Look for (or ask about) the factory option, height adjustable seat for the later models. Or, if can be located in salvage, it is a very easy swap into an otherwise acceptable plane.
'75 C150M/150 . N45350 Pitch for Speed ; Power to Climb
Look for (or ask about) the factory option, height adjustable seat for the later models. Or, if can be located in salvage, it is a very easy swap into an otherwise acceptable plane.
Be careful Konrad. The seat rail configuration was changed some where in there. I believe 1973. Cessna switched the seat adjusting rail from the outside on the earlier models. To the inside on the later models. So later seats will not just slip into earlier models.
That's why I didn't mention them. It's doable, but the seat rails and their locations would likely need changing also, which would be a modification requiring field approval.
Some people prefer a higher sitting position; some prefer a lower one. I'm 5'5". In 15 yrs and 1000 hrs of flying my 152, the low sitting position has not been a problem for me.
When I was shopping for an aircraft, I had the opportunity to be a partner in a J3 Cub. I gave it some serious thought. My number one complaint about the Cub was the poor foward visibility. Anybody who has flown a Cub knows what I'm talking about. I like to see where I'm going.
But, in the end, I passed on the opportunity, mostly because the plane hadn't flown in a couple years because the other partners were broke. I didn't want to foot the bill to get it airworthy again.
Bengie: I'm confused. You like the flat steel, but Cessna went to the round tubes with fairings after 71. Fiberglass cowlings on 71 and later, but if I get a pre 71, can I get a fiberglass cowl replacement? Eyebrow panel: can I buy one for a pre-71 model? The 6 pack model is a bonus, but either that standard or the 67 panel change will allow me some radio flexibility.
Stacey: I have visibility problems in the club M's. Not the G's. The 67 G I fly has the VSI down low there also, though I don't have a gps. I may be opening a can of worms here with what I'm about to say. And that is: I don't look at VSI except for cross check on altimiter, airspeed and attitude. As in, the vsi confirms what everything else is telling me. I can live without it so long as I don't have an altimiter failure.
Conrad: Thanks for confirming the '73 adjustable seats. Now the M's in my club don't articulate up or down, but I think that jives with Wikipedia saying the seats were lowered 3" in 1973. Something that is not mentioned in the year by year changes or the brochures provided in the hangar.
In general: I don't care about circuit breakers. If there's an issue to cause something to trip (breaker or fuse) that generally means there is a problem! Either way I'm on the ground looking for the problem.
For the record, did not mean to imply later seats into earlier model. Point is the low seat position in the later models has a workaround.
I can not confirm (here at work - funky firewall) which year the adj. seat began being offered; I had one in the 152, so I know at least it fits for those 150's that share the 152 fuselage.
'75 C150M/150 . N45350 Pitch for Speed ; Power to Climb
Matt, good points have been made all around. I was asking the same questions three years ago and settled on a really nice 1968 H. They gave me good advice then, and are giving you the same good advice now. Thanks again everyone.
BTW I'm 6' 2" and my wife is 5' 3" my seats were redone. I'm plenty high, she needs a cushion.
A quick question, can a 71-77 cowling fit on an earlier model such as the F-G-H-J-K. I know I'd need the 3" prop extension, but besides that? Just curious. If not, I bet there would be some demand for a fiberglass expert to make a newer style replacement / speed cowling for our racy 150's. ahhhh, well it's fun to dream about how fast we'd go isn't it.
Bengie: I'm confused. You like the flat steel, but Cessna went to the round tubes with fairings after 71.
Yep. The flat steel gear production ended in '70. The round tube gear with covers replaced it and plastic fairings were added at the gear legs/fuselage location along with optional brake fairings in the later models. Sorry, you can't mix and match. They both have their quirks, though. The flat gear seems to move downward and in once the weight of the plane is off of it. You'll notice this in photos after the plane is airborne. The round gear does the same thing except, it's not as noticeable. Either way, they both have a tendancy to wear the tires on the outtermost treads first, hence, requiring rotation every year or every other year as needed to permit even tire wear.
One will notice more front-to-rear movement in the round steel gear when braking or landing/taking off on a rough surface. Not so noticeable in the flat steel gear, probably (and this is just an assumption) because of it's flat shape and mounting method used inside the fuselage. The round rod will bend in all directions.
Fiberglass cowlings on 71 and later, but if I get a pre 71, can I get a fiberglass cowl replacement?
This would be No.
Quote
Eyebrow panel: can I buy one for a pre-71 model?
I'm speaking of the metal eyebrow panel which can be used to house switches, ELT remotes, marker beacons, etc. Eyebrow panel examples, later models: [Linked Image] [Linked Image] [Linked Image]
More or less, this answer would be, No.
Originally Posted by MSD
The 6 pack model is a bonus
Yes it is, if that's the sight picture you're used to looking at. Then again, one can always relearn the non-standard configuration. It's sorta like water skiing. If you learned to slalom on (1) ski first, then going to (2) skis is a bit awkward, but not as difficult as going from (2) skis to (1) ski...similar to learning a standard shift in a car then transferring the driving knowledge to an automatic transmission. You'll be comfortable with either one in short order.
I hope some of this helps. Others feel free to jump on in... (Ya think that'll happen?)
![[Linked Image from visitedstatesmap.com]](https://www.visitedstatesmap.com/image/ALAZARFLILINIAKSKYLAMNMSMONENJNMOHOKPATNTXWIsm.jpg)
They both have their quirks, though. The flat gear seems to move downward and in once the weight of the plane is off of it. You'll notice this in photos after the plane is airborne. The round gear does the same thing except, it's not as noticeable. Either way, they both have a tendancy to wear the tires on the outtermost treads first, hence, requiring rotation every year or every other year as needed to permit even tire wear.
