Websterpilot
Well-Known Member
Okay guys,
snagged my first CFI job primarily flying Cessna 150’s. I’ve flown a variety of different model 172’s and the 150 seems similar. Some things are going to take some time to get used to ie. ASI in MPH, non-standard cockpit layout, size, speed; all I’m sure will feel normal in due time.
Here are my thoughts:
The 150 seems to be a bit more twitchy, but overall just as stable as a 172. However, during power on stalls, the 150 seemed to be a little less stable, requiring some quick dancing on the rudder to remain wings level and coordinated.
One big thing that I noticed and I’m assuming it has a lot to do with weight and speed, was the fact that the 150 seems much easier to land. It doesn’t seem to float as much as a 172, but seems to want to drop a bit more in the flare after power reduction. The 150 also seems much more responsive in pitch during the flair making for easier corrections without dropping it in.
I’ve spent a lot of time in fuel injected aircraft and recently got back into flying carbureted models while completing my CFI training ect. I noticed today during my run-up check, that I had built a little carb ice during taxi. Granted, the temperature and humidity was perfect for it. I’ve read the discussions about the difference between Continental and Lycoming line routing, but it seems to be comparing apples to oranges when it comes to its effect on carb ice.
Basically I’m looking for any tips, hints, suggestions or wisdom from more experienced 150 pilots. It’s hard enough to learn how to teach, let alone in something I’ve never flown before.
Thanks in advance!
snagged my first CFI job primarily flying Cessna 150’s. I’ve flown a variety of different model 172’s and the 150 seems similar. Some things are going to take some time to get used to ie. ASI in MPH, non-standard cockpit layout, size, speed; all I’m sure will feel normal in due time.
Here are my thoughts:
The 150 seems to be a bit more twitchy, but overall just as stable as a 172. However, during power on stalls, the 150 seemed to be a little less stable, requiring some quick dancing on the rudder to remain wings level and coordinated.
One big thing that I noticed and I’m assuming it has a lot to do with weight and speed, was the fact that the 150 seems much easier to land. It doesn’t seem to float as much as a 172, but seems to want to drop a bit more in the flare after power reduction. The 150 also seems much more responsive in pitch during the flair making for easier corrections without dropping it in.
I’ve spent a lot of time in fuel injected aircraft and recently got back into flying carbureted models while completing my CFI training ect. I noticed today during my run-up check, that I had built a little carb ice during taxi. Granted, the temperature and humidity was perfect for it. I’ve read the discussions about the difference between Continental and Lycoming line routing, but it seems to be comparing apples to oranges when it comes to its effect on carb ice.
Basically I’m looking for any tips, hints, suggestions or wisdom from more experienced 150 pilots. It’s hard enough to learn how to teach, let alone in something I’ve never flown before.
Thanks in advance!