Sandy & I came across this airplane yesterday (12 April) and it's sad story. We were asked to help sell her due to our relationship with this Club. The widow is locating all logs and paperwork ... more to come. We don't know the key element yet that will determine price (i.e. engine times) ...
Here's what we know:
1974 C150M, TD (Taildragger) 2482 hrs on the tach Patroller doors Horton STOL Skylights Flat gear legs A "No Plastic" painted interior Older Cessna avionics with a ILS PS Engineering, 2-place intercom PTT (Push To Talk switches) S/N15076467 N3341V Fueling steps & associated cowl handles (not sure what to call these)
We'll start to compile more information & pics over the next couple of days as we receive it.
We're taking a purely supportive roll as the death of the owner is still very fresh for the widow.
It's a taildragger. I seem to recall someone saying that flag-gear was preferred for taildraggers because it was less squirrelly than the tube-gear. Also, It looks like the gear legs were re-arched for greater prop clearance, which I'm guessing is not possible with tube gear.
Either way, It's likely the one who did the conversion chose the flat-leg gearbox either because that's what the STC called for, or that's what the owner wanted. Still, a good point-out and worth a buyer's time to check and make sure the taildragger STC paperwork is present and was followed.
Yeppers Bill, Sassy's TD (Taildragger) STC gave the option to use either the tubular gear or flat gear.
Sassy has the tubular, this bird has the flat. I believe this airplane has the same Texas Taildragger conversion (at least our visual inspection verifies all the parts seem to be identical)
As soon as we have a look at the paperwork we'll know
Here are a couple that I captured during our visit....
A look up of the serial number on the club "year by year changes" page and we determined it is a '75 150M. (the old born in '74 as a '75 model year plane)
There are still some mysteries with the plane. You may have noticed what looks like a pull start at the top of the panel....and that's exactly what it is. Not sure why it was installed as it does appear to still have the key start as well.
Since Arnie won't give back my R-Dawg, please keep me in the loop. If I find the right one at the right price....I'm goin' back to the TDs! This one is interesting.
A lagniappe: I may be moving to the Tampa area within the year. If this TD is already in FL, so much the better.
More information on the taildragger that's for sale. We've had a chance to review the logs and have been asked by the owner to post this ad on the Club's forum. The owner is motivated to sell the airplane, if interested please contact the owner (Amy) at:
Log Review − FAA Registration: N3341V − 1975 Cessna 150M s/n 15076467 − TT 3610 − SMOH 1156 − Last Annual 8/2013 − ACT Texas Taildragger Conversion (1995) STC SA2846SW (Flat, leaf spring legs ) − Scott 3200 Tailwheel − Last Compressions 75 - 74 - 74 - 72 − Horton STOL STC SA2433CE − Flap Gap Seal Kit STC SA909CE − Belly drain − Patroller Doors − Skylights − AD compliance confirmed August 2013 − Major airframe repairs 1995 during rebuild - (L & R wing, bell crank repairs, fuel tanks replaced − Modified from alternator to generator with the pull start (when the rebuilt "G" engine was installed) − RT 328 nav/com − RT 359A transponder − Marker Beacon R-502B − Altimeter check Sept 2012 − Prop Overhaul 1995
Details: − This airplane is a 1975 Cessna 150 “M” model. − It is in annual (Aug 2013) and was regularly flying. − It appears as if all paperwork is in order (logbook entries, Airworthiness Directive Compliance & FAA 337 approvals for the STC modifications; ACT Texas Taildragger conversion, Horton STOL conversion & Major Airframe Repairs). − Winter 1980 aircraft was damaged in a windstorm and sold as a project; the airplane was effectively put into a non-flying status and stored away as a rebuild project. − Some preliminary work on the engine mount was performed in 1986 and the original "Cessna 150M vintage" engine was sold sometime during the 1980’s decade. − A rebuilt (major overhaul) engine from a Cessna 150 “G” model was purchased in 1984 and was put into the airplane in 1986. − Logs are “quiet” until 1994 timeframe. − Logs resume 1994 with the ACT Texas Taildragger conversion, Horton STOL conversion, wing and airframe repairs and overhauled engine. Converted to generator electrical system with pull start (with the overhauled engine from "G" model 150). − Because the newly rebuilt "G model" engine used a generator … the newer technology alternator was not put back into place, and the original airplane key start option was disabled (it’s still in the panel but doesn’t work) and the older style “pull start handle” was put on as a modification … hence the 1975 airplane has an older-style pull start and generator charging system. − There were many repaired or other used/new parts put onto the airplane since.
Our personal thoughts: While it’s had a lot of repairs and modifications, it’s been flying for quite some time (since the mid-1990's) and seems to be a good all around flyer that needs a new home. The owner is asking $14K or best offer (she really needs to get this sold). Pictures are posted earlier in this thread.
It's been my experience that every O-200 powered 150 has "excessive oil consumption" if you keep the oil topped off! Many owners don't know that they are blowing that 6th quart overboard every flight, and that the O-200 does just fine on between the 4.5-5 quarts left in the sump.
But, I don't know "this" plane or it's history, so maybe it does need rings.
Sandy & I helped out with a "preview" to assist Barney's A&P friend. There were no surprises after we opened her up. No visual corrosion.
We believe the ideal buyer is going to be somebody that wants a flyable bird, at a very affordable price who also can plan on turning some wrenches and enjoy the maintenance and maybe even a refurbishment.
Great little leaf-spring taildragger birdie here ... remember this is not a $20K bird (far less in-fact) and the owner is motivated to sell.
Carl, Respectfully request that you review the rules of this forum: 5. DO NOT disparage another member's mechandise, price, ad or point out some better deal found elsewhere. If you're not interested in what he/she has for sale, move on. No comments necessary. Posts to the contrary will be deleted without notice.
Carl, Respectfully request that you review the rules of this forum: 5. DO NOT disparage another member's mechandise, price, ad or point out some better deal found elsewhere. If you're not interested in what he/she has for sale, move on. No comments necessary. Posts to the contrary will be deleted without notice.
Barney, did you forget the smiley face after these comments?
YOU'RE the one that mentioned the unfavorable log book entry about someone else's airplane! I was merely offering a POSSIBLE explanation in favor of reconsidering this aircraft. If I didn't already HAVE three projects and a questionable medical history, I might show some interest in purchasing it myself.
You obviously don't know me very well. I DID NOT, nor do I ever, "disparage another member's merchandise, price, ad or point out some better deal found elsewhere." I admit I might on occasion have a negative comment about some COMMERCIAL product, but never a MEMBER'S merchandise!
Did anyone else take offense? If so, I will delete the post myself, and offer my sincerest appologies!
Carl, you've done no wrong. You've indeed offered insight as to the possible cause of high oil consumption. Something every owner needs to consider while topping the 0-200 to 6 quarts, every flight.
One day, One million ways....See your options. G-AWAW [g-awaw.org]
Thanks, guys! I'm sure it was just a misunderstanding. It's a good reminder that what we THINK we're saying in print doesn't always come across the way we intended. I always proof-read my posts (and often edit) for just that reason.
Carl: Your post was correct and polite. Not sure why someone would take offense to it. Besides, the term "excessive oil consumption" is highly subjective. Especially starting at the 6 qt level. I must have missed where the actual amount was stated. I rarely have to add oil when I keep it at 5.25 (5 of Aeroshell 100Plus and a cup of cam guard), but when I tried 6 qts. I ended up with oil all over the belly. You are highly knowledgeable, keep your thoughts and opinions coming.
J. W. Palmer 1970 C-150K N6272G Ashland, VA (KOFP)
I don't know about anyone else, but I took no offense at Carl's post. I value his insight and knowledge about our aircraft and am glad to see him back on the forum.
Elaine and I were the mystery shoppers here. After a challenging few weeks and unbelievable amounts of support and help from Dan and Sandy, we closed this afternoon. With luck this new to us bird will be initiated by poobs as a first time Clinton attendee this year.
Mr. Burns, our stalwart 182, will be staying with us too. Deferred maintenance items on the 182 made us think of this clip and inspired the name. Why Mr. Burns? [youtube.com]
This weekend, good friends pointed out the obvious moniker for the 150: Smithers.
We will look into the documents on the patrollers doors too!
![[Linked Image from visitedstatesmap.com]](https://visitedstatesmap.com/image/AZCACOIDIAKSMNMTNENVNMNDORSDTXUTWAWIWYsm.jpg)
![[Linked Image from visitedstatesmap.com]](https://www.visitedstatesmap.com/image/ALAZARFLILINIAKSKYLAMNMSMONENJNMOHOKPATNTXWIsm.jpg)
![[Linked Image]](https://www.cessna150152.com/forum/ubbthreads.php?ubb=download&Number=54689&filename=Visited%20Map.jpg)
![[Linked Image from visitedstatesmap.com]](https://www.visitedstatesmap.com/image/CTILINIAMEMANHNJNYOHPARIVTWVsm.jpg)
![[Linked Image from visitedstatesmap.com]](https://www.visitedstatesmap.com/image/AZCOILIAKSMONEOKSDTXUTWIWYsm.jpg)
