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Some time in the past on this forum, the discussion concluded that if the engine is increased to mare house power, the plane would loss it's aerobatic rating. My O-200 does everything I want it to do except fly upside down for extended period of time.
wil A15L WI

AAMOI it seems that this aeroplane has had the O240 replaced with an O200; this is not uncommon but a shame as there is a noticeable performance impact.
As the original radio may need to be replaced with one capable of 8.33KHz "channels" the asking price seems excessive, even given its apparent condition.
It IS very pretty though.
A

I’m under the impression parts support for the, lisence Rolls Royce built, O-240 is non-existent. Hence, the reason many O-240 powered 150s now sport O-200s. Is this correct? The IO-240 is still being produced.

The O-240 weighs about 30 more lbs than the O-200. But was built for higher compression for higher octane fuel. I read an article about running an O-200 from a C150 on a dynamometer. With the Cessna 150 red line and a Cessna TCDS McCauley propeller, 87 HP was produced. I think that’s the typical HP Cessna 150s are producing. The O-240 book HP is around 125/130 HP. I think that’s the sweet sport for the 150/2 airframes. Good climb/fuel burn/CG.

I can’t find my single engine Cessna book. But the author mentioned that spin and aerobatic characteristics became poor / dicey with extra weight foreword of the firewall. Hence O-320 STCs prohibiting spins. (Maybe a great STC for Poobs?) However, I have zero O-240 experience. I’ll try to find the quote from the Cessna book today, unless someone can find it first. Busy day.

If I won the lottery, I’d persue a field approval for an IO-240 conversion. With a lighter PC680 battery, lightweight starter, etc. to get the weight very close to the O-200A.

BTW,

All of the Rhiems built Cessnas have an FAA TCDS. (FRA150s are the French built Aerobats with the O-240) So.... if a person found an O-240, they could put it in an Aerobat with very little legal difficulty. The TCDS calls for a different propeller. But it’s all there in the TCDS. :-) That is Why I believe putting an IO-240 is quite possible. Bill Rourke mentioned, if I remember correctly, an FAA DER could get it approved for the right amount of money. Now, all someone needs to do is throw a lot of time and money into it. ;-)

Yeah, I know... we don’t need another -240 thread. Sorry for going off topic.

That depends...

Since this aircraft was built and certified with the larger engine, it would likely retain its approval for aerobatic maneuvers. There should be a list of approved maneuvers on a placard or in the owner’s manual. Brian, Catherine, Tim or other Aerobat owners would know more.

Putting a larger engine in a 150 via an STC, such as a 150HP or 180HP conversion, would most likely restrict the maneuvers allowed because full certification testing is not usuallly done with an STC.

There are exceptions.

Some A150s were omitted from a list of aircraft that were no longer allowed to perform certain maneuvers or intentional spins in the paperwork for one STC. If you want to take an omission as approval... well... I guess it’s your life.

I also know of other cases where an A150 was modified with a bigger engine then received a field approval for aerobatic maneuvers.

Here's the quote you're looking for:
http://www.cessna150152.com/forum/ubbthreads.php?ubb=showflat&Number=530231#Post530231

David, that’s my understanding of the 1970 A150K. Stays in the Aerobatic Category. But after reading the information contained in Kirk’s link, I wouldn’t want to try.

Kirk, that’s it. THX

Hi
GINFO lists this aircraft as FA150,c/n 0055, a K-Model,built 1970. The seller describes it as FRA150. FRA150s were built from 1972 on only,c/n FRA1500121 and on(Cessna Service letter 1994-05-20: SNL94-6). So it is the same as the US-built A150 with the O-200-A-engine.

Hans
Switzerland

Right, it's not the heavier engine in front that causes the problem as much as the battery in the tail cone.

Correction:
The FRA150K had the O200, the O240 wasn't available until the FRA150L.
Apologies for any confusion caused.