Some Cessna 152s are in sweet condition…
…others not so much (hopefully, this one is headed to the paint shop).
Cessna Skycatcher is “different” than the same company’s earlier two-seat trainer.
Remos’ newest GX has all the modern equipment and a new-airplane smell.
Recently, an AvWeb video stirred controversy among many LSA fans; I heard from several and that usually means more feel similarly. The subject concerned the value and challenges of LSA as flight trainers compared to old standards like Cessna 150s. I want to express another view.
*** Are LSA harder to fly, specifically, are they harder to land? The best way to respond is to say that they are different. In fact, that’s what Cessna’s top demo pilot says about Skycatcher compared to Cessna 150s and 172s. Here are some reasons why: • LSA are lighter so they tend to be affected by wind eddies more than a heavier airplane; • LSA generally have more responsive handling and commonly use joysticks versus yokes which, due to increased leverage, means pilots can more easily overcontrol them. Many are lighter in pitch than a Cessna 150 which can cause PIOs. Some say the lighter handling makes a better pilot and if you learn in a LSA, you won’t notice any great challenge; • LSA perform better, especially in glide so they meet the runway at shallower angles, which demands somewhat more finesse. All this can mean some extra time is needed to convert from a Cessna 150 (or other GA airplane) to a LSA, however…
*** LSA also offer several advantages: • Cessna 150s and 152s, the newest of which was manufactured in 1985 — 27 years ago; the average age is well over 35 years old — may be older than the students who come to fly them. The oldest LSA are seven years old and most folks agree that new is nice; • Cessna 150/152s almost never have any modern avionics, where nearly all LSA sport glass screens and more; • LSA are much quieter; listen for yourself; • C-150s use more fuel, certainly so compared to the new fuel injected Rotax 912 iS and most cannot use auto fuel at one third less cost (though STCs are available so 150s can burn mogas); • LSA are roomier, often having a lot more interior space. They have better visibility. Many come with airframe parachutes. And they smell newer. Really, would you love to rent a 35-year-old car from Hertz?
*** Another point is the durability of LSA in a flight school. Here the Cessna 150 is a tried and true workhorse. Many have well over 10,000 hours. Some feel LSA cannot match this. None have passed that number of airframe hours but we have several examples with more than 3,500 hours on them and they seem to be holding up just fine. Here’s one example. Here’s another
*** The downside for LSA: they aren’t as well known, they cost a lot more (new always does), the mechanics don’t know them as well, specifically, some ask if LSA are more difficult to keep maintained? Regarding the latter…
*** US Aviation (the location for the above mentioned video) offered to tell us about another part of that video, namely the maintenance issues surrounding LSA and comparing that company’s experience with Cessna 150/152s. Watch for it.
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