The Cessna 150/152 Texas Taildragger
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Some taildraggers have more weight on the tailwheel than others. One of my taildraggers (with a 2300 pound gross weight) imposes 475 pounds weight on the tailwheel, that's just the way it was designed. I carry an aluminum (ex VW Jetta) jack in the plane just in case, and when parked, I jack the tailwheel off the ground with a modified floor jack, to relax the springs.
To loosen a stuck phillips screw: get penetrating oil in anywhere you can, then warm the area up a little with a heat gun. Buy a diamond tipped phillips bit of the right size for the screw, or use "screw grab" on the screwdriver tip. If you can't find either of those, mix up a tiny bit of engine valve grinding compound, and light grease, and dab the screwdriver tip with that, where it engages the screw. Then, (with a wrench driving the screwdriver, if possible) tighten the screw a tiny bit, just so it moves, then back it out. If that does not work, you're authorized to curse, while you plan to drill and use a screw extractor - but that's really a pain up in the trim actuator area of a 150 tail!
To loosen a stuck phillips screw: get penetrating oil in anywhere you can, then warm the area up a little with a heat gun. Buy a diamond tipped phillips bit of the right size for the screw, or use "screw grab" on the screwdriver tip. If you can't find either of those, mix up a tiny bit of engine valve grinding compound, and light grease, and dab the screwdriver tip with that, where it engages the screw. Then, (with a wrench driving the screwdriver, if possible) tighten the screw a tiny bit, just so it moves, then back it out. If that does not work, you're authorized to curse, while you plan to drill and use a screw extractor - but that's really a pain up in the trim actuator area of a 150 tail!
Join Date: May 2018
Location: Mojave, CA
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N50835 C150J Taildragger
Some taildraggers have more weight on the tailwheel than others. One of my taildraggers (with a 2300 pound gross weight) imposes 475 pounds weight on the tailwheel, that's just the way it was designed. I carry an aluminum (ex VW Jetta) jack in the plane just in case, and when parked, I jack the tailwheel off the ground with a modified floor jack, to relax the springs.
To loosen a stuck phillips screw: get penetrating oil in anywhere you can, then warm the area up a little with a heat gun. Buy a diamond tipped phillips bit of the right size for the screw, or use "screw grab" on the screwdriver tip. If you can't find either of those, mix up a tiny bit of engine valve grinding compound, and light grease, and dab the screwdriver tip with that, where it engages the screw. Then, (with a wrench driving the screwdriver, if possible) tighten the screw a tiny bit, just so it moves, then back it out. If that does not work, you're authorized to curse, while you plan to drill and use a screw extractor - but that's really a pain up in the trim actuator area of a 150 tail!
To loosen a stuck phillips screw: get penetrating oil in anywhere you can, then warm the area up a little with a heat gun. Buy a diamond tipped phillips bit of the right size for the screw, or use "screw grab" on the screwdriver tip. If you can't find either of those, mix up a tiny bit of engine valve grinding compound, and light grease, and dab the screwdriver tip with that, where it engages the screw. Then, (with a wrench driving the screwdriver, if possible) tighten the screw a tiny bit, just so it moves, then back it out. If that does not work, you're authorized to curse, while you plan to drill and use a screw extractor - but that's really a pain up in the trim actuator area of a 150 tail!
Flying now. Wheel landings, 3 point are not a problem. Climb at 55, with the O320 at 6500' DA and 10 degree flaps, on a go around, I've seen 1000 FPM at gross. What a TRIP!
Join Date: May 2018
Location: Mojave, CA
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Did a short XC with the IP to break up the routine of flying in the pattern. Landed, went to the fuel pump, then the idea was to taxi to a tie down, get something to eat. OOPS. Battery dead. Glad the IP was aboard, it was Sunday and NOONE was at the airport. IP (Dave) propped the O320, he's heavier than I am, and it has good compression. RTB, put the bird in the hangar. I took the battery home, charged it and had a load test done. Not the battery. Did a maintenance turn, no charge, 3 to 4 amp discharge. Regulator is attempting to energise the alternator Field. OHKAY, check the alternator Field to Ground. 23 ohms, should not be any more then 3 ohms. Brushes. Ancient Cessna alternator, got a Plane Power alternator which just arrived. Over the weekend, install it, maintenance turn, button up the airplane. Go FLY.
Oh, this started because a non TSO'd 60 amp GEN CB failed, but didn't pop until after I removed the battery. Wouldn't reset. Did the first maintenance turn after replacing it.
Glad this happened close to home, not 500 miles away.
Oh, this started because a non TSO'd 60 amp GEN CB failed, but didn't pop until after I removed the battery. Wouldn't reset. Did the first maintenance turn after replacing it.
Glad this happened close to home, not 500 miles away.
Last edited by AWC Jeff; 29th Aug 2018 at 02:53.
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You can search for Del-Air STC SA2846SW.
I've flown them, and liked them, but the conversion is a big job, not just the tailcone, but moving the main landing gear boxes forward in the fuselage. The 152, though STC'd is a less desirable candidate, like the later 150's. You'd rather have a 150 with leaf spring (rather than tubular) gear legs. The leaf spring gear legs allow shimming the axles for toe (in/out) and camber, the tubular gear legs do not offer any adjustment. Also, prop clearance is a factor with some mods.
I've flown them, and liked them, but the conversion is a big job, not just the tailcone, but moving the main landing gear boxes forward in the fuselage. The 152, though STC'd is a less desirable candidate, like the later 150's. You'd rather have a 150 with leaf spring (rather than tubular) gear legs. The leaf spring gear legs allow shimming the axles for toe (in/out) and camber, the tubular gear legs do not offer any adjustment. Also, prop clearance is a factor with some mods.
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A Cessna 140 is quite a different airplane to a 152. A Cessna 140A (rare plane) is close to a first generation 150, which is still different from a late 150/152. The later 150/152 has a longer, and wider cabin, comfort and utility improvements, and will be a (relatively) newer plane.
Join Date: Nov 2021
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I’m having the same issue with my Texas taildragger conversion. The leaf spring needs re-arching and I fear cold bending would damage the springs or crack them. Not to mention the FAA interpretation of allowing this type of repair.
The leaf springs parts are not available so I’m looking at having a set of springs made.
Problem being obtaining FAA approval and obtaining the data / specs. Drawings only give the STC part number and according to the STC holder they have proprietary rights to the data. The STC holder gave little encouragement that future leaf springs would be made. So the dilemma. Need to restore but parts available. Would like to have made but no data and I need FAA approval. I would hope a owner supervised manufactured spring according to the current part would be allowed, but only approved for my specific aircraft. Any and all suggestions will be greatly appreciated.
The leaf springs parts are not available so I’m looking at having a set of springs made.
Problem being obtaining FAA approval and obtaining the data / specs. Drawings only give the STC part number and according to the STC holder they have proprietary rights to the data. The STC holder gave little encouragement that future leaf springs would be made. So the dilemma. Need to restore but parts available. Would like to have made but no data and I need FAA approval. I would hope a owner supervised manufactured spring according to the current part would be allowed, but only approved for my specific aircraft. Any and all suggestions will be greatly appreciated.
