Its been 8.5 years - guess I should ask...

They are good trainers, but IMHO the 152 was a dog. The 150 was a dog with fleas.
 
Anthony said:
They are good trainers, but IMHO the 152 was a dog. The 150 was a dog with fleas.
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:rofl::rofl::rofl: 150/150 conversion rocked the house though for that size, then there was the Aerobat. IIRC there is also an IO 240 conversion available with FADEC even. Oh yeah, I recall a 125hp O-235 Sparrowhawk.
 
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I can't really compare the performance of the two because the 150s I flew were at sea level in California where they were perfectly adequate. The 152s were in Colorado.
 
Everskyward said:
I can't really compare the performance of the two because the 150s I flew were at sea level in California where they were perfectly adequate. The 152s were in Colorado.
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I remember a turbo normalized 150 Aerobat in the shop in Leadville, it was based there to do some cattle patrol work on the high ranges during the summer by some rancher. I was glad to have flown in a turboed Travelair as I was surveying some land by air and getting pictures and locations. LOL, I'ts funny how simple that job is now. Google Earth has probably seriously reduced the bread and butter aerial photo jobs.
 
Henning said:
Google Earth has probably seriously reduced the bread and butter aerial photo jobs.
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That's probably true for photo jobs which only require imagery, however topographic mapping still requires the photos to be taken at a specific AGL in order to get the geometry right for the accuracy they need. They've also gone to mapping with LIDAR which needs to be flown at lower altitudes than a satellite for any accuracy. Most of the aerial survey companies I knew of when I left the business about 13 years ago are still around.
 
Henning said:
I agree that both are an advantage, I also prefer the Continental.
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As do I, as long as it doesn't have recent factory-new TCM cylinders. :mad:

My other gripes about the C-152: Early versions had no carburetor accelerator pump (unnerving engine hesitation when adding power on short final :eek:); and it had a one-piece nose cap that required you to remove the prop in order to fully de-cowl the engine. The debut 1978 model alone accounted for almost 40% of the total C-152 fleet, so that involved a lot of airplanes. It was also prone to plug fouling, and on occasion could be reluctant to start.

The 1979 model introduced a split cowl (and '78s could be retrofitted), and an accelerator pump was added on the 1980 model.
 
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ja_user said:
It is probably fine, what with the entire ride side removed for that picture.
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... and no left wing or strut. Or seat belts.

Here are some more fashion tips for GA flying, 1963-64 style:

cessna_172d_skyhawk_int.jpg


cessna_205a_int.jpg
 
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Hey that purse matches the guy's outfit! Is that Sac? :D
 
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