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==Flight Characteristics== |
==Flight Characteristics== |
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[[Image:Low flying cessna 150.jpg|thumb|250px| |
[[Image:Low flying cessna 150.jpg|thumb|250px|'''Cessna 150L''']] |
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The Cessna 150 is simple, robust and easy to fly. For these reasons it has become one of the world's most popular basic trainers. |
The Cessna 150 is simple, robust and easy to fly. For these reasons it has become one of the world's most popular basic trainers. |
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Revision as of 00:31, 7 October 2007
The Cessna 150 is a two-seat tricycle gear general aviation airplane, that was designed for flight training, touring and personal use.
The Cessna 150 is the third most produced civilian plane ever, with 23,839 aircraft produced[1]. The Cessna 150 was offered for sale in the 150 basic model, Commuter, Commuter II, Patroller and the aerobatic Aerobat models.
Development
Development of the Model 150 began in the mid 1950s with the decision by Cessna Aircraft to produce a successor to the popular Cessna 140 which finished production in 1951. The main change in the 150 design was the use of tricycle landing gear, which is easier to learn to use than the tailwheel landing gear of the Cessna 140.
The Cessna 150 prototype first flew on September 12 1957, with production commencing in September 1958 at Cessna's Wichita, Kansas plant[2]. 216 aircraft were also produced by Reims Aviation under license in France. These French manufactured 150s were designated Reims F-150, the "F" indicating that they were built in "France".
American-made 150s were produced with the Continental O-200-A 100 hp (75 kW) engine, but the Reims-built aircraft are powered by a Rolls Royce O-240-A piston engine of 130 hp (97 kW).
All Cessna 150s have very effective flaps that extend 40 degrees.
The best-performing airplanes in the 150 and 152 fleet are the 1962 Cessna 150B and the 1963 Cessna 150C. Thanks to their light 1,500 lb gross weight and more aerodynamic rear fuselage, they climb the fastest, have the highest ceilings and require the shortest runways. They have a 109 knots cruise speed, faster than any other model year of either the 150 or 152.[3]
All models from 1966 onwards have larger doors and increased baggage space. With the 1967 Model 150G the doors were bowed outward 1.5 inches on each side to provide more cabin elbow room.
Production
A total of 22,138 Cessna 150s were built in the United States, including 21,404 Commuter models and 734 Aerobats. Reims Aviation completed 1,764 F-150s of which 1,428 were Commuter models and 336 were Aerobats. Forty-seven F-150s were also assembled by a Reims affiliate in Argentina, including 38 Commuters and 9 Aerobats.
Of the total built, about 22,000 150s remain flying today.
Of all the Cessna 150-152 models, the 1966 model year is the most plentiful with 3,067 1966 Cessna 150s produced. This was the first year that the aircraft featured a swept tail fin, increased baggage area and electrically operated flaps.
Design succession
The 150 was succeeded in the summer of 1977 by the closely related Cessna 152. The 152 is more economical to operate due to the increased TBO (time between overhaul) of the Lycoming O-235 engine. The 152 had its flap travel limited to 30 degrees from the 150's 40 degree deflection for better climb with full flaps and the maximum certified gross weight was increased from 1,600 lb (726 kg) on the 150 to 1670 lb (757 kg) on the 152.
In 2007 Cessna announced that they will build a two seat successor to the Model 150 and 152 designated the Model 162 Skycatcher.
Cessna 150 Design Chronology
- 1958 Production of the Cessna 150 begins. It cost ($6,995 for the Standard Model 150, $7940 for the Trainer, and $8,545 for the Commuter)[4].
- 1960 The Cessna 150 Patroller is born, featuring acrylic glass lower windows on the doors, 38 US gallon (144 l) tanks and a message chute for dropping message canisters to people on the ground.
- 1962 Slightly improved speed and climb capability with new propeller airfoil. The Commuter version cost $8,995.[5]
- 1964 Rear window introduced, which the Cessna marketing department dubs Omni-Vision. Additional structure weight for the change (and extra radios) led to an increase in allowed gross weight from 1,500 to 1,600 pounds. This change also increased aerodynamic drag in the rear fuselage area. Climb performance was reduced, ceiling was reduced from 15,600 feet to 12,650 feet and top speed shrank 2 mph. Elevator and rudder mass balances were increased to reduce flutter potential caused by the less aerodynamic rear fuselage. Many people find the new cabin more "airy" and pleasant, due to the increased light.[6].
- 1965 Bucket seats replace the previous bench seats.
- 1966 The vertical stabilizer gets swept back 35 degrees, improving looks and decreasing rudder authority slightly. Increased rudder authority was regained in 1975 with the M model when the rudder was enlarged 15%. First production of French Reims-built F-150s[7].
- 1969 The instrument panel was arranged in T-configuration. The pull-type starter was replaced with a key-operated magneto and starter. The new starter proved less robust and more expensive to repair than the pull starter, but easier to operate.
- 1970 Aerobat model was introduced. This model is capable of limited positive-G (Maximum Load Factors; + 6.0g (+3.5g) flaps up (down); -3.0g) maneuvers . It features skylights in the cabin ceiling, four point harnesses, removable seat cushions so that parachutes can be worn and quick-release doors. In 1970 an Aerobat version cost $12,000 as opposed to the $11,450 for a normal Cessna 150[8].
- 1971 The spring-steel main gear was replaced with tubular landing gear and the gear track width was increased from 6 feet 6 inches(1.98 m) to 7 feet 7 inches (2.31 m), making it still easier to land. The landing light was moved from the wing to the engine cowl where vibration lowered landing-light bulb life. It was moved back to the wing on the Cessna 152, in 1984.
- 1975 The "M" model was introduced. It featured a vertically adjustable pilot seat and a vertical fin and rudder that is 15% larger than previous models.
- 1978. Cessna 152 model introduced. Lycoming O-235 110 hp (82 kW) engine introduced. The Continental 100 hp (75 kW) engine experienced trouble with lead buildup because of the introduction of 100LL Avgas fuel. 100LL has a higher lead content than the 80/87 avgas that the engine was designed for. However, the Lycoming had more trouble with lead fouling than the previous Continental, a problem that was not to improve until the 1983 model year with a slightly less powerful Lycoming.
Variants
- 150
- Initial production version, 1018 built.
- 150A
- 150 with undercarriage moved further to the rear, larger side windows and improved instrument panel, 333 built.
- 150B
- 150A with improved propeller and minor changes, 350 built.
- 150C
- 150B with minor changes, 387 built.
- 150D
- 150C with cut-down rear fuselage and omni-vision windows, 686 built.
- 150E
- 150D with minor changes, 760 built.
- 150F
- 150E with swept vertical tail, 2933 built. 67 built by Reims as F150F.
- 150G
- 150F with wider cabin interior and new instrument panel, 2666 built. 152 built by Reims as F150G.
- 150H
- 150G with minor changes, 2110 built. 170 built by Reims as F150H.
- 150J
- 150H with new instrument panel and undercarriage fairings, 1820 built. 140 built by Reims as F150J.
- 150K
- 150J with new seats and trim tab on lower rudder, 765 built. 129 built by Reims as F150K.
- 150L
- 150K with enlarged fin fairing, tubular steel undercarriage legs, 3778 built. 485 built by Reims as F150L.
- 150M
- 150L with a taller tail, 3624 built. 285 built by Reims as F150M
- A150K, A150L, and A150M
- Aerobatic versions of 150K, 150L and 150M, 734 built.
- FA150K, FA150L
- Reims built A150K (81 built) and A150L (39 built).
- FRA150L
- Reims built FA150L with Rolls Royce Continental 0-240-A engine, 141 built.
- FRA150M
- Reims built A150L with F150M modifications, 75 built.
- 152
- 150M with 110 hp Lycoming 0-235-L2C engine, 28 volt electrical system, electric flaps and new fuel tanks, 6628 built. 552 built by Reims as F152.
- A152
- Aerobatic version of 152, 315 built. 89 built by Reims as FA152.
Flight Characteristics
The Cessna 150 is simple, robust and easy to fly. For these reasons it has become one of the world's most popular basic trainers.
Cockpit visibility is generally good other than directly above the aircraft, where the view is blocked by the wing. This obstruction is of particular concern when, as is the case with most high-wing aircraft, the inside-turn wing blocks vision in the direction of a turn. As a partial remedy to this some 150's, including all Aerobats, feature a pair of overhead skylights.
Due to its light weight and light wing loading of 10 lb/sq ft, the aircraft is sensitive to turbulence.
Power-on and power-off stalls are easily controlled. Normal spin recovery techniques are highly effective.
Modifications Available
There are many modifications available for Cessna 150s. Some include:
- Vortex generators and STOL kits that reduce the stall speed of the plane.
- Different wing tips, some of which claim various cruise speed increases and stall speed reductions.
- Auto fuel STCs, which permit the use of automobile fuel instead of the more expensive aviation fuel.
- Larger engines, up to 180 horsepower.
- Taildragger landing gear.
- Auxiliary fuel tanks for larger capacity.
Cost
Flyable Cessna 150s in the United States range in price from US$15,000 to more than $30,000, depending on engine hours, radios installed, model year and cosmetics[9]. Prices in other parts of the world are generally comparable to the US used purchase prices.
The cost of operating an airplane can vary widely, depending on the mechanical health of the plane, country of operation with the associated regulatory requirements of that country and the home airport, which determines hangar rent and influences maintenance and fuel costs.
The recommended time between engine overhauls is 1,800 operating hours. In the USA in 2007 this can typically cost between $10,000 and $15,000[10].
In 2007 an American-based Cessna 150 can expect total hourly costs of $50-90. [11]. Costs in Europe can be expected to be considerably higher than this figure, due the increased cost of fuel, hangarage, parts, maintenance and regulatory and landing fees. Costs in other parts of the world will vary due to the same factors
Unusual Cessna 150 stunts
Between 1978 and 1980 a Cessna 150 was eaten by Michel Lotito, performing as Monsieur Mangetout.
Noteworthy Flights
- In 1996 a Cessna 150 was flown from the United States to South Africa in several stages, crossing the Atlantic along the way. An extra 60 gallon fuel tank was installed (beyond the standard 22.5 gallons) and the plane took off 500 lbs over gross weight. [12]
- A Cessna 150 holds the world speed record between Allentown, Pennsylvania to Fort Smith, Arkansas (as of July 2002)[13].
- On September 12 1994, Frank Eugene Corder intentionally crashed a Cessna 150L onto the South Lawn of the White House against the south wall of the Executive Mansion, in an apparent suicide attempt. Corder was killed, but no one else was injured and damage to property on the ground was mimimal. President Bill Clinton and his family were not in residence at the time.
- On August 8, 1964 a pair of commercial pilots flew a Cessna 150 into the Meteor Crater in Arizona. They were unable to leave the crater due to the downdrafts and the aircraft was forced to circle the interior of the structure until it ran out of fuel. The remains of the craft are still visible today.[citation needed]
Aircraft type clubs
The Cessna 150 is supported by a number of Aircraft Type Clubs, including the Cessna 150-152 Club and the Cessna Pilots Association.
Military operators
The United States Air Force Academy Flying Team uses three Cessna 150s designated T-51A (1 Model 150L, 2 Model 150M) for training and competition.[14] For better performance at altitude, these aircraft have been equipped with 150-horsepower Lycoming O-320-E2D engines and propeller combinations.
The Air Force of the Democratic Republic of the Congo also uses the Cessna 150.
The Sri Lanka Air Force (SLAF) uses Cessna 150s as trainers. Except for its fleet of MiG-23UBs these are the only non-Chinese-made aircraft which the SLAF uses for training purposes.
Specifications (1977 Cessna 150M)
General characteristics
- Crew: 1
- Capacity: 1 passenger
Performance
- Fuel consumption: 6 United States gallon/h (23 L/h) of avgas
Citations
- ^ Thompson, William. Cessna Wings for the World. p. 16. ISBN 0-89288-221-2.
- ^ Thompson, William. Cessna Wings for the World. p. 9. ISBN 0-89288-221-2.
- ^ AOPA Flight Training C150 Article Writeup
- ^ Thompson, William. Cessna Wings for the World. pp. pp.9. ISBN 0-89288-221-2.
{{cite book}}:|pages=has extra text (help) - ^ Thompson, William. Cessna Wings for the World. ISBN 0-89288-221-2.
- ^ Thompson, William. Cessna Wings for the World. p. 11. ISBN 0-89288-221-2.
- ^ Thompson, William. Cessna Wings for the World. p. 12. ISBN 0-89288-221-2.
- ^ Thompson, William. Cessna Wings for the World. p. 14. ISBN 0-89288-221-2.
- ^ "Aircraft Shopper Online". Retrieved 2007-07-31.
- ^ "Lakeland Price List".
- ^ "Cessna 150 Club FAQs".
- ^ "Transatlantic Cessna".
- ^ "World Speed Record".
- ^ Designation-Systems.Net DOD 4120.15-L - Addendum
References
- Type certificate data sheet no. E11EU. (July 7 1971) Department of Transportation. Federal Aviation Administration.
- U.S. Air Force Academy, Public Affairs. "Biography". Fact Sheet: Airmanship. Retrieved 2006-10-01.
External links
- Cessna Aircraft Company
- Aircraft Info.net - Cessna 150/152
- Cessna 150-152 Club
- Cessna Pilots Association
- Aircraft Info and History - Cessna 150 & 152
Related content
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