I had the pleasure of flying a 150 hp Cessna 150 many years ago. That thing had a lot of grunt ! I can only imagine what an extra 30 horsepower must be like !
I was in the Roanoke Squadron CAP and we had a partially refurbished Stinson L:-5. What I meant by partial refurbished was on was ungodly cold on final approach at Roanoke Municipal Airport. Where the tube for dropping messages to artillery posts and foreword Infantry units was still open and never git closed it made winter flying interesting. I rode in the back seat a few times, and as a Cadet Sargeant I froze my rump off.
I have been flying a 180hp/150 for about six months now and have had a blast doing it. It is not a Cub as far as takeoff performance but it will easily cruise at 115 KTS! Climbs great and is good for mountain flying too. By myself and 20 degrees of flaps the ground roll is less than 500’ at 5500’ MSL.
I’m not sure but I wouldn’t change it. It gets off the ground pretty good and has plenty of speed. It has 40 gallon tanks but because of the way it sits on the ground with the tailwheel I can only get about 38 in it.
Hi - I have a c150 with about 170 horsepower - a 320 with high compression pistons and tuned length exhaust- and I had vortex generators and a sportsman Stol kit fitted- it is now an awesome performer- gets off in less than 80 yards and I can’t get it to stall - it still is controllable at 25 knots and the top speed is still the same and it actually burns less fuel- most pilots don’t believe that it flies at less than 25 knots until I show them the the in cabin film to prove it - you should look at getting the Stol kit
I have a stol cuff, when I loaded up, I keep it on the ground til 60mph and just let it fly off. By myself I can get it into the and climb at about 42mph
@@MDaggett I don’t really measure my takeoff distance but a few months ago I did a trial with full fuel (long range tanks 144litre ) and my adult son on board- we are both big men- I usually do bush flying but this time was on a proper tarmac runway- I got it up to full revs with 20 degrees of flaps and once the engine got to 2300 rpm I released the brakes and pulled back after about three seconds- it became airborne before the holding point entrance to the runway- I then measured from the piano keys to the holding point - it was 110 metres or 350 feet - I can land a bit shorter than that on tarmac . It generally climbes at about 1800 feet per minute but at 12000 feet it still climbs at 500 feet per minute. It’s a fantastic Bush plane especially out here in central Australia
I was wondering what STC is it that you are using for the 189 hp. Also what type of useful load are you getting with that upgrade. I'm asking because I'm always looking at taildragger 150's but the useful load seems really low after you make these types of mods.
While I certainly agree with the sentiment that Cubs should never have cost $150,000, let alone $300,000, there’s a lot of things the Cub has that a 150 (even one this nice) doesn’t. To name a few: Lumber racks Cargo pods Extended baggage options Heavy duty gear and axles Extensive aftermarket Easily sourced structural components You can even make it 3 or 4 place under STC And, honestly, this climbout looked about like my 180hp cub, when I’ve got 48 gallons of fuel on board and a moose camp in the back. 160-180hp and a tailwheel aren’t what makes something a bush plane, unfortunately, or Citabrias and Scouts would be priced with Cubs too. And it’s not to be a Cub elitist. Most of my hours are spent in a 65hp TCraft because it’s cheaper to fly, teaches prudent airmanship, is usually adequate for solo fishing and small game hunting, and is in a far more stomach-able price bracket, if I happen to have an oopsie. I’d never consider buying a cub at current market value, but the back country working capability of the plane, for the few who actually use it for those tasks, is irreplaceable.
This was a slow roll, not even close to max performance takeoff, and currently has a cruise prop on it. In climb/max performance, I can takeoff in 300ft with 40 gallons of fuel and a passenger. I do have extended baggage, and the option for a “jump seat” in the back. I agree it is not a cub, but this bird has hauled moose out of AK from some pretty short strips. I agree, it is not cub by any means, but for a 1/3 the price it has wonderful performance.
What prop do you have on that. What is the static RPM and RPM on the takeoff roll? It should be close to redline. That seem like ;ow performance to 180hp. My 150hp pacer get off a lot shorter, It's heaver and has less wing.
Prop is currently a cruise prop… I had a pacer before this, at the same field/ conditions, this will take off in about 1/3 distance of pacer, and climb out and twice the rate.
12 second take off roll. Id like to know the actual gross takeiff weight. Ill bet its more than the designed 1600#. 180 hp, constant speed prop, 40 gallons gas, 2 people, and baggage as you stated. Experimental of course and well over the Cessna structural design limits Ill bet.
I have flown a texas taildragger 150/150 and i was off the ground allot faster that this person was. Even on floats, 2 people, I was 6 seconds, into the wind of course.
I will post a short field takeoff… this was slow roll DA of 4500ft, full fuel, 2 people… by myself on cooler day, I can take off in about 250ft…. Did your 150/150 cruise about 115-118mph?
@@MDaggettthe original motor in a Cessna 150 would probably been a Lycoming 235 or 290 4 cylinder the 180 HP in this 150 is probably a 360 Lycoming which is still 4 cylinders so the engine swap would be easy
Back in the 1970s we were getting off the ground faster in a stock 7AC. In our 150 Challenger we would rotate at less than 300 feet. Our home bush strip we had 1,100 feet displaced 200 feet with trees. I see a part-throttle rolling takeoff on a long strip. Nothing to see here.
@@MDaggett pretty good. I’ve flown my buddy’s 150TD with hot rodded O-320 and a loooot of other mods that will go unnamed and it’s a heck of a performer.
I once got to fly a 152 aerobat converted to tailwheel and also with a 180HP engine. Flew from CT to IN for the new owner. It was a beast.
I had the pleasure of flying a 150 hp Cessna 150 many years ago. That thing had a lot of grunt ! I can only imagine what an extra
30 horsepower must be like !
I've seen 150/152 tailwheel conversation but never a 180hp O-360. Impressive.
I've seen Cessna 150/150hp conversions and then the Factory Cessna Aerobat only use a Cont. 0-200
The more I watch videos about this 150, the more I fall in love with it.
Hello from Wyoming. I'm a pilot down here. Just found your channel. Nice editing. I followed.
I was in the Roanoke Squadron CAP and we had a partially refurbished Stinson L:-5. What I meant by partial refurbished was on was ungodly cold on final approach at Roanoke Municipal Airport. Where the tube for dropping messages to artillery posts and foreword Infantry units was still open and never git closed it made winter flying interesting. I rode in the back seat a few times, and as a Cadet Sargeant I froze my rump off.
180hp in a 150? Insane!
Now this combination makes perfect sense 😎👍
In thrust we trust 👌
I flew a 180hp C150 once. Awesome plane! It was a tricycle though.
That is a beauty.
BADASS
I have been flying a 180hp/150 for about six months now and have had a blast doing it. It is not a Cub as far as takeoff performance but it will easily cruise at 115 KTS! Climbs great and is good for mountain flying too. By myself and 20 degrees of flaps the ground roll is less than 500’ at 5500’ MSL.
What prop do you have? How much fuel?
I’m not sure but I wouldn’t change it. It gets off the ground pretty good and has plenty of speed. It has 40 gallon tanks but because of the way it sits on the ground with the tailwheel I can only get about 38 in it.
Hi - I have a c150 with about 170 horsepower - a 320 with high compression pistons and tuned length exhaust- and I had vortex generators and a sportsman Stol kit fitted- it is now an awesome performer- gets off in less than 80 yards and I can’t get it to stall - it still is controllable at 25 knots and the top speed is still the same and it actually burns less fuel- most pilots don’t believe that it flies at less than 25 knots until I show them the the in cabin film to prove it - you should look at getting the Stol kit
I have a stol cuff, when I loaded up, I keep it on the ground til 60mph and just let it fly off. By myself I can get it into the and climb at about 42mph
@@MDaggett I don’t really measure my takeoff distance but a few months ago I did a trial with full fuel (long range tanks 144litre ) and my adult son on board- we are both big men- I usually do bush flying but this time was on a proper tarmac runway- I got it up to full revs with 20 degrees of flaps and once the engine got to 2300 rpm I released the brakes and pulled back after about three seconds- it became airborne before the holding point entrance to the runway- I then measured from the piano keys to the holding point - it was 110 metres or 350 feet - I can land a bit shorter than that on tarmac . It generally climbes at about 1800 feet per minute but at 12000 feet it still climbs at 500 feet per minute. It’s a fantastic Bush plane especially out here in central Australia
It just doesn't even seem real, but it is. Didn't you have to redo the W&B? Did you have to add any weight to the tail?
Why does it take so long to get in the air?
He let the tail come up first, no forward pressure. Then let the plane fly off the ground, no back pressure,,,im guessing
I was surprised as well.
I was wondering what STC is it that you are using for the 189 hp. Also what type of useful load are you getting with that upgrade. I'm asking because I'm always looking at taildragger 150's but the useful load seems really low after you make these types of mods.
Del-Air STC, comes with gross Weight increase
What’s the name of the STC for this??
that like a souped up io-320?
Why buy a 300,000 dollar stupid Super Cub when you can have this and metal too:)
While I certainly agree with the sentiment that Cubs should never have cost $150,000, let alone $300,000, there’s a lot of things the Cub has that a 150 (even one this nice) doesn’t.
To name a few:
Lumber racks
Cargo pods
Extended baggage options
Heavy duty gear and axles
Extensive aftermarket
Easily sourced structural components
You can even make it 3 or 4 place under STC
And, honestly, this climbout looked about like my 180hp cub, when I’ve got 48 gallons of fuel on board and a moose camp in the back.
160-180hp and a tailwheel aren’t what makes something a bush plane, unfortunately, or Citabrias and Scouts would be priced with Cubs too.
And it’s not to be a Cub elitist. Most of my hours are spent in a 65hp TCraft because it’s cheaper to fly, teaches prudent airmanship, is usually adequate for solo fishing and small game hunting, and is in a far more stomach-able price bracket, if I happen to have an oopsie. I’d never consider buying a cub at current market value, but the back country working capability of the plane, for the few who actually use it for those tasks, is irreplaceable.
Even the 150 Hp cub gets off sooner and has a better useful load. Pretty much no useful load in that 180 Hp 150. Looks fun however.
This was a slow roll, not even close to max performance takeoff, and currently has a cruise prop on it. In climb/max performance, I can takeoff in 300ft with 40 gallons of fuel and a passenger. I do have extended baggage, and the option for a “jump seat” in the back. I agree it is not a cub, but this bird has hauled moose out of AK from some pretty short strips. I agree, it is not cub by any means, but for a 1/3 the price it has wonderful performance.
What prop do you have on that. What is the static RPM and RPM on the takeoff roll? It should be close to redline. That seem like ;ow performance to 180hp. My 150hp pacer get off a lot shorter, It's heaver and has less wing.
Prop is currently a cruise prop… I had a pacer before this, at the same field/ conditions, this will take off in about 1/3 distance of pacer, and climb out and twice the rate.
@@MDaggett Ok, Cool, sometimes it's hard to tell from a video.
Is the V brace because of the O-360, or was the 150 float equipped from the factory?
Additional for the 0-360, and tailwheel conversion.
12 second take off roll.
Id like to know the actual gross takeiff weight. Ill bet its more than the designed 1600#.
180 hp, constant speed prop, 40 gallons gas, 2 people, and baggage as you stated.
Experimental of course and well over the Cessna structural design limits Ill bet.
I do have a gw increase with patroller tanks, extended baggage, and 180hp stc. It’s a fixed pitch prop.
What is your gross and empty weight? Did you increase the fuel capacity to accommodate the higher fuel flow on the 180 hp engine?
40 gallons of fuel, yes.
@@MDaggett it must climb like a homesick angel
How much weight room do you have on the W & B after you get in it?
Enough!
Wow, long takeoff roll unless density altitude was 10000 feet.
This was no attempt at a short takeoff, I eased into the throttle, I was heavy, I held it on the ground for long time, I believe DA was around 6500ft
I thought it would do better then that. I had a 150 H 100 HP. Did real good.
Density altitude was 4500ft~ 40 gallons of fuel, and 2 people… it climbs pretty well. About 500ft takeoff roll and 1200fpm climb
exactly - seems like he has the wrong prop or 3/4 throttle, or carrying 2 200lb adults and full fuel, and has 1/2 a moose in the cargo area.
Not a moose, but 2 dogs, full fuel, and cruise prop…. Cruised home at about 115mph indicated.
@@MDaggett
12 seconds takeoff roll.
I'd like to know the real takeoff gross weight.
I'll bet it's more than 1600#.
I have flown a texas taildragger 150/150 and i was off the ground allot faster that this person was. Even on floats, 2 people, I was 6 seconds, into the wind of course.
I will post a short field takeoff… this was slow roll DA of 4500ft, full fuel, 2 people… by myself on cooler day, I can take off in about 250ft…. Did your 150/150 cruise about 115-118mph?
How do you fit 180 HP in a C-150?
Del air stc
@@MDaggettthe original motor in a Cessna 150 would probably been a Lycoming 235 or 290 4 cylinder the 180 HP in this 150 is probably a 360 Lycoming which is still 4 cylinders so the engine swap would be easy
@@stevemino142 Continental O-200
Looks like it needed the 180HP. Density Altitude?
Yeah, and heavy.
That was unexciting. I expected more from 180hp.
Too bad it's certified, it'd be a prime candidate for a Badland's Traveler wing cuff
seems like he has the wrong prop or 3/4 throttle, or carrying 2 200lb adults and full fuel, and has 1/2 a moose in the cargo area.
Heck, my dad did that much in his C-140.
With 2 people 40 gallons of fuel? That was a slow roll takeoff and 1200fpm climb lol
Back in the 1970s we were getting off the ground faster in a stock 7AC. In our 150 Challenger we would rotate at less than 300 feet. Our home bush strip we had 1,100 feet displaced 200 feet with trees. I see a part-throttle rolling takeoff on a long strip. Nothing to see here.
I will post a short field, max performance soon.
What does she cruise at?
At 6000ft about 108mph and 3000ft about 112-115
@@MDaggett Awesome. What a neat plane. Thanks for sharing!
300'?
450ft. 2 people full fuel
@@MDaggett pretty good. I’ve flown my buddy’s 150TD with hot rodded O-320 and a loooot of other mods that will go unnamed and it’s a heck of a performer.
What's your rate of climb ? And field altitude?
Just curious... awesome video!
4000ft DA at 3000 msl. 1200fpm
That sure doesn’t sound like a 150…lol
Useful load?
660lb
Wow! On a 150? Gross weight increase on the STC?
@@paulintexas yes, with the ext baggage and the 180hp
@@MDaggett Impressive!! That'd be a blast flying a 150 with that much power.
whats the stc number? I sure want to look into this for our old 150/150. @@MDaggett
NOT impressive. 180 HP???