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Hello all, well I have been looking around the site for the last day and searching, I willl be buying a plane in 3 years yea I know a long time but I am stationed overseas and don't need a plane just sitting. In my evaluations I originally wanted a 182, then thought that over and decided a 172 is what I really need, then came to reality is 90% of the time it will only be me flying, 5% with another person and 5% with the family on a vacation, so with my trips local and hunting trips to Texas I think the 150/152 is the choice. It will haul me and my gear nicely.
I originally decided to get the 152 due to the Lycoming engine and 110 HP, but looking around the board, am I cutting myself short not thinking of a 150? I need at least 510 useful load, and I think this is most all 150B on up? what are all of you getting forcruise speeds real time? with wheel pants, with-out, loaded, ect? I did all my training in a 152 and we cruised at approx 95-100 Knots. let me know. Thanks. Also in the 150 what model year would be best?

Hi Richard,

Let me be the first to welcome you aboard! If you've read most of the posts, you know these are difficult questions, with no definitive answers. The clubs database of model comparisons might help your decision making. You are the best judge of what you want and need.

I agree with your reasoning, though. Yes, include 150's in your search. There's not enough difference in performance to be a factor. 150's are a little less expensive to buy than 152's, and operational costs are very similar. I suggest buying a 150/152 for yourself, and renting a 172 for the family trips. You'll pay for a lot of trips in the 172 with the money you saved buying the 150/152. Take your BFR in the 172 and you're good to go! A 150hp 150 is a blast to fly if you can find one, is faster, has higher gross, and can still save you money over the 172. Wheel pants are basically cosmetic, although some members find adding brake fairings makes a difference. Flap gap covers are the better speed mod. 150's with O-200A's and stock cylinders had an AD that backed the timing off to 24btdc, which lowered the hp. Look for a Major or Top Overhaul that installed new cylinders allowing the timing to legally be reset back to 28btdc, bringing the hp back up. Also, make sure the old non-rebuildable mags have been replaced. Keep shopping, and you'll get a good idea of real market values, keeping in mind that asking price isn't usually selling price! Specific questions will arise as you shop. Post them here, and you'll get an answer. Just type in "Cessna 150 152 172" in your search engine, and you'll be shopping/learning for hours.

Carl

I thought the gross weight stayed the same??

From an earlier post by me about a newsletter article:



There are (or were) other STC's available. Thanks for asking! This might help others, too!

Carl

Mixed here on the 150/150. Mine was a Bush/Williams/Avcon and DID NOT have the GW increase (a piece of paper that ACT does have and will sell for about $1200...no other changes).

However, as mentioned many times before....many 150/150's without the STC routinely fly at the ACT GW level without consequence with the possible exception of questionable insurance applications.

Having said that....if you like a 182 or 172...you would LOVE a 150/150 for single or double pilot short/hot/high operations. I know from experience.

I thought the gross weight stayed the same?? [/quote]

The legal gross weight is usually the same.
It's just that (with the extra power) the "If it fits, it flies" rule is often applied.