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Information on the 150
The Cessna 150 is a two-seat tricycle gear general aviation airplane, originally designed for flight training, touring and personal use. The Cessna 150 was offered for sale in the 150 basic model, Commuter, Commuter II, Patroller and the aerobatic Aerobat model. The Cessna 150 is supported by a number of Aircraft Type Clubs, including the Cessna 150-152 Club and the Cessna Pilots Association.
Development of the original 150 began in the mid 1950s with the decision by Cessna Aircraft to produce a successor to the popular Cessna 140 which had completed production in 1951. The Cessna 150 prototype first flew in September 1957, with production commencing in September 1958 at Cessna's Wichita, Kansas plant.
American made 150s were produced with the Continental O-200 100 hp (75 kW) engine, but the 216 aircraft produced by Reims Aviation under license in France are powered by a Rolls Royce/Continental O-240A piston engine of 130 hp (97 kW). These French manufactured 150s were designated Reims F-150, the "F" indicating "France".
The Cessna 150 is one of the most widely used flight training aircraft in the world. Almost all flying schools have at least one available for instruction or private hire. Used Cessna 150s are an affordable private aircraft.
The Cessna 150 is widely considered to be relatively easy to fly with no particular handling challenges. All Cessna 150s have very effective flaps that extend 40 degrees and landing the aircraft with full flaps gracefully can be a challenge for students to master.
The 150 was succeeded in production in the summer of 1977 with the introduction of the 1978 model Cessna 152. The 152 is more economical to operate due to the increased TBO (time between overhaul) of the Lycoming O-235 engine. Aside from the powerplant change the 152 had its flap travel limited to 30 degrees from the 150's 40 degree deflection and gross weight increased from 1,600 lbs (726 kg) to 1670 lbs (757 kg), among other changes made to the basic design.
*22,138 150s were built in the United States (21,404 Commuter, 734 Aerobats).
*1,764 150s were built by Reims, France (1,428 Commuter, 336 Aerobats).
*47 150s were assembled by a Reims affiliate in Argentina (38 Commuter, 9 Aerobats).
*Approximately 22,000 150s remain flying today.
Cessna 150 design chronology
*1958 Production of the Cessna 150 begins.
*1960 The Cessna 150 Patroller is born, featuring plexiglass doors, 38-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.
*1964 Rear window introduced, which the Cessna marketing department dubs Omni-Vision.
*1965 Bucket seats replace bench seats.
*1966 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%.
*1969 Instrument panel arranged in T-configuration. Pull-type starter 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 capable of limited positive-G maneuvers introduced. It features skylights in the cabin ceiling, four point harnessess, removable seat cushions so that parachutes can be worn and quick-release doors.
*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.
*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 Avgas fuel (which had more lead than the older fuel). 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.
The Cessna 150 is simple, robust and relatively viceless. For these reasons it has become one of the world's most popular basic trainers. Its reputation for stability and ease of operation has occasionally brought it criticism: pilots trained on the 150, it is suggested, are ill-prepared to handle aircraft that are less tolerant of improper handling.
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 down-going 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 large wing area, the aircraft is sensitive to turbulence. The rudder is not as effective as in other aircraft, accounting for the 150's relatively low demonstrated crosswind capability of 12 kt.
Power-on and power-off stalls are easily controlled. A normally-rigged aircraft will tend to drop the left wing, though with proper rudder technique the 150 can be maintained in a wings-level stall (with attendant high sink rate). Erect spins are unremarkable. Unless pro-spin control inputs are maintained throughout, the aircraft is prone to enter a spiral dive. The engine will usually stop in prolonged spins (12-15 turns). Normal spin recovery techniques are highly effective.
US Miltary Service
A variant of the 150, the T-51, is used as a trainer and competition aircraft for the United States Air Force Academy Flying Team.
Because of the high altitudes it is flown at, the aircraft is upgraded with a Lycoming O-320-E2D engine and a larger propeller to improve performance.
Source: This article is licensed under the GNU Free Documentation License. It uses material from the Wikipedia article "Cessna 150".
Capacity: 1 passenger
Length: 24 ft 9 in (7.3 m)
Wingspan: 33 ft 4 in (10.2 m)
Height: 8 ft 6 in (2.6 m)
Wing area: 160 ft? (15 m?)
Empty weight: 1,111 lb (504 kg)
Useful load: 490 lb (220 kg)
Max takeoff weight: 1,600 lb (730 kg)
Powerplant: 1? Continental O-200A flat-4 engine, 100 hp (75 kW) at 2,750 rpm
Propeller diameter: 5 ft 9 in (1.8 m)
Never exceed speed: 141 knots (162 mph, 259 km/h)
Cruise speed: 107 knots (123 mph, 198 km/h)
Stall speed: 42 knots (48 mph, 78 km/h)
Range: 366 nm (421 mi, 589 km)
Service ceiling: 14,000 ft (4,300 m)
Rate of climb: 670 ft/min (3.4 m/s)
Max wing loading: 10 lb/ft? (49 kg/m?)
Minimum power/mass: 0.063 hp/lb (100 W/kg)
Fuel consumption: 6 gal/h (23 L/h) of avgas
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