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So i'll need to find a part # in my manual to see if i've got 'em already.

These won't be the same higher compression pistons that a person puts in the Sparrowhawk conversion though. I believe the Sparrowhawk conversion drops the TBO back down again though, no?

Thanks much Hung.

Look in your engine logbook and see what pistons were used at the last overhaul. They have to be Lycoming/Cessna pistons with that part number to qualify for the 2400 TBO. I don't think the "high compression" refers to the Sparrowhawk conversion because Lycoming frowns on unsanctioned mods.

Upon further reading, i'm wondering if the higher compression pistons (by virtue of model year, i presume) are not necessarily of the high strength flavor. I'm now wondering if the high strength high compression piston was an available upgrade purchasable from the factory sometime after the plane left the factory.

Oops, just saw your last post.

Yeah, im anxious to dig through my engine logs which are still with my wrench. He hasn't yet filled them out for the second and final mag rebuild done last week.

Keep in mind, that 2400 TBO figure is dependent upon having 100 percent genuine Lycoming parts. If you have any Superior parts, Millenium or ECI cylinders...you're stuck with a 2000 hour TBO.

Item 6 indicates that an engine used for aerobatics shouldn't be considered a 2400 TBO even with the right pistons, and the degree of use for aerobatics should be a determining factor as to how much less than 2400 hrs.

I guess it's not really an issue anyhow, since i'll likely lose my medical before i'm able to put 2100 or so hours on her. I suppose it could increase value though, if it were to already have the right parts in it.

Now there's something i should know for sure about my plane and don't. My interest is peaked now, and i'm looking forward to scanning the log books. Shame my logs only go back 5 years.

Still, the engine was rebuilt since the logs date start so perhaps i can actually find out what all is inside the engine after all.

Thanks Gary

Hung - I agree. The club owner insisted that it be listed for that amount. It also depends on the buyer. Location & eagerness of a potential buyer could come into play. Besides, that number is negotiable down to around 30K or so. Have you run a Vref on your plane lately? Would you be willing to sell yours for that? I wouldn't sell my 150 for what Vref shows now.

It's all relative, especially if you are NOT in the market for a 152...

I did (see attachment), and I'll sell it for the Vref amount.

According to the Vref on my 150, it is only worth about half that amount. I'll just show up about 15 minutes later and keep the change...