Fun stuff! If you reference the Owners' Manual for your Cessna 150, Sections III and IV, you'll find that the recommended engine RPM after start is 800 RPM, and not 1000 RPM as stated in the video. Also, sticking your fingers up into the aileron "well" as picture is not a good idea unless you've got a good grip on the aileron and are holding it firmly in place. You can probably see why by looking at the picture! Thank you for an informative video. "Mike" Kelly, "Old School" Aviator and CFI
On preflight walk-around ALWAYS hold the aileron or elevator up or block it up while reaching into the crack to check fasteners and movement, especially underneath. This will save your hands from getting mangled by this potential meat-chopper if the control surface suddenly drops. Also (edit) be on the lookout for critters and their nests in the nooks and crannies and inside the cowling. Not a bad idea to have a can of wasp spray handy.
The first step in a checklist should be "While approaching the aircraft, look for anything which draws the attention as being out of place, incorrect, incomplete or otherwise not airworthy. This includes the wings being level in relation to the ground."
The fuel strain wasn't checked to drain any water or sediment. On the 150 I recall the fuel ON tap was under the seat. Unless the plane had be flown the same day, the prop wasn't cranked manually a few time and primed by three or four activations of the pump. No prop surface damage etc. Many things that I recall from my lessons in 1975/6. Sadly the costs were high due to fuel prices increase. I gave it up at £26, per hour. Also, at 22 I found it quite nerve challenging. Another reason perhaps to quit. I succeeded in full controlled flight with instructor but never solo. Pity.
I like the bit about the importance when taxiing of following the yellow line, having just heard about an unfortunate Qantas Boeing 717 which did *not* do that at an Australian airport several days ago and ended up with its main wheels thoroughly bogged down in a muddy grass area between taxiways. It has taken them several days to get it unstuck.
Seems to me that it might be useful to use a flashlight when inspecting under the engine cowling. It is dark in there. And leaks might not be easily seen.
Did you buy your plane before getting the license? I have 20hours on a c172 g1000 but I'm paying like $260 an hour too much! There is a C150 for sale for $15k I think it's cheaper if a buy and just pay the $75 hourly to the instructor
I don't know what it costs now but in 1969 I paid $20 an hour for the plane and $10 and hour for the instructor , and required 35 hours flight time at a certified school to get my privat ticket .....Then I went on to get my Commercial Helicopter license ......
first thing first AROW airworthyness certificate registration operators manual (P.O.H.) weight and balance info (included in POH) turn master on and then lower flaps (if equipped) to full travel turn master off... check all breakers in and all electrical switches off then procede outside the aircraft as always use a checklist as this will give you proper guidence on a preflight inspection
Nice video multiple cameras very well done. I can't wait to get my PPL. Wife is very nervous about it she thinks I'm going to get killed doing it. Looking into how many GA fatalities their are I think about it as well. My goals are to keep risk low fly in good weather I know I have to night solo but don't plan on doing much night flying. Maybe over the city where it's easy to see a place to land. I really just want to be able to fly slow and sight see from the air. I can't afford a helicopter so a slow flying plane will do just as well.
The C172 feels a little heavier, but you get use to it quickly. I flew C150's for my first 30 hours, then bought a C172 with another guy. Just a couple hours of dual to solo the C172. They are both great to learn in.
Flaps at zero for takeoff???? And it's "checklist" not schecklist, "on" the ground, not "in" the ground. In the ground is what happens when you screw up! Lolol!
Of course flaps at 0°. Have you ever flown a small Cessna? Only bigger planes, usually jets, are required to have a different flap and slat configuration. If the runway is long enough and the plane isn't too heavy, it can take off without the flaps (and slats) activated.
No mention of the nose gear strut, its proper inflation, condition, or shimmy dampener, and steering hardware. Also, skipped the propeller check. Never checked the structural integrity of the fuselage, stabilizers, and engine mounts. Ignored the pitot tube, and static port. Did not mention the required documentation. No check of the fuel tank ventilator tube, or the fuel valve. No sump drain for fuel contamination, or water. All very important for safety of flight. Otherwise, pretty good.
Great video. Another key thing to check is Carb Heat while in the run up. I also like to check one more time that fuel is on position and that the primer is locked and in.
cool man loved this movie while enjoying a few beers!! I learned a lot good information on how and why. Now I understand, nice job guys...!!!!!!!!!!!!!!!!!!!!!!
I would not allow smoking in my airplane, if I had one. The residue would be detrimental to the instruments, the smell of the interior, and could corrode the active metals of which the airplane is made!
In 1969 I took flying lessons in a 150, but it looked a bit different that this one, it had a back window, this one doesn't ...what year is the one in the video ?
@@1glopz OK got me curious ,and I just happen to have the FAA web site for looking up the N number of that plane..it is a 1961 , the web site has .current owner, location, and all certifications....as far as I can see it is still flying....I know the one I trained on, is in a junk yard in Salt Lake now....
@@bb1040 There are hundreds of antiques flying, the same as antique/senior pilots as long as they keep current ( annual for plane &medical for pilot ) they can fly until they don't qualify any longer :)
@@1glopz I checked the N number on my old trainer and it is in a junk yard in Salt Lake City ,Utah.......I know what you are saying, there are still some planes flying from WW 2 , but the upkeep is very expensive and they usually have to make the replacement parts for them, since you can't just go down to the store and buy them anymore......As far as this old antique pilot goes, it is just not in the budget these days....I could probably pass the physical, at 71 years old, but just do not have the cash to pay for it..... It was great while it lasted....now the only flying I do is with my drone around the back yard, not the same as sitting in the plane, but when I play back the video on my computer, with the three screens, and the wide angle lens on the camera, it can still make you dizzy........and I fiddle around with the flight simulator on my computer..but like I said, it is just not as fun as being up there for real....
@@bb1040 Dear sir I got my certificate back in 1980 have flown the grand total of 65 hrs since the plan now (that i am retired) is to get the commercial and then get the CFI and have fun teaching the kids to fly in July I turn the big 70 go figure? thanks have fun friend
