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N4846X: IFR 1967 Cessna 150G
FOR SALE
Be sure to Take the Tour.
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Contact Details: Thomas Mahoney Jr., Owner can be reached at... email: tom@n4846x.com cellular: 614-352-8521 N4846X is located at: Williston, FL Airport (X60) [this link opens a new window] FAA Registry Database: N-number Inquiry: N4846X [this link opens a new window] Order a comprehensive copy of the FAA Registry's N4846X file folder CD-ROM (or any aircraft's file folder) for $10 (2019 price) (use N-number link above to obtain serial number): Copies of aircraft records on CD-ROM direct from the Registry [this link opens a new window] |
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This 1967 model year IFR equipped Cessna 150G is being offered for... It has 5036** total time airframe (TTAF) and the engine has accumulated 1941** hours since major overhaul (SMOH). All ADs have been complied and are COMPLETELY documented for compliance, applicability or inapplicability*. This 150 is IFR equipped, has its IFR transponder/static system certification and has been flown IFR regularly. Airplane logbooks have complete history from delivery to present date. Last Annual Inspection was performed October, 2004. Although not yet required, an engine overhaul would increase the resale value of this airplane substantially. Scroll down, obtain some more information and be sure to Take the Tour! * Airworthiness Directives that apply to N4846x are available: select here [this link opens a new window]. ** On July 22, 2005. Engine lifetime hours ("engine time since new"): 8904. UPDATE 7/22/05: I flew 46X for 2 hours today. When I got on the ground, I shut her down and pulled the cowling off ASAP. My mechanic and I did a compression check while the engine was still hot. See the compressions for 7/22/05 a little ways down this page. Some previous compressions checks were done only afer running the engine on the ground for 15 minutes. This most recent compression check gives you an idea of how the engine is doing when it is HOT and RUNNING. Also added the "Questions" and "Inspections" sections. UPDATE 7/15/05: An engine overhaul is scheduled to begin on August 11, 2005. It is not required yet, as the engine is still performing well. For some reason, people would rather buy an airplane with an engine already overhauled, instead of buying an airplane, fly it for a length of time, then overhaul the engine to their expectations by their mechanic or repair station. So, I shall attempt to satisfy a buyer by performing the overhaul and selling a "plenty of time until TBO" airplane, unless of course, it sells prior to the engine being taken apart for overhaul. PRICE 7/15/05: $12,000 for this airplane as it is today. Limited delivery area (continental U.S. only). After the overhaul, the airplane will have an engine with less than 50 hours SMOH, a fresh annual and depending on time available, the tail will be repainted. The price for the airplane after the engine overhaul will be initially offered at $25,000. Contact me ASAP if you have any questions: tom@n4846x.com, cellular 614-352-8521. N4846X is AIRWORTHY. It is FLYABLE and will fly from X60 when it is sold, no maintenance is required to fly it out of X60. It is ready to GO. It will pass any FAA ramp check with confidence (and probably get a complement or two on its airworthiness). Buy it today and you could feel confident in taking an Instrument Rating checkride in it tomorrow! |
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SPEC SHEET and PICTURES: Quick link to the PICTURE COLLECTION |
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INTRO: Do not let the hours discourage you from inquiring about the purchase of this airplane. It is a very reliable machine and has been more than adequately maintaned during my ownership. Since I have owned it, I have: overhauled the starter, starter gear and alternator, have installed a new voltage regulator, installed a new battery, installed a new induction air filter assembly, installed a new flashing beacon module, have all ADs complied or physically determined compliance with the past ADs, collected all serial numbers and model numbers of installed components (appliances, avionics, instruments and just about anything that has identifying marks), taken pictures of all installed components for easy reference when you need to check dataplates. This list is not exhaustive. In short--I have done a lot to bring this airplane to its current well maintained status--and I have owned it only since June of 2002. This airplane is owned outright and there are NO liens or interests by any parties in this airplane. I suggest that you still obtain a title search just so that you are absolutely assured that there are no liens against this airplane. The engine has reached TBO, however I will not have the financing available to overhaul the engine WHEN the time comes to realize that inevitable expense--which should not occur in the immediate future. This can work to your advantage, as you can purchase the airplane and have the engine overhauled to your expectations, after you have been able to get a few hundred more reliable hours out of the engine. You will be comforted to know that unlike some other C150s for sale out there, you will not be paying for a new engine or a fresh coat of paint on an old airplane. I have factored the cost of an engine overhaul from this 150's market value so that you can decide how you want to handle that expense (I know that TBO is only a manufacturer's suggested overhaul interval, however, I wish to respect their experience and not continue to expect flawless engine operation at a time well beyond TBO). |
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CYLINDER COMPRESSIONS: As many people are interested, here are the cylinder compression readings. Oil consumption has stabilized at one quart added every 3.5 to 4.0 hours for the last 500 tracked hours. Oil analysis is being conducted and so far, two samples have yielded normal results.
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UPCOMING INSPECTIONS: Annual due 10/05 ELT due 10/05 ELT batteries due 03/09 Transponder & Static due 08/06 Engine TBO is 1800, so it is over the "recommended," non-mandatory, TBO Nutplate inspection AD80-11-04 at 5062 TTAF (takes 30 seconds for an A&P to do). |
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TAKE THE TOUR: Inside and outside of the airplane, through the paperwork binder and revealing as many equipment specs you may ever want to know, this tour is just about as thorough as a pre-purchase inspection! |
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QUESTIONS everyone keeps asking: Interested persons keep asking the same questions. I will try to alleviate the amount of research you have to do by placing the most common questions here. Q:Why are you asking for only $12,000? That means there is something wrong with it. A:I am not flying the airplane as much as I should and an airplane that sits too much will break. It is a FLYABLE airplane at this moment and I want to sell it before it decides to break on me. You may not be able to find a similarly equipped airplane that is FLYABLE for this price. Q:Whats the minimum amount of $$$ you will take? A:You will not be able to find a flying airplane with this equipment installed, that all works, for the price that I am asking, $12,000. You should see the airplane first. I feel that it is worth a lot more than $12,000. I also think that you will understand its value when you view the airplane firsthand. Q:Why is the tail not painted? A:In the logbooks, all I could find was an entry in 1997 as follows: "Replaced stabilator and right elevator with used servicable parts with new bushings, rigging check ok." A 150 does not have a stabilator, so ignore that word. From what I can gather, the horizontal stabilizer and right elevator were replaced. They used to be the color of zinc chromate, however, 8 years in the Florida sun has faded them to the color of aluminum. Looks do not bother me, it just needs to fly. Plus, paint costs in weight, so the airplane would be slightly heavier (two pounds). The previous owner did not tell me the reason why it was replaced, as it was before his ownership. On my pre-purchase, I was told there is nothing wrong with the tail, just needs paint. No 337 on file for the work, as it was a straight remove and replace. Q:Since it is based in Florida, whats the story on CORROSION? A:I fog the entire airplane's fuselage and wings with CorrosionX each annual. It drips for months and still is seeping out of sheet metal seams. My A&P and I have both inspected the internals of the airplane and have found no corrosion. There are 5 spots of surface filliform (under the paint) corrosion of the size of a half-dollar or less. These spots have all been treated with CorrosionX on a regular basis and after each wash. Of couse, you know my story about me with regards to paint and appearance. I have not gotten around to repainting the treated surface spots. The airplane has spent a LOT of years in Florida. Its lack of corrosion speaks highly of its treatment over the years. Q:When was the airplane last painted? A:I do not know. The logbooks do not say. I know the paint is not original, as there is overspray in the doorjambs covering the original paint colors. The best that I can tell from the logbooks is that the airplane did not fly from 1983 to 1990, then it was ferried and had a one year period where it was being fixed up. During this period in 1991, I believe the airplane was repainted. Current paint condition, I would rate it as an 8, as it still has some gloss left in it and is not cracking/peeling/flaking. The tail is the exception, though, and would complement the rest of the airplane if it was painted. Q:Do all of the avionics work? A:Yes, everything works and they all work well. Q:Does it fly straight and level hands off? A:It sure does. I spent many hours with my A&P doing adjustments and test flights to make sure that the airplane flies straight and level with hands off the control wheel. It does a great job even considering it has a neutral stability straight wing (factory standard). |
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ABOUT THE PRICE: This 1967 IFR Cessna 150G is in an excellent documentation and airworthiness status. Price is $12,000. Please contact the owner by email to tom@n4846x.com for more details. This airplane is attractively priced for someone who would like to purchase the airplane, then, after some time has been flown, to overhaul the engine for their own interests. Engine TBO is not a limitation, rather, a time figure when an overhaul is recommended, as there are engines on many airplanes which are currently operating beyond TBO. |
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Thank you for visiting: I appreciate your interest as a potential buyer of my airplane. Please do not hesitate to contact me, the owner, Thomas Mahoney Jr., if you have any questions, comments or concerns. I will do as much as I can to assist you in making your decision, whether that may be taking a picture of a certain part on the airplane, fulfilling an aircraft equipment survey of yours, or answering any questions that you may have, even if not associated with the sale of N4846X. Thanks for stopping by! |