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I'm 240 and my CFI goes about 220. We depart with half tanks and when we go over weight and balance he says "looks about right".

Before we got to the section on weight and balance in my training, I weighed 264 (down from 317, and currently at 229), and my instructor was 196. We flew all the way through my solo with full tanks. *Then* he discussed weight and balance.

I recently sent a 240 pound student to a checkride with a 230 pound DPE in my 152 with the LR tanks half full .... all went well. I don't think they were real comfy, but the airplane didn't seem to mind.

Terry

A Cessna 150 is one of the best weight loss programs going. I think each time I'm down another six pounds, "Another gallon of fuel."

When people ask me how much weight I have lost, I say 14 gallons.

(sigh)cue band, slide in soap box.
As a former USAF Flight test director, specializing in weight and balance issues,
Your friend is right to the point of the certificated T/O weight limit set by Cessna.
Question
1. Will the C-150-152 take off over weight?
2. How much over weight can you go and still be considered safe?
3. If I take off over weight will my insurance cover me?

Answer
1. Yes, but you become an unofficial test pilot... meaning you are in uncharted/unpublished testing areas.
2. 0. Anytime you take a risk by going outside of tested and published data, you can be considered reckless and unsafe after the fact. (Your results may vary- I am not a lawyer)
3. Probably not. Read your own coverage and call your agent.

With out trying to sound the doom and gloom, I would like to bring up a few "issues" as to going over the maximum weight as listed in the POH/handbook.
First I am sure everyone has at one time or another pushed the envelope of our tiny aircraft. Each time, we learn something from it, as usually I got away with it, I can do more, and may try some thing greater another day. In Alaska, (help me Terry) there is an allowance to go over weight by a specified amount, (10%) and I believe there are some limitations to them.
Ask Ed Pataky of what he thinks about spins.
Spins are an aggravated stall that may occur with very little notice. (ask Ed) As we go over gross, we require an ever increasing amount of lift (read also more drag) which is aquired by angle of attack/relative wind. This brings us closer to the stall spin problem that takes away pilots every year. What about Va ? As we increase the weight of the aircraft the Va speed goes up, we can over stress things that way also. Most of our 40+ year old aircraft have been stressed long before we got them and maybe it is a timeto give them a bre... no just go easy on them and not go to the max or over unless you really need to. (FedEx ships to KCWI)

Just use caution when you intentionally go outside the book, and take real good notes to share the facts with us upon successful completion of your flight test.

Well Dan, we that fly 150/150's, and 150/180's, are all test pilots by your definition. For our aircraft came to us with neither a pertinent owner's manual, nor any performance information.

But, I believe that you mean well, so, what exactly would you like to know from my notes? Actually, most of my experiences I have already posted here on previous occasions, haven't I?



I have asked this many times before, but I will ask it again since you have raised the issue, Dan:

AHEM...........

How many people here have any first hand personal knowledge of having an insurance claim being denied strictly due to being over gross?



AHEM.........Wouldn't that translate to LESS likelihood of over stressing the airplane, Dan? I mean, doesn't that mean that the heavier the airplane, the higher the airspeed required to do structural damage??

Thanks for the use of your soap box, Dan!

Next??

Poobs don' like spins.


Lemme tell ya - when Catherine and I spun at Clinton from that slipping turn to the left - there was little - make that NO warning. NONE.

Now, what if the CG was a bit aft?

Not fun, gang.

Bottom line - the gross weight maximun certificated is there for a reason. I'm not gonna go 'round discussing it. But, that's how the bird was certified and that's how I'm gonna fly it.

Call me a wimp, but I'm not gonna call myself smarter than the engineers.

I don't, and I don't want to find out myself. Why don't you call your insurance company and ask?

Hee hee! You remember, don't ya Hung?

Yup! Someone here once asked a similar question of their insurance company, didn't he?.............

Thanks for the reminder, Hung!

Speaking of the Alaska FAR --

It's 115% of maximum gross weight, if the plane can be flown safely and if it still performs at or above the performance required for certification of the aircraft!

And I believe it is only applicable for part 121 and 135 operations, even though it's under Part 91.