Club Homepage Forums Classified Ads Buy & Sell - Airplanes Only Looking for a C-150 for a friend

We have one for sale on this forum. M model 2180 TTAF 500SMOH. Very nice paint scheme and clean interior. Located in Lakeland, FL.

Swordfish has a good point. Sometimes asking around the local airports will turn up a plane for sale that hasn't been listed on one of the big sites. For example there is a 150 for sale at my field that isn't listed at all. It's one of those deals where the owner rarely flies it and may sell but doesn't need to sell.

It's a 66 with horrible paint. We call it the fuschia falcon. Not sure about the times. If the owner is in the selling mood it most likely could be had for the low teens.

We may look at a C150D here in FL this weekend. Logs show damage history in late 90's. No oil filter (not sure how bad this can be). But looks clean and healthy.

A 150 taildragger with a Garmin 430 and an STEC50 autopilot, that's pretty good package for the price. Only thing missing is a 150hp conversion.



Just because it's near/over TBO doesn't mean he has to do anything about it. A high time engine can be a deal, as you're buying it with no engine value. I bought my 150 with 17xx SMOH, flew it to 23xx SMOH. Both I and the next buyer bought it as a $0 value engine and as far as I know he's still flying it.

Our 150 doesn't have the oil filter STC done either. I don't think it is a big deal. I change the oil at 25 hours instead of 50, but I have always been one in favor of more frequent oil changes. For a Florida airplane, my main concern (if I were looking) would be airframe corrosion.

Thanks Stacey.

Regarding this 150D, I couldn't find in the logbooks whether the generator was ever replaced with an alternator. The owner doesn't know. We may go see it tomorrow. But wanted to understand pros/cons of generator vs alternator. My 150D has a plane power alternator but I never knew why it was replaced.

Also, speaking with the A&P of the 150D for sale, he said that the only thing he recommends to change to that plane is the breaks. It has old breaks and he recommends Cleveland.

My questions are:
- Is it essential to replace the generator and the breaks in the short term?
- If yes, what should be the budget for those changes?

The answers will help us come up with an offer if we really like the plane.

Thanks

My questions are:
- Is it essential to replace the generator and the breaks in the short term?
- If yes, what should be the budget for those changes?

The answers will help us come up with an offer if we really like the plane.

Thanks



An alternator is more modern, provides a better source of electrical power. Weighs less than a generator. Depends on the required load- if flying VFR off a grass strip and just a basic radio, a generator will work just fine. Similar to wanting to eliminate a venturi and install an engine driven vacuum pump.

The brake conversion is actually a wheel and brake conversion, comes with wheels, brake disc and brake, all mountings etc. Figure on around $2 K just for the kit. Most conversions are done because parts for older installations are not avail or supported by aftermarket suppliers. No problem keeping plane as-is if what is currently installed is still airworthy. Unless you have the money to spend, or use it as a bargaining chip to lower sales price.....
Then you could mention pull starter is not newer key start....
Or perhaps one or all four cylinders are the early "24 degree" ones
And look at the upper cowl nose cap to see how badly it is cracked and patched....

Hi again Victor.

As far as the alternator versus generator (to build on what Brian said), our previous airplane was a 172G. It had dual NAVCOM's, audio panel, Loran, rotating beacon and belly beacon, and lights. When idling, the generator had a hard time putting out enough power for the low voltage light to go out. Our 150 has an alternator and puts out ample power at idle. That's the biggest difference I noticed. As far as being a deal killer if it has a generator, I would say no. I think most folks would opt for an alternator all else being equal.

Thanks all for the knowledge!

Looks like I won't be able to fly my friend to look at the 150D tomorrow. Weather down here is not cooperating. I'll keep you posted.

Why would I want to go to a 20 amp generator when a 60 amp alternator was the Cessna replacement for a 35 amp generator?

Hell... let's ditch the vacuum pump and go to venturis. Maybe we can get a single venturi that can draw a total of 4 inches of vacuum to drive a directional gyro, turn coordinator and a horizon... all at once.

Hey, while you're at it, why not grease the gyro and generator bearings with John Deere axel grease? Don't forget the prop wash, either.

This just gets more and more ridiculous.