Since its introduction in 1958, it has been a main staple of the flight training fleet, and nearly 24,000 examples were built until it was discontinued in 1977. Accordingly, parts availability and easily sourced maintenance expertise are virtually unmatched in the general aviation fleet. To owners of less common types, these benefits are not insignificant.

Among the various 150 subtypes produced over the years, this late-model example is visually defined by its modern-looking swept vertical stabilizer and large rear windows. This compares to earlier models that had large, straight vertical stabilizers and a “fastback” design that provided no rearward visibility. Early 150s also offered less volume in the storage area behind the two seats.

While relatively modern touches abound here, most of the features for which 150s are known and loved remain. Massive Fowler-style flaps with a maximum setting of 40 degrees enable short, steep approaches, the flight controls are fingertip-light and precise, and the published 122 MPH cruising speed comes at the cost of less than 6 gallons per hour.

This particular 150 has 5,860 hours on the airframe and 964 hours on the engine since major overhaul. The modern paint job is said to be in good condition and is sharper than much of the 150 fleet. The included wheel pants offer a few additional knots of cruise speed along with good looks.

The seller has not hesitated to invest in the maintenance of this 150. A new exhaust, flap motor, tires, and battery have been installed, and both the magnetos and carburetor have been overhauled. It includes complete logs, and has been owned by the same family for the past 33 years.

Inside, the interior has also been well maintained. The plastic interior trim is in decent shape, and the seats have a nice, retro look that is well-matched to the exterior paint. While it lacks some of the more advanced avionics available today, the panel is clean and intact – far nicer than the sloppy, crudely modified panels found in many 150s.

For an economical, easy-to-own airplane that works well as a trainer or as a fun escape to fly-ins and $100 hamburgers, this 150 will likely provide its next caretaker with many years of great flying.

• READ MORE: Bargain Buys on AircraftForSale: 1946 Erco 415-C Ercoupe

You can arrange financing of the aircraft through FLYING Finance and quickly calculate your monthly payment using the airplane finance calculator. For more information, email info@flyingfinance.com. 

The post Bargain Buys on AircraftForSale: 1975 Cessna 150M appeared first on Plane & Pilot Magazine.

Pilots interested in a unique taildragger with economical operating costs should consider this 1965 Cessna 150E, which is available for $49,400 on AircraftForSale.

Those who own and fly them report that the unswept vertical stabilizer offers better directional control than the later swept-tail 150s. Additionally, the gross weight of the D and E is 100 pounds higher than earlier, pre-1964 150s. This particular example boasts a useful load of 528 pounds. Reliable manual flaps add to the list of desirable features.

Equipped with the standard 100-horsepower Continental O-200, this 150 offers more in the way of operating economics with modest fuel burn than raw power. Nevertheless, a 337 for larger 6 x 8.50 tires enables the new owner to easily add some off-airport capability. Hooker shoulder harnesses are a smart addition.

Inside, a Garmin COM radio and panel-mounted GPS comprise the basic avionic package, while a wingtip-mounted uAvionix skyBeacon ensures you’re free of ADS-B airspace restrictions. A lack of carpet in the cabin adds to the utilitarian look and feel, but for those who prefer a more finished look, new carpet is relatively inexpensive at around $500.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

The post Bargain Buys on AircraftForSale: 1965 Cessna 150E appeared first on Plane & Pilot Magazine.

• READ MORE: Mooney’s Almost-Warbird Returns to the Texas Skies

As we lifted off, the stick shaker buzzed in my hands for a long second—an obvious fault. We had flying speed, and I wasn’t pulling aggressively. I still eased a little of the back pressure to give a little extra margin, and the stall warning went away shortly after. We climbed in silence, fully expecting more failures. 

Airplanes don’t like to hibernate, and this one had spent years parked in the desert before a crew ferried it to this maintenance base, where it spent 64 days in the hangar. A squad of mechanics—nicknamed the “Pumas”—performed 1,500 tasks to get our bird inspected and airworthy. The Pumas found corrosion in some of the bulkheads and stringers, requiring extensive sheet metal repairs. Seals had become dry and brittle. Electrical issues had cropped up just as we arrived in town for the functional check flight required before our bird could return to service. The original sheet called for an April 30 return to service. We were scheduled for the test flight on May 24. There were a lot of folks at headquarters who wanted this airplane back on the line.  

• READ MORE: “Tuskegee Airmen” Plane Returns To Service

Maintenance test flights almost never happen on schedule, and I knew that when I picked up this trip. We’d been deadheaded down with a connection through Mexico City, and the captain received a text from one of the company representatives as we awaited our connecting flight to Querétaro. The electrical issue was taking more time to troubleshoot and by the time we arrived they had pushed our test flight to the next morning. We went to the hotel and tried again the next day. We powered up the airplane and started our preflight checks. Something was amiss in the elevators—I could feel binding on the control check, and the indication only showed one elevator going up as it should. “Controls: free, clear and correct” is a cornerstone of checking every airplane from day one of training in a Cessna 150 until your retirement flight, and it was flunking that most basic test. We also found a significant fuel leak dripping from the belly and some hydraulic fluid seeping from the landing gear actuators. The mechanics, inspectors, and company reps were less than pleased with these findings, but we all wanted a fault-free airplane when paying passengers stepped aboard again. So we went back to the hotel while the night shift went to work. 

My ties to aircraft maintenance go back to the day that set me on course to become an airline pilot. My grandfather worked at the main maintenance facility for the airline that now writes my paychecks. As he prepared to retire, he toured me around the facility, and I decided that maybe–just maybe—airplanes were cooler than trains. I apprenticed with a mechanic years before the Department of Labor would have preferred such training to happen, and wrenching on airplanes is what kept me fed for more than a decade. When the flying business turned sour in 2009, I exchanged my pilot’s hat for a greasy mechanic’s uniform in the airline’s hangar for a spell. Spending a few days at the MRO facility was a trip down memory lane. Having to brush up on my failing Spanish was a challenge, but the sights, sounds, and smells were universal.  

On the third day, we were down to just a few minor details before we could go on the test flight—but the little things often take the longest. We were in the company’s office, staring out the window, when the captain asked if we could stroll through the hangar and stick our heads into the airplanes being worked on. The inspector looked a little surprised that two pilots even had an interest and said, “Down here, you’re the boss. Go where you want to go. Just make sure you’ve got a safety vest on.” We bolted for the door—and then he paused us for a moment to give a quick safety briefing, so we didn’t do anything stupid. 

• READ MORE: BOEING 717

For the next hour or so we roamed the hangar. This facility had three Boeing 717s in for inspection at various stages of disassembly and a few Boeing 757s. An Embraer 190 sat outside as well. We poked around jet engines that were completely uncowled, a sight never encountered normally, and the captain had me point out the major components—starters, generators, igniters, thrust-reverser actuators. I was giving my granddaddy’s hangar tour from 1991. We stuck our heads into one of our airframes with the entire interior and much of the flight deck removed and a hollow shell opened to inspect the underlying structure. This time, when we climbed into the recently finished airplane with fresh carpets and seat belts all perfectly crossed, I wasn’t the wide-eyed kid dreaming an impossible dream—I was going to start flipping switches and do the test flight. I was ages 11, 42, and every year in between all at once. 

Before the test flight, we sat down at a conference table with the company representatives, the mechanic who would be on the flight deck jumpseat observing the flight, the leader of the line of mechanics who had performed the inspection, and the person who would be filing our flight plan with the Mexican authorities, among others. Our discussion began with an overview of the work that had been performed, some of the unexpected repairs that had been required, and key things to look for. The jumpseat mechanic reviewed the checklist of items he would need to see demonstrated.

The checklist normally called for a level off at an intermediate altitude for a series of checks before climbing well into the flight levels for a second series of tests. Since there was mountainous terrain all around, we agreed that if all systems were operating normally as we climbed, we would do the high-altitude tests first over the mountains as we flew toward the coast, where we would descend for the lower altitude tests over relatively flat terrain. We were looking to ensure we had a lot of room between the airplane and the rocks at all times in case of an emergency. We defined everyone’s roles—I’d be the pilot flying, and the captain would be the pilot monitoring and also running the checks for the maintenance team. Our company’s philosophy is generally to have the first officer fly the airplane during an abnormal situation while the captain runs the appropriate checklists, so this prepared us in case of a failure to keep from having to exchange control of the aircraft. Everything we planned revolved around managing the risks involved. Only check airmen act as captains on these flights, and they’re specially trained for the profile associated with these flights. A lot of things we would be doing were not the normal procedures from a revenue flight, and anything outside the normal is very much a threat in the airline world. 

• READ MORE: Neta Snook: Amelia Earhart’s Instructor and One of the First Female Test Pilots

As we finished our preflight checks, someone stepped onto the airplane with a plastic bag full of street tacos from a roadside stand. “Lunch is served,” he said. We finished our preparations with a mouthful of carne asada and sipping sodas with real sugar. It was a far cry from the normal airport grub we’re stuck with while passing through Newark, New Jersey. 

Once airborne, passing through 10,000 feet msl, I looked to the captain. I asked if he had noticed the stall warning at takeoff, and he had. He turned to the mechanic to explain that issue, and my focus returned to flying the airplane. We climbed to altitude and the airplane flew straight with almost no rudder or aileron trim required. We tested various systems in the high-altitude segment then descended near Tampico to test out various configurations, slowing the airplane as if setting up for a landing but at 20,000 feet. Our first test of the speed brakes grabbed our attention—only one side deployed, but on the second try, they worked as advertised. We figured it was likely just a bit of air trapped in a hydraulic line that had to be purged through use. The team of mechanics in back reported their checks were complete with no faults noted. 

We had been expecting major issues from the outset—an engine failure, pressurization issue, or electrical failure were prime threats, but the few squawks on the checklist were minor as we landed and taxied back to the hangar. There was no Beemans chewing gum, no heroics, and no West Virginia drawl downplaying significant failures. A few logbook entries gave the mechanics some work to square everything away, and a handler took us to customs for our exit pass. Unlike the normal crush of people in customs associated with a flight, it was just two pilots and a customs inspector, a relaxed conversation, and a fist bump with wishes for a safe trip as we walked away for our flight home. 

Editor’s Note: This story originally appeared in the September 2023 issue of Plane & Pilot magazine. You can subscribe here.

The post Words Aloft: Test Pilot, Airline Style appeared first on Plane & Pilot Magazine.

Like so many others, my journey toward a career in aviation began in the left seat of a shiny, polished, aluminum-and-red 1959 Cessna 150. N5709E was the prize possession of the Virginia Tech aviation department and carried me and my friends on our first flights, first solos, and private pilot check rides, and then on to a career in military or commercial aviation. We were not alone. The Cessna 150 taught the post-1950s world to fly. So, how did this remarkable little airplane come to be such a success?

Those pilots who subscribe to the axiom “never fly the A model of anything” will be pleased to know the first model of this small but sturdy aircraft was simply the Cessna 150. Spanning the 1959 and 1960 model years, the original was an extensive update of the successful Cessna 120/140 line. Cessna 140 production had ended in 1951 as the postwar aviation boom flagged. However, by the end of the decade, the training market was beginning to heat up, and Cessna decided to get into the game.

The Cessna 150 prototype squared off the wingtips and tail surfaces of the 140, featured a straight, windowless tail cone, manual 40-degree Fowler flaps, and most important for the training market, tricycle landing gear. The systems were simple and even a bit rudimentary. The stout little Continental O-200A, 100 hp four-banger was started by pulling on a shiny “T” handle at the top of the minimal instrument panel. The handle tugged a cable that engaged the starter. Venturis powered the basic vacuum system, and the generator was driven directly off the accessory drive, eliminating the need for a drive belt.

Of the first Cessna 150 model, 683 were produced in 1959 to ’60, and they are, by most accounts, the lightest, fastest and, many will say, most fun to fly. Three models were offered—the standard, trainer, and intercity commuter. The latter added luxuries such as a vacuum pump, attitude indicator, and rotating beacon. The major shortfall of the tiny Cessna was its narrow cabin. Advertisements of the time usually featured what appeared to be 7/8-scale pilots and passengers sitting happily side by side with their luggage neatly behind the seats. In reality, two standard FAA 170-pound occupants would find the cockpit a bit cramped, and extensive crew coordination was often required for simple acts such as putting on a jacket.

However, none of this really matters because the Cessna 150 remains to this day a delight to fly. It cruises at 90 mph (78 knots), stalls at 47 mph (41 knots), and the manually actuated, 40-degree flaps allow for very precise short-field performance. Its 22.5-gallon fuel tanks and 6-gallon-per-hour fuel consumption allow for a realistic no-reserve range near 300 nm. Control forces are light and visibility is good, as long as a wing is lifted before each turn, and the spring steel “Land-O-Matic” main landing gear forgives the wide variety of student pilot landings. To top it off, the secret to the longevity of the Cessna 150 was its ability to be upgraded, modernized, and adapted to the needs of newer generations of pilots.

The Cessna 150A, introduced in 1961, increased the size of the rear side windows and moved the main landing gear legs rearward by 2 inches. This counteracted the original’s disturbing habit of settling on its tail.

The next big upgrade occurred in 1964. The Cessna 150D model introduced the ubiquitous “Omni-Vision” rear window. Both the 1964 D model and 1965 E model combined the manually activated 40-degree flaps and the straight vertical tail from the earlier models, making them a favorite of the National Intercollegiate Flight Association’s (NIFA) annual precision landing competition. By 1965, the F Model introduced a 35-degree swept vertical tail, electric flaps, and a list of aerodynamic improvements, including a standard spinner in all models.

One of the most welcome additions arrived in 1967 with the 150G model’s curved entry doors, which provided an additional 3 inches of cabin width. Not to be outdone, the 1970 model heralded the introduction of the Cessna 150K Aerobat. The Aerobat—with its six positive and three negative G limits, shoulder harnesses, distinctive checkerboard paint, and dual skylights—was an instant hit. Still powered by the 100 hp Continental O-200A, the Aerobat is no Pitts Special or Extra 300, but it provides a great platform for basic aerobatic training, and spin and upset recovery, as well as energy management training.

The Cessna 150 proved to be an international success too. Nearly 2,000 Cessna 150 models were constructed in Reims, France. While these aircraft usually mirrored their stateside models, many featured the Rolls-Royce-built Continental O-240 variant that increased horsepower by 30 percent.

The Cessna 150 enjoys many aftermarket modifications to the Cessna 150. At least two supplemental type certificates (STCs) allow for the installation of the Lycoming O-320 or O-360 in place of the original Continental. This mod increases fuel consumption and reduces range significantly, but it dramatically increases performance at high and hot airports. And in a return to its Cessna 120/140 roots, the “Texas Taildragger” conversion puts the Cessna 150 back on conventional gear, providing the added benefit of reduced drag and weight associated with the removal of the nose landing gear.

By 1977, the final year of Cessna 150 production, the reduced availability of 80 octane fuel and a nearly 150-pound empty weight increase over the original Cessna 150 necessitated a change to the Lycoming O-235. Designated the Cessna 152, power increased modestly to 108 hp and, because of concerns about full-flap go-arounds, the electric flaps were limited to 30 degrees. Approximately 7,500 Cessna 152s were produced in the U.S. and France during its 10-year production run that ended in 1988.

When production halted, the company had built 31,471 Cessna 150/152s, placing the 150 in fifth on the list of most produced aircraft, just behind the entire Piper PA-28 line and just ahead of the Cessna 182. As to that original question—“Why not just restart the production line?”—you will have to ask Cessna. It may be increased production costs, an effort to avoid clashing with its incredibly successful Cessna 172 (the most produced airplane in the world), or competition from the growing LSA market, just to name a few. In any event, the Cessna 150 stands out as the definitive two-seat trainer of its time with nearly 23,000 registered around the world.

Oh, and how about N5709E? Lovingly restored to its 1959 livery, it is still on the active rolls and can be seen flying to various events where classics are appreciated. So, next time you talk to your pilot friends, ask them about their first airplane. You might be surprised how many got their start in the sturdy Cessna 150. 

Editor’s Note: This story originally appeared in the September 2023 issue of Plane & Pilot magazine. 

The post Incredible Plane: Cessna 150 appeared first on Plane & Pilot Magazine.

Like so many others, my journey toward a career in aviation began in the left seat of a shiny, polished, aluminum-and-red 1959 Cessna 150. N5709E was the prize possession of the Virginia Tech aviation department and carried me and my friends on our first flights, first solos, and private pilot check rides, and then on to a career in military or commercial aviation. We were not alone. The Cessna 150 taught the post-1950s world to fly. So, how did this remarkable little airplane come to be such a success?

Those pilots who subscribe to the axiom “never fly the A model of anything” will be pleased to know the first model of this small but sturdy aircraft was simply the Cessna 150. Spanning the 1959 and 1960 model years, the original was an extensive update of the successful Cessna 120/140 line. Cessna 140 production had ended in 1951 as the postwar aviation boom flagged. However, by the end of the decade, the training market was beginning to heat up, and Cessna decided to get into the game.

The Cessna 150 prototype squared off the wingtips and tail surfaces of the 140, featured a straight, windowless tail cone, manual 40-degree Fowler flaps, and most important for the training market, tricycle landing gear. The systems were simple and even a bit rudimentary. The stout little Continental O-200A, 100 hp four-banger was started by pulling on a shiny “T” handle at the top of the minimal instrument panel. The handle tugged a cable that engaged the starter. Venturis powered the basic vacuum system, and the generator was driven directly off the accessory drive, eliminating the need for a drive belt.

Of the first Cessna 150 model, 683 were produced in 1959 to ’60, and they are, by most accounts, the lightest, fastest and, many will say, most fun to fly. Three models were offered—the standard, trainer, and intercity commuter. The latter added luxuries such as a vacuum pump, attitude indicator, and rotating beacon. The major shortfall of the tiny Cessna was its narrow cabin. Advertisements of the time usually featured what appeared to be 7/8-scale pilots and passengers sitting happily side by side with their luggage neatly behind the seats. In reality, two standard FAA 170-pound occupants would find the cockpit a bit cramped, and extensive crew coordination was often required for simple acts such as putting on a jacket.

However, none of this really matters because the Cessna 150 remains to this day a delight to fly. It cruises at 90 mph (78 knots), stalls at 47 mph (41 knots), and the manually actuated, 40-degree flaps allow for very precise short-field performance. Its 22.5-gallon fuel tanks and 6-gallon-per-hour fuel consumption allow for a realistic no-reserve range near 300 nm. Control forces are light and visibility is good, as long as a wing is lifted before each turn, and the spring steel “Land-O-Matic” main landing gear forgives the wide variety of student pilot landings. To top it off, the secret to the longevity of the Cessna 150 was its ability to be upgraded, modernized, and adapted to the needs of newer generations of pilots.

The Cessna 150A, introduced in 1961, increased the size of the rear side windows and moved the main landing gear legs rearward by 2 inches. This counteracted the original’s disturbing habit of settling on its tail.

The next big upgrade occurred in 1964. The Cessna 150D model introduced the ubiquitous “Omni-Vision” rear window. Both the 1964 D model and 1965 E model combined the manually activated 40-degree flaps and the straight vertical tail from the earlier models, making them a favorite of the National Intercollegiate Flight Association’s (NIFA) annual precision landing competition. By 1965, the F Model introduced a 35-degree swept vertical tail, electric flaps, and a list of aerodynamic improvements, including a standard spinner in all models.

One of the most welcome additions arrived in 1967 with the 150G model’s curved entry doors, which provided an additional 3 inches of cabin width. Not to be outdone, the 1970 model heralded the introduction of the Cessna 150K Aerobat. The Aerobat—with its six positive and three negative G limits, shoulder harnesses, distinctive checkerboard paint, and dual skylights—was an instant hit. Still powered by the 100 hp Continental O-200A, the Aerobat is no Pitts Special or Extra 300, but it provides a great platform for basic aerobatic training, and spin and upset recovery, as well as energy management training.

The Cessna 150 proved to be an international success too. Nearly 2,000 Cessna 150 models were constructed in Reims, France. While these aircraft usually mirrored their stateside models, many featured the Rolls-Royce-built Continental O-240 variant that increased horsepower by 30 percent.

The Cessna 150 enjoys many aftermarket modifications to the Cessna 150. At least two supplemental type certificates (STCs) allow for the installation of the Lycoming O-320 or O-360 in place of the original Continental. This mod increases fuel consumption and reduces range significantly, but it dramatically increases performance at high and hot airports. And in a return to its Cessna 120/140 roots, the “Texas Taildragger” conversion puts the Cessna 150 back on conventional gear, providing the added benefit of reduced drag and weight associated with the removal of the nose landing gear.

By 1977, the final year of Cessna 150 production, the reduced availability of 80 octane fuel and a nearly 150-pound empty weight increase over the original Cessna 150 necessitated a change to the Lycoming O-235. Designated the Cessna 152, power increased modestly to 108 hp and, because of concerns about full-flap go-arounds, the electric flaps were limited to 30 degrees. Approximately 7,500 Cessna 152s were produced in the U.S. and France during its 10-year production run that ended in 1988.

When production halted, the company had built 31,471 Cessna 150/152s, placing the 150 in fifth on the list of most produced aircraft, just behind the entire Piper PA-28 line and just ahead of the Cessna 182. As to that original question—“Why not just restart the production line?”—you will have to ask Cessna. It may be increased production costs, an effort to avoid clashing with its incredibly successful Cessna 172 (the most produced airplane in the world), or competition from the growing LSA market, just to name a few. In any event, the Cessna 150 stands out as the definitive two-seat trainer of its time with nearly 23,000 registered around the world.

Oh, and how about N5709E? Lovingly restored to its 1959 livery, it is still on the active rolls and can be seen flying to various events where classics are appreciated. So, next time you talk to your pilot friends, ask them about their first airplane. You might be surprised how many got their start in the sturdy Cessna 150. 

Editor’s Note: This story originally appeared in the September 2023 issue of Plane & Pilot magazine. 

The post Incredible Plane: Cessna 150 appeared first on Plane & Pilot Magazine.

As the most successful civilian trainer ever built, the Cessna 150/152 is dear to the hearts of tens of thousands of pilots. Born in 1978 as a Lycoming-powered upgrade of the earlier Continental-driven Cessna 150, the 152 solved most of the carb ice problems of the earlier model and added 10 hp in the process, though the performance and operating differences were relatively negligible.

The 152 offered an empty weight of 1,107 pounds against a gross weight of 1,670 pounds, leaving 563 pounds for fuel, people, and stuff. That turned out to be plenty, as most 152s rarely flew with a full 27 gallons of avgas aboard. Full fuel payload was 401 pounds, but if you left 10 gallons in the truck, you still had 460 paying pounds available. Optional long-range tanks boosted capacity to 37.5 gallons, but few 152s were so equipped.

CG was never much of a concern in 152s, since both occupants were seated directly on the balance point. Both pilots needed to be good friends, however, as the cabin was a snug 39 inches across.

Structural integrity and economy were especially important in the 152, no matter that the model’s mission has changed since it went out of production in 1986. It’s a tribute to the 152’s ability to bounce back (literally) that so many were flogged for 30 years as trainers before being retired to serve as short-range fun machines.

With a 95- to 100-knot cruise on 5.5 gph, Cessna’s ubiquitous 152 remains one of the easiest ways to break into aircraft ownership at minimum expense. Maintenance is generally simple, in perfect keeping with the aircraft’s design concept.

It’s hard to imagine another airplane as simple and talented in the flight-training role. If you’re eager to own a trainer or just fly for fun, the Cessna 152 is an excellent choice.

Prices have increased on this and all good used planes, but relative bargains can still be had on a great plane. 

The price range of the Cessna 152 might seem bonkers to some, with decent planes starting at $30,000 and quickly progressing up to …. well, we’ve seen some asking prices north of $50,000. The increase doesn’t surprise us too much, as the 152 is a solid, economical trainer, time builder and runabout for those on a budget. It’s a winning combination in a highly competitive market. 

The post 1. Cessna 152 appeared first on Plane & Pilot Magazine.