George You ROCK! ! ! ! !

George You ROCK! ! ! ! !

<HTML>Hi   George



Once again you have eased my mind on this subject.Iam going to either overhaul my 172 or go for the 182 .You really made some valid points,on the two aircraft.
The only thing that worries me is that the 182 that I'm lookign at has 4800 hsTT but only 450 SMOH.What do you think about this.I kinda thought that was high for TT.If you would like to see the plane I am lookig @ it's in AZ (Barron Thomas).
What's your advise or opinion if you have one of him.Is he legit?

Thanks George</HTML>

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Re: George You ROCK! ! ! ! !

<HTML>Vaughn, I maintain 3 - 182rg aircraft and our grandma of the fleet has just gone past 11,000 hours.  Each one will fly at least 500 hours a year and they still look and work like new. If that particular aircraft has been cared for, I would not worry too much about the hours. Jack</HTML>

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<HTML>Vaughn, I'd have to agree with Jack on the TT issue.  There's an old saying that when buying a used airplane,....either buy a very high-time airframe or a very low time airframe.  The logic is that the low time airplane is probably not all worn out, and the high time airplane has had all it's worn-out parts replaced already.  The average Boeing 727/737's of the world have well over 100,000 hours and landings and they are still gong strong because of good maintenance practices.  The drawback to light-planes is that they spend so much of their time at low altitude that they are subjected to an inordinate amount of pounding low-level turbulence.  The pipeline patrol/aerial survey airplanes are the ones who really receive the punishment, and the cracks and fretting of their airframes show it.  Looking inside the tails at the horizontal spars and patches, etc, are eye-openers sometimes.
When buying an airplane from a broker, it's important to remember that he only makes his money if the airplane sells.  Many brokers actually have very little knowledge of the particular airframes being offered.  In order to become truly familiar with an airframe, one has to spend lots of time studying it's history, and if the object is already "in-stock" then such study doesn't readily convert to profits.  (It's already too late to make sure the airplane was a good selection to add to inventory.)  The only way to make money with a brokered airplane is to MOVE IT!   With the less than scrupulous brokers, it's less important to tell a potential buyer the truth (whether it's been researched or not),  than it is to tell him what he wants to hear.  Finding a really good,knowledgeable and scrupulous broker is an endeavor in itself.  Commenting online about a particular one could end up costing legal fees better avoided.  If you've mentioned any brokers I trust I must have missed it, but that's not to say there aren't good ones out there.</HTML>

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