152 Sparowhawk Conversion

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Re: 152 Sparowhawk Conversion

Hello Vern:

This thread popped up in a forum search:

SPARROWHAWK CONVERSION


Author:  WILLIAM JONES -  Send E-Mail
Date:     2/17/2003 10:14:00 AM

WOULD APPRECIATE ANY INFORMATION REGARDING A SPARROWHAWK CONVERSION FOR A 152. THANK YOU.

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  SPARROWHAWK CONVERSION


Author:  Greg -  Send E-Mail
Date:     2/18/2003 2:34:30 PM

William, I flew a 152 with the Sparrowhawk conversion during the first part of my primary training. It was a fast plane during cruise, as fast if not faster than the 172G that I own now, but I think it hurt the climb rate some. I flew a 150H the latter part of training, and it would climb much better than the 152. If I'm not mistaken, I think the TBO goes from 2400 hrs. to 2000 hrs. Based on my experience, I think it is a good conversion if you are not planning on using it for a lot of short field work. Just my $.02.

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  SPARROWHAWK CONVERSION


Author:  Bob
Date:     2/19/2003 5:43:33 PM

I owned a 1980 152 with "half" the Sparrowhawk conversion--the Sensenich cruise prop. The climb rate was terrible--and I have a feeling with the additional 10-15 HP you get with the oversized pistons in the conversion, it would probably just bring it back up to the climb rate of an un-converted 152. The cruise would probably be a few knots better though. It is a pretty expensive conversion for what you get, and probably not an efficient spend unless you plan on keeping it a long time. It adds NO value in resale. A few people I spoke with who had knowledge of some converted planes didn't think the "claimed" benefits were very realistic. If I wanted a hot 152, I would look at a 150HP engine conversion instead--they are pocket rockets, but again you are not going to get it back at resale. Good luck!



 


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Re: 152 Sparowhawk Conversion

Vern:

Some additional information on the Sparrowhawk conversion:

You are correct about the high compression pistons, which also require a baffling change to disipate the additional heat that is generated.

The prop is changed from the stock McCauley to a Sensenich, which actually results in a higher RPM limit (2700 vs. 2550).

Air Mods N.W. is the STC holder and their phone # is (425) 334-3030. Website: http://www2.sensenich.com/stc/am152pg1.htm
They can provide cost information.

Good luck.


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Re: 152 Sparowhawk Conversion

I spoke to Ken Blackman of AirMods yesterday. Regarding the TBO, it goes something like this: The FAA has no stance on the altered TBO. Years ago, Lycoming built a powerplant that put out 125 hp. These engines had a 2000 TBO. The higher compression shortened the life of the pistons. The pistons were later improved and TBO was back up to 2400. The Sparrow Hawk conversion is essentially the same engine, using the durable piston. So, TBO is assumed to be unchanged (2400), even though TBO has not actually been established for the Sparrow Hawk mod.

As far as performance goes, the website tells you that it increases climb and cruise. I have no first-hand experience flying a Sparrow Hawk, but maybe I will in a year. I'm looking to buy an Aerobat with a high-time, first-run engine. After all is said and done, the engine overhaul with Sparrow Hawk mod will cost $20-25k. (Phew!)

Ken will answer most FAQs. Very informative fella. He's had the STC since 1980. He stands by his product.

Look up these STCs on the FAA website:

SA1008NM --Installation of Sensenich prop on Lycoming 0-235-L2C (Sparrow Hawk prop mod only. This increases the output of the O-235-L2C to 115 hp @ 2700 rpm)
SE792NW --Modification of a Lycoming0-235-L2C engine to increase HP rating from 115-HP at 2700 rpm to a continuous 125 HP at 2800 rpm (Full Sparrow Hawk conversion, engine mod after Sensenich prop installation)
SA1000NW --Installation of Lycoming O-235-L2C(modified) (SE792NW) engine, McCauley 1A103/TCM 6958 propeller  (Sparrow Hawk conversion, engine only).

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Re: 152 Sparowhawk Conversion

I have flown in other 152's with the Sparrowhawk conversion, and have done one on mine.  Performance is affected STRONGLY by the condition of the engine compressions.  A weak engine just can not handle the additional 'bite' of the Sensenich prop, and the plane becomes a dog.

My engine is high time (~3,000 hrs smoh) but has great compressions still.  I could not be more pleased with the results that I have gotten.  I routinely fly between Montrose, Colorado and Jeffco/Boulder, Colorado at 15,000 to 17,000 msl.

If anyone would like to discuss this, or other 152 mods/stc's, feel free to contact me.

Rich Burdick
N152L

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Re: 152 Sparowhawk Conversion

Is anyone aware of a holder for a 150 hp engine conversion for a cessna 152??   Already have the Sparrowhawk.  Looking for more.

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Re: 152 Sparowhawk Conversion

I have put the Sensenich prop on my 152 and wanting to finish the Sparrowhawk conversion. My question is can I just do a top end,replacing cylinders and pistons or should I do a complete overhaul. The engine is at TBO and #3 cylinder compression is the lowest at 66 cold. I am also getting alot of lead fowling on two cylinders.
For the Sparrowhawk conversion are the cylinders standard cylinders from lycoming with higher compression pistons? Can I have the higher compression pistons installed into the cylinder from Lycoming? Or should I order the pistons from Airmods NW.and install them into the cylinders?

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Re: 152 Sparowhawk Conversion

I did the full sparrowhawk conversion on my C-152 in 1982 with good results.  My engine was at TBO and lesed to a flying club at TTD-Flying Adventures(757FY).  My menory is that only the top end change is req. for new pistons.  The rebafelling is a must. i choose the standard prop--you can choose from a climb, standard, or cruise.  My experiance was performance that matched closely to a C-172.  ATC called me "cessna 172" all the time.  On a standard day with me-165lbs-and full fuel it was common to get 1100-1200 fpm climb rates.  For my personal flying, I would choose the cruise prop, as I wasnt flying in and out of short strips or high in mts a lot.  But for training, the standard prop was great and had only praises told about it.  Sorry I ever sold the plane.

The 150 O-320 is a good choice as I currently have a friend with one and it performs great--a hot rod!

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Re: 152 Sparowhawk Conversion

I for got to add that the plug fouling will disapear because the RPM limit goes to 2800 continueous.  I had my engine balanced-pistons and rods weighed on a gram scale and matched to opposing pistons and filed the skirt of the heavier one to match them.  This includes the rods compared seperatley and matched.  I then had the prop dynamicly balanced at Western Propeller there at TTD.  What a difference that made in the smoothness of the engine and entire aircraft.  I have done it on all engines I have overhauled--cars included--since then.  It's cheap and makes it a joy to opperate.  Well worth it while its in pieces.

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Re: 152 Sparowhawk Conversion

I would like info (all I can get) on a 150hp conversion on my 1973 150

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Re: 152 Sparowhawk Conversion

Have had a 1978 C152 conversion for 4 years, about 500 hours of my flying time. There are now 1400 hours on the engine. STC was done in 2000 during moh. I have owned a 150, 182, 310, and now this sparrowhawk. Except for the useful load and room, which is not affected at all by the conversion, I really like it. If all is well, I am off real quick from my 2500 grass strip and the proverbial 50 foot obstacle is 200 to 300 feet below me at runway end. I too have been mistaken for a 172 by ATC, even a 182. Climb is great most all the time (see below), but cruise speed, ATC aside, is pretty close to a regualar 152 at my normal 2k to 4k MSL altitudes.  Flying to AZ out of Las Cruces, NM with an 8K density altitude, climb to 10,000 feet MSL was almost the same as at my 500 foot MSL home airport. I have a standard 54 prop. At altitude, cruise speed is much better than a regular 152. If the trip length warrants it, altitude is easy to make and the cruise at 10K makes the conversion a speed increaser. That is where I was mistaken for a 182.

I did have a cylinder that was replaced two years ago because of low compression. After receiving the new millenium and removing the the old, we could not find any problem except a stuck ring. It was not even broken, just stuck compressed. Before that was discovered during the annual, I had noticed and been dismayed by regular C152 performance. Logical, I guess when running on only 3 cylinders.

Bottom line is for my mission it is the only airplane, all things considered. I could only wish for more speed, as I would like to travel more 1k to 15k trip distances, but the costs associated with more speed are beyond my current means as it would mean a different airplane. I will make do with 135++ mph at altitude and just take a little more time to get there. When I retire, the time will not be as important.

See my 757 at http://pages.prodigy.net/mark.stefanov/. It does need paint, but it has PS6000/w MB, KY196A, KNS80, KI206, and KX125 connected to a KI201 (for 3 cdis). Pretty much IFR, certified to 14K cause it can get there. I have just talked myself into going flying.

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Re: 152 Sparowhawk Conversion

I want to know about the performance (speed, fuel consumption, range & best altitude). I think about to buy one. Some body help in that

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Re: 152 Sparowhawk Conversion

Can some body tell about the fuel comsumption with the conversion is the same that a regular c152 or it is higher, also the speed, endurance, range and altitud. I want to buy one and flight it to Ecuador South America.

Sergio Russo

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Re: 152 Sparowhawk Conversion

Leo Wrote:
-------------------------------------------------------
> I spoke to Ken Blackman of AirMods yesterday.
> Regarding the TBO, it goes something like this:
> The FAA has no stance on the altered TBO. Years
> ago, Lycoming built a powerplant that put out 125
> hp. These engines had a 2000 TBO. The higher
> compression shortened the life of the pistons. The
> pistons were later improved and TBO was back up to
> 2400. The Sparrow Hawk conversion is essentially
> the same engine, using the durable piston. So, TBO
> is assumed to be unchanged (2400), even though TBO
> has not actually been established for the Sparrow
> Hawk mod.
>
> As far as performance goes, the website tells you
> that it increases climb and cruise. I have no
> first-hand experience flying a Sparrow Hawk, but
> maybe I will in a year. I'm looking to buy an
> Aerobat with a high-time, first-run engine. After
> all is said and done, the engine overhaul with
> Sparrow Hawk mod will cost $20-25k. (Phew!)
>
> Ken will answer most FAQs. Very informative fella.
> He's had the STC since 1980. He stands by his
> product.
>
> Look up these STCs on the FAA website:
>
> SA1008NM --Installation of Sensenich prop on
> Lycoming 0-235-L2C (Sparrow Hawk prop mod only.
> This increases the output of the O-235-L2C to 115
> hp @ 2700 rpm)
> SE792NW --Modification of a Lycoming0-235-L2C
> engine to increase HP rating from 115-HP at 2700
> rpm to a continuous 125 HP at 2800 rpm (Full
> Sparrow Hawk conversion, engine mod after
> Sensenich prop installation)
> SA1000NW --Installation of Lycoming
> O-235-L2C(modified) (SE792NW) engine, McCauley
> 1A103/TCM 6958 propeller  (Sparrow Hawk
> conversion, engine only).

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Re: 152 Sparowhawk Conversion

I would like to upgrade my aerobat to a higher horsepower, but do not want to go all the way to 150 hp.  Is there an engine conversion STC that would provide some lesser horsepower?

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Re: 152 Sparowhawk Conversion

Hi I own and use a cessna 152 sparrowhawk full conversion for flight trainning and recreation.The full conversion  performs as well as a cessna 172 in climb and takeoff distance with 2 people and full fuel,cruises faster than a 150.There are no adverse effects on engine life. I fly in and out of fields that are scary in 172s quite comfortably in my sparrowhawk.
Any pilot who flies a 150/152 then tries a sparrowhawk will be very impressed with the difference.

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Re: 152 Sparowhawk Conversion

Good day

I would like to take up your kind offer of more information on sparrowhawk conversion

which of the three prop options did you choose?

Are there downsides to conversion? increased fuel burn?

any info appreciated as i am considering one that is for sale

regards
george

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Re: 152 Sparowhawk Conversion

I have a 1978 C152 Sparrowhawk with full conversion. I purchased it with a 52 pitch prop (climb) and had it twisted to a 56 pitch (cruise). Recently flew from NC to NJ at 9,500 at excess of 110 knots burning about 6 gallons per hour. When I go for my bi-annual flight review, my instructor loves flying in this plane. We took it to 'max climb' (61 kts) and the vertical speed indicator was well over 1000 feet per minute.

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Re: 152 Sparowhawk Conversion

Hi,
Can the sparrowhawk conversion be done on a skipper?-it has the same engine.
Thanks

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Re: 152 Sparowhawk Conversion

Hello!
We are lookin for pistons to our O-235-L2CM
Who kniwe where to find some?
PerOlof
Leo Wrote:
-------------------------------------------------------
> I spoke to Ken Blackman of AirMods yesterday.
> Regarding the TBO, it goes something like this:
> The FAA has no stance on the altered TBO. Years
> ago, Lycoming built a powerplant that put out 125
> hp. These engines had a 2000 TBO. The higher
> compression shortened the life of the pistons. The
> pistons were later improved and TBO was back up to
> 2400. The Sparrow Hawk conversion is essentially
> the same engine, using the durable piston. So, TBO
> is assumed to be unchanged (2400), even though TBO
> has not actually been established for the Sparrow
> Hawk mod.
>
> As far as performance goes, the website tells you
> that it increases climb and cruise. I have no
> first-hand experience flying a Sparrow Hawk, but
> maybe I will in a year. I'm looking to buy an
> Aerobat with a high-time, first-run engine. After
> all is said and done, the engine overhaul with
> Sparrow Hawk mod will cost $20-25k. (Phew!)
>
> Ken will answer most FAQs. Very informative fella.
> He's had the STC since 1980. He stands by his
> product.
>
> Look up these STCs on the FAA website:
>
> SA1008NM --Installation of Sensenich prop on
> Lycoming 0-235-L2C (Sparrow Hawk prop mod only.
> This increases the output of the O-235-L2C to 115
> hp @ 2700 rpm)
> SE792NW --Modification of a Lycoming0-235-L2C
> engine to increase HP rating from 115-HP at 2700
> rpm to a continuous 125 HP at 2800 rpm (Full
> Sparrow Hawk conversion, engine mod after
> Sensenich prop installation)
> SA1000NW --Installation of Lycoming
> O-235-L2C(modified) (SE792NW) engine, McCauley
> 1A103/TCM 6958 propeller  (Sparrow Hawk
> conversion, engine only).

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Re: 152 Sparowhawk Conversion

Anyone out there witha candidate for the Sparrow hawk conversion ?
I am looking for a 3000 -3500 hr airframe C-152 in good shape that i can purchase .
No run out engines or ragged out interiors.

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