Hi Jeff,I'm trying to understand this discussion. Is the problem not that the 915 is too powerful for this aircraft, and if one does choose to install a 915 one should use no more power on takeoff than what the aircraft was originally designed for? Seems to me it's not a fault of the aircraft design rather an indication that the aircraft should be redesigned to accommodate the more powerful engine.
I believe it is simply that some pilots don't understand that we as pilots are always required to use power on an "as required" basis. Whether you are flying a tired C-150, an airplane with a R-2800-18W like Jon talked about earlier, or a 915 Rotax you should use power as required by the circumstances.
With the O-200 engine in the C-150 you could probably just shove the throttle forward and have time for a sandwich and a Pepsi before takeoff. With the higher output engines, things happen somewhat more quickly.
Pilots get in trouble when they forget that the throttle, or power lever, is not an on/off toggle. Rather than limit the power to what the aircraft was originally designed for, limit your use of power to what is required, or desired, at the moment. Vance summed it up quite nicely when he described the effect of airspeed on control effectiveness.