From: burke@tss.com (Jim Burke)
Subject: Re: What to look for in a C172
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Tue, 22 Dec 1992 23:21:53 GMT

In article <199212211744.AA24598@tuna.wang.com>, BRIAN.M.CARR@OFFICE.WANG.COM ("Brian Carr    (HARPS)") writes:
|>    I was looking at a 172 for sale the other day and realized I don't
|> have a clue what to look at in regards to buying aircraft. This is a 25
|> year old 172 with 2600 hour airframe, 120 hours on a Mattituck top end.
|> Full IFR: King KX-155, KX-145, Glidescope, Mode C, Apollo Loran 604. They
|> claim no damage history but I have heard the tail was reworked due to storm
|> damage several years ago. Last painted in 1985 and looks to be standing up
|> well. They are looking for either half partner of full sale.
|> 
|>     What is the net wisdom for a ballpark price and what do you look at
|> when evaluating a Cessna.
|> Thanks in advance for any info you think to be relevant.


There are some things you can do to determine a fair price (like the
blue book price, a mechanic's evaluation, etc.) and some other intangibles.
One thing I would ignore is the "top overhaul".  This is not an overhaul, and
simply reflects the fact that the engine had problems that required cylinder
work to repair it and make it airworthy again.  The biggest thing I'd want
to know is who did the engine overhaul whenever it was last overhauled, and
what was replaced.  Also, how long ago was it done and how often did it fly
since then.  2600 hours total is pretty low for a 25 year old plane, so it
has sat around a fair amount.  If there are 600 hours on the engine over the
last 10 years, I would consider that it has sat around a lot and that might
explain the need for the top overhaul.  In terms of an overhaul, I tend
to view a factory overhaul to be superior to others (a reman is even better).
I know some people disagree with this, but that's my opinion.  I view an 
overhaul from an unknown nobody type of shop as inferior util I can prove
to my self otherwise.  For example, Lycoming will install new cylinders,
a new cam, and various other new parts that lots of shops don't.  In 
particular, I would want to see new cylinders included in the logs (which
had better be available) as parts that were replaced during the overhaul.
This kind of evaluation is more significant that the standard blue book
method which simply deducts something like $6 per hour since the last
overhaul.  I would tend to adjust this by the factors I've mentioned above.
An engine that had only minimal overhaul is far less likely to make it to
TBO than one that has new cylinders, cam, etc. 

Of course there are other factors besides the engine to consider.  The blue
book can be helpful, but here too you have to look a little deeper.  For
my 172, for example, the blue book only added something like $800 if the
plane had an autopilot.  This assumes a Cessna autopilot.  The previous
owner had spent more than $6000 to install an STec autopilot that is 
coupled to the Loran and both VOR heads - a very nice setup, which I valued
more than $800 when I was deciding what the plane was worth to me.  On the
other hand, the blue book added something like $1500 for a Loran, but the
Narco Loran in the plane is so old with no loadable database capabilities 
that I only figured something like $500 for that.  In other words, the
blue book is only a general guide.  

Well, that's about all I have time to say right now.  Good luck.

-- 
***********************************************************************
 Jim Burke	"Life is uncertain - eat dessert first!"
 Teknekron Software Systems		... burke@tss.com
 phone:(415) 617-2432			... uunet!tekbspa!burke
Newsgroups: rec.aviation.owning