I was a bit interested this morning too, so I did a quick hunt around
on the internet. I think Daves guess is a bit on the low side.
Airframe : going by costs of 150/152 from the latest aviation trader
(about 12 aircraft) costs range from 30k to 65k but typically fell in
the 45-55 range for aircraft with about 6000 hrs on the airframe. (the
$30k one was a real outlier and would be a bit of a clunker I reckon,
the 65k one "only" had 2000 hrs on the airframe, least used by a long
way).
So Airframe : average 48K, best 65k
Had a look at Lycomings 2010 price list for O-360s (there are 140+
types ! not counting IO, AEIO etc)
With exchange, a new O-360 $41k, rebuilt zero hours $29k. BUT up
front they say they are reluctant to exchange different types, so add
20% to either of these prices for a straight out purchase (though you
should still be able to sell the old engine locally and recoup
something).
Then looked for conversion prices. Found a site called Aeroprices
which quoted a tailwheel kit as US$2225 and an engine upsize kit as
US$5835-7622. HOWEVER (and this is the interesting bit) the STC for
both these kits was owned by "Aircraft Conversion Technologies" who
seem to have folded as a business in 1999. The STC ownership seems to
have then passed to "Del Air" who have little in the way of info on
the web (only reference by third parties). They could be gone too. Who
owns the STC? The upshot being the prices given must be pre 1999
prices so a conservative 50% inflation since then (I would bet closer
to 100%) gives:
Tailwheel kit $3300 (which seems neither here nor there in the
overall cost of the work)
Engine fit kit $9800
-------------------------
Finally if we were to buy a 150/152 on the Australian market and
upgrade it as above (not counting labour!) an "average/cheap"
conversion would be about $90k and a "top of the line" job would run
to about $120k.
I haven't allowed any cost for labour (and chasing around after who
owns the STC etc). I expect you would get some change (but not much)
out of $10k
After this expenditure you would still have a 30+ year old airframe.
Regards
SWK
On Fri 01/10/10 10:06 AM , Dave Donald [email protected] sent:
Why would you want a taildragger 150/152 (even though they exist)?
If you get a tricycle 150/152 that nearly every GA pilot trained on,
they are a ready source of tug pilots (when endorsed). And you don't
have all of the issues of ground handling that goes with a
taildragger. Airframe 20k Engine 35k Conversion 15K = 70k Pretty
rough figures across a couple of years - the engine may be more or
less depending on condition. Also, most modded 150/152 have a
recurring problem shaking the rivets out of the tailplane skins/spar,
but with proper maintenance this risk is mitigated. Dave
-------------------------
FROM: Colin Campbell
TO: Discussion of issues relating to Soaring in Australia.
SENT: Fri, 1 October, 2010 10:04:54 AM
SUBJECT: Re: [Aus-soaring] "Super Motor Falke" and towing
Can anyone supply information on current cost purchase and conversion
of C 152 to taildragger and 180 hp engine transplant and a LAME who
has done it before? Colin C
On Fri, Oct 1, 2010 at 9:37 AM, Mike Borgelt wrote:
As proved at Kingaroy over the last 20 years.
Mike
At 09:41 PM 30/09/2010, you wrote:
One has to ask the question - why?
If cost is the answer then a 180HP Cessna 150/152 is the best
alternative.
Tom
--- On Wed, 29/9/10, Richard Skinner wrote:
From: Richard Skinner
Subject: [Aus-soaring] "Super Motor Falke" and towing
To: [email protected] [4]
Received: Wednesday, 29 September, 2010, 4:57 PM
Does anybody out there have any information regarding the launching
of gliders by Motor Falke, or indeed, any other motor glider that may
be used to launch? I’m not aware of it in Australia but I
understand that there may be some such happening in Europe? I am aware
of Ultra lights acting as tugs but I’m specifically interested
in motor gliders.
Regards
Richard Skinner
[email protected] [5]
08 8431 8249
0419 818 024
If you want to grow old as a pilot, you've got to know
when to push it, and when to back off. Chuck Yeager
P Please consider the environment before printing this e-mail.
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