Cessna 150/152
| Cessna 150/152 | |
|---|---|
.jpg) Reims Cessna F150J |
|
| Type: | Trainer aircraft |
| Design country: | |
| Manufacturer: | |
| Commissioning: |
1957 |
| Production time: |
1957 to 1985 |
| Number of pieces: |
31,533 |
The Cessna 150 and Cessna 152 are popular two-seater, braced shoulder- wing planes from the aircraft manufacturer Cessna with a rigid tricycle landing gear. The aircraft were specially developed for training.
history
The Cessna 150 was developed in 1957 as the successor to the Cessna 140 and is one of the most popular aircraft types . The first series still had a straight vertical stabilizer and no offset back of the fuselage, which means that they also had no rear window. Most of the specimens are powered by a Continental O-200 engine with an output of 100 HP (75 kW).
From 1966 a swept vertical tail unit was installed, which lengthened the machine by 68.5 cm. Although this shape worsened the flight characteristics slightly, it was retained due to customer requests.
For simple aerobatics, the Aerobat variant was introduced in 1970 . It had two small windows in the cockpit roof, a reinforced structure, four-point belts and a quick release device for the two doors. In the original paintwork , the Aerobat can be recognized by the checkered painted rudder unit.
In 1977 the model 150 was replaced by the outwardly similar Cessna 152. This received the Lycoming O-235 engine with 110 hp (82 kW) , which is cheaper to operate . The flaps can only be extended to 30 instead of 40 degrees. The last Cessna 152 was manufactured in 1985.
A total of 23,949 Cessna 150s (including 1079 Cessna 150 Aerobat ) and 7584 Cessna 152s were manufactured worldwide (in the USA, France and Argentina), of which about 75% are still in use.
From 2009 to 2013 (first flight in 2008, commissioning in 2009) the manufacturer again offered a lightweight 2-seater with the Cessna 162 Skycatcher . The proven O-200 motor still served as the drive. In contrast, the take-off weight was lower and the external dimensions more compact than the well-known C-152. The instrumentation has also been adapted to today's times and a glass cockpit with flat screen from in-house equipment manufacturer Garmin has been specially developed for this small type of aircraft.
use
Because of its low operating costs and good-natured flight characteristics, the aircraft is often used as a training aircraft or to fly the minimum hours required to obtain a license . There is also a commuter version with better equipment and faired wheels.
The engine output of the Cessna 150 is 100 hp, that of the Cessna 152 110 hp.
The 216 Cessna Aerobat FRA150L and FRA150M built by Reims Aviation in France were equipped with Rolls-Royce Continental O-240 engines (the last number indicates the displacement in cubic inches, in this case about 3.9 l displacement), with 130 hp ( 97 kW).
The maximum take-off weight is 760 kg and can be reduced to 750 kg, which is why you can fly the Cessna 150/152 as VLA (Very Light Aircraft) in Germany with the PPL-N .
The rather expensive air-cooled aircraft engines can now be exchanged for a modern, water-cooled geared motor from Bombardier-Rotax after a conversion. Since the Rotax engine is lighter than the other engines, the engine must be attached further forward and the fuselage lengthened for reasons of center of gravity, which means that Cessnas 150/152 modified in this way can be easily identified as such.
Since the engines were designed for leaded aviation fuel, which has been partially replaced in Europe by MoGas , unexpected engine problems such as valve plugs, carbonization or overheating are also increasing.
The Cessna 150/152 is an aircraft that has been tried and tested for decades; entire generations of pilots have completed their first flight lessons with it. The possible uses in private (not school) operations are limited - due to the lack of engine power, the pilot of a C 150 is heavily dependent on weather and wind conditions. The achievable flight performance is now exceeded by a large number of closed microlight aircraft , which also consume less fuel than the C 152.
Military users
-
Burundi 3 × FRA150L -
Democratic Republic of the Congo 15 × FRA150M -
Ivory Coast 3 × F150L -
Ecuador 24 × A150 -
Haiti
-
Liberia 1 × 150K -
Mexico Navy: 2 × 150J -
Paraguay 2 × 150M -
Somalia 2 × FRA150L -
Sri Lanka 10 × 150 -
United States
- The United States Air Force Academy used 3 Cessna 150 ( T-51A ) with civil license plates (1 × 150L, 2 × 150M). For better performance, they have been converted to Lycoming O-320-E2D engines with 150 PS (110 kW).
Technical specifications
| Parameter | Data |
|---|---|
| crew | 1 + 1 |
| length | 6.56 to 7.25 m |
| span | 10.17 to 10.21 m |
| height | 2.11 to 2.59 m |
| Wing area | 14.6 to 14.9 m² |
| Empty mass | 447 to 513 kg |
| Max. Takeoff mass | 726 kg (Cessna 150) / 758 kg (Cessna 152) |
| Cruising speed | Cessna 150: 195 km / h / Cessna 152: 202 km / h |
| Top speed | 259 km / h |
| Service ceiling | 4,300 m (14,000 ft) |
| Range | 678 km |
| Engines | Continental O-200 (100 HP), Lycoming O-235 , Continental O-240 , Rotax 912 S. |
Trivia
The French showman Michel Lotito ate a Cessna 150 completely after it had been crushed into bite-sized pieces.
See also
literature
- John Andrade, Militair 1982 , Aviation Press Limited, London, 1982, ISBN 0-907898-01-7 .
- Jim Bede: ... breakdown of the weight of all items ... List of the masses of all components, comparison of Cessna 150 with BD-4, Bede Design 11, undated, accessed September 12, 2017 - English.
Web links
Individual evidence
- ^ Andrade 1982, p. 36
- ^ Andrade 1982, p. 342
- ^ Andrade 1982, p. 126
- ^ Andrade 1982, page 57
- ^ Andrade 1982, p. 147
- ^ Andrade 1982, p. 157
- ^ Andrade 1982, p. 176
- ^ Andrade 1982, p. 194
- ^ Andrade 1982, p. 209
- ↑ Designation-Systems.Net DOD 4120.15-L - Addendum
- ^ Tom Lorenzo: The man who ate an airplane and everything else from October 1, 2012
| US Navy 1948 to 1962 | |
| USAF from 1948, US Navy from 1962 | |
| Parallel designation sequence from 1962 |