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Thread: 1953 Pa-22-135/150

  1. #1
    Join Date
    Jan 2006
    Location
    Winnemucca
    Posts
    74

    Smile 1953 Pa-22-135/150

    N#:3446A
    Type A/C: PA-22-150
    Engine: HP: 150 narrow deck chrome cylinders
    Propeller: Sesenich 74DM60
    Wheelpants: None
    Wing Tip Mods: None
    Any other mods that are pertinent: None
    Altitude: (Remember 7,000 feet MSL would be optimum, several altitudes
    desireable) 6500
    OAT at flight level: 75 degrees F.
    Altimeter setting: (needed to accurately calculate Density Altitude) 29.92
    RPM Mech. Tach: 2450
    Digital Tach:
    Ground Speed by GPS or Loran, 10 mile course: 123 mph Average GPS
    Track out: 127 mph
    Track Back: 119 mph
    Comments: I run engine 2450 full throttle, rich of peak lean; 250 hours SMOH to new specs; "cruise" prop Sesenich 74DM60; full tanks, 240 pilot, 25 lbs in baggage. Too many antennaes! Needs Wax.

    Thanks for your support
    Last edited by 7436; 01-11-2008 at 09:56 PM. Reason: Unfinished

  2. #2
    Bruce Guest

    Default

    did you install a 150 in place of a 135?

  3. #3
    Join Date
    Jan 2006
    Location
    Winnemucca
    Posts
    74

    Default

    Yes,

    The conversion was very straightforward by the STC. Airplane gained about 40 pounds; used all the same accessories and prop; repitched prop to 58-60; oil-breather overboard tube had to be rerouted slightly; put on new carb; rebuilt baffling to match cylinders. I've been very happy with the extra power and more modern engine. I was not happy with the cost. I probably spent $15-16k on getting everything in order (which included buying a useless "core"). I really got burnt on an 0-320 from an Apache; turned out to have been in a serious wreck in Alaska which was not noted on the logs. Crank had to be replaced; case had to be replaced; cylinders were garbage---my fault for being stupid.

  4. #4
    12944 Guest

    Default

    Been there too, have to watch out for that. I buy engines and then overhaul them and sell them or put them in a project. I have got burnt on some of my early projects also. It can be risky sometimes, but I feel your pain. I agree with the extra power, I would not own one w/o a 150hp minimum, but I like putting my 180hp engines in even better.

  5. #5
    Join Date
    Sep 2005
    Location
    Findlay Illinois 62534
    Posts
    17

    Default

    What did you do about the wings regarding the 12 rib on the 135H.P. and the 13 rib required for the 150 H.P. ?

  6. #6
    Join Date
    Dec 2005
    Location
    01TN Tennessee
    Posts
    979

    Default

    The number of ribs determines V speeds limits. Replacing a 135 or even 108 hp can be done. The VNE, VNO and Va speeds just remain the same.
    I replaced a 108hp engine with a 150 hp engine on my Clipper. Same V speeds for 108 Clipper but got a 150 lb. gross wt. increase based on the increased hp.

  7. #7
    Join Date
    Jan 2006
    Location
    Winnemucca
    Posts
    74

    Smile

    The STC from 135 to 150 does not *permit an increase in gross weight; placard speeds remain the same. No change was required; I just resist the temptation to overload the plane and fly within the factory authorized specifications.

    * (I'll recheck the gross-weight issue. I don't think I was elgible for an increase.)
    Last edited by 7436; 03-11-2007 at 11:44 PM.

  8. #8
    Join Date
    Sep 2005
    Location
    Spokane Wa.
    Posts
    1,461

    Default

    You can increase the gross weight but it all depends on what the serial numbers are. If you check out the tcds you will see what I am referring to. My 1951 did not fall within the required serial numbers.
    Tom T.

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