coinneach

Thanks for the updates. I've bought into a partnership in a Cherokee 180. Fly safe, everyone.

Frank at Chandler Aviation sent me this article yesterday when we were discussing the ground-bound C that I had been looking at (he's the one who did the pre on the '64). That E has been on TAP for a while, and I had inquired about it. Funny how they forgot to mention its terrible condition in the ad. It's enough to make you despair of human nature.

He's finishing his RV-7 build and starting a -10, is the only reason I can think of that he's holding out for so much.

I emailed the shop that I had lined up to tell them the deal was off. Boss said he was gonna wander over to it to see for himself.

I offered $5k contingent on limited pre-buy (corrosion and logs, they can't go any deeper in its current condition). Rejected instantly. On the one hand, kind of relieved. On the other, .

88N's cables are all there, amazingly. I do wish I could swap the mixture and prop around to the right positions though.

Sensitivity, along with a raft of other previously-working features, was broken in the 17 September update. There's supposed to be another patch next week. Program has been out for five weeks, and already has three patches. It's not even in beta; it should never have been published.

1. Pull the engine and stack (especially the 430) 2. Sell the stripped hulk for scrap 3. ??? 4. PROFIT!

Could be. The 155s look like late-90s vintage, the 76 looks about the same. The six-pack is a definite plus, everything is where I expect it to be.

Negative, I didn't pull any panels. This was more an enhanced walkaround/preflight.

My non-aviation-related $0.02: You want the firmest possible cushion. Softer means your sitbones will press through the foam and come to rest on the seat pan. My Vulcan 900 has a very firm Mustang seat and I can ride it all day. The squishy OEM seat, I'm squirming after an hour.

I have 62 hours logged (probably closer to 80 actual, but logging is broken) in MSFS2020, mostly in the steam Skyhawk. Is it pretty? Absolutely. Is it also horribly unreliable, inaccurate, and lacking in authenticity? Also absolutely. Asobo appears to have not involved any actual aviators in development and QA.

As much as I would love to do a full resto and update (and you betta believe I have a very detailed wish list), right now I'm OK with just getting it legal, safe, and airborne, and doing the cosmetics as and when I can.

Just got back from checking out 88N. @N201MKTurbo, Mike says thanks for putting the tire under the tail. Guessing 172 28A is yours? The bad: most of the interior plastics need replaced (either badly broken or missing altogether). Surface corrosion on the flap, gear, and seat handles. Right seat was very reluctant to slide back, even at 10o nose up and my 210 pounds pushing on it; rails are probably gooped up. Battery removed so couldn't check lights, pitot, or radios. Left tire went flat sometime since he last checked it. Cabin and baggage door deals are trash. Ding in the right wing leading edge, and the aforementioned ding on the left stab (windstorm blew a barrel into it). The meh: ASI primarily marked in MPH, normal for 1968. Donuts are probably due for replacement (I don't know how to eyeball this one - if they were motorcycle tires, I'd replace them just based on appearance). No heading bug on the DG. Cowl flaps are permanently half open, no push-pull in the cockpit. Grungy sumps (great band name!). ELT is expired. The good: tires actually have good tread. Newish KT-76A. Both CDIs look almost new. Controls are free and smooth. Flaps deploy and stow smoothly. Good brake pressure. I can easily do the interior repairs and cleanup myself, but baby needs a lot of TLC.

That's one seriously gorgeous airplane. That level of resto is so far out of my budget that it can't be seen with a telescope, but I appreciate your insights.

I've flown both (in Skyhawks and Archers), and honestly, I prefer the carb. Hate working on them, but find them easier to start and run.

Couple months ago I saw a complete '57 Bo on ASO, had been sitting since, IIRC, 1993. The seller/broker was asking $25K. It sold, no idea if they got asking price for it.

Thanks, I really appreciate you taking the time to look it over. I still haven't heard from the seller about a meetup tomorrow.

I looked at the covered tiedown wait list for CHD and thought "That can't be right." Then I saw the hangar wait list and my head exploded. I normally fly out of GYR so would probably move the airplane there once it's sorted. I'm equally inconveniently located from every towered field around PHX, ~30 minutes to all of them. Unfortunately PHX, which is 4 SM northeast of my house, doesn't want me taking up their space.

Pretty much what Russell (A&P) said. I'm a bit worried about tail integrity; they're not meant to be sitting like that for any length of time.

I can't imagine that would be anything other than a tremendous pain in the nethers, converting from carb to injection.

It does, along with exhaust and baffles. Of course. Buddy's A&P agreed to do the prebuy if I move forward.

Logs prior to 1991 are gone, not reconstructed. Says he pulled it because it was run out; guessing he plans to do the overhaul himself for his homebuilt, didn't press for details when we talked this evening. Will definitely go over the current books before committing to anything.

BTW, this is the airplane in question. I talked to the seller this evening. In addition to the issues posted in the ad, the DME is inop and the KX-155s have a few dead LCD segments. Neither of those is unusual, but it's more stuff that needs fixed. He says the best offer he's got so far was $10K, but that fell through due to the missing logbooks. We're planning to meet at CHD on Saturday. I figure it doesn't cost anything but a couple hours of my time to check it out and see if it's worth saving.