Club Homepage Forums Classified Ads Buy & Sell - Airplanes Only 180 hp Taildragger Wanted

Posted at Dave's request:
.
I'm looking for a 180HP Tail wheel converted 150 can you help. A project airplane would be fine.

Dave. 206 335 7258.

PS. I'm not a tire kicker ready to buy!

call around to glider ports and banner towing operations you might get lucky. Someone in that business usually knows someone. Saw one on Barnstormers a little while ago.

Dan,

I've towed gliders in the one at Ionia, Michigan. (I think it's still there - you might call and see if it is and if they would be willing to sell.)

Have you flown one before? In all candor, they are not particularly nice flying or landing airplanes. If you know what you're getting into and the airplane fits your particular needs, press on. If not, consider the American Champion Scout - same engine, same small airframe but a much better landing gear and manners on landing as well as in cruise - although it doesn't have side-by-side seating.

Warmest regards,
Rick

well there is a 150/160 for sale on barnstormers for 46.500

There was a very nice 180hp 152 for sale at Montague, CA (105) back in June, I don't know if it sold. Maybe worth a call.

http://www.cessna150152.com/forum/ubbthreads.php?ubb=showflat&Number=405323#Post405323

not a tail dragger but only 33k

http://www.trade-a-plane.com/detail/aircraft/Single+Engine+Piston/1966/Cessna/150G/1710207.html

I am curious Rick, in what ways is the 150/180 "......not particularly nice flying or landing" particularly as we find our 150/150 a real joy to fly?

Bill

Bill,

I understand what you are saying - everyone I've spoken to who has or flies a 150/150 likes them, although, as a tailwheel airplanes, they do not handle as nicely on the ground as a 120/140.

The 180 HP conversion I flew regularly climbed beautifully, but was not particularly pleasant in cruising flight. It was not a well harmonized installation and always felt as if it was beating its way through the air rather than flying. The gear was far too soft, making landings challenging and directional control a pain in the whatsis - the other tow planes were Piper Pawnees, the 180/150 was the worst of the bunch on the ground. I figured, conservatively, on 10 GPH for fuel consumption, meaning fuel was a constant concern. (In cruise you had to pull the power back a great deal and could get the fuel burn back below 8 GPH, but that still meant brief endurance.)

It was not a fun airplane to fly - the combination of squirrely ground handling and less than good manners in cruise on the airplane I flew didn't make it my first choice of machines. As a working airplane, it was a very good glider tow - although we didn't put low time tailwheel pilots in it (we used it for checkouts quite a bit). For me, after towing in the 180 HP Scout and the 180/150, I'll take the Scout every time (although I prefer the flaps on the 150) because of handling in the air and on the ground and cabin comfort - as well as legal useful load.

Your mileage may vary, but from what I can tell, the 150/150 is a well-harmonized conversion - adding the extra 30 HP feels like the conversion was done with a meat axe rather than a scalpel and erased a number of the delightful handling qualities of the 150.

Warmest regards,
Rick

Wonder if the 180 being a bit squirrely is due to the additional weight of the engine and/or the increased diameter of the prop affecting the wing root airflow?

That's all rather curious.

Rick, how much of your experience do you feel is attributable to the 180HP and how much do you feel could be contributed by how the conversion was done on that particular plane? A sample size of one is a pretty limited basis for judgement on something that can have a lot of variance from example to example.

When I bought my 150/150 conversion from Del-Air, Harry Dellicker mentioned that most people were buying the 180HP conversion rather than the 150HP conversion. For a minute there, it made me wonder if I had made the right choice. I stuck with the 150HP conversion because I already had an engine, a mechanic I worked with had experience with both and preferred the 150HP conversion, I was concerned about the increased fuel burn since I did not have the financial means to increase the fuel capacity on my plane, and 150HP seemed to be enough to do what I wanted to do. All turned out to be true except I know little about what a 180HP 150 flies like. There don't seem to be any 180HP owners active in this club.

I've been very happy with my 150HP conversion and have no regrets. I have wondered, though, if one could do with 180HP what I do with 150HP, enjoy the extra power to take off, climb, and higher service ceiling but pull the power back and enjoy good economy.