 
Mooney Fan said:
I walked away. The minute I walked in the hanger I knew this plane was not going to be mine. Paint was 3 out of 10. Leading edge of left wing had pretty good dents out towards the wingtip. Moderate hail damage. The kicker was the masking tape holding the outer dash panel on.

Now I'm on the case after a nice Grumman Yankee

Thanks again for all the help, much appreciated
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There's another one out there for you. Good move on this one. Good luck in your search.
 
Mooney Fan said:
I walked away. The minute I walked in the hanger I knew this plane was not going to be mine. Paint was 3 out of 10. Leading edge of left wing had pretty good dents out towards the wingtip. Moderate hail damage. The kicker was the masking tape holding the outer dash panel on.
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Like I said, cobblers kids ain't got no shoes.
 
steingar said:
If you're spending $1000 to inspect a 150 you're being ripped off. There just isn't that much to inspect...
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The prebuy inspection on my pa28 was only $400 to the mechanic...but then there was the transportation to and from the plane...which put me WELL OVER $1000.
 
$400.00 for a pre-buy. That's 8 hours at 50. per. Seems reasonable, 4 hours AD compliance check. 4 hours on the aircraft.
 
tawood said:
The prebuy inspection on my pa28 was only $400 to the mechanic...but then there was the transportation to and from the plane...which put me WELL OVER $1000.
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The pre buy on my Mooney ran about that. It was already taken apart, so we poked at it and examined it and did about everything we could think of to do.
 
Tom-D said:
$400.00 for a pre-buy. That's 8 hours at 50. per. Seems reasonable, 4 hours AD compliance check. 4 hours on the aircraft.
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Think the prebuy on my complex plane was 6-700, owner assist. It also is often a lead in for a APIA, same guy who did my prebuy does all my other work.
 
James331 said:
speed-reading-33-tips-to-improve-your-reading-speed-and-start-reading-efficiently-speed-reading-speed-reading-for-expert_7690853.jpeg


Think the prebuy on my complex plane was 6-700, owner assist. It also is often a lead in for a APIA, same guy who did my prebuy does all my other work.
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Why would you have a problem with any inspector taking 4 hours to verify all ADs are complied with?
 
Mooney Fan said:
Well, signed the agreement, scheduled pre-buy and opened escrow on a 69 Yankee AA-1. Straight up stock engine/VFR. This is going to be fun
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I think that will be a lot more fun than a 150. I spent 700 hrs instructing in 150/152s, great, honest airplanes but not exciting. No time in AA1s but have owned AA5As and Bs, the handling and pilot view is excellent, just lots of fun. Easier transition to higher performance birds later, IMO. Good luck.
 
Mooney Fan said:
Well, signed the agreement, scheduled pre-buy and opened escrow on a 69 Yankee AA-1. Straight up stock engine/VFR. This is going to be fun
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Cool! Hope it all works for you this time. Should be a fun plane to fly around.
 
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