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According to Brian Whatcott, the exterior door latch paddle on the Cessna 150 is installed in the “blow-open” or “suicide” position, which makes it easy for the slipstream to blow the door open in flight if it wasn’t securely latched. A 2009 airworthiness directive also requires that a Cessna-built rudder stop be installed, or the aircraft be prohibited from “intentional spins and other acrobatic/aerobatic maneuvers” by inserting a placard with this in clear view of the pilot. During training against spins without the rudder stop installed, the FAA found that it was possible to move the rudder to a point where it would impact the elevators and potentially cause a crash if both were damaged.
Cessna 150: More Than the World’s Premiere Trainer
The consensus among Cessna 150 owners is that the aircraft is perfectly enough. It is spacious enough to fit pilots of most builds, even bigger or taller ones, with acceptable degrees of comfort for training flights. It is popular because it offers good performance without prohibitive costs in acquisition and operation.
Lessons Learned: High Desert Flying In A Cessna 150 - Plane & Pilot
Lessons Learned: High Desert Flying In A Cessna 150.
Posted: Thu, 22 Apr 2021 07:00:00 GMT [source]
Payload with full fuel
A back window improved visibility in 1964, and appearance was enhanced by a swept tail in 1966. The gross weight was increased from 1,500 pounds to 1,600 pounds in 1964, and to 1,670 in 1978. Electric flaps of 40 degrees were installed in 1966; travel was later limited to 30°.
Cessna 150 – Model Prices
Throughout its production run from 1958 to 1977, the Cessna 150 went through sixteen variants, including two manufactured exclusively by the now-defunct French firm Reims Aviation. Owning in part to the aircraft meeting and in places exceeding its design targets, the changes between variants did not affect performance in a significant way. A total of 832 "K" models were built, including A150Ks.[1] Reims built 129 as the F150K and 81 as the FA150K. The 150D retained the straight tailfin and rudder of previous years. However, to lighten control loads, aerodynamic balance horns were added to the rudder and the elevator. These horns also contained weights (mass balances) to eliminate any possible control flutter that might be induced by the changed aerodynamics of the rear fuselage.
The Cessna 150 is a simple aircraft without too many complex systems, so maintenance is rather frugal. Most estimates have regular maintenance costs between $15 and $30 an hour, depending on how often the aircraft is flown. At the time of its introduction, the Standard Model Cessna 150 cost $6,995. The Trainer version brought that up to $7,940, with the Commuter being the most expensive at $8,545.
Wingspan
The base model Cessna 150 is powered by a carbureted 100 horsepower (75 kW) Continental O-200-A engine, and equipped with a two-blade fixed pitch propeller. The flaps were deployed with a lever situated between the two seats,3 and it featured a baggage capacity of 80 pounds (36.28 kg). The "L" also introduced a longer dorsal strake that reached to the rear window. This was done more for styling than for aerodynamics and the empty weight accordingly went up 10 lb (4.5 kg) over the "K". The 1959 and 1960 model years of the Cessna 150 had no suffix letter.
Variants
All performance figures are based on standard day, standard atmosphere, sea level, gross weight conditions unless otherwise noted. Troubles with Continental engine part supplies over the years have led some operators to replace the reliable O-200 with the equally capable but cheaper to service O-235 series by competitors Lycoming, a standard fit on the Cessna 152 series. Another common powerplant modification involves changing the propeller, with some options helping provide up to 125 hp instead of 100 hp.
The Cessna 150 prototype first flew on September 12, 1957, with production commencing in September 1958 at Cessna's Wichita, Kansas, plant.[6] 1,764 aircraft were also produced by Reims Aviation under license in France. These French manufactured 150s were designated Reims F-150 or Reims-Cessna F-150, the "F" indicating they were built in France. Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation. Plane and Pilot expands upon the vast base of knowledge and experience from aviation’s most reputable influencers to inspire, educate, entertain and inform.
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Adjusting for inflation relative to FY2020, that would be $63,083.26 for the Standard, $71,605.58 for the Trainer, and $77,061.68 for the Commuter version. The aircraft is popular with flying schools as well as private individuals. In 1972 the "L" received new fuel filler caps to reduce moisture seepage, and better seats and seat tracks.
The aircraft is powered by a four cylinder, horizontally opposed, normally aspirated, direct drive, air-cooled, carburetor equipped engine. The empennage had a long straight tail, which made it fairly tail-heavy during ground operations. The Cessna 150 fills a niche that is also serviced by the Cessna 140, Cessna 150, and Cessna 170. Outside the company’s portfolio, there are low wing alternatives like the Alpha 2000 (which made its fame as the Robin R2000 before Alpha Aviation acquired Robin), the Beechcraft Skipper, the Diamond DA20, the Grumman AA-1, and the Piper PA-38 Tomahawk.
A common complaint that is not necessarily a Cessna 150 problem but is also present on it is the infamous Cessna seat track. The seats are unusually prone to sliding back due to defective or poorly designed seat locks and rails. While this issue may seem trivial, it has caused numerous crashes, leading to millions of dollars being paid in lawsuits. The crashes happen during take-off or landing when pilots get caught by surprise by their seat sliding and instinctively hold onto the first thing they can find – the yoke, most of the time. The elevator is actuated all the way back, which usually results in a stall with no time to recover at low altitudes and speeds. Careless ground handling has been found at fault for certain cracks in the horizontal stabilizer’s spar.
The standard procedure to turn the aircraft’s nose on the ground is to gradually apply force on the very inboard section of the stabilizer or the empennage, then steer it around. The cracks occur when the pilots suddenly apply force to the stabilizer, particularly the far end of it, to bring the aircraft about quicker. The light wing loading makes for good maneuverability but also educates the pilot the hard way about aileron positioning with crosswinds present. This wing loading, combined with the high wing position and tricycle gear, makes the Cessna 150 a joy to the land.
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