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I have decided to sell the Superbat in the spring of 2011.

Why announce my intention to sell now? The selling price will be approximately $40K, once I determine the exact price, it will be firm. I have more than $70K invested in the airplane. I understand that $40K is the high end of the market, especially for a 1971 A150 with original paint and interior, but believe me, it is a spectacular performer, likely the best performing modified C150 in the world. I fully understand that buyers for a C150 at $40K are few and far between, but the right person is going to get a terrific value. My intention in announcing my plan to sell a few months in advance is to allow the right buyer the chance to raise the money by selling their current airplane if necessary and start to sock money away in advance etc.

For those who do not know, the Superbat is a one of a kind 1971 Aerobat with a fuel injected 160 HP 0-320 Lycoming. The airplane was intended to be used for air-shows and modified under a unique one time STC, allowing full aerobatic certification with the larger engine. The original STC includes the installation of an inverted fuel and oil system from a Citabria, and a smoke system, those items are no longer installed on the airplane but could be put back on, as they are listed on the STC.

Three years ago I had the engine rebuilt by "Zorn" a gifted engine guy that specializes in Reno race engines, and also helped build the engines used on Burt Rutan's Voyager. He offered to "hop up" the engine to produce as much as 225 HP, though that would have been questionable legally. In the end we settled on some mild engine tuning enhancements that are estimated to increase power between 10-15% and do not violate any FAA rules. All engine accessories were replaced with new, in fact, everything firewall forward, even the gascolator and auxiliary fuel pump. All wiring in the engine compartment is new, and a Slick Start system is installed.

The airplane has been flown less than 300 hours since the rebuild with no core engine problems, it burns about a quart of oil every 50 hours. I have had some issues with accessories, a failed starter and mag, both replaced with new. The engine runs strong. I just returned from Oregon, and was able to confirm that the airplane flies 110 knots true at 70% power burning 7.5 gallons per hour. Climb out is spectacular, 1,200-1,500 fpm. A new stainless steel exhaust was installed this summer, the airplane is both quieter, and feels more powerful.

The airplane is equipped with all digital engine instrumentation, an Electronics International MVP 50, which replaces all the analog engine instruments. In my opinion the MVP 50 is the best digital engine package available, once you have flown with it, it makes analog gauges seem very primitive. The MVP even has voice annunciation if any engine parameter goes outside operational limits. Having now flown with the MVP 50 for two years, it would be the first thing I will install in any airplane I own in the future. The cost of installing the MVP 50 in the airplane was more than $10K.

Avionics: Everything in the avionics stack is new with the exception of the transponder (more on that in a minute) The airplane is equipped with a PS engineering 8000B Stereo Audio Panel, and Two Garmin SL 40 Comms, The audio system has been customized with an additional selector panel that allows several distinct stereo inputs, for example it is a simple matter for the passenger to be assigned their own entertainment audio, or share the pilot's audio as a co-pilot, and either of the GPS entertainment outputs can be sent to the audio panel with the flip of a switch. All of the avionics wiring was replaced when I had the new radios installed 3 years ago. Why no NavComs? I am a VFR pilot. I do have both a Garmin 496, and a Garmin 696 hardwired in the airplane, and those will be included. Also both a VRX TPAS (panel mounted) and XRX TPAS (hardwired to the 696) both are also hardwired to the audio panel. The VRX has external airframe mounted antennas on both the top and bottom of the airplane. These traffic boxes work surprisingly well, and each has their advantages and disadvantages (which is why I have both) the combined information from both provides pretty good traffic avoidance, certainly much better than using your eyes alone.

So, in a nutshell, everything firewall forward is 3 years old or newer, and done to the most excellent standard possible. Everything in the avionics stack is 3 years old or newer and done to the most excellent standard possible. All the engine instruments are 2 years old and digital. The plexiglass is in good shape I'd give it a 7.

What's wrong with the airplane? Paint is original and about a 4, interior is original except for the carpet which I installed 3 months ago, the rest of the interior is about a 4. A new breaker panel was installed for the new avionics, but the the original fuses remain for the rest of the airplane.

Currently there are two squawks: The transponder is not working right, and the attitude indicator is DOA, I will be replacing both with new.

Other stuff: The airplane has an Ashby fiberglass glareshield cover with built in LED panel lighting, beautiful and functional. The airplane is equipped with factory long range tanks (extremely rare for an Aerobat) and I have both the stock nosewheel assembly and a heavy duty nose gear which is currently installed. Both nose gear assemblies are complete, they even have their own shimmy dampners, allowing you to swap the nose gear out in minutes if you need to rebuild one without disabling the airplane. All the tires and tubes are nearly new, and the best available, Goodyear III's with leak stop tubes. (that might seem like a minor thing, but we're talking about $800 worth of tires and tubes)

Misc: I also have four spare doors for the airplane, and two complete kits of Michael Sibleys patroller windows. I planned to install the windows in a spare set of doors, so I could swap back and forth as desired, but have not taken the time to install them.

There is a whole bunch of other good stuff I haven't covered, but if you are the buyer, you will be the beneficiary of a lot of time, money and effort to make this a great C150. If the next owner repaints it and replaces the interior, they will have one of the best if not the best C150 in the world.

My plan is to fix the squawks, annual the airplane, and sell it in the spring.

One other quick note. The airplane would likely benefit from a more aggressive prop pitch, giving up a little climb rate for a faster cruise. In level flight the throttle has to be pulled out 2-3 inches to avoid exceeding redline RPM.

If you wondering how the 160 HP engine compares to the stock engine, I actually know, because I have flown back and forth to Clinton 3 times in formation with 100 HP airplanes. In order not to outrun a stock airplane, I run 2,100 RPM, and only burn about 4 to 5 gallons an hour. With this airplane you have the best of both worlds, you can fly it as economically as a stock C150, but never worry about out climbing the trees, and have more than 6 hours of fuel endurance. Or, if you want to you can fly it faster than a C172 and get 4.5 hours of endurance.

If I was in the market for an aircraft I would be sending you a deposit right now Royson. The performance was incredible on the trip to Clinton in 2007. And what could go through the doors flew with the plane.

And there is even a splash of yellow on the plane. What's not to like?

So Royson. I just cannot believe that you are going to get out of aviation entirely. You must have your sights on a replacement aircraft. Whatisit? What is your next step?

Bill
Grants Pass, Oregon

Easy, there, Bill. Patience, Grasshopper. The steed of the future may be revealed in due time. He may be buying a new King Air....

My next airplane will most likely be a late model Cardinal, with 180 HP and constant speed prop. An autopilot would be nice too. I loved my 1968 Cardinal (now owned by Nathan Meese) It was roomy, and had good range, I flew it coast to coast round trip twice. Now that it is gone, the 150 seems quite cramped, and lacking in baggage room.

Why did I not just keep my Cardinal? I saw that in the current depressed market I could purchase a newer Cardinal with better paint and interior and the bigger motor and constant speed prop for less than it would cost me to paint and reupholster my Cardinal. Once I sold it to Nathan it was such a relief to only own one airplane that I promised myself I would not ever own two airplanes at the same time again. Of course that means I have to sell the one I have in order to buy another Cardinal.

My life is a little complicated financially, we currently have two big California (as in overpriced) mortgages (for two neighboring houses, both in need of repairs.) My priority is to "flip" refurbish the houses, and rent or sell one or both of them. Accomplishing that would make airplane ownership more financially realistic in the future. In the meantime, I can stand to be wingless for a year or two (I think...)

Gary,

If he gets a King Air 350, I'll be your F/O while we get Royson up to speed for his type ride!

Good luck with the sale Royson. We have 2 underwater houses in Florida, I think we might even be worse than you in Cali so I feel your pain.

I am only good to fly a 90/100/200....nothing larger. And, I also have an underwater house, if that accounts for anything.

Royson, Sorry to see you are selling the Superbat. Hopefully it will go to a good owner. Best wishes on your plans for the near future and I hope to see you with a Cardinal soon!

I don't know if my house is underwater, I don't think it is. It doesn't matter anyway, I'm not moving for a long time!

Ohhhhhhhh my....so many airplanes.....so little time.




Jim