JamesNoBrakes

The carburetors on aviation engines are an amazing piece of engineering, fuel efficiency in aviation engines (standard av gas opposed cylinder ones) is far more about leaning the mixture.

Your horsepower is going to depend on how much fuel and air you are combusting. More HP means more fuel and air.

The reason I'd go for the 240 or bigger engine is due to how underpowered a standard 150 is, at high DA you really have to know what you are doing and it can be downright dangerous in some situations unless you've really poured over the performance calculations. If you can get to cruise it's not as bad, but the climb performance is so marginal that it's not positive enough to outclimb the downdrafts one is likely to encounter in the summer in many hot and high locations.

JamesNoBrakes

He's more correct than you know. Airlines extend beyond the recommended TBOs all the time based on data that they supply to the FAA or that the manufacturer agrees the operator can meet. This is true for both piston and turbine engines. Occasionally, these authorizations have been handed out like candy, with some operators assuming it's an "entitlement", with the operator providing no proof they could operate past the TBO, but this is not inherently unsafe when they have the programs to do this correctly. The manufacturer makes the engine for the lowest-common-denominator for the most part. They don't assume the engine is on an airline inspection program, oil analysis program, and so on. In Part 135, they have to go by the TBOs or get extensions. In Part 91, you can do whatever you want here, there's no rule that requires you to get it overhauled at the TBO. Doesn't mean it's a good idea for most people in Part 91, the Lycoming and Continental experts can give an amazing history of the operation of an engine during the tear-down based on the signatures that are created, but treat these well (assuming a good engine to start with) and they'll usually treat you back in turn. The failures that I have seen have been related to very obvious mistreatment of the engine.

Bucknut

I would never take a 150 in IFR again. I had a friend crash one after what was said to be carbeurator icing. A mechanic demonstrated an interesting thing to me after the crash. He sprayed a garden house at the air filter /intake while the engine was running and it promptly quit. It was an eye opener for me to say the very least!!

TiredSoul

Focus people focus.
Put a question on a forum and after that is herding cats.
Surprised somebody didn’t mention Nazis yet, being at page 3 and all.
Buck...you can get a large jet engine to quit if you pour enough water in.

Fixed in stone, non negotiable starting points:
1. Cessna 150
.
.
.
.
2. Continental IO-240-B 125HP

150 because I like ‘em and IO-240 because it’s 25% power increase with equal fuel burn.
But nobody seems to have ever put these two together.

I like carbs on cars ‘cause they’re cheap but on airplanes they seem to be pot metal air-fuel randomizers.
I’d even prefer a little diesel on my one-fiddy but nobody makes them small and light enough.

CrimsonEclipse

1. There's probably no engine STC's for the C-150

2. You will need another solution or deal with an underpowered airplane.

3. Hitler liked C-152's

4. Lincoln said: "Fly a C-172 with an O-300 for a low maintenance airplane"

kevbo

. I know many that thought an O-240 would be a great upgrade for little Continentals. The O-320 came first and actually solved the power and reliability problems. Considering the added utility, lower useful load and higher fuel burn are an acceptable trade off for most O-320 owners.

TiredSoul

.....you familiar with ‘Godwin’s Law’?

https://en.m.wikipedia.org/wiki/Godwin%27s_law

And if one of y’all mentions a C172 again I swear I’ll have a mini-stroke.
Hate ‘em with a passion.

CrimsonEclipse

(Exasperated sigh)

So, let's get back to the subject of TBO's

METO Guido

At risk of becoming an unherded, hijack cat; wondering about taildragger STC's for a clapped out 150 project versus high dollar, completed restorations. Modest mx skills & experience. Recommendations?

kevbo

If your time has any value, a completed one will be cheaper.