No Medical Required

Brett,

I will accept your apology, as I am sure many others here will as well.

Here is the trick with your engine. Let's say everyone agrees that it seems
to have not suffered badly from storage. Still, the plane is likely to be
sold a few more times before it gets to TBO. And, each time, extra
diligence will be needed (just like you and your AP so wisely did).

That sort of thing reduces value of the plane even if it passes every time.
There are buyers unwilling to do the diligence. It's just the way it is.
You may sell it for a good price, and so may the next guy, but someone is
going to have a hard time selling it at some point.

If I were you, I would lessen concerns by pointing out that you will
discount the plane for the price of a top overhaul, or for a few hundred
hours that it may come up short in the end. That way, the new buyer gets
the upside if it keeps on ticking, and has already saved the downside up
front.


wrote in message
ps.com...
First, my apologies -- I forgot there was a rec.aviation.marketplace
for such things. (At least I'm not selling Viagra or stock tips!) The
plane only flew 100 hours in twenty years, that's why the top. The
engine runs great, uses less than a quart between changes, and has
absolutely zero metal in the screen. I have flown it 175 hours since I
bought it. When my A&P IA did the first annual he did the compression
check three times, tried another tester on the plane and then tested a
different plane with both testers--to make sure the results were
accurate--78s and a 79! He said they were the highest numbers he'd
seen on a Continental. I think the key is that it is flown regularly,
and leaned in flight and for taxi. (MA3 carb with mixture control.)

This is the 5th plane I've owned. All have always scored well on the
compression tests during annuals, including two other Continentals. I
try to never let a plane sit more than four days without flying it--the
more the better, (for me and for the plane).

- Brett