|Capacity:||1 passenger (plus two children, limited to 60kgs with optional rear seat)|
|Length:||24 ft 9 in (7.3 m)|
|Wingspan:||33 ft 4 in (10.2 m)|
|Height:||8 ft 6 in (2.6 m)|
|Wing area:||160 ft² (15 m²)|
|Empty weight:||1,111 lb (504 kg)|
|Useful Load:||1,111 lb (504 kg)|
|Max. takeoff weight:||1,600 lb (730 kg)|
|Powerplant:||1 × Continental O-200-A flat-4 engine, 100 hp (75 kW) at 2,750 rpm|
|Propeller diameter:||5 ft 9 in (1.8 m)|
|Never exceed speed:||141 knots (162 mph, 259 km/h)|
|Cruise speed:||107 knots (123 mph, 198 km/h)|
|Stall speed:||42 knots (48 mph, 78 km/h)|
|Range:||366 nm (421 mi, 678 km)|
|Service ceiling:||14,000 ft (4,300 m)|
|Rate of climb:||670 ft/min (3.4 m/s)|
|Fuel consumption:||6 US gal/h (23 L/h) of avgas|
|Max. wing loading:||10 lb/ft² (49 kg/m²)|
|Minimum power/mass:||0.063 hp/lb (100 W/kg)|
The Cessna 150 is a two-seat tricycle gear general aviation airplane, that was designed for flight training, touring and personal use.
The Cessna 150 is the fourth most produced civilian plane ever, with 23,839 aircraft produced. The Cessna 150 was offered for sale in the 150 basic model, Commuter, Commuter II, Patroller and the aerobatic Aerobat models.
This Aircraft was manufactured in 1970 by Cessna Aircraft for basic flight training. Restored in 2003 by the Cactus Air Force to authentic 1970 colors. It is being used in the basic training role for its members.
Development of the Model 150 began in the mid 1950s with the decision by Cessna Aircraft to produce a successor to the popular Cessna 140 which finished production in 1951. The main change in the 150 design was the use of tricycle landing gear, which is easier to learn to use than the tailwheel landing gear of the Cessna 140.
The Cessna 150 prototype first flew on September 12, 1957, with production commencing in September 1958 at Cessna’s Wichita, Kansas plant. 216 aircraft were also produced by Reims Aviation under license in France. These French manufactured 150s were designated Reims F-150, the “F” indicating they were built in France.
American-made 150s were produced with the Continental O-200-A 100 hp (75 kW) engine, but the Reims-built aircraft are powered by a Rolls Royce O-240-A piston engine of 130 hp (97 kW).
All Cessna 150s have very effective flaps that extend 40 degrees.
The best-performing airplanes in the 150 and 152 fleet are the 1962 Cessna 150B and the 1963 Cessna 150C. Thanks to their light 1,500 lb (680 kg) gross weight and more aerodynamic rear fuselage, they climb the fastest, have the highest ceilings, and require the shortest runways. They have a 109-knot (202 km/h) cruise speed, faster than any other model year of either the 150 or 152.
All models from 1966 onwards have larger doors and increased baggage space. With the 1967 Model 150G the doors were bowed outward 1.5 inches (38 mm) on each side to provide more cabin elbow room.
A total of 22,138 Cessna 150s were built in the United States, including 21,404 Commuters and 734 Aerobats. Reims Aviation completed 1,764 F-150s, of which 1,428 were Commuters and 336 were Aerobats. Forty-seven F-150s were also assembled by a Reims affiliate in Argentina, including 38 Commuters and 9 Aerobats.
Of all the Cessna 150-152 models, the 1966 model year is the most plentiful with 3,067 1966 Cessna 150s produced. This was the first year the aircraft featured a swept tail fin, increased baggage area and electrically operated flaps.
The 150 was succeeded in the summer of 1977 by the closely related Cessna 152. The 152 is more economical to operate due to the increased TBO (time between overhaul) of the Lycoming O-235 engine. The 152 had its flap travel limited to 30 degrees from the 150’s 40 degree deflection for better climb with full flaps and the maximum certified gross weight was increased from 1,600 lb (726 kg) on the 150 to 1670 lb (757 kg) on the 152. Production of the 152 ended in 1985 when manufacturing of all Cessna piston singles was suspended.
In 2007 Cessna announced the two seat successor to the Model 150 and 152, the Model 162 Skycatcher.
The 150L had the longest production run of any 150 sub-model, 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 (4.5 kg) 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 (6.4 km/h). 1080 150s were produced in 1974.
Total “L” production was 4519, plus the 485 built by Reims as the F150La and 39 FA150L Aerobats. Specifications (1977 150M)