How about this one – a TB20 for £5k
It was posted on FB. I think he bought a TB20 and a second one for parts.
What this really shows is that parting out a plane, if you are not a specialist in that, is a fool’s game. You could probably get the 5k back by selling the fibreglass wingtips.
Maybe the overhaul in year 1028 is a problem.
Maybe the overhaul in year 1028 is a problem.
Yes that or perhaps the “bad” inhibiting of the engine.
Maybe “bad” is a typo since it makes no grammatical sense anyway.
I had this engine checked out and it is in fact in good shape. I was considering buying had I gone for EGAG
I think it hasn’t sold due to price being too high and people being afraid of an engine that hasn’t been used for so long.
FWIW it hasn’t been for sale for as long as the aircraft been out. They were trying to resolve the corrosion issues for quite some time.
Rami1988 wrote:
They were trying to resolve the corrosion issues for quite some time.
He sais the wing is corroded. So how hard is it to resolve that, i.e. by changing the complete wing from a donor airplane?
With Mooneys this is done quite frequently and with Pipers as well as I understand. I even heard of Cessna 210’s which were repaired that way.
Also French built airplanes are not quite often prone to corrosion, at least those which get properly protected. I recall that the Reims Cessnas are famous for that protection and preferrable to US built ones which lack it.
If labour costs were zero, could this actually be restored to flying condition?
I’ve nothing more than idle curiosity…
Peter wrote:
Maybe “bad” is a typo since it makes no grammatical sense anyway.
Most likely, it was “and” mistyped as “abd” (look at your keyboard), and then autocorrected to “bad”.
Seems like a pretty nice project if you could get the price down enough to pay for a new/used wing, and of course find one. I have a friend who does this kind of stuff for a living, along with standard A&P IA work. At the moment he’s building up a Cessna 162, a Tripacer and an Arrow, all out of multiple planes. Much of the Arrow came from a (crashed) donor that he bought in Spain very inexpensively and shipped to the US in a container. The rest came from a N-registered plane for which the aircraft records are available.
The 162 (Skycatcher) is one of two that he bought together, supplied as a parts plane for the first which has already been sold. This second one was involved in a relatively minor landing accident, but then was more substantially damaged by the people moving it off the runway. It needs some sheet metal work and an engine shock inspection, which is underway. A key issue is that it needs a left door, and this is what made it inexpensive to buy. These are prone to damage and aren’t available new so they sell for huge amounts. My friend found one by chance with a local guy, needing only minor repairs and cheap. That was just good luck.
The Tripacer is a local plane that was stuck in a hangar minus engine 20 years ago when the engine and radios were used for an RV. It was bought for very little but it’s always been inside so the fabric is still fine, which is what makes the project viable. My friend happened to have a suitable narrow deck O-320 so he’s rebuilding it for installation on that plane. Radios will be basic but new, installed by the same guy. He doesn’t sub-out anything and they come out pretty nicely.
Most likely, it was “and” mistyped as “abd” (look at your keyboard), and then autocorrected to “bad”.
Unbelievable (I mean not really) if true… I mean who types without looking at what is appearing on the screen?
If labour costs were zero, could this actually be restored to flying condition?
I’ve nothing more than idle curiosity…
Socata do repair designs. Other threads on this. They tend to range from 5k to 10k. It is just a document pack you receive for the money. It is possible that the damage here is beyond what Socata will support. Or (equally likely) the guy could not find anybody in the UK able to work sheet metal…
The airframe must be worth more than 5k… the gotcha is storing it, and dealing with illiterate buyers who buy Part X and then try to beat you up for a refund because their Part M shop demands a Form 1. In Europe, parting-out can be done only by a 145 company (which is the business model of e.g. Avtrade who make loads of money inspecting airliner parts and printing off Form 1s) or to buyers who are N-reg, or work off the books.
In Europe, parting-out can be done only by a 145 company (which is the business model of e.g. Avtrade who make loads of money inspecting airliner parts and printing off Form 1s) or to buyers who are N-reg, or work off the books.
This is part of the reason my local friend can buy planes inexpensively in Europe and ship a couple every year to the US for rebuild and a new life on N-register. As with the TB20 the owners eventually get tired of paying for storage and have few options to either part them out or rebuild them in Europe, on local register. Most recently he’s bought a Piper from Norway and another in Spain, plus a Rallye and (earlier) a Cardinal from Germany. He typically trailers them to his place where they are readied for shipment to the US. He has two more there ready to be containerized now.
The TB20 would be a good candidate except that finding a replacement wing in the US would be difficult, so you’d likely have to find one in Europe and ship them together. That sounds difficult to organize.
