1959 c150. Plane went into annual a couple days ago. Looks like the gearbox is knackered and the fix is $10k+. I figure the airplane is worth about $15k, and the o-200 has about 1600 on it. So some life left, but looking at overhaul in the next couple years. Here's the most recent email from our A&P, any of you guys see a way out of this?:

How hard is it to find a tailwheel STC+parts for an early 150 these days?



"I never did hear from Beegles today, with a quote. I did talk to Yingling, the big Cessna place in Wichita. They said that the labor for the landing gearbox repair would likely run to at least $10,000. Not sure how much parts would be, but probably at least a few thousand more.

That said, Yingling is likely to beat the high end, price-wise. You might very well find someone who would do it for much less. Martin suggested getting in touch with the Cessna owners club, as someone else has likely been through this, and might have some insight into best options.

You could also consider converting it to a tailwheel. That would eliminate the use of those cracked pieces, but would also costs thousands of dollars.

Of course, there is always the option of selling it as a project to someone else. You'll take a big hit, but certainly a smaller one that the money you'd put into it repairing it.

By the way, one item that I didn't put on the spreadsheet is that your wing attach bolts are fairly corroded on the outside. They're almost certainly fine in the parts that I can't see, which are the ones that count, but technically, they should be removed and either inspected or replaced.

I'm very, very sorry that the news is so bad. If you'd like to go over all the items on the spreadsheet, let me know. I can give you a call, and we can go through it line by line. Also, if you're talking to other folks about the cracks in the landing gearboxes, and need some visuals, I have a paper document that shows these areas on another 150. I can mark it up with where your issues are for you."

I'll let you know when I hear from Beegles."

Check out David Lowe's website here: http://www.taildraggeraviation.com/lowe.html

Awesome! Thank you for that link. That's actually fairly affordable in comparison to fixing the tri-gear. The airplane would effectively be a 140 at that point. What are the differences between a 140 and early 150 other than the gear?

I'd wait till your mechanic hears from Beegles. Often enough, they can fix things for a lot less than it would take using new parts. But don't hold your breath.

It's true that some fixes exceed the value of the airplane. Not so very long ago, a friend faced exactly what you're facing, an older 150 (his was a straight back, too, though I'm not sure of the model), which was discovered to have a cracked gear box. Further inspection showed some additional problems (I don't recall what). His decision was to pull the good stuff off of it (the very low time engine, the newly installed BAS harnesses, the used navcom, as I recall) and scrap it. Someone out of the area bought the airframe for parts, as there were a lot of good parts. He took a pretty big hit on the sale, but rehabbing it would not have made much sense.

Cary

A guy at my airport had the Lowe t/w conversion done to his 63 model. Lots of work, and you need a donor C120/140 fuselage for all the larger bits & pieces.
Makes a beautiful airplane out of the old trainer though.
You might be better off parting it out.
If you decide to go that way, I know a guy looking for a run-out O-200 core.

Sounds like you have a great mechanic. Hang on to him.

Thanks for the responses, guys. Of course there are situations where the repairs exceed the value of the airplane (all the time), but where is the point where you decide it's just not worth it? This airplane was my grandfather's, so I'd love to keep it in the air from a sentimental standpoint- but he'll probably agree it might be time to cut the losses and maybe go check out the $20k pacer I've had my eye on.

We'll see what the next round of info from the shop says...

It looked to me on Lowe's site that for $7500 he can do the conversion including parts. So no need to go digging for a scrap 120/140 as far as I can tell. I definitely could be wrong. The hard part might be convincing my partner that a TD conversion is a good way to go.

I say go for it...the conversion. If the bird is sentimental to you, especially so. You'll know exactly what you have when you're done. If we did things that made financial sense, we'd take the bus. [emoji1]

Crenshaw, oh heck.

Once upon a time in a land far ago and long, long away I was driving into Greeley airport to say 'hi' to Ed Beegles, before he sold the shop and retired: As I drove up the lane, parked next to his shop was what appeared to be a C-180, but something wasn't quite right. When I got closer, it was evident that it was a straight-tail, fastback C-150, with a paint scheme roughly simulating a ~mid-50's C180.. It looked just right. And I'm sure I learned something from Ed.

Then last summer at Johnson Crick there was a similar setup, only done up in the 'polished-and-red' C-140 paint scheme. It looked even MORE just right. I had to do a double-take with the square tail as it taxied in. Lycoming 0-320 conversion, too. Very nice feller from AZ, as I recall.

Don't know what all is entailed with the conversion, but should you go that route it'd be a really cool plane. Also don't know who (other than Beegles; and once upon a time Mike Jensen when he was in Salida) in your neck-o-the-hills I'd want to have do something like that. All the best, and let us know how it goes. And at least it's a good time of year to get that sorted out.

Thanks. cubscout

The plane being your grandfathers would carry a whole lot of weight for me but, I'm the guy that still has is first motorcycle out in the garage. Anything is rebuildable and sentiment can add a lot of value to something.


If they can do the conversion for $7,500 parts included: Find out what he wants for the part and STC and grab a rivet gun!

Seriously, if your mechanic or IA is willing to work with you. You could save a lot of coin and gain a lot of experience by doing as much of the work yourself as you can.

A tailwheel conversion is no small task but not an impossible place to start.

Then last summer at Johnson Crick there was a similar setup, only done up in the 'polished-and-red' C-140 paint scheme. It looked even MORE just right. I had to do a double-take with the square tail as it taxied in. Lycoming 0-320 conversion, too. Very nice feller from AZ, as I recall.

That was me! The early 150 makes a great taildragger.

Damn. That is a really sweet looking airplane. Ours looks a little more..."working class".

Great insights here. I'll really look harder at the STC and doing the conversion myself. We do have a pretty good a&p here in Salida who has offered to hold my hand in the past.

Definitely no quick decisions. It will be really hard to scrap it out if we decide to go that way. As I mentioned before, the other hurdle is gonna be selling the TW on my partner. Seems brilliant to me but I know she doesn't feel the same.

The tailwheel conversion might actually be the most cost effective solution.

Replacing the existing gear box is about the same amount of work as doing the conversion. Almost, there is a little more in the conversion.
The cost of the two is probably the same too.

But, converting to tailwheel increases the over all value of the plane if you ever do decide to sell.
Tail goes down, price goes up. Basic physics

A straight tail 150 taildragger really looks goooood. It looks like a baby 180.

And I can cut you a deal on a 3200 tailwheel too.

This one started as a basket case in the late 90's found in an RV storage yard.

Crenshaw

No airplane project is impossible to START. Been there done that several times.
Last one was my 170B. Took two years working most evenings and weekends.

Ostensibly what you end up with is a 140A. You will need the 140A landing gear as well.
They are located further forward so all new gear boxes.

After flying 120s and 140s I was almost swept off my feet the first time I saw a 140A.

The first link show you what was done to "patch" the early 140s landing gear.
I watched one go over on its' back in mid 80s.

http://www.google.com/search?q=cessna+1 ... bJVolaM%25

Next link is much more encouraging history.

http://www.airbum.com/pireps/ClassicComp120140.html


Best of luck and skill either way

Chris C

This is how it looked in 1966.

http://www.airfields-freeman.com/AZ/Air ... nix_SE.htm

My brother and I have replaced outer landing gear brackets in a couple of 182's and a 180. It was time consuming but didn't take any special skills or tools. My advice is to find an A&P who will work with you and start drilling. Parts list is 2 outer brackets and a bunch of rivets, the majority of the cost is labor. It would be a great learning experience. I like the taildragger conversion idea, but replacing the cracked brackets will get you back to where you were for the least amount of money and effort.

http://cessna120-140.org check this club out, tons of info for conversions. It'll look like a baby 180!

I

Crenshaw wrote:....It looked to me on Lowe's site that for $7500 he can do the conversion including parts. So no need to go digging for a scrap 120/140 as far as I can tell. I definitely could be wrong. The hard part might be convincing my partner that a TD conversion is a good way to go.

Considering the extensive amount of labor involved, as well as all the pieces large & small that have to be rounded up, I'd say $7500 for a turn-key t/w conversion at Lowe's is a bargain.

Keep in mind the gross weight stays at 1500#. If you're considering a 320 conversion also, to my knowledge none of the STC's for the early 1959-63 C150's increase it either . Sometimes ballast is added to bring the CG into spec, however this along with the larger heavier engine can create issues with the W&B which is addressed by AD 86-15-07 (link below).

BTW AnP, that's a beautiful C150/150TD.

http://rgl.faa.gov/Regulatory_and_Guida ... t=86-15-07