Looking for a Cessna 150/152 for hire
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Looking for a Cessna 150/152 for hire
Hi everyone,
Do you know of anyone hiring his C150/152 in BK or CN other than schools? I need to build PIC time towards 200hrs CPL..
I found some old posts here but nothing recent.
Thanks in advance.
Do you know of anyone hiring his C150/152 in BK or CN other than schools? I need to build PIC time towards 200hrs CPL..
I found some old posts here but nothing recent.
Thanks in advance.
Cessna 150/152. Before you fly it, check the operation of the Fuel on/off valve in the cockpit. Some jam solid and can't be moved without risk breaking the shank. You must be able to turn the fuel valve off in event of a fire or forced landing. The aircraft is un-airworthy if fuel valve jams. Secondly, check the ease of use of the primer plunger. Some bind and are difficult to move. You might need to use the primer to prime the fuel lines before re-starting, if the propeller stops during closed throttle operation in the air such as stall recovery practice. Check correct operation of the park brake. They are often inoperative due lack of proper maintenance or lack of pilot reporting in the MR. .
Finally ensure you know the min static RPM range at full throttle. This should be in the AFM and generally 2280 to 2380 (C152). Some aircraft have a cruise prop fitted and have a different minimum static RPM figure. Correct min static RPM check should ensure the engine is delivering the advertised power during take off. RPM gauges have known to be faulty and the min static RPM check might show this up.
Finally ensure you know the min static RPM range at full throttle. This should be in the AFM and generally 2280 to 2380 (C152). Some aircraft have a cruise prop fitted and have a different minimum static RPM figure. Correct min static RPM check should ensure the engine is delivering the advertised power during take off. RPM gauges have known to be faulty and the min static RPM check might show this up.
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Do the sums; 200 hours x say $150 wet = $30,000. Money gone.
Buy one for $30,000- add 200 hours x20 LPH fuel =4,000 litres mogas, at say $1.60 per litre = $6,400 ($36,400) and you still have something to sell after one annual. They don't depreciate that much, carry your own insurance and waste the engine hours. Get a mate to go halves.
I know there are many variables but this statement should get the attention it needs to start a discussion on pro/con.
Buy one for $30,000- add 200 hours x20 LPH fuel =4,000 litres mogas, at say $1.60 per litre = $6,400 ($36,400) and you still have something to sell after one annual. They don't depreciate that much, carry your own insurance and waste the engine hours. Get a mate to go halves.
I know there are many variables but this statement should get the attention it needs to start a discussion on pro/con.
Ks......
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Good idea Frank, and one I have looked into. Only problem is SIDs. If you can find one that has been inspected, and passed/certified compliant then your laughing.
If you purchase one without SIDS inspection you may well be up for a cardiac inducing shock at the first 100 hourly.
If you purchase one without SIDS inspection you may well be up for a cardiac inducing shock at the first 100 hourly.
Not a bad idea to buy one (provided SIDS done) but don't bank on being able to sell it in a hurry. Aeroplanes are not a very liquid asset...
rssluca,
I'd suggest walking into every place which hires out C150/2 and getting a price on hours by the block, say 25 at a time. You might be surprised at how much some businesses want cash flow.
I'd suggest walking into every place which hires out C150/2 and getting a price on hours by the block, say 25 at a time. You might be surprised at how much some businesses want cash flow.
There's a 172 on aviation advertiser, $22k or make an offer ...
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That's a 175A Skylark. A geared Continental 0-300 which was seriously underestimated by a lot of people in the 60's. Much in demand these days for a 180 Lycoming conversion, but still a collectors piece by any standard. Unsure if these have SIDS considerations. (Also a "Mouse for $23K and a PA-28 140 for $26,500). Fuel now becomes a consideration. Probably best stick with plan A for the exercise. Remember the best aeroplane in the world is the one a bit bigger and a bit faster than the one you have. The block time quote idea has merit for comparison.
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Thank you all for your messages guys
I just passed the 100hrs mark and need about 75hrs PIC for CPL and 30 for MECIR. I suppose I will need to spend some more $$$ in training for the latter and I don't think the CFO would allow me to access the house deposit fund, so I don't think I will be able to buy any time soon
I did consider that option earlier though but didn't really look into insurance, parking and maintenance costs. I think those would need to be added to Frank's fuel cost estimate.
I just passed the 100hrs mark and need about 75hrs PIC for CPL and 30 for MECIR. I suppose I will need to spend some more $$$ in training for the latter and I don't think the CFO would allow me to access the house deposit fund, so I don't think I will be able to buy any time soon
I did consider that option earlier though but didn't really look into insurance, parking and maintenance costs. I think those would need to be added to Frank's fuel cost estimate.
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Centaurus,
I am scratching my head at why this is a sensible practise, and despite what might be in some old POH's, this could likely prevent a restart.
A better method is get the prop spinning, with WOT and do a mixture sweep from ICO-FR and repeat slowly if it does not catch the first time. Do not pump away at it like you would with throttle during a primer-less engine start when starting in the ground. At low levels it will be close to full rich when she fires up.
As to your comments on primers, you are quite right, they mostly cause problems, and are better off removed!
Is there some personal experience I or others can learn from your days past?
Secondly, check the ease of use of the primer plunger. Some bind and are difficult to move. You might need to use the primer to prime the fuel lines before re-starting, if the propeller stops during closed throttle operation in the air such as stall recovery practice.
A better method is get the prop spinning, with WOT and do a mixture sweep from ICO-FR and repeat slowly if it does not catch the first time. Do not pump away at it like you would with throttle during a primer-less engine start when starting in the ground. At low levels it will be close to full rich when she fires up.
As to your comments on primers, you are quite right, they mostly cause problems, and are better off removed!
Is there some personal experience I or others can learn from your days past?
As to your comments on primers, you are quite right, they mostly cause problems, and are better off removed!
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hey people
i know of a 152 being offered for a very limited number of hours very very cheap...
only available next week from the 4th through the 6th of november at moorabbin
think early 2000's prices.... pm for more details
i know of a 152 being offered for a very limited number of hours very very cheap...
only available next week from the 4th through the 6th of november at moorabbin
think early 2000's prices.... pm for more details
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Bob, I am glad you are a thinking man!
That would be a dumb idea if you sat there pumping away. What can you do that ensures the fuel and air gets sucked up into the engine?
A large number of O320/360 machines around doing it quite successfully if you poke around a bit.
Cracked primer lines are a problem as are the plungers etc.
Done right the new old method does everything it should and nothing it shouldn't .
That would be a dumb idea if you sat there pumping away. What can you do that ensures the fuel and air gets sucked up into the engine?
A large number of O320/360 machines around doing it quite successfully if you poke around a bit.
Cracked primer lines are a problem as are the plungers etc.
Done right the new old method does everything it should and nothing it shouldn't .
A better method is get the prop spinning
Interestingly, same aircraft with different instructor had stopped prop during lead up to practice stall recovery. Instructor dived aircraft to get prop turning and after considerable height loss was successful. Instructor should have endorsed the defect in maintenance release but elected not to do. The reason for the prop stopping lay undetected until the next time the aircraft flew and came to close to ditching.