Scenic_Flyer wrote:
Well it was airworthy before that work was done. And I appreciate that people are looking for these types of avionics but I’m seeing kit a/c with none of these things for sale for like 30k… crazy right?! But yes, maybe 25k is a bit much for mine, you’re right.
You can only sell it for what the market will bear. The market will bear a higher price for many kit aircraft, especially ones with good capabilities.
Consider my Auster, it’s got the same capabilities as a 160hp Super Cub (with side by side seating which people often find more desirable than the tandem arrangement of a Super Cub), conveniences such as disc brakes instead of the awful old drum brakes, 8.33 radio etc., reasonably new fabric. If I tried to sell it now, I’d be overjoyed to get £20k. A quick search on the internet for a 160hp Super Cub for sale showed they are going for around 75k EUR (or about £60k). Three times the price for an aircraft which is really no better. The difference is that the Super Cub is in high demand despite being no more capable and in other respects being pretty much equivalent to an Autocrat that’s been converted to a Lycoming. The Super Cub, like a Harley Davidson, is fashionable so it commands a premium. My aircraft is not fashionable, and unfortunately the Grumman Traveller isn’t either (although it’s a fine aircraft, I’d take one over an equivalent Cherokee or Cessna any day, but I’m unusual in this respect!)
The other factor is – at least for me personally, and perhaps for others who would entertain buying a non-EASA aircraft – is that I wouldn’t touch an EASA type without modern avionics with a barge pole. I don’t want the hassle of dealing with avionics shops and approved organizations however cheap it may be. But a permit aircraft that needs an 8.33 radio, well, I can do the installation myself and have an LAA inspector inspect and sign it off which – for me – is vastly less of a headache. I’d much rather do the work myself than have all the headache of dealing with and chasing organizations.
You can also try Aircraftbluebook.com for prices and trends.
alioth wrote:
The difference is that the Super Cub is in high demand despite being no more capable and in other respects being pretty much equivalent to an Autocrat that’s been converted to a Lycoming.
I can think of two areas where the two types aren’t equivalent: you can buy pretty much every single part for a Super Cub off the shelf, and the Auster has no FAA type certificate, making it valueless to most of the world’s utility aircraft buyers. As an enthusiast for oddball types with merit 
I say just enjoy being in a niche that allows you to benefit from the comparative market values. It’s really a great way to go, and the Auster is cool.
I think the biggest issue for the Traveler is the funky tail construction that was cleaned up for later variants… but that’s not a big deal and it makes them a bargain.
Silvaire wrote:
I can think of two areas where the two types aren’t equivalent: you can buy pretty much every single part for a Super Cub off the shelf, and the Auster has no FAA type certificate, making it valueless to most of the world’s utility aircraft buyers.
Does the Auster still have any commonality with its Taylorcraft cousins?
alioth I echo Silvaire, Austers are very cool, and a Gypsy Major is probably worth £20k so your Autocrat is a reasonable premium to this. The AOP 9 has wonderful ramp presence, and shows what the Brits could produce when asked to design an artillery observer.
http://www.pixstel.com/auster-aop-9-g-bdfh_urlb3144.php
The Super Cub 90 only command around £25-30k on a good day. A well presented -150 might be £40-50k, but Europe isn’t in the cult status of the USA where a reconditioned L21B with Alaska mods might go for $150-200k. Recall that an L21B is a 60 year old airframe.
The real practical classics are the Aeronca Chief, Luscombe 8E, and Vagabond. Very cheap to maintain and can live in a farm strip.
RobertL18C wrote:
The real practical classics are the Aeronca Chief, Luscombe 8E, and Vagabond. Very cheap to maintain and can live in a farm strip.
An Auster with an O-320 (or Beagle Husky, basically the Autocrat with the O-320 and the dorsal fin addition is pretty close to the later Beagle Husky) is also just as practical and has excellent short field performance :-) The original Gipsy engine is of course nice for “being classic” sake, but the Lycoming is I feel just a lot more practical (a previous owner of the aircraft I now have once sent an email saying ‘nice to see the aircraft still flying, pity it has been converted to Lycoming because it rather spoils the lines’ – I was going to write back and tell him about our plans for the glass cockpit to really shock him – we were actually considering it at one point!!). Austers also have a good type club and getting parts hasn’t been a problem.
Also when looking at practical classics, don’t rule out the Cessna 120/140. Both are straightforward, well mannered, look nice, and aren’t hard to keep maintained. I had a half share in a C140 for a couple of years, and flew it coast-to-coast in the USA (which is quite a long trip in something that does 85 knots on a good day). Flying with the C85 engine in the Rockies was a challenge, and soaring knowledge came in very useful!
