Most "confortable" oldie 4 seater
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Most "confortable" oldie 4 seater
Hello,
As young (well..recent
) pilot, I compared so far C152 , C172 , PA28, and my personal criteria to choose an aircraft to fly with is confort and handling in turbulence. Meaning a higher wing loading (or other argument). C172 I found it better than C152 , but are there noticebly better aircrafts in this category (max 160hp) regarding this argument? , AA5 an musketeer have been quoted here or there...
I prefer also high wing, but not an obstacle
thank you !
As young (well..recent
) pilot, I compared so far C152 , C172 , PA28, and my personal criteria to choose an aircraft to fly with is confort and handling in turbulence. Meaning a higher wing loading (or other argument). C172 I found it better than C152 , but are there noticebly better aircrafts in this category (max 160hp) regarding this argument? , AA5 an musketeer have been quoted here or there...I prefer also high wing, but not an obstacle
thank you !
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Welcome tcas83. Also consider the Rockwell 112/114. Very roomy, and nice ride. Maintenance support could be a challenge though, do your homework well on this...
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I'd also suggest the entire Robin range of aircraft, eg DR400 as a starting point.
They knock the Rockwell and the TB10 series into a cocked hat when you look at the data side by side. Better still, try flying them side by side. Cruise Speed, fuel consumption, take off distance, landing distance, load carrying capability.
Flying DR400 and similar? Rock solid, and great for IMC.
It's a personal decision, but the advice I would suggest is to get out and about and try to fly as many different types as you can at this stage. Go places. Have fun.
They knock the Rockwell and the TB10 series into a cocked hat when you look at the data side by side. Better still, try flying them side by side. Cruise Speed, fuel consumption, take off distance, landing distance, load carrying capability.
Flying DR400 and similar? Rock solid, and great for IMC.
It's a personal decision, but the advice I would suggest is to get out and about and try to fly as many different types as you can at this stage. Go places. Have fun.
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that's a lot of good informations and opinions thank you 
I'm a bit surprised that I didn't find this topic because in a 3 hours trip thermal or geographic turbulences is what disturbs more/ Or maybe I just have to get used and relax ...
rockwell , TB10 , DR400 should be easy to find. 177RG less (I find this one gorgeous .. but wing loading more or less like 172 ?)
182 .. I guess cost of use a little high, but worth trying
I'm a bit surprised that I didn't find this topic because in a 3 hours trip thermal or geographic turbulences is what disturbs more/ Or maybe I just have to get used and relax ...
rockwell , TB10 , DR400 should be easy to find. 177RG less (I find this one gorgeous .. but wing loading more or less like 172 ?)
182 .. I guess cost of use a little high, but worth trying
I'm clearly showing my age, but none of the suggested aircraft qualify as "oldie 4 seaters" in my opinion. 
On a more serious note, the 182 is great, but expensive to operate. The fixed gear 177 is very nice. I don't have any experience of the DR400, but I've always wanted to try one.
On a more serious note, the 182 is great, but expensive to operate. The fixed gear 177 is very nice. I don't have any experience of the DR400, but I've always wanted to try one.
Old, but very good. Not many around but still to be found. Retractable - 90%. Constant speed. prop. Full four seater, four up, full fuel and baggage; non stop Cote d'Azure. French aircraft; Gardan Horizon and won't cost you a fortune.
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How do you count cost ?
Hourly running cost is not always a good measure, Time and fuel from A to B may both be lower in a faster and more capable aircraft. Cost per seat mile is another good measure but more apropriate to airline operations than private use unless you actually fill the seats.
Hourly running cost is not always a good measure, Time and fuel from A to B may both be lower in a faster and more capable aircraft. Cost per seat mile is another good measure but more apropriate to airline operations than private use unless you actually fill the seats.
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There is an option of back seats for a C150 so I guess there probably also is for a C152.
Cessna even ran 1960 style ads showing how much space a 150 had with a Mom, Dad, and two All American children ready to pile in with their suitcases. Suspect it was shot with a wide angle lens and the door removed.
They didn't go as far as to say it would get off the ground though.
See below
http://static1.1.sqspcdn.com/static/f/343804/6017229/1267796732047/1966-Cessna-150-2page-Ad.jpg?token=WunaxxcFhSjH%2B9M7nkUiDyhPftk%3D
Cessna even ran 1960 style ads showing how much space a 150 had with a Mom, Dad, and two All American children ready to pile in with their suitcases. Suspect it was shot with a wide angle lens and the door removed.
They didn't go as far as to say it would get off the ground though.
See below
http://static1.1.sqspcdn.com/static/f/343804/6017229/1267796732047/1966-Cessna-150-2page-Ad.jpg?token=WunaxxcFhSjH%2B9M7nkUiDyhPftk%3D
Last edited by 150 Driver; 4th Aug 2016 at 20:30. Reason: Link added
What is your standard mission profile?
Are you flying for pleasure, just bimbling around or to go places with friends/family?
Rent or own?
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Actually, if you set the bar at 200hp, that is a more significant break-point. Most aircraft in the category you are looking at will have lycoming 320 or 360's in them, which is essentially the same 4 cylinder engine, albeit some have fuel injection and wobbly props, and others don't. The major jump up in costs is going from a 4 cylinder to 6 cylinder lycoming.
Personally, I far prefer the fuel injected engines, if only for the reason of getting rid of the carb-icing issue, which just seems a bit antidiluvian to me. The extra power is nice too, and learning how to operate the wobbly prop is a non-issue and is very nice to have.
FWIW, when most people work the numbers on their weight and balance sheets, they generally discover that for anything other than a 'plane loaded with naked light-weight midgets, with no bags, flying for no more than 1 hour, with almost no fuel reserve, most 4 seaters are actually 2 seaters, and to actually lift 4 90 kg adults with bags over a decent distance, you actually need a 6 seater....
Have fun shopping and just remember that when it comes to internet forums, words of advice are like a55holes - everyone has one....
Personally, I far prefer the fuel injected engines, if only for the reason of getting rid of the carb-icing issue, which just seems a bit antidiluvian to me. The extra power is nice too, and learning how to operate the wobbly prop is a non-issue and is very nice to have.
FWIW, when most people work the numbers on their weight and balance sheets, they generally discover that for anything other than a 'plane loaded with naked light-weight midgets, with no bags, flying for no more than 1 hour, with almost no fuel reserve, most 4 seaters are actually 2 seaters, and to actually lift 4 90 kg adults with bags over a decent distance, you actually need a 6 seater....
Have fun shopping and just remember that when it comes to internet forums, words of advice are like a55holes - everyone has one....
Last edited by wsmempson; 5th Aug 2016 at 11:35.
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Another good word for the DR400. The one I used to fly was underpowered though - I'm told the -180 is the one to go for. Ours wasn't really a four seater.
Only possible though if you can keep it in a hangar. They don't like rain or being kept outside due to the wooden construction.
Only possible though if you can keep it in a hangar. They don't like rain or being kept outside due to the wooden construction.