Cessna 150, what are your toughts about this nice little bird?
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Cessna 150, what are your toughts about this nice little bird?
I've started flying the C150, and i'm interested in what your thoughts, comments and opinions about this aircraft is.
Join Date: Sep 2003
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It's a perfectly nice little aeroplane that does everything it was designed to do. Of course it's a bit cramped, a bit sedate, a bit underpowered and not very crisp in handling, but I've always rather liked them.
SS
SS
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I had a FRA150L (130hp Aerobat) for seven years. My first aircraft and learn a lot about flying. Long trips, small strips. I think they are great machines. Not high performance. Fuel bill is not too high and mainternance not too bad (all the AD's have been out for years).
I only sold mine as I built a Vans RV7, would have loved to keep her as I still really enjoyed flying the 150. Lovely machine. Go for the 130hp as it is better, get the best condition one you can find.
Tim
I only sold mine as I built a Vans RV7, would have loved to keep her as I still really enjoyed flying the 150. Lovely machine. Go for the 130hp as it is better, get the best condition one you can find.
Tim
Think of a Ford Fiesta.
It ain't the roomiest, it ain't the quickest, it ain't anything flash but it does the job, can be good fun and isn't too expensive or complicated.
I always enjoyed them and they never did anything nasty that wasn't all my fault.
It ain't the roomiest, it ain't the quickest, it ain't anything flash but it does the job, can be good fun and isn't too expensive or complicated.
I always enjoyed them and they never did anything nasty that wasn't all my fault.
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I miss mine! It was my first aircraft, purchased way back in 1982. If what you are looking for is a cheap way to get yourself into the air, it can't be beat. Cheapest aircraft to own, cheapest to insure.
Not exactly high performance but it can give you enough challenges to keep you honest. Wing drop thing is nonsense. The aircraft stalls nicely. To be sure you can spin it readily, intentionally or not (see above about challenges), especially you are ham-fisted with it, but it is also easy to recover if there's enough room between you and the earth. It was after all, designed as a trainer and spin recovery was once on the curriculum.
One thing you will learn very quickly in a 150, is the importance of carb heat; that and the flaps are the only real vices. And the only real vice of the flaps is the 40 degree setting; in a go-around with 40 flaps, you won't climb, period. You will have very strong pitch-up forces requiring lots of nose-forward correction on the stick and nose-down trim. You need to bleed off 20 degrees immediately to reduce drag and see a positive rate (and don't go beyond 20 as the aircraft will start to sink),, and on electric flap models, that can seem to take an eternity if you're coming up on obstacles...and you will be very busy with the trim, and the strong pitch-up tendency. Then as you establish a positive rate of climb, you bleed off the remaining flaps 10 degrees at a time. Moreover, it will land very short with 40 degrees...beware landing in places only to find you don't have enough room to take off...read the performance section of the POH very thoroughly before going into tight spots, especially if you're loaded. Of course there is no rule that says you that you must use the 40 degree flap setting.
You can get an honest 100 mph on about 5 GPH (US) on it so it's cheap on fuel. That works out to about 20 mpg...roughly what a smaller US-style SUV would get (and probably not much faster in real life...)
Some say "get a 152". True, slightly better engine (2400 vs 1800 TBO, 108 vs 100 hp), but the 24v electrical system on the 152 can be expensive trouble, and 150s can be had for much less money, for the same basic airframe. The 1800 TBO shouldn't be an issue if you buy one with lots of time remaining on the engine; typical private pilots fly about 50 hours a year...you do the math!
In short, a simple, honest aircraft, and for most of us $100 hamburger types, probably all you really need. Not nearly as vice-laden as a Tomahawk or the Grumman AA1 series; cheaper than a Skipper or anything more recent, though perhaps not as "fun".
You could also opt for an Aerobat if you can find it...see thread elsewhere. It is not really suited to serious aerobatics but it can do some simple stuff and with only 100 hp, should make you learn energy management.
I have kind of been hoping to find a buyer for my aerobat Sundowner actually, now that I rarely use all 4 seats, in order to buy a nice little 150, but the Canadian $'s meteoric rise in value has caused a drop in aircraft prices...not good if you're selling a more expensive bird to buy a cheaper one, so I am hanging onto it.
Only downside I can see (and this applies to all two-seaters) is that with the 1600 lb gross weight, and a typical empty weight of about 1100 lbs, if you're a big bloke, say 200 lbs, and you fly with other big blokes, say 200 lbs, you've only got about 100 lbs left for fuel and baggage, so basically 3 hours flying no baggage, 2 hours with 30 lbs. baggage.
Bottom line, a 150 ain't no Ferrari of the air, but it is honest aerial transportation and can be a good deal of fun.
Not exactly high performance but it can give you enough challenges to keep you honest. Wing drop thing is nonsense. The aircraft stalls nicely. To be sure you can spin it readily, intentionally or not (see above about challenges), especially you are ham-fisted with it, but it is also easy to recover if there's enough room between you and the earth. It was after all, designed as a trainer and spin recovery was once on the curriculum.
One thing you will learn very quickly in a 150, is the importance of carb heat; that and the flaps are the only real vices. And the only real vice of the flaps is the 40 degree setting; in a go-around with 40 flaps, you won't climb, period. You will have very strong pitch-up forces requiring lots of nose-forward correction on the stick and nose-down trim. You need to bleed off 20 degrees immediately to reduce drag and see a positive rate (and don't go beyond 20 as the aircraft will start to sink),, and on electric flap models, that can seem to take an eternity if you're coming up on obstacles...and you will be very busy with the trim, and the strong pitch-up tendency. Then as you establish a positive rate of climb, you bleed off the remaining flaps 10 degrees at a time. Moreover, it will land very short with 40 degrees...beware landing in places only to find you don't have enough room to take off...read the performance section of the POH very thoroughly before going into tight spots, especially if you're loaded. Of course there is no rule that says you that you must use the 40 degree flap setting.
You can get an honest 100 mph on about 5 GPH (US) on it so it's cheap on fuel. That works out to about 20 mpg...roughly what a smaller US-style SUV would get (and probably not much faster in real life...)
Some say "get a 152". True, slightly better engine (2400 vs 1800 TBO, 108 vs 100 hp), but the 24v electrical system on the 152 can be expensive trouble, and 150s can be had for much less money, for the same basic airframe. The 1800 TBO shouldn't be an issue if you buy one with lots of time remaining on the engine; typical private pilots fly about 50 hours a year...you do the math!
In short, a simple, honest aircraft, and for most of us $100 hamburger types, probably all you really need. Not nearly as vice-laden as a Tomahawk or the Grumman AA1 series; cheaper than a Skipper or anything more recent, though perhaps not as "fun".
You could also opt for an Aerobat if you can find it...see thread elsewhere. It is not really suited to serious aerobatics but it can do some simple stuff and with only 100 hp, should make you learn energy management.
I have kind of been hoping to find a buyer for my aerobat Sundowner actually, now that I rarely use all 4 seats, in order to buy a nice little 150, but the Canadian $'s meteoric rise in value has caused a drop in aircraft prices...not good if you're selling a more expensive bird to buy a cheaper one, so I am hanging onto it.
Only downside I can see (and this applies to all two-seaters) is that with the 1600 lb gross weight, and a typical empty weight of about 1100 lbs, if you're a big bloke, say 200 lbs, and you fly with other big blokes, say 200 lbs, you've only got about 100 lbs left for fuel and baggage, so basically 3 hours flying no baggage, 2 hours with 30 lbs. baggage.
Bottom line, a 150 ain't no Ferrari of the air, but it is honest aerial transportation and can be a good deal of fun.
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Flew a C150 out of Cranfield during my PPL training. Good as a trainer for you and a lightweight instructor, crap if you carry anyone who is more than medium weight (i.e. two 12 stone guys)
C150 stalls very benignly power off, but like any a/c leave some power on (or firewall it) and hold for a given climb rate until zero and with the high AOA and power she WILL drop a wing and if you're not quick on the rudder (or pants on the aileron inputs - i.e. try to pick up the wing) will enter an incipient spin. With enough altitude, she will recover on her own (not advisable, but I believe a pre-requisite design criteria of a training a/c?) and you should be able to impress your mates with a recovery within 500-700 feet)
Flap issues - yeah that forty degrees setting will bite you in the ass for sure if you decide to go around. I made the almost grave mistake of going around at Elstree's 06 runway without on-schedule retraction, realised my error and then cleaned her up in one hit of the flap switch with an ensuing sink towards the trees at the end of the other the strip.
One big caveat - DENSITY ALTITUDE! Hot days and little 150's dont go well. Add a couple of 180+ pound blokes into the mix and you could find your climb rate on rotation inversely proportional to the clenching of your buttock cheeks!!!!!!!!!
C150 stalls very benignly power off, but like any a/c leave some power on (or firewall it) and hold for a given climb rate until zero and with the high AOA and power she WILL drop a wing and if you're not quick on the rudder (or pants on the aileron inputs - i.e. try to pick up the wing) will enter an incipient spin. With enough altitude, she will recover on her own (not advisable, but I believe a pre-requisite design criteria of a training a/c?) and you should be able to impress your mates with a recovery within 500-700 feet)
Flap issues - yeah that forty degrees setting will bite you in the ass for sure if you decide to go around. I made the almost grave mistake of going around at Elstree's 06 runway without on-schedule retraction, realised my error and then cleaned her up in one hit of the flap switch with an ensuing sink towards the trees at the end of the other the strip.
One big caveat - DENSITY ALTITUDE! Hot days and little 150's dont go well. Add a couple of 180+ pound blokes into the mix and you could find your climb rate on rotation inversely proportional to the clenching of your buttock cheeks!!!!!!!!!
The Original Whirly
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I gave up my half share in a C150 when I moved house nearly two years ago, and I still miss it. 
Easy to fly, easy to land, reliable little aeroplane. Not particularly fast or exciting of course. Not good for touring unless you have two light people who can carry minimal luggage...and we flew to Austria in ours, since we fitted those criteria. It doesn't like being at 5000 ft over mountains in hot weather though, as I think someone has said.
Not true, AFAIK. As others have said, the 40 degree flap setting has caught out the unwary, that's all. I used it once to make sure I could if I needed to (eg, very short field); after that I never used more than 30 degrees.
Only problem I remember - that Continental engine is VERY prone to carb icing. Use carb heat frequently...and then a bit more. Keep an eye on your RPM, listen to your engine, and be extra careful in warm, damp conditions.
But overall, nice little aeroplane - I miss her.
Easy to fly, easy to land, reliable little aeroplane. Not particularly fast or exciting of course. Not good for touring unless you have two light people who can carry minimal luggage...and we flew to Austria in ours, since we fitted those criteria. It doesn't like being at 5000 ft over mountains in hot weather though, as I think someone has said.
The 150 had numerous flaps problems resulting in a lot of crashes.
Only problem I remember - that Continental engine is VERY prone to carb icing. Use carb heat frequently...and then a bit more. Keep an eye on your RPM, listen to your engine, and be extra careful in warm, damp conditions.
But overall, nice little aeroplane - I miss her.
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C150 75-80kts
C152 105kts!
C152 105kts!
The C150 is not quite that slow, and the C152 is not quite that fast!!! It is quite reasonable to expect 100 mph out of a 150 (which is about 87 knots), and maybe 95-100 knots from a 152. FWIW I typically show about 105 indicated on the Sundowner. I can coax it up to about 120 true at higher altitudes though.
Mind you this is for aircraft in good condition. Clapped-out school/rental aircraft may differ...more likely on the low side!
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c150-whirlyird
whirly pretty much has the machine to rights.
keep checking for carb ice. if you read the aaib reports, there are many engine failures on c150's due to the above.
for crying out loud, only play arounfd with 40 degrees of flap if you know what you are doing.
a bit under-powered but a lovely little aircraft.
OH,AND PERSONALLY SPEAKING, G-BFRV (FRANK SPENCER ETC.) LIVES UP TO HER THEATRICAL PROWESS AND IS PROBABLY THE NICEST AND SHARPEST C152 YOU COULD EVER FLY.
keep checking for carb ice. if you read the aaib reports, there are many engine failures on c150's due to the above.
for crying out loud, only play arounfd with 40 degrees of flap if you know what you are doing.
a bit under-powered but a lovely little aircraft.
OH,AND PERSONALLY SPEAKING, G-BFRV (FRANK SPENCER ETC.) LIVES UP TO HER THEATRICAL PROWESS AND IS PROBABLY THE NICEST AND SHARPEST C152 YOU COULD EVER FLY.
Single pilot 12,000 feet over the Atlas mountains.
4 galls an hour.
Cheap(ish) spares.
Hundred of hours touring in Europe only broke down once (starter clutch boooo)
New light weight starter fitted (hooray!!)
Probably the cheapest certified aircraft to operate.
4 galls an hour.
Cheap(ish) spares.
Hundred of hours touring in Europe only broke down once (starter clutch boooo)
New light weight starter fitted (hooray!!)
Probably the cheapest certified aircraft to operate.
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I love my FRA150M Aerobat. Been flying her since 98 and don't want to swap her for anything else.
Yes those 40 degree barn doors are "interesting" but you can set the flaps at 30 to replicate the 152 with judicious use of the flap lever.
A great flying machine, and good value for money.
Yes those 40 degree barn doors are "interesting" but you can set the flaps at 30 to replicate the 152 with judicious use of the flap lever.
A great flying machine, and good value for money.
Moderator
I love my 150M. I bought it 20 years ago, and have a couple of thousand hours on it. I love the 40 flaps, and use them for EVERY landing. The slower you're going when you land, the less wear and tear, and chance of damage if your landing path changes. Full flap go around is possible and safe, if done with patience and caution. If you can't make it over the far end obstical, you would not have taken off from there anyway had you completed the landing! Takeoff and climb out with full flaps is also safely possible, but not necessary or recommended. Don't let 40 flap naysayers put you off.
Horton STOL kit is an excellent safety enhancement. STOL kit makes performance at gross weight seem like a light load. A light load is really fun. With a good breeze, I've been off and on again in less than 300' on a frozen lake (no braking action).
Maintenance is very reasonable, and parts are easy to find. No AD surprises. Beware slipping key start clutches. Have it repaired or replaced at the first sign of slipping. Letting it go will result in a ruined clutch, and possible expensive engine internal damage. I run mine on Mogas exclusively, using 100LL as an emergency fuel only. Never had a problem Went over 3500 hours to overhaul on the "on condition" program, and the engine was in great shape when it came apart.
Own cheap, rent or borrow expensive. If I need more seats or speed, I can get another plane. I carry two Brompton folding bikes in a frame in the back for my wife and I on our day trips.
My 150M is worth many times what I paid for it 20 years ago, and after all of that flying time, I figure that it's been paying me to fly it! I wish I'd bought a bunch back then!
Enjoy a good Cessna product...
Pilot DAR
Horton STOL kit is an excellent safety enhancement. STOL kit makes performance at gross weight seem like a light load. A light load is really fun. With a good breeze, I've been off and on again in less than 300' on a frozen lake (no braking action).
Maintenance is very reasonable, and parts are easy to find. No AD surprises. Beware slipping key start clutches. Have it repaired or replaced at the first sign of slipping. Letting it go will result in a ruined clutch, and possible expensive engine internal damage. I run mine on Mogas exclusively, using 100LL as an emergency fuel only. Never had a problem Went over 3500 hours to overhaul on the "on condition" program, and the engine was in great shape when it came apart.
Own cheap, rent or borrow expensive. If I need more seats or speed, I can get another plane. I carry two Brompton folding bikes in a frame in the back for my wife and I on our day trips.
My 150M is worth many times what I paid for it 20 years ago, and after all of that flying time, I figure that it's been paying me to fly it! I wish I'd bought a bunch back then!
Enjoy a good Cessna product...
Pilot DAR
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I Own a 1976 150M Very Simple to fly dose every thing i need to stay current and Gas is Cheap $$$ about 5 gph I have Had it for Going on 4 years. I am abusing her becuse I do not get to fly her much to busy ferrying everyone elses airplanes.
Best Regards,
Steven L. Rhine
Portland, OR USA
+1-503-475-3347
http://www.internationalferryflights.com
http://www.ferrypilotservice.com
Best Regards,
Steven L. Rhine
Portland, OR USA
+1-503-475-3347
http://www.internationalferryflights.com
http://www.ferrypilotservice.com