I have a 1978 152 aerobat and would like to have more fuel capacity for trips. I have the standard tanks . What are the options for long range tanks. I am not crazy about having a fuel cell in the baggage compartment. Can I have larger tanks for main tanks?
I have the motor mount, cowlings, and engine 0320E2A with the engine driven fuel pump, nose gear and other misc. parts for this conversion. The engine has 800 smoh 72-74 lbs comp.
If anyone is interested in making me an offer, feel free to call me @ 509 995 5523.
All located in Spokane Wa
I have read thru all the comments about the C150 AVCON: Hi from Australia I owned VH-SKR a C150-150 from 1985 to 1999. I flew out the 1st engine an 0320-e2D and then fitted an 0320D2A 160 HP because the STC SA750CE says you can, and I was always running out of power above 7000 feet. The 160HP gave me 110 IAS climb at 700 fpm. 75% cruise was 123 knots max cruise was 130+ but the stc limited the revs to 2500 so you had to go for smooth air above 5 or 6000 feet to get full throttle. The only prop is the McCauley 74 inch. Weight and loading not a problem. All under the fuel centre load line. Placards stated 200 pounds rear baggage of which 75 max rear near bulk head. I had the optional cessna child seat fitted and the aircraft had long range fuel tanks 137-142 litres usable.
I always used fuel pump when changing fuel tanks and had special ferry fuel cocks fitted in the fuel rails along the door sill each side to prevent the classic Cessna cross feed. It was an easy mod as the fuel ferry cocks fitted into the union joint each side.
This would permit 2.5 hours from each tank at 75% before exhaustion around 325 nm per side or 650 nm max range.
Credit for MTOW allowed me 800 KG but not for landing it was still 750 KG.
Fuel burn rate was anything from 42 litres per hour at 2000 feet 75% to 33 litres per hour at full throttle at 9000 feet.
With the E2D I used to fly at around 7000 max, with the D2A and millenium barrels HC I always flew at 8000-10000 feet.
If you email me I have a modified handbook and all the charts and information from this high performance aircraft. The aircraft was flown in IFR category and had an STEC system 40 auto pilot fitted. I The only considerations were cruise descent down the hill passing thru cloud. It would sit in the yellow arc around 130-135 knots IAS. So you had to be very very cautious on the way down. Thanks for reading.
Power On SPIN: When I fitted the 0320D2A our CASA renigged on the flight test and said it had not wanted to entertain the idea of the power on spin characteristics. They said to ask AVCON as the information was commercially proprietary in confidence. Now I know why.
The ONLY issues I found as I only flew straight and level were with a long flight and two on board and baggage in the rear, as you burnt off 3/4 of your fuel and landed the landings were very light on the nose wheel and you had to use a little toe brake on taxying to stop the nose wheel locking straight ahead. this to me suggested an AFT C of G at low fuel loads but it was never an issue. This aircraft when landed flapless could be rolled down the runway with 1100 rpm and the nose wheel held off the ground such was the power of the slow revving 74 inch propeller.
Chuck Martinez here, I am a missionary pilot living in Guatemala and direct the aviation department (Mercy Wings) of Living Water Teaching in Quetzaltenango. I have a close friend that has purchased a c150/150 in Texas (USA) and is preparing to fly it south to Guatemala. the previous owner knows little about the spec’s of the STC’d Lycoming engine or changes in checklist procedure. I have visited the Triad web in search of this data and it is not readily apparent.
Moreover, I think I would like to know the real world performance from someone who has working numbers in a similar aircraft. I have a concern about fuel flow and endurance. Flying across Mexico and into Guatemala has enough unknowns on its own, not to add unknown performance or operational data.
looks like I'm one of the few flying a C-150/150hp in Europe. Just got it a few month ago (from Texas). Since I'm living and flying right in the middle of the Alps, I picked the right plane. No problem climbing in a hurry, that's what you need over here. Since the former owner did not provide me with check-lists and further infos I'd appreciate your help and support very much.
Tank you very much
Hi "down under",
since I'm living and flying right in the middle of the Alps (baset at LIPB), I thought it might be a good idea to get a plane that climbs well. Therefore i choose a C 150/150 whick I got a few month ago from a Texan farmer. I'm satisfied so far, can't get quite the expected cruising speed but what worries me more is not having a check list or any other infos about this plane. Therefore I would really appreciate your help.
Greetings from the Alps
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