Took my PP checkride in a 152....FAA examiner said, "My plane", then did a hammerhead followed by a loop...as we were upside down in the loop, he said, "By the way, you're a pilot." Never forget that.
A 152 doesnt produce enough power for such maneuvers and the VNE speed needed to perform the maneuver would be exceeded An exaggerated wing over stall would be likely
I don't know... Americans kind of have lax standards for licencing. In Canada every student HAS TO show that he or she can recover from a spiral dive, so they practice it multiple times. In the USA with their "FAA", they don't even do that procedure. LULZ. Gay.
@@alukuhito It's not only USA, a lot of countries don't have spin recovery required. The reasoning for this is that there were many unnecessary accidents during training, that wouldn't happen otherwise, since high altitude spin isn't a common thing. Yeah, a spin can be deadly, but stalls and spins are mostly ocurring at the low altitude and the training won't help that. You should know how to recover, of course, but I think the focus of the training should be on how to PREVENT spins in the first place. Hours spend on practicing recovering won't help you if you'll stall during a turn on the final.
Cessna engineers added only 16 lbs to the 150 to make the Aerobat. This included thicker skins and added ribs and stiffeners in critical locations, including wings, the vertical fin, horizontal stabilizer as well as strengthening the door post and bulkhead assy. The wing struts are noticeably " fatter" sourced from the Cessna 182. Additionally, Aerobat's feature jettisonable doors, removable seat cushions for parachute use as well as military style seat belts, skylights, and a "G"-meter. The engine and mount are the same as a stock 150, the only addition is the "aerobatic breather" on the engine case to minimize oil loss during aerobatic flight. The Aerobats were given distinctive paint jobs with fancy checkerboards/stripes, and upholstery on the seats.
Paul Van Tries The Cessna Parts book doesn’t NOT list a separate engine mount for Aerobat’s. There is an early and late style mount but by 1970 when A150K was introduced they were all the same later style
I always thought the same thing. Aerobatics in a 150 just feels wrong. I've never flown an Aerobat, but I've flown 152s many times and they will always hold a special place in my heart. Not flashy or fast, but they fly so beautifully.
Climb up to about 2k and do a fauled up spin recovery attempt. Get the airplane in a really uncontrolled situation. AND let go. The 150/152/172 will right itself.
When I was getting my commercial license, in the '70s, I got tired of the normal flying to build time so I took a 10 hour block of acro training. The first several hours were in an Aerobat. Fun times. The rest of it was in an AC Super Decathlon. I recommend that anyone aspiring to be a pilot should take a basic aerobatic course. You will become very comfortable with flying after doing so.
You have the right idea. Aerobatic training will make you a better pilot!!! I used to teach people how to fly along with a mild aerobatic course. The other part of my flying was as a aerobatic pilot preforming at airshows. That is REAL FUN ! ! ! ! !
I started in 73 and I Fully agree with you. We also had an Aerobat & either a Straight Cetabra or Decathlon around. Being a FBO employee (lineman didn't hurt either 😜) we only had to pay for the fuel.
My late uncle, USAF Colonel bought a Decathlon after he retired in 1976 (35 yrs in) He flew the P-51 thru to the F-4...what a career. Took me flying and golfing every week out of Redlands Ca. I was totally at ease (along with my instructor) taking flight lessons in 2008.
@@readmore3634 My Father-in-Law graduated from Redlands University and they retired there in 2002. Art Scholl taught at Redlands airport and at Flabob, and Rialto airports. He also was a professor of aeronautics and San Bernardino Valley College. Art and I met several times, once with me hand propping his S2 Pitts.
@@MaxEPR No way!....My very first time ever air born was in Art's Pitts... I was 20...1979....not with him but with the only other guy (Ken? My uncles friend) allowed to fly Art's planes. I thot we were going up in his Chipmunk but it was being prepped for a movie....strobe light machine guns on the wings and stuff. In the Pitts were these weights on rails that slid fore and aft inside the Pitts, left and right of the seats. (for special maneuvers?) I built many R.C. balsa wood planes as a kid so I knew about maneuvers...and this was my big chance to live it....we flew above Chaffey College for an hour....I was so excited ... Ken let me do Cuban 8's (easy), hammer heads (fun!) Rolls ect.....but inverted flight was much more difficult than I thot. Thanks for the reply. Too bad we can't meet at Palm Meadows Golf Course....that's where we played golf. While all this was going on my uncle, Ewald G. Kruggel, was building his RV-4 kit. supersabresociety.com/biography/ewald-g-kruggel/
I learned to fly in a Cessna 150 Aerobat while in college. Awesome looking aircraft having red accents with black and white checkering. One note of caution though, it could lead to a flying career in the US Air Force, which is exactly what happened to me. My first assignment was as an instructor pilot going out every work day to fly jet sorties involving aerobatics, hIgh and low level navigation, instrument training, and formation flying. It was the ride of my life. Class 78-03, Reese AFB, TX. Nice video and kudos to the instructor pilot.
@@martynh5410 I don't know what I did there 9 months ago. Probably a trolling attempt. I know he puts gear up when inverted. Or maybe the comment changed idk. I must admit my comment looks stupid now.
In the early ,1953 till 1975 my Pop was a Stunt Pilot for the USAF SAC Thunderbirds . His biggest was locking brakes at take off, wind her up to FT, flip the retract wheel lever and BLAST OFF at 600mph in seconds with the wheels retracting as the bird went airborn.
I used to rent a 150 aerobatic back in my USAF pilot days. Though one could do basic aerobatics in the plane, it was so underpowered that I spent most of my time recovering altitude/energy, so I could do the next maneuver.
I've never been in a "aerobatic" certified Cessna 150 or 152, but did end up on a flight with a guy who rolled a rented 152 trainer. (This, by the way was done at night over the ocean in the Los Angeles area.) At the time (1982 or so), I was a 16 year old student pilot "passenger" working as a dispatcher for the FBO that owned and rented the plane, so I naturally thought it was the coolest thing ever, next to my first solo, but I was told warned to tell anyone. Of course, I later learned how potentially dangerous the stunt could have been for numerous reasons, and obviously, never attempted anything like it myself. I do regret not having taken the time to get some personal aerobatic flight training as I do believe that it is a very good way to instill confidence in a pilot and possibly prepare one for a number of emergency scenarios that may involve abnormal or unusual flight maneuvers. Thanks for the upload....
I did my first aerobatic flying in an Aerobat in Kansas City. Not my first flying. My instructor was a retired P38 fighter pilot from WWII. He was around 300lbs...duh.. Got to the airplane that morning and it had a flat tire. He says to me, "we won't be on the ground very long." Hmmm ... This was around 1983, I think. I had already been flying since 1970 and flown some Pitts and Great Lakes before. So just tuning up in that little guy. They are fun to fly, and very responsive. Nice video. My first instructor was Ed Mahler out of Sky Manor in Pittstown NJ. He would let me rip at it back when I was around 15 or 16 years old. Like, try to crash it, kind of thing. My father told Ed, "Treat him like he was your son." So Ed would slap me upside my head and yell stuff like, "Keep those "effen" wings level!" One time pulling the keys out, engine off. Then he dropped the keys and we had to land in a cornfield. He apologized for that one. I miss aerobatic flying. Got too expensive. Now looking to buy a DA62.. LOL! Only $1.2 million.
The plane I'm gonna train in and grew up flying in is a Cessna 150 aerobat. I always thought these alterations were how they all were haha. The boss's plane is pretty old though, and I don't trust myself to do aerobatics in it.
There is a brace plate at the base of the tail fin that offers strengthening of the vertical surfaces. Also found on the C152 aerobat, great for lollipop aerobatics and intro to aeros on a budget.
Same with the snap-roll in the C-150A, 20 to 30 deg nose high then into it. Snap rolls are a bit more fun but much more load on the fuselage, imparts a torsion moment (twisting) to the airframe that the barrel roll and aileron rolls do not, so a lot of owners stay away from the snaps. BTW, if you want a great over-the-top spin entry, instead of gently throwing the rudder down, give it some extra airspeed - 5-10 KIAS above stall, then snatch the stick back as you stuff the rudder full-in. It goes up and over the top into the entry, fun from inside the cockpit and looks pretty if you are being judged for a competition.
My instructor was a WW II check pilot who took me up for spin training and then told me we would do a flat spin too. He said Really it's a snap roll but this plane isn't rated for aerobatics. It was a 152 U so it was plenty strong enough. Snap rolls are more fun. He is long gone now and so is the plane.
Most of us began our flight training in the 150 but I never personally went beyond a hammerhead stall in one lol. But then it wasn't rated for acrobatics. Thx for the share.
Hello,,I recall, the first C150 AEROBATIC , did not have those top windows,,if I recall right, but they ALL had a special paint job like a cross hatch,,on both wings, & body & I believe the vertical stabilizer There was ONLY ONE @ CDW, in FAIRFIELD NJ , C150 all had 40 ^ FLAPS but it became only 30^ on the C152, my time there WAS 87 OCTAINE FUEL. CHEERS FROM NJ. 🇺🇸🇺🇸🇺🇸🇺🇸
ALL Aerobat models from day one had the Skylight windows above. You could also order a straight/regular 150 model with the skylight windows as a option, although not many were ordered that way, there are some out there. Don't assume it's a Aerobat just because it has the skylights in it, but ALL Aerobats left the Cessna factory with the skylights.
The tail reinforcements are in the torque tubes that connect your elevators to the control cables. Those tubes by the way cost almost $2000 dollars and it just consists of a tube welded to a square piece of metal about 6 inches on each side. (And if you look at the welds they could be done better IMHO). Why do I know this? Because I worked for a flight school for 10 years as an A&P technician and I had to replace a set of these. My boss asked me to look up the price and I literally gasped when I saw the price!
I learned in a 152. To this day it remains my favorite airplane. I was up to about 20 or so hours of dual training when my instructor taught me how to do snap-rolls, barrel rolls, inside loops, Immelmann's, etc. It all started one day when I wanted to know how to recover from a basic spin....and afterwards he asked if I was interested in seeing more than just a "simple spin"...and the rest is history. It has been years since I last did anything more than fly straight and level (except stalls every now and then to stay current), but I've never regretted the "extra" training. Yes, he hammered home the need to keep positive G's flowing, since the normal 152 is not rated otherwise.
WE wish you had a follow airplane to video you playing around so we could see the airplane doing the loops and rolls from a different view. Can you set that up. I am sure you would love that also.
FloridaFlying I fly out of FL-58 with my 150, maybe we can collaborate to get some awesome shots! Either way fly in sometime and say hello we got 5500’ of smooth grass!
I was a flight instructor for 16 years before my students soloed they could enter and recover from a spin or they did get a sign off from me. FAA didn't like it but I knew my people could fly
You can made a barrell roll with any airplane, is a 1G manouvre no risk for the plane, set climb throttle, fuel pump on and speed push down until the speed reach the green arc limit, pull up ans set 30°, the apply full left and made a barrel roll... didn't try right...
@@FloridaFlying How about VH-MSG, nickname was Chinese Takeaway, ZK-CUX it cleaned up nice did the multi-cloth, ZK-DIG she would get you out of any hole of a strip. I would have to check my logbook to see if I flew any other interesting regos. ZK-DIG was my first equal favourite though and it made the front page of every newspaper in New Zealand on 22 July 1981. Just wish she had been the RG version. D-ETTH is quite a good one. I wonder if WTF would be assigned to an aircraft now considering what it is an abbreviation for?
I made it with C150, C150Stol, C172, C207 and C210... the roll didn't stress the structure of the plane... didn't try a loop in No Aerobatic plane, but Barrel Roll is no risky
@@sky3boy as long as you don't chicken out in the inverted portion and then split-s out of it... But yes... aileron rolls done properly are a low stress maneuver.
I got one for you to do. Get up to safe altitude, pull the throttle back all the way. Hold the plane level! You will need to pull all the way back on the controls but Don't anything other than pull back, don't move then left or right! Keep the plane level with the rudder! At the low speed only your rudder can do anything to keep you level. The plane will drop almost straight down with very little forward movement After dropping down some keeping it level then add power and recover from the stall! I had someone show me this! It is not easy at first but it can get to be fun. When it gets to be fun stop doing it! When it is fun you can make mistakes! But a 152 will drop about 500 feet a minute holding it level in a stall. Making a mistake here could put you in a spin! So be careful and don't go to low before you recover from the stall.
@@goneflying140 The trick with this is to be able to Fly it when stalled, no spin! When it stalls one wing wants to dip! Most want to move the aileron to lift the wing. That stalls the low wing more. That can get you in a spin. I spin at low altitude is a killer. But if you stall on final and use your rudder to keep it level, Ailerons don't do any good in a stall! The rudder can and will level the airplane, that can stop it from spinning! You can fly it some when stalled, or at least control it. And at the speed it drops level when stalled is something that you can live over. It is not much more than what you are descending on final! 500-800 feet per min!
That flight school has a lot of neat planes. I flew that 150 and absolutely loved doing aerobatics. If you haven't done them yet, I suggest you try to do some whip stalls they are so much fun.
Don't try this with a 150 Commuter. You might pull the wings off. A Commuter is only certified for a 60 degree steep turn. But these little Aerobats are very nimble and fun aircraft.
I knew I had good feelings about the plane I grew up in lol. It's a Cessna 150 aerobat but it's very old. I'm nervous practicing my spin stalls in it. Let alone aerobatics lol.
@@annsanimationaddiction8024 Doesn't matter how "old" it is really! If it has been taken care of and received regular professional maintenance, never over stressed, and doesn't have 16,000 hours on the airframe, then it's fine.
There were NO kind of fuel pumps on any Cessna 150/152 or any Aerobat from the factory!!! None whatsoever. There MAY be some type of pump included with the O320 STC.
I always preferred the 170 just because of creature comforts but I can't help but wonder how many low time pilots would still be here if there had been more of these acrobatic 150's made. Or for that part if Cessna had just made this the standard C150. Allowing a new pilot to experience rolls, spins, lazy 8's and other introductive maneuvers. From what's described it doesn't sound like a huge process to upgrade the plane? Apparently C182 struts, sky windows, pin pull door releases and some modifications in the tail and and inverted tanks. I'm curious what the increased cost percentage was over a standard C150? But what a fun and forgiving training platform. That would be a plane that would be fun to own or at least rent
"Anything else you want to do before we go back" Yes please, I want to try the next roll by myself, without any constant instructions or corrections from you until I'm done with the maneuver. may I try? lol
Just wondering what that lake is in the background. I used to fly out of rockledge using lake poinsett and winder as Vis refs in the eighties. Can't afford to fly now in the UK and im sixty this year BAH!. I
Hello, do you mind me asking where you were while shooting this? I heard my callsign on the radio at about 5:04 in your video and cant remember where was! 3758X
Nice - but they gloss over the issue of rudder control. I do like the focus on stabilizing airspeed, RPM and directional reference ahead of the maneuver. Since the viewer can't see what they are doing with the rudder there probably should be more articulation of what's supposed to be happening there. ... don't forget, the rudder is performing a pitch control function (and ailerons are controlling yaw) during the roll exercise. This is just one of the essential concepts in aerobatics that any "how to" video should introduce since it's so fundamental to the whole maneuver.... it's the kind of thing that leads to the "ah haa!" moment for anyone in training. Just think about the relative surface areas of the rudder to the aileron slabs and what those things are doing when your bank is in the 90 degree range. Think about what would happen to pitch depending on what you do with the rudder at 90 degrees of bank.
@@scotabot7826 - What? Did your lawyer tell you to post that? Hilarious!!! Ohh darn, now MY lawyer says I can't sue you if I wreck the plane trying to roll it and kill myself... awww shucks.
And then there is possibly the MOST important thing that seperates any aerobatic plane. The engine is designed to not starve of oil or fuel when upsidedown.
The cessna 150 aerobatics, as well as lots of other planes that are rated for aerobatics, does not have inverted fuel or oil systems. You should not do any negative g maneuvers in planes, like the 150 Aerobat, that do not have inverted fuel and oil systems. Though military fighters do have inverted systems, it is extremely rare to do negative G in a fighters. Negative g maneuvers are only regularly done in competition aerobatic planes.
150 Aerobats are not capable of inverted flight.They do not have pressurized fuel systems or oil sumps designed for inverted flight.They must remain in a positive G environment when performing aerobatics They simply are designed to roll and recover from inverted flight within seconds and achieve this by additional strengthening and construction of the wing spars and flight surfaces for additional G loading.With a highly experienced aerobatic pilot a normally built 150 Cessna aircraft can also be rolled. a perfectly executed roll produces little additional load on an aircrafts wings and stays in a positive G condition.The strengthening of the airframe, the ejectable doors in flight,shoulder straps and the overhead viewing window are the main aspects to create a 150 aerobat rated for entry level aerobat maneuvers and training.You cant do hammer heads, continuous rolls, inverted flight or any serious aerobatic maneuver in a 150 aerobat
Such a fine aircraft. I soloed in one of these, in Portugal, many Centuries ago. The next year the very same aircraft was allowed to stall at low altitude and crashed, killing his pilot, a very experienced fast jet Air Force guy certified in T-37, T-38 and Fiat G-91. Go figure.
It may be totally legal to do aerobatics in the Aerobat, unfortunately it's also totally boring. To make things worse, only people statured like Gimli the dwarf doomed by a hunger disaster, are able to cram themselves into that thing wearing a parachute. Provided the chute got thoroughly treated with a steamroller. But, the clip is nicely done. Good job.
No negative g’s at all because the engine will shut off. Many people think the Aerobat has an inverted engine system when it actually does not. Just some structural reinforcements, quick release doors, skylight, and shoulder harnesses. Everything else is the exact same
Is this possible in any Cessna? Besides the fuel system being changed to electric fuel pump or changed to fuel injection are there any other changes needed?
