Cessna 150E
- Thread starter frfly172
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Mooney Fan
Cleared for Takeoff
I like my Cessna 150M if thats any help.
idahoflier
Pattern Altitude
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idahoflier
Most of my experience was in a C150G and from wikipedia I see "1967 model year with the doors bowed outward to make the cabin about three inches (75 mm) wider". I can't imagine flying with someone and having 3" less shoulder room. Also it looks like a bunch of structural improvements (again wider cabin and more baggage volume) started with the C150F...
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Old97
Pre-takeoff checklist
I did my first solo in that model. Not a bad little plane if you can fit and don’t mind going slow!
Funny how cessna was making those with a rear window and square tail while the 172 they switched to raked tail in 1960 before abandoning the fastback.
1965 E model had johnson bar flaps and i could just barely make gross with instructor. I want to say 1600 gross? It changed about that timeframe but empty weight increased too.
Funny how cessna was making those with a rear window and square tail while the 172 they switched to raked tail in 1960 before abandoning the fastback.
1965 E model had johnson bar flaps and i could just barely make gross with instructor. I want to say 1600 gross? It changed about that timeframe but empty weight increased too.
MarkH
Line Up and Wait
The best description of the Cessna 150 I have heard is "its the perfect start and finish airplane".
Its a great first plane because its well known, easy to fly, easy to insure and easy to fix, but as you fly it you will find yourself wishing for something cooler/faster/flashier/etc. Then you will sell it buy something cooler/faster/flashier/etc (traditionally a complex) only to find yourself wishing for something cooler/faster/flashier/etc again. So you upgrade to a twin, which you will fly until it gets trapped in a shop of an extended annual or repair, at which point you will realize all you wanted this whole time is to fly, and the 150 did that as well (or better) than anything you owned since, so you sell the twin, take the loss from the extended annual or repair and buy another 150.
I personally have never flown a 150E, but on paper it seems that the straight tail, rear window 150(D/E) has the best useful load of all of the models.
Personally I think 150s are (still) overpriced, for Cessna 150 money, I would be looking at SLSA and ELSA airworthiness certs. I don't plan to take a 150 into IMC, and if you give up that planning option, you can get an airworthiness cert that gives more maintenance options and flexibility (though insurance costs will be a little higher).
Its a great first plane because its well known, easy to fly, easy to insure and easy to fix, but as you fly it you will find yourself wishing for something cooler/faster/flashier/etc. Then you will sell it buy something cooler/faster/flashier/etc (traditionally a complex) only to find yourself wishing for something cooler/faster/flashier/etc again. So you upgrade to a twin, which you will fly until it gets trapped in a shop of an extended annual or repair, at which point you will realize all you wanted this whole time is to fly, and the 150 did that as well (or better) than anything you owned since, so you sell the twin, take the loss from the extended annual or repair and buy another 150.
I personally have never flown a 150E, but on paper it seems that the straight tail, rear window 150(D/E) has the best useful load of all of the models.
Personally I think 150s are (still) overpriced, for Cessna 150 money, I would be looking at SLSA and ELSA airworthiness certs. I don't plan to take a 150 into IMC, and if you give up that planning option, you can get an airworthiness cert that gives more maintenance options and flexibility (though insurance costs will be a little higher).