Cessna 150 Price Outlook

(N7155A) writes:

The result is:
- more demand at the bottom end and solid pricing for 150/2.
- Less demand for the older bo's and Mooneys.

I had a chat with a busy (Canadian) broker last December. He told me
at the time that the singles were selling fine (especially the simpler
ones, as you note), but that the used twin market had almost
completely collapsed.

I'd be surprised to see too many people buying a 150/2 for financial
reasons -- a Cherokee 140 costs about the same to purchase, fuel, and
maintain, but it has two more seats and flies faster. I think that
people who buy the 150/2 do it because of personal preferences for
style or handling.


All the best,


David

David Megginson wrote in message

I'd be surprised to see too many people buying a 150/2 for financial
reasons -- a Cherokee 140 costs about the same to purchase, fuel, and
maintain, but it has two more seats and flies faster. I think that
people who buy the 150/2 do it because of personal preferences for
style or handling.

Partner and I purchased a '67 150G in late June. Why?

1. It's what we're most familiar with;
2. First time ownership meant K.I.S.S.;
3. It fits our mission profile & it fits our wives' expense profile.

Best,

Greg Hopp
N4691X

Partner and I purchased a '67 150G in late June. Why?

1. It's what we're most familiar with;
2. First time ownership meant K.I.S.S.;
3. It fits our mission profile & it fits our wives' expense profile.

Best,

Greg Hopp
N4691X

AND, you'll never find a Cherokee that can legally do loops and spins like the
A150/152!

(DaveSproul) wrote in
:

AND, you'll never find a Cherokee that can legally do loops and spins
like the A150/152!

Actually, the early Cherokee 140s were certified for spins.

--
John Godwin
Silicon Rallye Inc.

(remove SPAMNOT from email address)

Actually, the early Cherokee 140s were certified for spins.

Wow. I never knew that. What changed later? The airframes were identical for
many years, right?

"DaveSproul" wrote in message ...
Actually, the early Cherokee 140s were certified for spins.

Wow. I never knew that. What changed later? The airframes were identical for
many years, right?

All the 140's were approved in the utility category up to 1950 lb gross weight.
The 150 and the 160 were only certificated in the normal category (making
them not spinable). Might have been that the empty weights crept up so
high as to make the CG envelope of the utility category fairly unusable.
I know that my Navion has a utility envelope that's only places gross only
a couple of hundred pounds over the empty weight...I could only get in it with
minimal fuel and no passengers/baggage.

Ron Natalie wrote:
: All the 140's were approved in the utility category up to 1950 lb gross weight.
: The 150 and the 160 were only certificated in the normal category (making
: them not spinable). Might have been that the empty weights crept up so
: high as to make the CG envelope of the utility category fairly unusable.
: I know that my Navion has a utility envelope that's only places gross only
: a couple of hundred pounds over the empty weight...I could only get in it with
: minimal fuel and no passengers/baggage.

The Cherokees have a pretty wide CG envelope, but normally operate
very far forward CG. I have done the calculations and determined that
it's *impossible* to aft-load the thing and stay under the 200 lbs in the
baggage compartment (min fuel, 70 lb pilot, 200 lbs baggage and back seats
full to gross).

Funny thing about the spins is that in the 140 manual, they don't
actually say spins are approved on so many words, but rather that spins
are not approved in 'Normal' category. I remember reading somewhere that
a test pilot was killed in the Cherokee certification when a spin turned
into an unrecoverable flat spin. Probably operating in the aft CG region
outside of 'Utility.'

I can't imagine any difference between the 140s and 160/180 in
spin characteristics. Minimally different engine weight, but perhaps the
battery further back changes moment of inertia?

FWIW
-Cory


--
************************************************** ***********************
* The prime directive of Linux: *
* - learn what you don't know, *
* - teach what you do. *
* (Just my 20 USm$) *
************************************************** ***********************

"Ron Natalie" wrote in message om...
"DaveSproul" wrote in message ...
Actually, the early Cherokee 140s were certified for spins.

Wow. I never knew that. What changed later? The airframes were identical for
many years, right?

All the 140's were approved in the utility category up to 1950 lb gross weight.
The 150 and the 160 were only certificated in the normal category (making
them not spinable). Might have been that the empty weights crept up so
high as to make the CG envelope of the utility category fairly unusable.
I know that my Navion has a utility envelope that's only places gross only
a couple of hundred pounds over the empty weight...I could only get in it with
minimal fuel and no passengers/baggage.

I've flown and spun 150/160s that were approved for spins in the
Utility Category. Not all were. It depended on the equipment
installed. Most that were not approved had A/C and the big fresh air
fan in the tail. My '68 180D is approved for spins in the utility
category (and spins great).

The big change came in '73 when most models got a 5" stretch to the
fuselage, and longer wings and stabilator (and the resulting CG
change). The 140, which was not stretched, retained spin approval in
the Utility Category until they quit building them in '77.

The Cherokee is very sensitive to CG position. When I spin mine, I
can tell whether the CG is in the front or rear of the Utility
envelope. The spin is noticably flatter (but still quite recoverable)
when close to the back of the Utility range.

John Galban=====N4BQ (PA28-180)