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#21
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Looking for the first plane
On 31 Jul 2007 23:57:12 GMT, Blanche wrote:
In article , wrote: [snip] travelling plane. If you're "putt-putting around every other weekend by yourself," then a Cessna 150 is more the class of plane. A Cherokee 140 is a fair bit more plane than a C150. I always considered our old Cherokee 180 the best plane for just put, putting around. Good take off and landing characteristics including short field. It's one of the most docile and forgiving planes I've flown. Back off on the power to get 7 or 8 GPH I did a photo session with a 140 and 180 one afternoon. I first shot from the 180, then we landed at a relatively short, paved strip. It was one I'd been in and out of many times in that 180 as the pilot. Then it was out in the 140. I didn't think it was going to make it as we used so much runway compared to the 180, although it really did have room to spare. The 180 also rides turbulence fairly well. I found the 150 to be like a cork on a rough pond. I also think of it as a one person airplane. The only exception to this that I can think of is if you fly out west and need to safely go over 8000' DA with two people and luggage. DA this afternoon in Denver (6 pm MDT) is 8600. And that's on the ground. New Mexico isn't much different. ABQ is just about the same altitude as DEN. |
#22
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Looking for the first plane
Very good point which has long been a sore point when instructing or
personal flying in Piper product. Of course in my instructor role, I always get a door, but from the left seat,,, it IS an area of concern. One of the reasons I always make sure the baggage door is unlocked on the Pipers I've flown (i.e. extra emergency door - simple latch, easy to kick out). BTW,,, that 182 is one great machine... unfortunately I won't be spending those kind of bucks when I get my plane - short of winning lotto! -- =----- Good Flights! Cecil E. Chapman Certificated Flight Instructor Commercial Pilot, ASEL - Instrument Rated Reid-Hillview Airport, San Jose, California Member of: National Association of Flight Instructors (NAFI) Airplane Owners and Pilots Association (AOPA) Experimental Pilots Association (EAA) Check out my personal flying adventures from my first flight to the checkride AND the continuing adventures beyond! Complete with pictures and text at: www.bayareapilot.com "I fly because it releases my mind from the tyranny of petty things." - Antoine de Saint-Exupery - "We who fly, do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis - "Jon Woellhaf" wrote in message . .. My $0.02: I've decided I can't stand the idea of a plane that has no door and/or no operable window on the pilot's side. Jon C182Q |
#23
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Looking for the first plane
On Jul 30, 11:01 pm, tony roberts
wrote: Of course there is always the venerable grin 172 but it would have to be at least an N model. In my opinion that would be a mistake. The 0-300D is a far superior engine to the earlier 172 Lycomings. Smoother, more reliable - a good engine that will always bring you home if you look after it. The 172 never used the earlier narrow-deck Lycomings. Those were found in other airplanes. Cessna went to the Lyc O-320-E2D from the O-300 in about 1969 and never looked back. The Continental had a shorter TBO and the cylinders used on small Continentals often don't make it that far. They're the same cylinders used on O-200s and often need valve work about halfway through the engine life. We had 150's with those engines and spent nearly as much money overall on the 150 as we do on the 172. Our Lycomings run nicely all the way to TBO, and that's in a more abusive flight training environment. Any engine that sits without flying frquently, or that is flown on very short flights so that the oil never gets hot, will tend to rust out long before TBO. We run three 172Ms. We won't touch the N model, because that model had the O-320H2AD, a disastrous engine that has a long AD history. The folks around here that run them say that they seldom reach TBO. It has little relation to the E2D. The 172P corrected that hassle with yet another engine model, the D2J. If we were rich we would buy some new S models. Any airplane you are considering should be checked against possible ADs. You can find them on the FAA website. Check the engine models, too; they have their own section. Propellers are also separate, and there's an accessories section that can take a long time to wade through. See http://rgl.faa.gov/Regulatory_and_Gu...e?OpenFrameSet You don't want any nasty surprises after you buy an airplane. There are plenty out there that have outstanding ADs. Dan |
#24
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Looking for the first plane
wrote in message oups.com... On Jul 30, 11:01 pm, tony roberts wrote: Of course there is always the venerable grin 172 but it would have to be at least an N model. In my opinion that would be a mistake. The 0-300D is a far superior engine to the earlier 172 Lycomings. Smoother, more reliable - a good engine that will always bring you home if you look after it. The 172 never used the earlier narrow-deck Lycomings. Those were found in other airplanes. Cessna went to the Lyc O-320-E2D from the O-300 in about 1969 and never looked back. The Continental had a shorter TBO and the cylinders used on small Continentals often don't make it that far. They're the same cylinders used on O-200s and often need valve work about halfway through the engine life. We had 150's with those engines and spent nearly as much money overall on the 150 as we do on the 172. Our Lycomings run nicely all the way to TBO, and that's in a more abusive flight training environment. Any engine that sits without flying frquently, or that is flown on very short flights so that the oil never gets hot, will tend to rust out long before TBO. We run three 172Ms. We won't touch the N model, because that model had the O-320H2AD, a disastrous engine that has a long AD history. The folks around here that run them say that they seldom reach TBO. It has little relation to the E2D. The 172P corrected that hassle with yet another engine model, the D2J. If we were rich we would buy some new S models. RAM Aircraft has an STC to replace the H2AD with a D2G. Find a 172N with a run-out H2AD and get the STC. $23,950 exchange for a new D2G engine, McCauley prop and the paperwork. |
#25
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Looking for the first plane
On Aug 3, 10:05 am, "Allen" wrote:
wrote in message oups.com... On Jul 30, 11:01 pm, tony roberts wrote: Of course there is always the venerable grin 172 but it would have to be at least an N model. In my opinion that would be a mistake. The 0-300D is a far superior engine to the earlier 172 Lycomings. Smoother, more reliable - a good engine that will always bring you home if you look after it. The 172 never used the earlier narrow-deck Lycomings. Those were found in other airplanes. Cessna went to the Lyc O-320-E2D from the O-300 in about 1969 and never looked back. The Continental had a shorter TBO and the cylinders used on small Continentals often don't make it that far. They're the same cylinders used on O-200s and often need valve work about halfway through the engine life. We had 150's with those engines and spent nearly as much money overall on the 150 as we do on the 172. Our Lycomings run nicely all the way to TBO, and that's in a more abusive flight training environment. Any engine that sits without flying frquently, or that is flown on very short flights so that the oil never gets hot, will tend to rust out long before TBO. We run three 172Ms. We won't touch the N model, because that model had the O-320H2AD, a disastrous engine that has a long AD history. The folks around here that run them say that they seldom reach TBO. It has little relation to the E2D. The 172P corrected that hassle with yet another engine model, the D2J. If we were rich we would buy some new S models. RAM Aircraft has an STC to replace the H2AD with a D2G. Find a 172N with a run-out H2AD and get the STC. $23,950 exchange for a new D2G engine, McCauley prop and the paperwork.- Hide quoted text - - Show quoted text - That's not a bad deal, considering the engine exchange, new prop and the R & D that went into the STC. Likely would pay for itself the first time through TBO. Dan |
#27
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Looking for the first plane
On Aug 3, 11:38 am, "John T." wrote:
Good, informative post. The 1968 model was the first to have the Lyc O-320. It was the C-172I. One easy way to distinguish the models on the ground is to look for the dual exhausts on the O-300's. They stick out a bit like fangs. The O-320 has only one pipe breaking through the cowling. The story I've read is that Cessna ordered a bunch of O-320's for the new Cardinal and then discovered, oops, 150 hp was not quite enough for that bird. They had to do something with engines, so they stuck them in the C-172. Or maybe that was their backup plan all along. I never have heard what Cessna did with the O-300's they must have had on order. That's the story I've heard, too, but the Cardinal came out in '68 with the E2D and they didn't change that 'til mid or late '69. I think Cessna just decided to reduce parts inventory at the factory by using the same engine, and I bet Lycoming gave them a deal they couldn't refuse. The 172 was a huge market and a chance to boost engine parts sales immensely. I don't suppose Continental was impressed, but they were still selling a lot of engines for the 150/180/182/185/ 205/206/207/210 and many of the twins. Dan |
#28
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Looking for the first plane
"Jon Woellhaf" wrote in
: I've decided I can't stand the idea of a plane that has no door and/or no operable window on the pilot's side. Door???? I prefer a sliding canopy (everyone has a door) g John Godwin Silicon Rallye Inc. |
#29
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Looking for the first plane
"Cecil E. Chapman" wrote: BTW,,, that 182 is one great machine... unfortunately I won't be spending those kind of bucks when I get my plane - short of winning lotto! Very decent 182s can be had for sub-jackpot money these days. E. g.: http://tinyurl.com/232koj You will have very little trouble selling a Skylane, and mogas STCs are available. Hard to beat. -- Dan T-182T at BFM |
#30
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Looking for the first plane
"Dan Luke" wrote in message ... You will have very little trouble selling a Skylane, and mogas STCs are available. Hard to beat. -- Dan T-182T at BFM Problem is, alcohol free autofuel is almost impossible to find anymore... |
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