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Looking for a nice clean 150L or M without any corrosion, VFR is fine, damage properly repaired and documented is ok (expected). Will pay according to Vref or NAAA appraisers value. Please be close to Wisconsin. I've already made 2 trips and come home empty handed. Wife said "Nothing over 20 grand". Thank you Jim Curns 920.982.6882

What are your particular reasons for limiting yourself to just the L and M models, Jim?

I just like the looks a bit better, and have heard the tubular gear gave less grief to the gear box area, and the instrument panels are laid out well. Avoiding corrosion is far more important to me than the year. Thanks Jim

Ok! The reason that I asked is because from the late 60's on up, they are essentially the same airplane. In various ways I preferred our previous 1970 model to our present 1975 model. For example, going in and out of rough fields I very much prefer the flat gear of the earlier year. For cross winds, The earlier shorter tail and dorsal made for much easier handling in a cross wind. These are just little things. Definitely not enough of a deal for me to want to part with Mr. Ed!!

I didn't want you to overlook an earlier airplane maybe because of some misinformation.

Good points. I've also noticed empty weights creep up as you get newer. I still have an H and a K on my maybe list. But they are both far away. Tell me more about the gear difference. I have a 60 x2500 private strip. that is very smoooooth. Lunch at another grass runway is not nearly as smooth. But that's another story. Jim

The difference in gear? The tube gear has a much more marshmellowy feel. Kinda wallows around compared to the flat gear. When we do our Alvord pilgrimage, we go into Denio Junction for eats and fuel. Here is Denio Junction on AirNav. [airnav.com] Clumps of weeds and sagebrush seperated by soft sand. We've landed there several times in our straight geared 150 without thinking twice. This year, with the tube gear, it felt, and sounded, like we were going to snap the gear off. The way it flexed and snapped back definitely got our attention. But, nothing was damaged. And we are talking extremely rough here. So maybe not the best of useful examples.

I would think with crosswinds you'd want the larger, more effective tail feathers. When Cessna slanted the tail the rudder became less effective. In order to regain some of the effectiveness, the later 150s have larger vertical tails.

I haven't noticed much of a difference between my small tail 150 and the big tail 152s I fly for flight team. The larger fin does create more of a weather vane, but the larger rudder counteracts that.

One thing that MAY be a future concern with the tube gear is corrosion on the interior of the leg. There IS an issue with the flat gear with corrosion under the step, but that's a lot easer to deal with than something you can't see or access.

Well, lemme tell ya, Tim. 72G was almost a joy landing crosswind. Keeping it straight was very easy. 9ED tends to be a handful. A definite inclination to weather cock. The only differences between the two airplanes is the tail and the gear? More tail surface? Catching more wind? Pushing the tail around more? That's the only answer that makes any sense to me?

Center of gravity is a big factor, too! I would have to fly both birds with similar CG and loading to know for sure.