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Visit my NEW early Cessna 150 inspection pages, now under construction, but online nonetheless.
Due to money and time constraints I recently decided to move the 150 to the hangar at my house and get it out of the rented hangar where it sat for some time, so on the morning of October 28, 2000, three of my co-workers and myself met and removed the wings from the 150 and one at a time drove them to my hangar. Lastly we loaded the fuselage on the trailer and transported it to the hangar. It was a nice morning, in fact so nice that the local Sheriffs Department decided to have a roadblock between the public airport where the airplane sat and my house. We ended up passing thru the roadblock about four times.
My Cessna 150 is a 1959 model, that is the first year model of the famous 150/152 line. The prototype of the 150 was built from left over 140A parts and the few new parts needed to make it different. it was Certificated in the fall of 1957 as a model 142, however Cessna had a change of heart and amended the type certificate application to make it become the 150.
In the fall of 1958 production was begun on the 150's and my aircraft was the 148'th one built.
There are several books that provide an insight and information on the 150, one that provides year by year information on the various models is "Wings of Cessna, Model 120 to the Citation III" by Edward H. Phillips. copyrighted in 1986, and published by Flying Books, 1401 Kings Wood Road, Eagan, Minnesota, 55122.
Another is "Cessna Guidebook, Vol I" by Mitch Mayborn and Bob Pickett. This one covers all Cessnas from 1911 thru 1944 plus the models 120, 140 and 150. It was copyrighted in 1973, and was published by Flying Enterprise Publications, 3164 Whitehall, Dallas, Texas 75229.
I suspect that both of these books are now out of print.
I'm rather ashamed to admit how long my engine has been apart on my 150. About 3 years ago I experienced a couple of stuck valves, and while replacing the second cylinder with a stuck valve, one of the cylinder hold down studs pulled out of the case when I began torquing the nut. There is no recourse for this but to disassemble the engine and have the case repaired by a firm that specializes in such things, in this instance I sent the bare case to Divco Co., who removed all the studs and using special locking heilcoils designed for stud installation, they repaired the case. This is apparently a chronic problem with the O-200A Continental motor.
I began to gather up parts to reassemble the motor and discovered that Teledyne Continental had discontinued several critical parts, including the connecting rod bolts, which must be replaced any time they are removed. About a year later Superior Airparts began manufacturing of FAA-PMA replacrment bolts, and I finally obtained a set.
After a couple of other problems arose, having to return the camshaft
and get the correct one, and rounding up and having machined a bushing
that goes inside the engine, I have finally begun to reassemble the engine.