The 150 is a bit cheaper but im finding that i do better in the 72 except for steep turns
[no problems in the 150] or is it just a matter of personal preference.Advice?
Tnx a lot
22l
C 150 or C172 for training?
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C 150 or C172 for training?
Given equal experience in both airplanes C150 and C172 wich in your opinion is the beter for the CPL traning and flght test and why.
The 150 is a bit cheaper but im finding that i do better in the 72 except for steep turns [no problems in the 150] or is it just a matter of personal preference.
Advice?
Tnx a lot
22l
The 150 is a bit cheaper but im finding that i do better in the 72 except for steep turns
[no problems in the 150] or is it just a matter of personal preference.Advice?
Tnx a lot
22l
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herethere22
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Cat Driver
- Top Poster
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- Joined: Sun Feb 15, 2004 8:31 pm
Depends on which 150 or 172 you are talking about.
Here is a Cessna 150 that is great for learning to fly on.
http://i43.photobucket.com/albums/e353/ ... 010783.jpg
Here is a Cessna 150 that is great for learning to fly on.
http://i43.photobucket.com/albums/e353/ ... 010783.jpg
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
I think it's a combination of cost, availability and preference.
If cost is your # 1 factor, then the obvious answer is the cheaper one! At some flight schools I've been to, the 150's were always booked, At one school, if I wanted to go flying I had no choice but to take a 172. Also, I'm a big guy, 6ft 225Lbs, I fit in a 150 but it aint a comfortable ride so I prefer a 172.
So it all boils down to what you want, when you want it and of course what you can afford.
If cost is your # 1 factor, then the obvious answer is the cheaper one! At some flight schools I've been to, the 150's were always booked, At one school, if I wanted to go flying I had no choice but to take a 172. Also, I'm a big guy, 6ft 225Lbs, I fit in a 150 but it aint a comfortable ride so I prefer a 172.
So it all boils down to what you want, when you want it and of course what you can afford.
Is a 150 really cheaper?
150NM x/c at 75kts usually runs 3.0 flight hours x 114/hr = $342.00
150NM x/c at 95kts usually runs 2.4 flight hours x 134/hr = $321.00
It's $21 more expensive to do the solo PPL x/c in a C150
It's $54 more expensive (@$55/hr instr rate) to do the dual PPL x/c in a C150.
I think circuits is the only exercise where you would save money by taking a C150, or you get less done in a C150 than you would get done in a C172 in the same amount of time. I bet in a C172 you could squeeze in a couple more touch and go's in the same hour...as long as you're not following a C150.
150NM x/c at 75kts usually runs 3.0 flight hours x 114/hr = $342.00
150NM x/c at 95kts usually runs 2.4 flight hours x 134/hr = $321.00
It's $21 more expensive to do the solo PPL x/c in a C150
It's $54 more expensive (@$55/hr instr rate) to do the dual PPL x/c in a C150.
I think circuits is the only exercise where you would save money by taking a C150, or you get less done in a C150 than you would get done in a C172 in the same amount of time. I bet in a C172 you could squeeze in a couple more touch and go's in the same hour...as long as you're not following a C150.
Is a 150 really cheaper?
150NM x/c at 75kts usually runs 3.0 flight hours x 114/hr = $342.00
150NM x/c at 95kts usually runs 2.4 flight hours x 134/hr = $321.00
It's $21 more expensive to do the solo PPL x/c in a C150
It's $54 more expensive (@$55/hr instr rate) to do the dual PPL x/c in a C150.
[/quote]
Actually if you are going through your CPL the C-172 is gonna cost more. Doesn't matter how long it takes the trip. In the end you still need 200tt and 100pic.
150NM x/c at 75kts usually runs 3.0 flight hours x 114/hr = $342.00
150NM x/c at 95kts usually runs 2.4 flight hours x 134/hr = $321.00
It's $21 more expensive to do the solo PPL x/c in a C150
It's $54 more expensive (@$55/hr instr rate) to do the dual PPL x/c in a C150.
[/quote]
Actually if you are going through your CPL the C-172 is gonna cost more. Doesn't matter how long it takes the trip. In the end you still need 200tt and 100pic.
Last edited by ozone on Thu Nov 01, 2007 10:31 pm, edited 2 times in total.
Tnx for replies I see that everything boils down to personal preferences
Some years ago i did about 30 hrs of traning towards the CPL but wasnt able to continue [ did the XC and instruments portion in the 172 ] Im now thinking about finishing it and after not flying for a couple of years im slowly getting back and i find that i can still fly the 172 as well as before but inconsistent with the 150.
IM sure that either plane is a fine trainer and the dificulties i encounter are my shortcomings and nothing to do with the airplane Imflying
Tnx again
Some years ago i did about 30 hrs of traning towards the CPL but wasnt able to continue [ did the XC and instruments portion in the 172 ] Im now thinking about finishing it and after not flying for a couple of years im slowly getting back and i find that i can still fly the 172 as well as before but inconsistent with the 150.
IM sure that either plane is a fine trainer and the dificulties i encounter are my shortcomings and nothing to do with the airplane Imflying
Tnx again
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Rudderless
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You're building time not speed. Go with the 150, its a much better airplane. Better yet, if you can find a Tomahawk...do it. Always felt that the 172 is too stable and develops bad habits for students. Turning with rudders, no idea how to land in a cross wind and poor rudder control in climbs are common problems I've seen with 172 pilots.
That 150 taildragger is one sexy machine. Did they ever make the aerobat with the conventional gear?
That 150 taildragger is one sexy machine. Did they ever make the aerobat with the conventional gear?
The mouth is the anus of the mind.
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Cat Driver
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No,I did the conversion on that machine about seven years ago.That 150 taildragger is one sexy machine. Did they ever make the aerobat with the conventional gear?
It is a 1976 A150M Aerobat with the Texas Taildragger STC.
My intention was to use it in a flight school that I had planned to start...but alas it was not to be as I did meet Transport Canadas qualifications to hold a FTU OC and was refused the certificate..so I ended up selling it to a friend.
Here is a picture of the interior.
http://i43.photobucket.com/albums/e353/ ... 010788.jpg
It is now based in Delta.
Maybe part of the reason that I did not meet TC's requirements is my aircraft do not look like pieces of shit.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
