You are probably looking at $1,500 to $3,000 for the shock donuts, depending
on where you get the parts and who does the work.

If the exhaust system has problems, it can range from $50 to weld a small
end-plate crack, through a few hundred bucks for some gasket replacement,
through $2,000 for replacement with an overhauled system, to several times
that if cylinder studs are shot and the jugs must be pulled for repair or
replacement (if the cylinders warrant replacement, as opposed to jigged-up
flange refacing and stud replacement).

Any mention of corrosion makes me very nervous. True light surface
corrosion, usually in the form of filiform (little "worm tracks" under the
paint), is usually no big deal if not widespread and caught early. "Patch
corrosion", forming under larger areas of bubbled paint, is of much more
concern, as it implies a wider range of issues (serious contamination under
the paint, corrosion extruding from inside parts, lack of any previous
airframe corrosion treatment, etc.). Please make absolutely certain that
the technician has thoroughly inspected all areas of the wing spars for
corrosion. Ditto for under the interior side panels, under the glareshield
below the windshield (in the instrument panel area), and under the
floorboards everywhere the old black air ducts touch anything.

The battery box problem is pretty common. It will have to be removed for
proper repair, to prevent recurrence. Once fixed, the best prevention is to
replace the battery with a sealed AGM battery from Concord or Gill (Aviation
Consumer recommends Concord). Much more about this on the BAC website
(corrosion and batteries).

Aside from pervasive corrosion, nothing has to be a deal-breaker on a plane
purchase. Nearly everything else is repairable. The question is how much
and by whom. Buyers should accept cosmetic faults, if the price is right
and they know what they are accepting. Significant mechanical repairs are
another story. The seller won't be as motivated as the buyer to get them
fixed the right way, so the buyer is wise to remain involved. However, the
seller should bear the brunt of the expense, unless the price is being
lowered to accommodate the buyer's repair liability.

Keep in mind that virtually anything you accept for future repair will
likely surprise you by what it costs later. Even low-end interior
refurbishment (carpets, seat covers, side panels) will almost certainly
exceed $2,000, even if you can do much of the R&R work. Low-end paint will
start around $6,000 for a complete strip and repaint. Slide-in replacement
digital radios will run about $1,500 and up. A complete radio stack upgrade
will probably start around $10,000 and climb from there. Installing even a
simple autopilot will probably start around $5,000.

Also keep in mind that the A23 has the Continental IO346. It's a good
fuel-injected engine with good performance, but major parts (crank, cam,
case) have been out of production for many years. Few shops can set up the
fuel pump pressure and injection system properly; as long as it is working
right, that won't matter. If it is dying on roll-out, or under other
circumstances such as cold starts or during taxi, that's a different story.
The engine life (TBO) is much shorter on the Continental, compared to the
Lycoming engines (1,500 versus the Lycoming's 2,000 hours). There are a
handful of recommended engine shops that work on them. Spares surface
periodically on eBay, usually by folks selling off spares or parting out an
airplane. Relatively speaking, very few of these engines were ever made.
Aside from the Beech A23 and A23A, they only went into a couple of other
small airframes. Only about 550 of the 2,390 Model 23 airframes came with
this engine; the rest all have Lycomings. As a result, the prices of the
A23 and A23A tend to be lower, whether you are buying or selling. Nothing
inherently wrong with that, as long as you understand "why".

-----Original Message-----
[] On Behalf Of Rich Dahab
Sent: Tuesday, December 06, 2005 8:41 AM
To: Jeff and Teresa Bryant;;
Subject: Re: [BAC-Mail] Purchase HELP of A23

When I bought my plane some years ago, I made a deal with the then owner
that he would pay the first $1500 in items found in the prepurchase, I would

pay the next $1500 and if the total was over $3000 we would either split the

cost 50/50 or either party could walk away.

As I recall the total was about $2100 and we were both happy.

Rich Dahab

----- Original Message -----
From: "Jeff and Teresa Bryant" <>
To: <>; <>
Sent: Tuesday, December 06, 2005 8:32 AM
Subject: RE: [BAC-Mail] Purchase HELP of A23

> How much does the FBO want to fix the items. Then talk that over with the
> current owner and either lower the price, or have him fix it.
> Landing gear donuts can be expensive to replace right from the get go and
> I
> would get a better definition of CRACKS IN EXHAUST.
> The surface corrosion should not be much of a problem to fix if the
> mechanic
> is correct.
> Jeff Bryant
> Southwest Regional Director
> Beech Aero Club
> 1975 Sport "160" N6993R
> California City, Ca
> -----Original Message-----
> From:
> [] On Behalf Of
> Sent: Monday, December 05, 2005 5:25 PM
> To:
> Subject: [BAC-Mail] Purchase HELP of A23
> Hi all, I'm new to the group, brand new to plane ownership and I am really
> glad I found you all! I have a quick question ...
> Back ground:
> I placed a refundable deposit on an A-23, balance pending certification of
> "air-worthiness."
> A local FBO was hired for pre-buy inspection/ Annual.
> Results of inspection:
> * Surface corrosian on right hand wing root. (Needs to be
> "polished
> out and primed?" Mechanics words)
> * Corrosian in battery box.
> * Possible cracks on exhaust? (not sure where/what)
> * Shock donuts are dead/flat/kaput.
> My question would be: are any of these items deal breakers? What should I
> expect the seller to cover?
> On a positive note, the mechanic says logs are in order, and states the
> engine has been well maintained with compressions between 74 - 78.
> Any insight would be greatly appreciated.
> Richard Kutzner

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