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nice! great demo for PPL students making radio calls at MF and ATF.

i can tell this is before 911 happened

Andy made it.

What a beautiful city to fly into.

Yup. Nothing like flying to an airport 50 miles away and realizing that the moment you’re at VFR cruise altitude you’re immediately starting your descent.

Nice landing! How is that approach in real life?

There have been some great days for flying over the last couple of weeks.

XD

Fall is such a beautiful time to fly! 🍁 🌲

Nice landing!

Activate Windows...

Great video!

How tall are you? I’m 6’4 and thinking about looking at a 150.

Good video, thanks for sharing your practice. I like to say "Power off 180" instead of "simulated engine failure" for a few reasons: 1) it's a well-known ACS maneuver that helps people visualize exactly what you are going to do 2) if people just hear "engine failure" and miss the simulated part, they tend to get excited 3) it's quicker to say (5 syllables vs 8) 🙂

suck the gearup and go lol oh i learned on those bacck in the late 60's fun lil plane next buy a stinson voyager faster and a tail dragger.but for a 1st plane not to shabby

So busy at times

any free app with Brazilian maps?

At least you are now admitting your mistakes and got the problem sorted out. Guessing problems is what we're used to doing with cars. But flying of course means if performance is in question, see your AME. Great video, thanks. 🙂

On my C90 antique Commonwealth, with high density altitude (over 5000), I get a better climb rate with some leaning of mixture. During runup adjust mixture to best rpm. Full mixture might see 150 fpm climb, leaning can add 300 fpm to climb rate.

As AMT student I say you have saved me from getting trapped in my own thinking...very grateful to you fly safe....

How do you assist homemade aircraft

I would be curious if the mag drop at run up also gives any indication the mags need rebuilt, or is it the same drop even after rebuild?

If only! 😂

I think of the Cessna 150 as a nice flying honest airplane. I finished my PPL on a 1968 Cessna 150 but had flown a few mid '70's 150's. I actually liked flying it more than the 172 which feels more stable. As a child I was often around my Dad's Cessna 180's and Helio Courier so I it seemed to me the nose wheel should be on the tail, that said ground handling is as easy as it gets. I do recall the poor climb of the 150 especially with two onboard but if you are not in the mountains it is ok. When I was a child I recall my Dad saying " if you want to stay alive in aviation avoid underpowered airplanes". As with any airplane don't ask for more than it can give. Enjoy the freedom of flying Kaz and thanks for sharing!

Love hearing about the buying process and how you've been acclimating to ownership!

I recently completed an annual on my Mooney. I went up for 3.5 hrs and all seemed OK. My next flight 2 days after as I taxied out to the run up area and did my run up, I noticed the huge drop tobthe point that the engine wad quitting. The shop was right behind me so my mechanic came out. We did what we could and the problem continued. Mag had to be sent out. $1700 for overhaul or $1500 for one they have already. My mechanic preferred the mag to be overhauled. It works now.

Poor starting could also be weak mags.

I have owned a C150M with an O200 Continental for 15 years. ====> The key to quick starting is proper priming. I prime a cold engine one full stroke of the primer plunger, and half a stroke when engine is warm. I rarely see more than 2 or 3 blades go by before it starts. If it cranks for 5 seconds without starting then something is wrong. Oh, I never pump the throttle before starting.

2000 hours in a 150. When you shut down From a 1000 RPM setting slowly turn the mixture to ICO and see if the RPM rises or stays the same. When you start up your on the idle mixture. No rise your to lean at start up. Lean on the ground you want hurt it. Saves fouled plugs. Check your oil dip stick the little prongs that lock it in plane can crack and the dip stick pops out when you least expect it. The carb heat lever on the carb box under the cowling are prone to break off. My. carb heat was sticking and causing reduced RPM make sure you have the belly drain if not you are asking for future engine trouble. Most mechanics say to run TSP the only approved fuel additive for fuel to help with the lead buys it’s expensive. Also brief yourself on stuck valves and how to know and handle that situation. Add an oil filter if you don’t have one. You can change your oil and filter every 50 hours. Make sure you start sending your oil samples to Blackstone and cut your oil filter open. You will have and idea about the engines condition. Lock Haven airports in PA can rebuild the instruments. Don’t forget Camguard or Av Blend at each oil Change.

Mags should have been disassembled and checked on pre buy.

2600. RPM on static run 😳 in flight you must be passing red line at full power. You may be under proped

My 150 is hard to start. I decided to order the electoair electronic ignition. Hopefully it will help. This is my second 150. The first one had an old worn out prop which made it slow. On my current one I got flap gap seals which actually increased speed and climb performance.

Rule of thumb is before 500 hours on the mags. It's great to have redundant mags. However, if one mags starts misfiring you could have the engine quit even if the other mag is fine. Not something to play with. Glad you got them overhauled. I had kind of the same thing when I bought my first Mooney. I had a pre-buy and they said everything was great. However, when you practiced stalls it would break real hard to the left. I just thought that was normal for Mooney's. But when I took it to a Mooney specialist they found that the rudder had a "S" shape to it. I had it reskinned and no more problem! Sometimes we don't know what we don't know.

I own a C150L. I had RPM drop issues on the first flight of the day. Once I had the STC belly sump installed, RPM drop issues went away. The lowest point in the fuel system is the belly drain; not the gascolator. So get the belly sump and use it. When the mechanic installed it, several grams of sand fell out. Never had an RPM drop since. Also, the best way to start a 150: 1. Do not prime unless it’s cold. 2. Full rich on mixture. 3. 3 pumps of throttle. 4. Pull mixture to full lean. 5. 1/2” throttle. 6. Crank starter and gradually push mixture as engine catches. 7. Always taxi leaned. For hot start, eliminate step 3.

What prop do you have? 2600 + rpm on climb out seems high.

If you drop the "Last call" nonsense the plane will feel even lighter.

I'm a low time student pilot who just purchased a Beechcraft B19 Sport. I thought I was being overly cautious, learning every single component and making sure everything is inline with the POH and other owner experiences. This video is additional confirmation that I'm doing the right thing... Thank you!

Iran for my 2 mags cost $500 3 years ago. Wtf?

I learned to fly in 150s 10 years ago, fun little planes except for the fact they're underpowered and glacially slow. I still like to rent one every once in a while if I'm hopping around the neighborhood so to speak, not great for long distance cruising though. In any case, it's a solid first plane to own if you ask me. Cheap to run, easy to fly, not fast enough to get away from you :D And some good info in the video, keep it up!

Great post and analysis - glad you got it sorted out. One more takeaway that I think is worthy of including. It is important, especially as a new owner, to carefully assess the aircraft's actual performance against the POH. Rate-of-climb, takeoff/landing distances, cruise TAS, fuel flow, etc. When an aircraft is underperforming, that should be a red flag and warrant further investigation. Fly safe!

Is a slow start on a C150 alone cause for concern? 😅

Were you ever able to get the ahrs working?

Try using both hands!

Try trimming for cruise at your altitude and then put your hands in your lap a bit. Use correct yaw rather than incorrect yaw (adverse yaw), when we don't remember to lead rudder for coordination. And we don't want to turn so why bank anyway. Put a distant point between your legs rather than under the prop and use rudder yaw to exactly bracket/maintain that direct line to that target. By bracketing/maintaining the target between your legs (also between us instructor's legs as it is optical) you will prevent bank/turn. If you prevent bank/turn, gusts and turbulence can not wag your wings as much and you are automatically fixing it. In a crab for crosswind, we are directing our butt toward the target with rudder only and keeping the wing level. Good job landing. I didn't see any wing wagging, aileron use that sends the nose wrong way initially. Stepping on the ball is reactive, not coordinated, and on final we don't even have to go there. We walk the rudder pedals to bracket/fix the centerline between our legs and keep the wing level. A little more wing wagging on return landing with the gusts. Try staying off the steering wheel (ailerons) completely. You did a good job maintaining the centerline with little Dutch rolls, but it is much more comfortable with rudder only. A trick for not floating is to decelerate with full flaps to get enough sink a quarter mile out to bring the throttle into dynamic control of glide angle and rate of descent. Now watch for the apparent brisk walk rate of closure you are seeing with the numbers appears to speed up. Use further elevator pitch up to maintain what appears to be the brisk walk. This will eliminate the need for round out and hold off (cause of the float). Done well we will cheat with power to do what Wolfgang teaches on page 302 of Stick and Rudder. "The 'stall-down' landing requires that you blend the approach glide, the flare-out, and the slowing up of the airplane all into one maneuver so that , when you arrive at ground level, you arrive in three-point attitude, all slowed up and ready to squat." Good video. Thanks.

Nicely done!!

I know where youre flyin m8

Good video. I do some flying videos and build videos, just to help others with lower hours see it can be done but also it helps me to plan some missions with a view to produce a video. The weather here in the UK has been more rubish than normal so far this year but I hope summer will arrive and I can get back to making some more flying videos. I don't think you would have to run too fast to catch that little fellow at the end, to keep him safe 🙂

Is your name Kaz? Mine is and I fly airplanes as well!

Birds!

Perfect day for circuits, thanks for sharing!!