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Tag: #GeneralAviation

  • What Plane Should I Buy? 5 Smart Choices for New Pilots 

    What Plane Should I Buy? 5 Smart Choices for New Pilots 

    What Plane Should I Buy

    There’s something deeply private about owning your very own airplane. It’s more than only a gadget—it’s freedom, adventure, and a declaration of who you are as a pilot. But on the subject of the question “what plane should I buy,” the answer isn’t always simple. With so many makes, fashions, and undertaking profiles to bear in mind, choosing the right plane can feel like navigating through clouds without devices.

    This article is your compass. Whether you are a scholar pilot dreaming of your first solo, a weekend flyer making plans for United States of America journeys, or a seasoned aviator seeking out overall performance and status, we’ll manual you through the skies of opportunity.

    Because whilst it comes all the way down to it, the maximum vital question in preferred aviation is not if you can purchase a plane—however, alternatively, what aircraft ought to I buy?

    1. Know Thyself – Understanding Your Needs

    Before starting a browser listing or going to FBO, you can ask yourself some important questions:

    1. What Plane Should I Buy? Training? Entertainment? Business trips?

    2. How many passengers do I usually take?

    3. Where should I fly most often? Short hops or long across the offenses?

    4. What kind of runway length do I have?

    5. Will I just fly under instrument conditions or just stick to the VFR?

    6. Your answer will significantly shape your decision. Because at the end of the day, knowing 7. what you want, helps you answer the big question: what plane should I buy?

    2.  Budgeting for the Sky

    Being owned by a plane is more than just writing a check. This is a lifestyle investment. What Plane Should I Buy while deciding your budget?

    1. Procurement cost

    The price of the sticker varies much more than $ 50,000 for a Sesna 120 to a modern Cirrus SR22T for more than $ 1 million. Decide how eager you are to use it in advance.

    2. Operating costs

    Fuel combustion, oil change, hangers, insurance, and maintenance are all added. For example, a stamp may cost $ 100- $ 200 per hour to operate a piston single, while a turboprop can run $ 500+ per hour.

    3. Maintenance and overhaul

    The engines have periods. Buying a plane with a short time on the engine (toe) can save you thousands later. In addition, some aircraft cost several parts, or they require special mechanics.

    Before deciding which aircraft to buy, make sure you not only understand the purchase price but also the total cost of ownership.

    Now find out some types of normal aircraft and why they can or cannot – you can be right for you.

    1. Sesna 172 – World’s favorite coach

    Skyhoc has been a training flight for decades. It is forgiving, reliable, and accessible in both analog and glass-lockpit versions. If you ask which aircraft to buy for basic VFR flying, it is difficult to defeat the Cessna 172.

    2. Piper Cherokee – skilled and appreciative

    The PA-28 series provides a balance between speed, utility, and strength. From 140-hp wars to a 200-hp archer, available in many configurations, it is ideal for entertaining aircraft and light business trips.

    3. Beechcraft Bonanza – performance and reputation

    If you are looking for style and speed, Bonanja is mythological. The specific V-tail or straight tail variants provide excellent cruise performance and comfort. For these people should ask which aircraft should buy for fast, comfortable cross-country flights, the Onanza is worth considering.

    4. Mooney M20 – Efficiency meets the speed

    Mooneys is known for its fuel efficiency and high cruise speed. The M20 series includes models for each budget, ranging from old TLS to new recognition Ultra. Ideal for pilots who give equal importance to performance and economy.

    5. Sirus SR20/SR22 – Modern security and technology

    Siras revolutionized light aircraft with the entire aviation system (caps), making it a favorite among the new owners. These aircraft are filled with Garmin G1000 Avionics, Autopilot, and Top Level Safety Features. If you ask which aircraft to buy for a family aircraft and advanced technology, Sirius delivers.

    6. Diamond Da40/Da42 – Glass Cockpit skill

    Diamond aircraft are manufactured with smooth, modern, and general materials. Da40 is a four-seater engine aircraft for aircraft schools

    4. New vs. Used – The Eternal Debate

    One of the biggest decisions when considering What Plane Should I Buy is whether to go new or used.

    1. New

    Professionals:

    1. Factory guarantee

    2. Last Avionics and Security System

    3. No hidden story

    4. Security

    5. Lack:

    2. Used shopping

    Professionals:

    1. Cheaper input point

    2. Depreciation is already absorbed by the previous owner

    3. Extensive selection in models and configurations

    3. Lack:

    1. Potential for unknown maintenance problems

    2. Old avionics may need to be upgraded

    3. Major overhaul can come close to milestones

    4. For many pilots, purchases are the best way to quickly go to heaven. But if you affect the state -Art, art technology, and security, a new pedestrian can be a better alternative when deciding what to buy.

    5. Avionics and the Future of Flight

    Modern avionics play a big role in the air experience, and What Plane Should I Buy is your decision.

    Today’s aircraft are equipped with a full glass cockpit, synthetic view, GPS navigation, autopilot, ADS-B assembly, and even automatic healing capabilities. These systems increase security, status consciousness, and general happiness.Some popular Avionics packages include:

    1. Garmin G1000 / G3x Touch

    2. Avidine antigra

    3. Spanish Evolution 

    When decidingWhat Plane Should I Buy, you should consider how important these systems are for your flight style and dimensions. If you are planning to fly in IFR or busy airspace, modern avionics are not just good – they are necessary.

    What Plane Should I Buy

     6. Test Flights and Inspections – Don’t Skip This Step

    Once you have limited the list and think which aircraft to buy, this is the time for the test itself: Inspection before Kharid and Test Flying.

    1. Previous procurement inspection

    A reliable A&P mechanic completely inspects the aircraft. They will examine everything from logbooks to motor compaction, landing equipment integrity, and corrosion history.

    2. Test flying

    Move the plane up with a qualified pilot or instructor. Evaluate handling, accountability, avionic function, and unusual noise or vibration.

    These steps are important. Even the most beautiful paint job can hide mechanical sins. So when an attempt is made to decide which flight to buy, you must never leave the hard work.

    7. The Emotional Side of Ownership

    Buying a plane is not just a monetary choice – it’s also an emotional one.

    You will fall in love with a few models. You will dream in which you want to blow them. You will believe hiking buddies and your own family, mountain climbing for the weekend’s exhilaration. This is the magic of possession.

    But feelings can cloud a decision. Always balance the heart and head while figuring out which aircraft to shop for. What Plane Should I Buy Ask yourself:

    1. Do I need to use this flight to justify the expenses?

    2. Is this the right model for my modern skill stage?

    3. Do I purchase because of passion or ego?

    Regularly, the excellent aircraft suits your life, not simply your desires.

    8. Final Checklist – Answering the Big Question

    So what have we learned?

    While deciding which aircraft to buy, you have a quick checklist to keep your mind:

    1.  Define your mission and use

    2. Set a realistic budget, including operating costs

    3. Make decisions between new and use

    4. Choose a model that fits your flying style

    5.  Priority to aviation and security systems

    6.  Perform a whole pre-blessing inspection

    7. Listen to your gut – but don’t ignore numbers

    As you go through each of these steps, you will get the planes that are not only beautiful on the ramp but perfect for your trip.

    9. Epilogue: The Sky Awaits

    Ownership of aircraft is one of the greatest joys in aviation. It opens the doors to places, people, and experiences that you enjoy at any time. And when I have the process of choosing which aircraft to buy, remember at times, remember – you don’t just buy metals and clothes. You invest in freedom. In adventure.In the flight.

    And when you have found the right one, you will be surprised at how you ever fly differently.

    So take a deep breath. Review your options.

    Ask the last question:

    1. What aircraft should I buy?

    Climb again.

    Put the engine on fire.

    And fly in your future.

    1. What’s the best aircraft for a beginner pilot?

    The Cessna 172 is widely considered the top choice for new pilots due to its forgiving flight characteristics, reliability, and widespread availability of parts and training.

    2. Should I buy a new or used aircraft?

    Used aircraft offer a lower entry cost and have already absorbed initial depreciation, while new aircraft come with warranties, latest avionics, and no hidden maintenance issues.

    3. What’s the most important factor when buying an aircraft?

    Your intended mission and budget are the most critical factors – whether for training, personal travel, or business use, as this determines the right aircraft type and ongoing costs you can afford.

  • Continental vs Lycoming Engines: 7 Key Differences That Will Save You Thousands in Aviation

    Continental vs Lycoming Engines: 7 Key Differences That Will Save You Thousands in Aviation

    Continental vs Lycoming Engines

    A piston engine that cuts a piston engine at a small airport is somewhat deeply indifferent about the rhythmic thunder. It is the heartbeat of general aviation-one sound that has operated millions of flights from single-hop to cross-country adventures. There are two names behind the iconic We dominate the sky: Continental vs. Lycoming Engine.

    For decades, both producers have been a force in the world of the plane’s propulsion. They have driven everything from sessions to pipers, trained the plane to a single with high performance. And although both provide reliable performance, each brings its philosophy, engineering approach, and inheritance to the cockpit.

    This is the story of the epic rivalry between Continental vs Lycoming engines – innovation, stories, and election pilots make the heart of their planes while choosing the heart of their aircraft.

    1. Origins of the Titans – A Brief History

    To understand the rivalry of Continental vs Lycoming engines, we should return to the golden age of flight.

    1. Continental Motors: Born of Innovation

    Continental Motors was founded in 1905 in Muskegon, Michigan, first of all producing vehicle engines. By the 1930s, it had shifted awareness to aircraft engines, becoming a first-rate provider at some stage in World War II. Known for lightweight, horizontally opposed designs, Continental quickly became a favourite among light aircraft producers like Beechcraft and Mooney.

    2. Lycoming: Precision Engineering from Pennsylvania

    Lycoming Engines, a division of Textron Inc., traces its roots back to 1849 as a gadget store. By the 1920s, it had become a leader in plane engine manufacturing. Famous for its O-320 and O-360 series, Lycoming won favor with Piper and Cessna, way to its strong layout and simplicity of upkeep.

    Thus started the mythical duel: Continental vs Lycoming engines — giants shaping the course of preferred aviation.

    2. Design Philosophy – How They Differ

    When you compare continental versus bonding engines, the difference begins during coupling.

    1. Cylinder design and cooling

    One of the most remarkable distinctions lies in cylinder cooling. Lycoming engines usually use dry-seep oil systems and facilitate deep sealing on their cylinder for better heat winnings. On the contrary, continental engines often use a weight-as-a-system and contain shallow wings, which can cause high operating temperatures if not done properly.

    2. Valve train and overhead design

    Lycoming engines are traditionally used with pushrod-operated overhead valve systems located in a single cam. Continental engines also use pistons, but the valvane varies slightly in geometry, providing a different experience in terms of responsibility and distribution of power.

    3. Weight and shape

    Continental engines are lighter than their counterparts, which appeals to designers in search of weight savings. However, it can sometimes come at the expense of rudeness. Licking motors are often considered more durable due to heavy construction and more conservative internal tolerances.

    In the Battle of Continental vs. Licking Engines, combine these subtle differences to create different flight experiences.

    Continental vs Lycoming Engines

    Let’s take a closer look at a number of the maximum widely used engines from every emblem.

    1. Continental Powerhouses

    1. O-2 hundred Series: Found in the Cessna one hundred fifty/152, this is a hundred-horsepower engine known for its simplicity and gasoline efficiency.

    2. IO-550 Series: Used in high-overall performance aircraft just like the Columbia 350 and Lancair IV, this fuel-injected six-cylinder engine grants magnificent power and pace.

    3. TSIO-550 Series: Turbocharged model of the IO-550, observed in pressurized aircraft along with the Piper Meridian.

    2. Lycoming Legends

    1. O-320/O-360 Series: These four-cylinder engines are the workhorses of general aviation, powering thousands of Cessnas and Pipers, including the Skyhawk and Cherokee.

    2. IO-540 Series: A staple in aerobatic and high-overall performance planes just like the Extra 300 and Beech Bonanza.

    3. TIO-540 Series: Turbocharged variant utilized in turbine-powered conversions and excessive-altitude performance planes.

    Each version tells a tale of reason-built engineering, further defining the divide inside the Continental vs Lycoming engines debate.

    4. Maintenance and Reliability – Who Wins?

    Ask any pilot or mechanic, and they will tell you: Reliability case. So, how is it talking about long life and maintenance, so how does the Continental vs Lycoming engine piling up?

    1. Time between tbo

    Both manufacturers recommend similar periods, usually about 1800-2,000 hours. However, reports of anecdotes suggest that Lycoming engines may be a bit out in TBO stability, especially in older models.

    2. General questions

    Continental engines are considered sensitive to the control of oil temperature and are exposed to cylinder cracks if operated incorrectly. Like like engines, although it is generally more forgiving, suffer from problems related to bugs in cam and valve guidance.

    3. Availability and costs for parts

    The Lycoming parts are more standardized in the model, making them easier and sometimes cheaper for the source. Continental engines, especially new fuel-injected models, may require more specific components, and repair costs may increase.

    In the real world of maintenance hangers and FBO ramps, Continental Vs. Lycoming Engine rivalry daily.

    Continental vs Lycoming Engines

    5. Performance Comparison – Horsepower and Handling

    When it involves performance, the Continental vs Lycoming engines face off in numerous key regions:

    1. Fuel Efficiency

    Continental engines, mainly people with gasoline injection, tend to be greener green, particularly at cruise altitudes. Lycoming engines, while effective, can be barely thirstier depending on the configuration.

    2. Power Output

    Lycoming engines are frequently praised for delivering smoother energy curves and higher low-end torque, making them perfect for schooling environments. Continental engines, in particular the turbocharged editions, excel in high-altitude overall performance and aerobatic applications.

    3. Pilot Preference

    Some pilots swear by means of the “feel” of a Lycoming engine—smooth, predictable, and smooth to manipulate. Others pick the responsive nature of Continentals, especially in the overall performance plane, wherein every ounce of horsepower counts.

    Ultimately, the selection between Continental vs Lycoming engines regularly comes down to private choice and task profile.

    6. Real-World Aircraft Showdown

    Let’s check how to eat the continental versus gluing the engine in a real aircraft:

    1. Cessna 172 – Lycoming Dominance

    Sesna 172, the best-selling aircraft in history, is usually equipped with the desire of O-320 or O-360 engine. For easy reliability and maintenance, the reputation makes it a favorite among flying schools and rental fleets.

    2. Piper Archer – Lycoming again

    Piper the PA-28 Archer series depends a lot on the Lycoming engine, especially on the O-360 and IO-360 models. Pilot praises its continuous performance and Siddha track.

    3. Mooney M20 – Continental Country

    Moni-aircraft, known for its speed and efficiency, are often driven by Continental engines such as the TSIO-550. These aircraft thrive in high altitudes and provide extraordinary cruise performances.

    4. Columbia 350 – Continental Excellence

    Columbia 350, later known as Sessna Koravelis, includes a Continental IO-550. With all its glass cockpit and blistering speed, this aircraft shows what a modern Continental engine can do.

    Whether you are going over the mountains or navigating tight traffic patterns, Continental vs Licking Engine affects your journey.

    7. The Future of Piston Engines

    As electric and hybrid propulsion structures start to upward push in recognition, many wonder: will the era of Continental vs Lycoming engines ever end?

    While new technologies are rising, piston engines continue to be the spine of training, sport, and recreational aviation. Both corporations continue to innovate, providing updated versions of traditional engines with cutting-edge fuel systems, virtual tracking, and emissions controls.

    And so, the rivalry maintains—not just inside the sky, but inside the labs, factories, and test cells of aviation’s future.

    8. Choosing Your Champion – Continental vs Lycoming Engines

    So, how do you decide between Continental vs Lycoming engines while buying or renting a plane?

    Here’s a quick checklist:

    1. Intention: Training? Cross-country skiing? Aerobics?

    2. Budget: Early procurement price, maintenance, availability of parts

    3. Fuel efficiency

    4. Altitude claim

    5. Personal prioritization and confidentiality

    Many pilots develop a loyalty to a manufacturer over time. Some learned what he learned, stick with him; Others chase performance or economy.

    In some way, the understanding of the strengths and weaknesses of the continental counter-licking engine strengthens more smart decisions.

    9. Epilogue: A Legacy Written in Oil and Air

    From the open fields in the 1920s to today’s modern glass cockpits, the Continental vs Lycoming engines -powerful dreams, carrying families and exercising generations of pilots.

    They are more than mechanical miracles. They symbolize American simplicity, flexibility, and tireless discovery of aircraft.

    So the next time you hear the acquaintance under the propeller, remember – you listen to the echoes of the story, competition roar, and the pulse of general aviation.

    10. Engineering Beyond the Cockpit – What Goes Into Building These Engines

    Each Continentnal vs. Lycoming engine is a world of decades of metallurgy, accurate machining, and accumulated knowledge behind a showdown.

    Both companies invest heavily in the test engine under excessive circumstances to simulate the stress of the real world. From vibration analysis to combustion chamber design, each component is examined for execution, durability, and safety.

    Modern production techniques, including CNC machining, robotic mounting, and advanced coatings, ensure that today’s engine meets or crosses certification standards. In addition, both marks are integrated into electronic motor monitoring systems, providing pilots with real-time data on parameters such as oil pressure, cylinder head temperature, and fuel flow.

    It is a mixture of tradition and innovation – one that lives and develops the continental versus the rivalry of the Lining engine.

    1. Which engine is more reliable, Continental or Lycoming?

    Both are highly reliable, but Lycoming engines are often considered slightly more forgiving and have standardized parts, potentially leading to easier maintenance.

    2. Are Continental engines lighter than Lycoming engines?

    Yes, Continental engines are generally lighter, which appeals to aircraft designers seeking weight savings, although Lycoming engines are often seen as more robustly built.

    3. Which engine is better for fuel efficiency?

    Continental engines, particularly those with fuel injection, tend to be more fuel-efficient, especially at cruise altitudes, compared to Lycoming engines.

  • Flying the Eagle 150B: 6 Incredible Airplane Experiences

    Flying the Eagle 150B: 6 Incredible Airplane Experiences

    1. Introduction to the Eagle 150B

    Flying the Eagle 150B

    Welcome back. What you’re going to watch today is on the Eagle 150B, not this Eagle 150B. If you asked me a few months ago to describe one to you, I probably wouldn’t have been able to do it. It’s a very unique airplane, the way the wings are set up, and the stall characteristics of the airplane are very benign. You’re gonna get a kick out of it. Carrie Lafleur, the pilot and owner of this one, takes us up for a ride, so enjoy. Flying the Eagle 150B truly offers a different kind of general aviation experience.

    There are brakes on both sides. You just press hard on the pedals. Go ahead, both — press on now, they’re way down. Well, bring it back to you. There’s an electric motor right there. I’ll be hole one, two, turn — oh, that’s cool! It doesn’t have an actual toe brake pedal. The whole bar moves, and it’s all connected. The benches aren’t long. Easiest like that. You know, I haven’t  I’ve never flown a Long-EZ. I could. I think they are, it’d be wrong and good.

    Hot oil at oil pressure. Samson freaks. Good. I wanted to go to the party. Wants everyone to bring the flaps up. Great visibility thing. I don’t want to look like an idiot. All right, there’s always a blooper part. But a lot of people a lot of people are unaware of what this is. They think it’s a home-built or, you know, some kind of Rutan thing.

    Now, the closest it comes to being a Rutan design is that it was designed by one of Rutan’s airfoil guys, John Roncz.

    2. History and Purpose of the Eagle 150B

    So, he built this airplane to be a purpose-built trainer, and it was initially in competition for the Air Force’s initial screening trainer contract when the Slingsby T3s were having all the stall-spin accidents. It ultimately lost out to the Diamond DA20, so it never really took off. Because of that, they scaled back their marketing. They bought up all the examples they had sold in flight schools, and about five of them remain in the States.

    They’re all over, you know, the South Pacific, Malaysia, India, New Zealand, Australia, but they ceased production around 2006. It’s kind of an orphaned airplane, but I’ve got a real good parts network up in Wichita. I’m friends with the owner of the company that imported them. Also, his partner is a Southwest Airlines captain in Chicago, so he’ll be there too.

    I’m also really good friends with the factory demo pilot who used to fly these back in the late ’90s when they were brand new. He owns two of them. He’s right here at Denton Valley. Oh really — he’s got one here and one up in Wichita. So, I’ll be there. The brain trust on them is still alive and well. He’s got an excellent mechanic who worked on them back in the early 2000s, and I’ve got a handful of spares for it.

    You know, there’s a little stupid stuff that is proprietary, but over to the M5 mechanically, there are not a lot of parts that you can’t buy. That’s part of what makes Flying the Eagle 150B a surprisingly manageable and enjoyable experience, even today.

    3. Ownership and Experience

    How long have I had this one? Coming up on two years. Oddly enough, when I got into GA, I wanted one of these, but I couldn’t find one because there are so few of them. I ended up buying a Grumman Tiger and kept it for about four or five years. One of the initial offers, when I went to sell my Tiger, was from a guy who asked me if I wanted an Eagle 150. I initially declined, but after I sold the Tiger, I thought, “You know, I’m probably never gonna see one of those again — I’d like to play with one for a while.”

    So, I went ahead and purchased the airplane from him. He was in Augusta, Georgia, I believe, and I’ve been flying it for a while. Oddly, you’ve seen what I’m doing now — I’ve just got not enough room, not enough money, and not enough time to have three airplanes. So, I’ll let go of this one.

    Flying the Eagle 150B has been a fun and fulfilling experience, but this one will probably go if my situation changes. If we end up getting a new hangar — forget a new hangar — I probably won’t be in such a rush to sell it.

    But don’t worry. About “three mistakes high,” and we’ll push this thing over to go off with a grin. “Art buried mistakes high” — there, about three mistakes high. What does that mean? Well, I don’t like to do anything or hold my bearings in the airplane unless you’re at least three mistakes high, because I’m famous for mistakes. Flying the Eagle 150B lets you recover from those with ease — it’s that forgiving. And when you’re out there just exploring the sky, flying the Eagle 150B gives you the freedom and safety margin to learn from every flight.

    Flying the Eagle 150B

    4. Flight Characteristics and Safety

    So, you can G it up, and you know it bleeds energy like crazy. But in the pattern, it’s easy to slow down well, because the other stall is weak. You just put a lot of G’s on it, and it just stops. It’s certified in the standard category in the United States, but in the rest of the world, there’s a quick release for the canopy. With that quick release, you can wear a chute and get out of it. It’s impossible to get out of this one, even if you had a chute, as it’s a tip-up.

    It rides turbulence pretty well. It’s a three-lifting-surface design, and the tail doesn’t have any downforce on it. So, it’s more like a Piaggio Avanti than it is a Long-EZ — and I’m familiar with that, because I’ve done a walk-around on one of those.

    Right now, take the stick — help yourself. It’s very forgiving. It is fully stall-proof. Really. And since it’s stall-proof, it is therefore spin-proof. Oddly enough, one of the complaints that the Air Force had about it is that they couldn’t stall it, and they wanted spin training.

    Well, you just killed a bunch of people in the Slingsby T3, and that’s why you’re retiring them — yet you’re complaining that the replacement is unstallable and unspinnable?

    Flying the Eagle 150B makes you question what traditional trainers have missed — it’s that stable and safe. And when you’re up there, feeling how it handles even under high G or in turbulence, you truly appreciate what Flying the Eagle 150B is all about.

    5. Demonstrating Stall Resistance

    So, I’ll demonstrate the low-speed characteristics — it is extremely benign. If you’re over inhospitable terrain or flying at night and had to make a forced landing, climbing like crazy, you could almost configure it, pull the stick back, and just ride it down like a parachute-type push into the ground. Very survivable.

    The tub is carbon fiber Kevlar. So, I’m intruding here and telling you, the wings are carbon fiber. “No, thanks!” And it’s covered in a vinyl ester resin. So, it’s built kind of like a boat. Now, as far as the finish goes, it’s a very, very, very strong build. And this is great for nine Gs, you’re saying?

    Well, the rest of it — ultimately, when they initially certified it, it broke at like thirteen. So yeah, it’s strong. It’s certified in the standard category, but in the rest of the world, they’re certified to a whole life standard.

    Flying the Eagle 150B gives you confidence, knowing how rugged and well-engineered it is. I rest assured that I can’t break it. No kidding. I don’t think you can. I don’t think you could even get this thing going fast enough to put nine Gs on it — it’s a very low inertia airplane. And that’s just another reason why Flying the Eagle 150B stands out from typical light aircraft.

    6. Performance and Training Utility

    What do you normally cruise at? How about 125 knots? You’re burning, what, five an hour? About six at that point. Yeah. Okay, pull it back to 110, and you’re doing about five. It’s not overpowered — it’s an energy management exercise, flying this airplane.

    Okay, but it will get out of its way. It’s a lot faster than a Cessna or, you know, a Cherokee or something like that. Cool. Look at what — 73, 150? As far as training airplanes go, this is probably one of the quicker training airplanes. But it’s a whole lot more fun than a 150 or a Cherokee 140, or something like that.

    Trying to get a feel for the rudder — if I need it, it coordinates the turns pretty well. You just lead it with a little bit of rudder, and it comes right around. Wow, that roll rate — that roll response — is amazing. The throttle is under your right hand over there, and if you want to, just slowly pull the power back to idle and just hold altitude, you’ll see what I’m talking about in the slow flight regime.

    Flying the Eagle 150B combines performance with fun in a way that’s hard to match in most light aircraft. Whether you’re cruising, training, or practicing slow flight, Flying the Eagle 150B offers a rewarding, responsive flying experience.

    Flying the Eagle 150B

    7. Stall Handling and Student Safety

    You’ll get the airspeed back down to the peg. He’ll still be flying. You keep it all coming. Now, when you get it into the stall, it’ll talk to you — you’ll hear the stall warning in your headset right there. Just keep holding it. Keep pulling. Hold it back.

    Now, you’ll notice the elevators are on the stop right now — you can’t pull them back anymore. Yeah. But you still have full roll authority with the stick back. Holy cow, it’s coming down pretty good. I’m gonna go ahead and add power.

    Alright, now we’re gonna do the same thing with power on. So keep pulling, keep pulling, keep pulling. Just hold what you’ve got right there. Just keep it right there, and we’ll get into a power-on stall — full roll authority with the stick back. Power-on stall. Put the toes back down.

    So, you see how you could put a student in there and not worry about them hurting themselves? That was crazy. I mean, I’ve never— you noticed that the airspeed indicator is back to about 42 knots? I was focusing on my ball because I didn’t want to get it wrong.

    You don’t even have to worry about that. You can kick the rudder, and it would just kind of fall off — and then recover. It would fall off and then come right back up into a nose-up attitude. That’s the kind of stall behavior that makes Flying the Eagle 150B such a safe and confidence-building experience for training.

    Flying the Eagle 150B in these conditions gives you a true appreciation for how forgiving and well-engineered this aircraft is.

    8. Design Features for Stability

    The front wing has one more degree of incidence than the rear wing, so it stalls first, but the rear wing never stalls. Okay. And then also, you see these huge stall fences. Outboard of those stall fences, the leading edge is cuffed, and there are vortex generators.

    So, what that does is it keeps the span-wise flow from going out over the wingtips. Then, those vortex generators stick that airflow to the ailerons. Okay. And that outboard wingtip out there keeps any kind of wake turbulence, the vortex wingtip vortex from affecting the ailerons. Also, copy that so it’s very bold, very docile in slow flight.

    That was amazing. That was cool to see. That’s just the kind of characteristics you want to have in base-to-final. Sure, you know, you cannot pull hard enough on it — you really can’t hurt it. As a matter of fact — I’ll take it back — you got it.

    Flying the Eagle 150B shows just how stable and thoughtfully designed an aircraft can be. These aerodynamic safety features are exactly what make Flying the Eagle 150B a standout choice for training and low-speed maneuvering.

    9. Landing and Final Approach Behavior

    We’ll just put it into, you know, a base-to-final type turn. Alright, I’ll come back on the power, lead off some speed here. I’m gonna go ahead and bring the flaps out all the way. So, you think — you’ve got flaps on the front and the back wing, correct?

    Alright, so that’s an approach-type speed right there that’s 60 knots, and we’re doing 500 feet a minute down. Right. And say the runway is over there, and I roll in, and I just overshoot. The student’s tendency is to pull harder. Now I’m pulling clear that?

    Okay. Well, you see how far I had to pull that yoke to get it to quit turning? And it was racking. I mean, you would have to be in an overshoot. And I don’t know if you noticed — that was a 180-degree turn. Yeah. In an overshoot, you usually only try to correct under 15 degrees. I was getting there fast.

    Oh yeah. I’m gonna bring the brakes in, actually, I’ll go ahead and stall it with the flaps down so you can see, you know, kind of where it stalls. So, there are 2,300 feet. There’s the stall warning. Alright, there’s the nose, try to bring it down to 45 knots. Right there.

    Alright. But with the flaps down, you know, it bucks a little bit, but it never really goes into a full break. You still have roll authority the whole time. You’ve got the authority to stay in control. But it’s talking to you that little buffet, that warning you know it’s extremely safe.

    Flying the Eagle 150B in approach scenarios gives both instructors and students a wide margin of safety, even during aggressive corrections. That’s the beauty of Flying the Eagle 150B — confidence in every configuration.

    10. General Impressions and Closing Thoughts

    And he’s going away from this now, probably going, “What the heck is that?” I get that a lot. Pull up to the gas pump, and people come out of the woodwork like, “What the heck is that?” What’s even worse, I don’t get a lot of flight following or talk to ATC hardly at all in this thing. It is kind of just a Saturday afternoon ride, knockaround airplane. But when you do, they’re like, “Say type aircraft?” I say, “Identifier?” I have no clue.

    Now, what is it officially? It’s an Eagle — it’s an Eagle 150P, and the I-P-O is Echo Alpha Golf X-ray. They throw fits when I say that, and they start asking if it’s a homebuilt. There’s the Christian Eagle, or — I get that misconception pretty often.

    There are 125 knots — it could give a mother of others — and hands off the whole time. Now it’s hands-on. You can maintain that for three and a half to four hours. It holds about 26 gallons. Well, you can probably get away with flying the Eagle 150B for three and a half to four hours with reserves. You pull it back a bit for better endurance.

    I like the answer when someone asks, “What kind of range do you guys see?” Well, the airplane can keep going for hours, but my bladder can only do three. There’s no vacuum system; it’s all electric gyros. Okay, the engine monitoring system is Bishop Microsystems, which was big back in the late ’90s. Then they kind of disappeared, so those are a bit of a challenge. There are still a few spare parts out there for them, but you could probably get a JPI with a field approval or something like that if those ever finally gave up.

    Now, if you have a flat panel over there, this one’s minor; this is the only one. Well, it’s kind of funny. If I try to put these flaps down, you can override me with that one. That’s dual entry — that’s technically the instructor station, right? Okay. If a student were trying to put the flaps out, you could override it over there. Gotcha. They both essentially do the same thing, but that one does have priority.

    This sporty little thing — man, this seems fun. Appreciate you taking me up.

    “Propwash traffic, one-five-one Echo Alpha, three miles to the northwest, inbound for one-seven, Propwash.” If that’s E38, now going into Alliance — cool.

    Airline pilots make the worst GA pilots. I just blame any of my bad habits on that.

    “Propwash traffic, one-five-one Echo Alpha, base one-seven.” Rush it — it’ll come right out of the sky with the power back and the flaps out. That’s one unique thing — flaps on both wings.

    This is what flying the Eagle 150B is all about — a light, responsive, and attention-grabbing aircraft that turns heads on the ramp and makes every flight an experience.

    1. Is the Eagle 150B safe for training?

    Yes, it’s extremely safe with stall-proof and spin-proof characteristics, making it ideal for student training.

    2. What makes the Eagle 150B handle well?

    Its three-lifting-surface design and vortex generators provide excellent stability and control, even in turbulence or aggressive maneuvers.

    3. How long can you fly the Eagle 150B?

    It has an endurance of about 3.5 to 4 hours with reserves, thanks to its 26-gallon fuel capacity.