Cessna 150

With nearly 24,000 manufactured, the two seat, high wing, tricycle gear Cessna 150 has a strong claim as general aviation's most popular trainer.

Manufactured from 1959 to 1977 the 150 was derived from the tailwheel 140, which ceased production in 1951. While most 150's were used in a training role, Cessna marketed Commuter, Commuter II, Patroller, and Aerobat models.

Cessna 150's were produced with the 100hp Continental O-200-A engine. Reims Aviation, a French company, built 1764 F-150's under license with the 130hp Rolls Royce O-240-A engine.

All Cessna 150's were built with flaps that extend 40 degrees. Originally they were manual, but starting with the 1966 model year they were electrically activated by a switch on the instrument panel. The year 1966 brought many other important changes as well including a swept tail, larger doors, and a 50% larger baggage compartment.

Variants

150A

The 150A was introduced in 1961. It had its main landing gear moved aft by two inches to eliminate the problem of the aircraft ending up on its tail while loading people and baggage and also to improve nose wheel steering. The “A” also had 15% larger rear side windows and adjustable seats. (344 built)

150B

The 150B was introduced in 1962. It had a new propeller that increased cruise speed by 2 knots and the option of a two-passenger child seat for the baggage compartment. (331 built)

150C

The 1963 model was the “C”, which introduced the option of larger 6.00X6 inch tires to replace the standard 5.00X5 tires and fuel quick drains. (472 built)

150D

The 1964 150D brought the first significant change to the 150 – the introduction of a rear window called Omni-Vision. It changed the look of the 150 and cost 3 mph in cruise speed. It also resulted in a larger baggage compartment and a greater structural weight allowance for baggage from 80 to 120 lb. Elevator and rudder mass balances were increased to reduce flutter potential caused by the less aerodynamic rear fuselage. The gross weight of the aircraft was increased to 1600 lb, where it would stay until the advent of the Cessna 152 . (804 built)

150E

The 1965 Cessna 150E saw only the addition of new seats, although the standard empty weight went up 40 lb that year to 1010 lb. (1637 built)

150F

The 1966 model saw noticeable changes to the 150. The fin was swept back 35 degrees to match the styling of the Cessna 172 and other models. The cabin doors were made 23% wider, new brakes and the 6.00X6 tires were made standard. The previously manual flaps were now electrically actuated through a panel-mounted flap switch. The old electric stall warning system was replaced with a pneumatic-type. The baggage compartment was enlarged by 50%. (3087 built)

1966 was also the first production of French Reims-built F-150s, with 67 built as the F150F.

150G

In the 1967 model the doors were “bowed” out to give three more inches of shoulder and hip room which was needed in the small cabin. The “G” model also saw a new short-stroke nose oleo introduced to reduce the drag created by the nose wheel assembly. The previously fitted generator was replaced by a 60 amp alternator, reflecting the increasing avionics that the planes were being fitted with.

The “G” model was also the first Cessna 150 variant certified for floats. (2114 built, 152 F150G)

150H

The 1968 150H introduced a new-style center console, designed to improve legroom. A new electric flap switch was also fitted that allowed “hands-off” retraction of the flaps, but not extension. (2007 built, 170 F150H)

150I

There was no 150I model.

150J

The 150J brought a new key-operated starter that replaced the old pull-style starter.

An auxiliary power plug was made available as an option in 1969 along with rocker style electrical switches. (1714 built, 140 F150J)

150K

The A150K Aerobat was introduced in 1970. It had the same 100 horsepower Continental O-200 all 150s used, but the had more structural strength. It was rated for +6/-3 “g” and sported four-point harnesses, skylights, and jetisonable doors, along with checkerboard paint schemes and removable seat cushions so parachutes could be worn. In 1970, an Aerobat cost $12,000 as opposed to the $11,450 for a standard 150.

Both the new Aerobat and the non-aerobatic 150K also featured new conical cambered wingtips. (832 U.S. Aerobats and “K” models built, 210 France)

150L

The 150L had the longest production run of any 150 variant, being produced 1971-74.

New in 1971 was tubular landing gear legs with a 16% greater width (6 feet 6 inches(1.98 m) to 7 feet 7 inches (2.31 m) for better ground handling. These replaced the previous flat steel leaf spring gear. Also in 1971, the landing and taxi lights were moved from the wing leading edge to the nose bowl to better illuminate the ground. They were an improvement, but bulb life was reduced due to the heat and vibration of that location. They moved back to the wing on the 1984 model Cessna 152.

The “L” also introduced a longer dorsal strake that reached to the rear window. This was done more for styling than for aerodynamics and the empty weight accordingly went up 10 lb over the “K”. 879 were built in 1971.

In 1972 the “L” received new fuel filler caps to reduce moisture seepage, and better seats and seat tracks. 1100 were built in 1972.

The 1973 “L” model brought in lower seats to provide more headroom for taller pilots. 1460 of the 1973 models were built.

The final “L” model was produced in 1974. The only changes this model year were the propeller on the A150L Aerobat, to a new Clark Y airfoil that increased cruise by 4 mph. 1080 150s were produced in 1974.

Total “L” production was 4519, plus the 485 built by Reims as the F150La and 39 FA150L Aerobats.

150M

The final Cessna 150 model was the 150M. It introduced the “Commuter II” upgrade package that included many optional avionics and trim items as standard. The “M” also brought a 6 inch taller fin to improve crosswind handling. The “M” was produced for three years: 1975-77.

Inertia reel restraints became available as an option with the 1975 model year. 1269 1975 model 150Ms were built.

In 1976 the “M” gained a suite of electrical circuit breakers to replace the previous fuses used. It also was fitted with a fully-articulated pilot seat as standard equipment. 1399 were constructed.

The 1977 model year was the last for the Cessna 150. It added only “pre-select” flaps, allowing the pilot to set the flaps to any setting and then leave the aircraft to move the flaps to that position, without the pilot holding the switch. Only 427 1977 model 150Ms were built as production shifted to the improved Cessna 152 in the early part of 1977.

The many refinements incorporated into the 150 over the years had cost the aircraft a lot of useful load. The very first 150 weighed 962 lb empty, whereas the last “M Commuter II” had an empty weight of 1129 lb. This increase in empty weight of 167 lb was offset only by a gross weight increase of 100 lb in 1964. The 152 would bring a much-needed 70 lb increase in gross weight to 1670 lb.

A total of 3097 “M” models were built during its three-year run. An additional 285 were built by Reims as the F150M and 141 FA150M Aerobats with the Rolls Royce Continental 0-240-A engine. Reims also built 75 A150Ls with F150M modifications.