View source for Cessna 150

{{Short description|Light, two seat, single engine airplane}}
{{Use mdy dates|date=November 2021}}
{{Use American English|date=November 2021}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Infobox aircraft
 |name= Cessna 150
 |image= File:Cessna 150M (cropped).jpg
 |caption= Cessna 150M
 |type=Light utility aircraft, basic trainer
 |manufacturer=[[Cessna]]
 |designer=
 |first_flight= September 12, 1957
 |status= In service
 |introduction=
 |produced=1958–1977
 |number_built=23,839<ref name="Clarke"/>
 |variants= [[Cessna 152]]
}}

The '''Cessna 150''' is a two-seat [[tricycle gear]] [[general aviation]] [[airplane]] that was designed for [[flight training]], touring and personal use.<ref name="Plane and Pilot">Plane and Pilot: ''1978 Aircraft Directory'', pages 22-23. Werner & Werner Corp, Santa Monica CA, 1977. {{ISBN|0-918312-00-0}}</ref> In 1977, it was succeeded in production by the [[Cessna 152]], a minor modification to the original design.

The Cessna 150 is the [[List of most produced aircraft|fifth most produced]] aircraft ever, with 23,839 produced.<ref>{{cite book |last=Thompson |first=William |title=Cessna Wings for the World |isbn=0-89288-221-2 |page=16 |year=1991 |publisher=Maverick Publications |location=Bend, Or.}}</ref> The Cessna 150 was offered for sale in named configurations that included the '''Standard''' basic model, the '''Trainer''' with dual controls, and the deluxe '''Commuter''', along with special options for these known as '''Patroller''' options. Later, these configurations were joined by the top-end '''Commuter II''' and the [[aerobatic]] '''Aerobat''' models.

In 2007, Cessna announced a successor to the Model 150 and 152, the [[Cessna 162|Model 162 Skycatcher]].

==Development==
[[File:N1280Y (7529190282)_cropped_and_slightly_brightened.jpg|thumb|left|Cessna 150s produced before 1964, such as this 1962 Cessna 150B, had a straight tail and a "[[fastback]]" rear body with no rear window.]]

In the mid-1950s, [[Cessna|Cessna Aircraft Company]] began development of a successor to the popular [[Cessna 140]] which finished production in 1951.  The resulting '''142''' was based on the 140, but had [[tricycle landing gear]], which gives the aircraft more docile ground handling than the [[tailwheel landing gear]] of the 140; Cessna also replaced the rounded tips of the wings and [[empennage]] with more modern-looking, squared-off tips, and the narrow, hinged wing flaps of the 140 were replaced by larger, far more effective [[Fowler flaps]].<ref name="National">National Flightshops: ''All Those Cessna 150s''. National Flightshops, St Petersburg FL, 1978.</ref><ref name="Phillips">Phillips, Edward H: ''Wings of Cessna, Model 120 to the Citation III'', Flying Books, 1986. {{ISBN|0911139052}}</ref>

The Cessna 142 prototype first flew on September 12, 1957, shortly before the aircraft was renamed to Model 150 in October.<ref name="Phillips" /><ref name=":0">Simpson 1996, pp. 117.</ref>  Production commenced in September 1958 at Cessna's [[Wichita, Kansas|Wichita]], [[Kansas]], plant.<ref name="Thompson1991">{{cite book |last=Thompson |first=William |title=Cessna Wings for the World |isbn=0-89288-221-2 |page = 9 |year=1991 |publisher=Maverick Publications |location=Bend, Or.}}</ref> 1,764 aircraft were also produced by [[Reims Aviation]] under license in [[France]]. These French manufactured 150s were designated Reims F150 or Reims-Cessna F150, the "F" indicating they were built in France.

American-made 150s were all produced with the [[Continental O-200|Continental O-200-A]] engine of {{convert|100|hp}}. Most Reims-built aircraft are powered by a Continental O-200-A built under license by [[Rolls-Royce plc|Rolls-Royce]], but some have the Rolls-Royce-built version of the [[Continental O-240|Continental O-240-A]].

All models from 1966 onwards have larger doors and increased baggage space. With the 1967 Model 150G, the doors were bowed outwards {{convert|1.5|in|mm}} on each side to provide more cabin elbow room.

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 flap deflection, for better climb with full flaps and the maximum certified gross weight was increased from 1,600&nbsp;lb (726&nbsp;kg) on the 150 to 1670&nbsp;lb (757&nbsp;kg) on the 152. Production of the 152 ended in 1985 when manufacturing of all Cessna piston singles was suspended.<ref name="Plane and Pilot"/>

==Production==
{{More citations needed|section|date=September 2018}} 
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 F150s, of which 1,428 were Commuters and 336 were Aerobats. A Reims affiliate in Argentina also assembled 47 F150s, including 38 Commuters and 9 Aerobats.{{Citation needed|reason=Contradicts two cited sources|date=September 2018}}

Of all the Cessna 150/152 models, the 1966 model year was 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.

==Variants==
''Cessna has historically used [[Model year#United States and Canada|model years]] like the U.S. automobile industry, with new models typically being introduced a few months prior to the actual calendar year.''

;{{visible anchor|142}}
:The sole Model 142 prototype, registered N34258 (c/n 617), was built in 1957 as a [[tricycle landing gear]] development of the [[Cessna 140]].  Other changes included the addition of "[[Cessna#Company terminology|Para-Lift]]" flaps and squared wingtips and tail surfaces.  The aircraft was powered by a {{convert|100|hp|abbr=on|adj=on}} [[Continental O-200|Continental O-200-A]] engine, was of an all-metal construction, and had a gross weight of {{convert|1500|lb|abbr=on}}.  First flown on September 12, 1957, the aircraft was subsequently redesignated to '''Model 150'''.<ref name="Phillips" /><ref name=":0" />

[[File:Cessna 150 ‘LN-FAF’ (49230370461).jpg|thumb|A 1959-model Cessna 150 on display in the [[Norwegian Aviation Museum]].]]
;{{visible anchor|150}}
:Introduced for the 1959 model year, the production 150 was largely identical to the 142/150 prototype.  The 1959 150 was offered in three configurations; the '''Standard''', the most basic level with the fewest features; the upgraded '''Trainer''', with dual flight controls, a more complete set of [[flight instruments]] for [[instrument flight rules]] operation, a radio, a landing light, and a few other features; and the top-of-the-line '''Inter-City Commuter''' (often called simply the '''Commuter'''), which added an engine [[vacuum pump]], vacuum-driven [[Heading indicator|heading]] and [[Attitude indicator|attitude]] indicators, and a revolving [[Anti-collision light|anti-collision beacon]] mounted on the vertical fin, along with all of the Trainer's features except for the dual flight controls.<ref name="Thompson1991" />
:For the 1960 model year, the generator in the Commuter was upgraded to 35 amperes. All 150s for 1959 had included a 20-ampere generator, and this was retained in the Standard and Trainer for 1960; the 35-ampere generator was offered as an option for these configurations. Also for 1960, the '''Patroller''' configuration was introduced for patrol-type work. These could be added, either together or selectively, to any 150 configuration, and included a "Patroller" wing with long-range fuel tanks that held a total of {{convert|38|usgal|L|0|abbr=on}}, instead of the standard {{convert|26|usgal|L|0|abbr=on}} in the normal wing; Patroller doors, with extra [[acrylic glass]] windows in the lower half for better visibility; and a message drop tube, for dropping messages and other small items through the cabin floor to the ground.{{Cn|date=June 2024}}
:A total of 1017 were built, not including the 1957 prototype; 683 in 1959 and 334 in 1960.{{efn|Sources differ as to the exact number of each variant/model year built.  This article uses the construction numbers listed in the 150's [[Federal Aviation Administration]] [[type certificate]] to determine the exact numbers built.}}<ref name=":1">{{Cite web |title=Cessna 150, A150, 152, & A152 Serial Numbers |url=https://cessna150152club.org/wp-content/uploads/2023/01/150-152-Serial-Numbers.pdf |website=Cessna 150-152 Club }}</ref><ref name="Cessna 150 TCDS" />

[[File:Cessna 150A G-ARFO at Popham Airfield 2021-08-14 (51405863737).jpg|thumb|A 150A showing its metal wingtips, which are less smooth than the 150B's fiberglass wingtips.]]
;{{visible anchor|150A}}
:1961 model year with 15% larger rear side windows, which offered slightly better rear visibility.  The landing gear was also redesigned, shifting the main wheels aft by {{convert|2|in|cm|0|spell=on}}, but not changing the gear leg mountings. This shift of the main wheels made the aircraft less likely to tip back onto its tail during loading, and it also made the nose wheel bear more weight, which increased its steering effectiveness.  Other new features in the 150A included an instrument panel with a completely redesigned layout; flush inside door handles and nearly flush window latches, which made the 150's narrow cabin a bit less cramped, and optional individually adjustable seats.<ref name="Phillips" /><ref name=":0" /><ref name="Clarke">Clarke, Bill: ''Cessna 150 and 152'' first edition, pages 26-95. TAB Books, 1987. {{ISBN|0-8306-9022-0}}</ref>  332 built.<ref name=":1" /><ref name="Cessna 150 TCDS" />

[[File:Cessna 150B C-FIII (13921398599).jpg|thumb|A 150B with so-called "Patroller" doors, having windows in the lower half.]]
;{{visible anchor|150B}}
:1962 model year with a new [[McCauley Propeller Systems|McCauley]] 1A100/MCM6950 propeller replacing the [[Sensenich Propeller|Sensenich]] M69CK-52 of previous versions.  The new propeller had the same diameter of {{convert|69|in|-1}}, but its [[blade pitch]] was reduced, which increased the maximum cruise speed by about {{cvt|3|mph|km/h kn|0}} and slightly improved the climb rate and service ceiling.  The original metal wingtips were replaced by more smoothly contoured fiberglass ones with a different shape, increasing the wingspan by about {{convert|2|in|-1}}.  The optional two-passenger child seat for the baggage compartment, available from the first 150, was completely redesigned for the 150B.  A new option was a simple [[autopilot]], specifically for the Commuter version, called "Nav-O-Matic", a single-axis heading-hold type. Also newly offered for the 150B were optional "courtesy lights" in the underside of the wings to light the area around the doors when on the ground.  The Patroller message drop tube option, on the other hand, was eliminated.<ref name=":0" /><ref name="Clarke"/>  350 built.<ref name=":1" /><ref name="Cessna 150 TCDS" />

;{{visible anchor|150C}}
:1963 model year with a quick drain added to the [[Gascolator|fuel strainer]], optional larger [[Wheel sizing#Wheel size|6.00×6 inch]] (150×150&nbsp;mm) main wheels and tires to replace the standard 5.00×5 inch (125×125&nbsp;mm) size, and an optional child seat.  The optional landing gear "[[Wheel fairings|speed fairings]]" were also changed to a sharp-nosed design compatible with those used for other single-engine Cessna models.<ref name=":0" /><ref name="Clarke" />  387 built.<ref name=":1" /><ref name="Cessna 150 TCDS" />

[[File:G-ASYP.jpg|thumb|The 150D, like the very similar 150E shown here, had the new "Omni-Vision" wraparound rear window but retained the unswept tailfin of earlier 150 models.]]
;{{visible anchor|150D}}
:1964 model year with a cut down rear fuselage and a wraparound "[[Cessna#Marketing initiatives|Omni-Vision]]" rear window, following the pattern already set by other Cessna models.  The new rear window improved rearward visibility, and many people found the new cabin more "airy" and pleasant, due to the increased light.  Useful load was increased by {{cvt|40|lb}}, and the gross weight of the aircraft was correspondingly increased to {{cvt|1600|lb}}, where it would stay for all later 150 models.<ref name="Phillips" /><ref name=":0" /><ref>{{cite book |last=Thompson |first=William |title=Cessna Wings for the World |publisher=Maverick Publications |year=1991 |isbn=0-89288-221-2 |location=Bend, Or. |page=11}}</ref>
:Because of the higher gross weight with the same engine power, Cessna's claimed performance figures for the 150D and later models are worse than for earlier models: maximum and cruise speeds are reduced, range is shortened, takeoff and landing distances are lengthened, and climb rate and service ceiling are lower.  Such changes are only to be expected, because performance is weight-dependent and is normally specified at maximum gross weight.  Cruise performance may also have been lessened because the new rear window made the 150D's rear fuselage less well streamlined than the former "fastback" fuselage.{{Cn|date=June 2024}}
:The 150D retained the straight tailfin and rudder of previous years.  However, to lighten control loads, [[Balanced control surfaces|aerodynamic balance horns]] were added to the rudder and the elevator.  These horns also contained weights (mass balances) to eliminate any possible [[Aeroelastic flutter|control flutter]] that might be induced by the changed aerodynamics of the rear fuselage.{{Cn|date=June 2024}}
:The 150D moved the heavy electrical battery from the previous rear location, behind the baggage compartment, to the front, just ahead of the engine firewall. It had a broader range for its [[Center of gravity of an aircraft|center of gravity]] than earlier models, which allowed more flexibility in loading.  The 150D also had more permissive [[V speeds#Regulatory V-speeds|airspeed limits]] for its never-exceed speed, its [[maneuvering speed]], and particularly its maximum flaps-extended speed, which was raised from {{cvt|85|mph|km/h kn|0}} to {{cvt|100|mph|km/h kn|0}}.{{Cn|date=June 2024}}
:Partway through the 150D's production, an option was added for a heavy-duty nose landing gear with a larger 6.00×6 inch (150×150&nbsp;mm) nosewheel; this had a tire whose tread was wider than standard but was only slightly larger in diameter. The folding torque links on this heavy-duty nose gear were also reversed, being mounted in front of the nosewheel strut instead of behind it.{{Cn|date=June 2024}}
:A total of 686 aircraft were built; one prototype (c/n 644)<ref name="Phillips" /> and 685 production aircraft.<ref name=":1" /><ref name="Cessna 150 TCDS" />

;{{visible anchor|150E}}
:1965 model year with only minor changes, like the addition of an optional rear-view mirror.<ref name=":0" /><ref name="Clarke" />  760 built, plus one prototype converted from the 150D prototype (c/n 644).<ref name=":1" /><ref name="Cessna 150 TCDS" /><ref name=":2">Simpson 1996, pp. 137.</ref>

[[File:Reims F150F G-ATMC at Sywell Aerodrome 2021-09-04 (51499915532).jpg|thumb|1966 Reims F150F with wheel speed fairings.]]
;{{visible anchor|150F}}
:1966 model year with a new vertical tail that was swept back 35 degrees, with a short dorsal strake at its base, matching the styling of the [[Cessna 172]] and other models.  The cabin doors were widened, with 23% more area, and while the old doors were tapered at the bottom, the new doors were square, making it easier to get in and out of the cabin.  The new doors also had larger windows and better latches.  The baggage compartment was extended aft to the bottom of the rear window, giving 50% more room, although its load limit remained at {{cvt|120|lb}}.  The cabin floor was now flat, with no hump for routing control cables.  The old manual flaps were replaced by electrically driven flaps activated by a switch on the instrument panel; other former floor controls (the elevator trim wheel and fuel shutoff valve) were now on a small vertical console beneath the panel.  The electric flaps now had a flap position indicator above the left door.  The 6.00×6 inch (150×150&nbsp;mm) main wheels with large low-pressure tires were now standard rather than optional, and they had new brakes.  The stall warning alert, previously an electric beeper, was now a pneumatic reed horn that would work even if electrical power failed.  The pointed propeller [[Spinner (aeronautics)|spinner]] and rear-view mirror options became standard for the Commuter and Trainer.  Other newly standard features for the Commuter were dual controls (previously restricted to the Trainer), wheel speed fairings, and an electric heater for the [[pitot tube]] and stall warning sensor.  The old optional Patroller-type door (with an extra window in the lower half) was dropped along with the name "Patroller", though long-range fuel tanks were still offered.  The courtesy light option was also discontinued.<ref name="CPA 150152 hist" /><ref name="150F brochure">{{cite book |title=What's more fun than anything on earth? Flying the New Cessna 150 |date=1965 |publisher=Cessna Aircraft Company}}</ref><ref name="Flying 150F ad">{{cite news |author1=Cessna Aircraft Company |title=What makes the new Cessna 150 the world's largest-selling airplane? |url=https://books.google.com/books?id=uyr3ocpXkAAC&pg=PA80 |access-date=13 September 2022 |work=Flying |date=September 1965 |pages=80–81}}</ref><ref name="Flying 150F article">{{cite news |last=Weeghman |first=Richard B. |title=The Cessna 150 |url=https://books.google.com/books?id=2f6BbkDabfYC&pg=PA83 |access-date=13 September 2022 |work=Flying |date=October 1965 |pages=83–85}}</ref>
:Cessna greatly expanded 150 production for the 150F; a total of 3,000 of this model were produced.<ref name=":1" /><ref name="Cessna 150 TCDS" />  The 1966 model year was also the first production of French Reims-built F150s, with 67 built as the '''F150F'''.<ref>{{Cite web |title=Type Certificate Data Sheet No. A13EU Rev 16 |url=https://drs.faa.gov/browse/excelExternalWindow/8AA0E9DA4F591F1F862583EE0072A22C.0001 |access-date=June 11, 2024 |website=[[Federal Aviation Administration]]}}</ref>

[[File:Cessna 150G on floats N8687J.jpg|thumb|Cessna 150G on floats, with large aftermarket "drooped" wingtips.]]
;{{visible anchor|150G}}
:1967 model year with the doors bowed outward to make the cabin about {{convert|3|in||round=5|spell=in}} wider, and a lowered floor to add head room. Rubber [[Vibration isolation|sound isolators]] were added to the engine cowling to reduce vibration and noise in the cabin. The cabin heating system now allowed heated air to be mixed with fresh air and had a new windshield defroster outlet. The instrument panel's layout was changed, and the [[control yoke]]s now had open tops. The stroke of the nosewheel's [[oleo strut]] was shortened from {{convert|7|in|round=5}} to {{convert|4|in|round=5}}. Both of the old electrical generators, 20-ampere and 35-ampere, were replaced by a new 60-ampere [[Alternator (automotive)|alternator]].  The anti-collision beacon (standard on the Commuter, optional elsewhere) was changed from the old motorized revolving type to a new flashing type. Separately adjustable bucket seats were now standard for the Commuter and could be either fabric or vinyl-covered. The Commuter got standard wall-to-wall carpet. Tinted windows were a new option.<ref name="CPA 150152 hist" /><ref name="150G brochure">{{cite book |title=The Cessna 150: Standard—Trainer—Commuter Models |date=1966 |publisher=Cessna Aircraft Company}}</ref><ref name="150G price list">{{cite book |title=Cessna 150 for 1967: Aircraft & Accessories Price List |date=1966 |publisher=Cessna Aircraft Company}}</ref><ref name="Flying 150G ad">{{cite news |author1=Cessna Aircraft Company |title=fly a new Cessna 150 ...where the fun is! |url=https://books.google.com/books?id=wsVehG-3TggC&pg=PA110 |access-date=13 September 2022 |work=Flying |date=October 1966 |pages=110–111}}</ref>  The 150G was also the first Cessna 150 variant certified for floats. For floatplane operation it used a larger {{convert|75|in|round=5|adj=on}} diameter propeller and had a gross weight of {{cvt|1650|lb}}.<ref name="Cessna 150 TCDS">{{cite web |date=July 21, 2017 |title=Type Certificate Data Sheet No. 3A19 Revision 50 |url=https://drs.faa.gov/browse/excelExternalWindow/A2454FDC5FFA7B7D8625816900659753.0001 |access-date=13 September 2022 |publisher=[[Federal Aviation Administration]] |pages=}}</ref><ref name="Flying 150G floats">{{cite news |last=Weeghman |first=Richard B. |title=The Cessna 150—it floats |url=https://books.google.com/books?id=CFLFuZzLe_4C&pg=PA34 |access-date=13 September 2022 |work=Flying |date=January 1967 |page=34}}</ref>
:A total of 2,666 150G models were built by Cessna; one prototype (c/n 649)<ref name=":2" /> and 2,655 production aircraft.  Another 152 were built by Reims in France as the '''F150G'''.<ref name=":1" /><ref name="Cessna 150 TCDS" /><ref name=":3">{{Cite web |title=Type Certificate Data Sheet No. A13EU Rev 16 |url=https://drs.faa.gov/browse/excelExternalWindow/8AA0E9DA4F591F1F862583EE0072A22C.0001 |access-date=June 11, 2024 |website=[[Federal Aviation Administration]]}}</ref>  Unlike the F150F, which was powered by a Continental-built engine, the engines of the F150G and subsequent Reims-built F150s were license-built by [[Rolls-Royce Limited|Rolls-Royce]].<ref name=":3" />

;{{visible anchor|150H}}
:1968 model year with streamlined speed fairings at the ends of the wing struts.  The electric flap switch was now a three-way switch: when pushed upward to raise flaps, it would stay in that position, making this operation "hands-off", but lowering the flaps still required holding the switch downward.<ref>{{cite book |title=1970 Model 150 - Owner's Manual |date=1969 |publisher=Cessna Aircraft Company |pages=2–6}} (Although the new flap switch was introduced in the 150H model for 1968, the owner's manual didn't describe its operation until the 1970 version.)</ref>  The flap position indicator was now vertical, on the left front doorpost, and the center console was narrowed to improve legroom.  A new wing leveler option could automatically control the ailerons and rudder to keep the aircraft on course.<ref name="CPA 150152 hist" /><ref name="150H brochure">{{cite book |title=The Cessna 150: Adventurous |date=1967 |publisher=Cessna Aircraft Company}}</ref><ref name="150H price list">{{cite book |title=The Cessna Model 150: 1968 Aircraft & Accessory Price List |date=1967 |publisher=Cessna Aircraft Company}}</ref>  2,110 were built, plus one prototype converted from the 150G prototype (c/n 649).  Reims also built 170 aircraft as the '''F150H'''.<ref name=":1" /><ref name="Cessna 150 TCDS" /><ref name=":2" /><ref name=":3" />

;{{visible anchor|150I}}
:The "I" model was skipped to avoid confusion with a numeral 1.<ref name="Clarke"/>

;{{visible anchor|150J}}
:1969 model year an improved instrument panel layout, which finally adopted the [[Flight instruments#T arrangement|"basic-T" arrangement]] that would be used for all later 150 models.  The 150J also had rocker-style electrical switches instead of the former pull-type ones, and a new key-operated combined magneto/starter-switch replaced the old "pull-style" starter.<ref name="CPA 150152 hist" /><ref name="150J brochure">{{cite book |title=Cessna 150: The Getaway Plane |date=1968 |publisher=Cessna Aircraft Company}}</ref>  The new starter was more "car-like" but not as reliable as the old one and also more expensive to repair.  New options were a map light under the control wheel and a ground power plug, and extra steps and handles were added to the floatplane version to make fueling easier.<ref name="150J price list">{{cite book |title=The Cessna Model 150: 1969 Aircraft & Accessory Price List |date=1968 |publisher=Cessna Aircraft Company}}</ref>  1,820 built, plus 140 built by Reims as the '''F150J'''.<ref name=":1" /><ref name="Cessna 150 TCDS" /><ref name=":3" />

[[File:Cessna FA150K G-AYCF (19405434593).jpg|thumb|A Reims/Cessna FA150K Aerobat in Cessna's original 1970 Aerobat paint scheme.]]
;{{visible anchor|150K/A150K}}
:1970 model year with a split master switch that could turn off the alternator separately,<ref>{{cite book |title=1970 Model 150 - Owner's Manual |date=1969 |publisher=Cessna Aircraft Company |pages=2–3}}</ref> a ground-adjustable rudder [[trim tab]], a new molded cabin [[Headliner (material)|headliner]], and new seats with greater legroom.  New options included tinted dual overhead skylights for upward visibility, extra steps and handles to aid in fueling, whitewall tires, and "conically cambered" wingtips that curved downward toward the trailing edge.  On the 150K Commuter, the cambered wingtips were standard.<ref name="CPA 150152 hist">{{cite web |last=Frank |first=John M. |title=Cessna Pilots Association 150/152 Model History |url=http://www.cessna.org/documents/public_info/samplemodel.pdf |access-date=9 September 2022 |archive-url=https://web.archive.org/web/20170421024101/http://www.cessna.org/documents/public_info/samplemodel.pdf |archive-date=2017-04-21 |date=2006-07-17 |url-status=dead}}</ref><ref name="150K brochure">{{cite book |title=1970 Cessna 150's: Standard, Trainer, Commuter, and introducing the all new Aerobat |date=1969 |publisher=Cessna Aircraft Company}}</ref><ref name="Flying 150K ad">{{cite news |author1=Cessna Aircraft Company |title=Get off the road, man... get into a Cessna 150 |url=https://books.google.com/books?id=66z4g8plkdYC&pg=PA86 |access-date=8 September 2022 |work=Flying |date=May 1970 |pages=86–87}}</ref>
:In addition to the standard 150K, the 1970 model year introduced a version certified for [[aerobatics]] as the '''A150K Aerobat'''. The Aerobat retained the normal 150's {{convert|100|hp|abbr=on|adj=on}} [[Continental O-200]] engine, but structurally it was stronger than the normal 150K, being rated for [[Load factor (aeronautics)|load factor]]s of +6.0/−3.0 ''g'' (vs. +4.4/–1.76 ''g'' for the normal 150K) and having higher limits for its [[Maneuvering speed|maneuvering]] and never-exceed speeds.<ref name="1970_150K_Aerobat_Manual">{{cite book |title=1970 Model 150 Aerobat - Owner's Manual |date=1969 |publisher=Cessna Aircraft Company |pages=5-1, 5-2}}</ref><ref name="1970_150K_Manual">{{cite book |title=1970 Model 150 - Owner's Manual |date=1969 |publisher=Cessna Aircraft Company |pages=4-1, 4-2}}</ref> Other Aerobat standard features included the dual skylights already mentioned, shoulder harnesses for both occupants, removable seat backs and cushions to make room for a back-pack or seat-pack parachute, jettisonable doors, and a special checkerboard paint scheme; there was also an optional accelerometer for the instrument panel. The Aerobat was approved for a variety of maneuvers that were not permitted for normal 150s, but it still had the normal 150's gravity-fed fuel system, so sustained inverted flight was not possible.<ref name="CPA 150152 hist" /><ref name="150K brochure" /><ref name="Flying 150K ad" /><ref name="Flying A150K Aerobat article">{{cite news |last=Trammell |first=Archie |title=Pilot Report: the 150 Goes Aerobatic |url=https://books.google.com/books?id=ILO7_NQaOiUC&pg=PA56 |access-date=9 September 2022 |work=Flying |date=October 1969 |pages=56–58}}</ref> A 1970 A150K Aerobat cost $12,000 as opposed to the $11,450 price for a 150K Commuter model.<ref>{{cite book |last=Thompson |first=William |title=Cessna Wings for the World |isbn=0-89288-221-2 |page=14 |year=1991 |publisher=Maverick Publications |location=Bend, Or.}}</ref>
:A total of 1101 were built; 875 as the 150K and 226 as the A150K.<ref name=":1" /><ref name="Cessna 150 TCDS" />  Reims also built a total of 210 aircraft; 129 as the '''F150K''' and 81 as the '''FA150K Aerobat'''.<ref name=":3" />

;{{visible anchor|150L/A150L}}
:Introduced for the 1971 model year with tubular landing gear legs replacing 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.  The 150L also introduced a longer dorsal strake that reached to the rear window.<ref name="Phillips" />  The 1972 model year the received new fuel filler caps to reduce moisture seepage, and better seats and seat tracks.  1973 brought in lower seats to provide more headroom for taller pilots.{{Cn|date=June 2024}}  1974 introduced a new propeller with a [[Clark Y airfoil|Clark Y]] [[airfoil]] on the A150L Aerobat, which increased cruise by {{convert|4|mi/h|km/h|abbr=on}}.<ref name="Clarke" />
:In 1972, Reims introduced the '''FRA150L Aerobat''', which was powered by a {{convert|130|hp|abbr=on|adj=on}} [[Continental O-240|Rolls-Royce O-240-A]] engine; the first engine change for the 150 type since production began.  The FRA150L was produced alongside the O-200-powered '''F150L''' and '''FA150L Aerobat''', and could be converted to FA150L standard with an FKA150-2311 or FKA150-2316 kit.<ref name="Phillips" /><ref name=":0" /><ref name=":3" />
:Cessna built a total of 4,074 aircraft; 625 (1971 150L), 50 (1971 A150L), 1,030 (1972 150L), 66 (1972 A150L), 1,192 (1973 150L), 87 (1973 A150L), 931 (1974 150L), and 93 (1974 A150L).<ref name=":1" /><ref name="Cessna 150 TCDS" />  Reims built a total of 665 aircraft; 485 (F150L), 39 (FA150L), and 141 (FRA150L).<ref name=":3" />  [[Industrias Aeronáuticas y Mecánicas del Estado|DINFIA]] also produced a total of 48 150L/A150Ls in Argentina as the '''A-150L''' and '''A-A150L'''; 39 (A-150L), 6 (1972 A-A150L), and 3 (1973 A-A150L).<ref name="Phillips" /><ref name=":0" />

[[File:Cessna150MC-GYFT.jpg|thumb|1976 model Cessna 150M showing its 15% larger tail and rudder area]]
;{{visible anchor|150M/A150M}}
:Introduced for the 1975 model year, the 150M was the final Cessna 150 model before the type was replaced by the 152.  The primary change was a redesigned vertical tail that was taller, narrower, and had an overall larger area.<ref name="Phillips" /><ref name=":0" />  Inertia-reel restraints were also offered as an option.  The 150M introduced the '''Commuter II''' upgrade package that included many optional avionics and trim items as standard.{{Cn|date=June 2024}}  The 1976 model year introduced redesigned wheel fairings,<ref name="Phillips" /> a suite of electrical [[circuit breaker]]s to replace the previous [[Fuse (electrical)|fuse]]s, and a fully articulated pilot seat as standard equipment (this seat had been optional on some earlier models).{{Cn|date=June 2024}}
: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 position without the pilot having to hold the switch during flap travel, enabling the pilot to concentrate on other flying duties.  Only 427 1977 model 150Ms were built as production shifted to the improved [[Cessna 152]] in the early part of 1977.{{Cn|date=June 2024}}
:The many refinements incorporated into the 150 over the years had cost the aircraft a lot of useful load.  The very first 150 weighed {{convert|962|lb|abbr=on}} empty, whereas the last Commuter II had an empty weight of  {{convert|1129|lb|abbr=on}}.  This increase in empty weight of {{convert|167|lb|abbr=on}} was offset only by a gross weight increase of {{convert|100|lb|abbr=on}} in 1964.<ref name="National" />  The 152 would bring a much-needed {{convert|70|lb|abbr=on}} increase in gross weight to {{convert|1670|lb|abbr=on}}.<ref name="Clarke" />
:A total of 3,836 aircraft were built; 1,224 (1975 150M), 87 (1975 A150M), 1,500 (1976 150M), 75 (1976 A150M), 900 (1977 150M), and 50 (1977 A150M).<ref name=":1" /><ref name="Cessna 150 TCDS" />  Reims built a total of 360 aircraft as the '''F150M''', '''FA150M''', and '''FRA150M'''; 285 (F150M) and 75 (FA150M/FRA150M).<ref name=":3" />

;{{visible anchor|T-51A}}
:Designation of a single 150L and two 150M aircraft used by the [[United States Air Force Academy]] Flying Team.<ref>{{cite web |title=DOD 4120.15-L - Addendum |url=http://www.designation-systems.net/usmilav/412015-L(addendum).html |url-status=live |archive-url=https://web.archive.org/web/20130708155449/http://www.designation-systems.net/usmilav/412015-L(addendum).html |archive-date=8 July 2013 |access-date=8 July 2015 |work=designation-systems.net}}</ref>

;{{visible anchor|B.Ph.1}}
:({{langx|th|บ.พ.๑}}) [[Royal Thai Armed Forces]] designation for the 150H.<ref>{{Cite web |title=Thai Military Aircraft Designations |url=https://designation-systems.net/non-us/thailand.html |access-date=2025-03-18 |website=designation-systems.net}}</ref>

==Modifications available==
[[File:C-GASU, Cessna 150 at Pitt Meadows Airport, 2018 (40744796840).jpg|thumb|A number of Cessna 150s have been converted to [[taildragger]] configuration using [[Supplemental Type Certificate|STC]] kits.]]

There are hundreds of modifications available for the Cessna 150.  Some of the most frequently installed include:
* [[Vortex generator]]s and [[STOL]] kits that reduce the [[stall speed]] of the plane.<ref name="ClarkeMods">Clarke, Bill: ''Cessna 150 and 152'' first edition, pages 197-212. TAB Books, 1987. {{ISBN|0-8306-9022-0}}</ref>
* Flap gap seals to reduce drag and increase rate of climb.<ref name="ClarkeMods"/>
* Different wing tips, some of which claim various cruise speed increases and [[stall speed]] reductions.<ref name="ClarkeMods"/>
* Auto fuel [[Supplemental Type Certificate|STCs]], which permit the use of automobile fuel instead of the more expensive aviation fuel.
* Larger engines, up to {{convert|180|hp}}.<ref name="ClarkeMods"/>
* [[Taildragger]] landing gear.<ref name="ClarkeMods"/>
* Auxiliary fuel tanks for larger capacity.<ref name="ClarkeMods"/>
* Door catches to replace the factory ones that often fail in service.<ref name="ClarkeMods"/>
* Belly fuel drain valves to drain fuel from the lowest point in the fuel system.<ref name="ClarkeMods"/>

The Aviat 150 is an overhauled and rebuilt Cessna 150 by [[Aviat]].<ref name="Aviat152">{{cite web|url= https://aviataircraft.com/152-reimagined/|title= 152 Reimagined|access-date= 28 May 2021|author= Aviat Aircraft|author-link= Aviat|work= aviataircraft.com|year= 2021|archive-url= https://web.archive.org/web/20210506180147/https://aviataircraft.com/152-reimagined/|archive-date= 6 May 2021|url-status= live}}</ref>

==Noteworthy flights==
* On September 12, 1994, [[Frank Eugene Corder]] intentionally crashed a Cessna 150L onto the South Lawn of the [[White House]] against the south wall of the Executive Mansion, in an apparent suicide. Corder was killed, but no one else was injured and damage to property on the ground was minimal.
* In 1996, a Cessna 150 was flown from the United States to South Africa in several stages, crossing the Atlantic along the way. An extra 60 gallon fuel tank was installed (beyond the standard 22.5 gallons) and the plane took off {{convert|500|lb|abbr=on}} over gross weight.<ref>{{cite news|url=http://www.cessna150-152.com/transatlantic.htm|title=Transatlantic Cessna 150|work=cessna150-152.com|last=Kleynhans|first=Joan|access-date=July 24, 2017|archive-url=https://web.archive.org/web/20171003211923/http://www.cessna150-152.com/transatlantic.htm|archive-date=October 3, 2017|url-status=live}}</ref>

==Operators==

===Civil===
The aircraft is popular with flying schools as well as private individuals.

===Military===
;{{BDI}}
*[[Military of Burundi|Burundi Air Force]]<ref>Andrade 1982, p. 36.</ref>
;{{COD}}
*[[Air Force of the Democratic Republic of the Congo|Congo Democratic Air Force]]<ref>Andrade 1982, p. 342.</ref>
;{{ECU}}
[[File:T-51 USAF Academy.jpg|thumb|T-51A (Cessna 150L) of the United States Air Force Academy]]
*[[Ecuadorian Air Force]]<ref>Andrade 1982, p. 57.</ref>
;{{HAI}}
*[[Haitian Air Corps]]<ref>Hagedorn 1993, p. 134</ref>
;{{CIV}}
*[[Ivory Coast Air Force]]<ref>Andrade 1982, p. 126.</ref>
;{{LBR}}
*[[Liberian Army]]<ref>Andrade 1982, p. 147.</ref>
;{{MEX}}
*[[Mexican Naval Aviation]]<ref>Andrade 1982, p. 157.</ref>
;{{PAR}}
*[[Paraguayan Naval Aviation]]<ref>Andrade 1982, p. 176.</ref>
;{{SOM}}
*[[Somali Air Force]]<ref>Andrade 1982, p. 194.</ref>
;{{SRI}}
*[[Sri Lanka Air Force]]<ref>Andrade 1982, p. 209.</ref>
;{{USA}}
*[[United States Air Force Academy]]<ref>{{cite web|url=https://www.usafa.af.mil/About-Us/Flight-Operations/USAF-Academy-Aircraft-Identification/ |title= Flight operations |publisher= usafa.af.mil |date=|accessdate=2 June 2021}}</ref>

==Notable accidents==
*27 March 1968: [[Ozark Air Lines Flight 965]], a [[McDonnell Douglas DC-9|Douglas DC-9-15]], collided with a 150F, [[aircraft registration]] ''N8669G'', approximately {{convert|1.5|mi}} north of [[St. Louis Lambert International Airport|Lambert–St. Louis Municipal Airport]] (Lambert Field), St. Louis, Missouri, while both aircraft were approaching runway 17. The Cessna was destroyed and both of its occupants were killed. The DC-9 sustained light damage and was able to land safely; none of its 44 passengers or five crewmembers were injured. The accident was attributed to inadequate [[visual flight rules]] (VFR) procedures at the airport, the failure of the DC-9 pilots to notice the Cessna, and poor communications between [[air traffic control]] and the Cessna pilots.{{refn|{{Cite web |date=1969-06-30 |title=Midair collision, Ozark Air Lines, Inc., DC-9, N970Z And Interstate Airmotive, Inc., Cessna 150F, N8669G, St. Louis, Missouri, March 27, 1968 |url=https://www.fss.aero/accident-reports/dvdfiles/US/1968-03-27-US.pdf |url-status=live |archive-url=https://archive.today/20220614070812/https://www.fss.aero/accident-reports/dvdfiles/US/1968-03-27-US.pdf |archive-date=2022-06-14 |access-date=2022-06-14 |website=fss.aero |language=en-US}}}}
* 4 August 1968: Cessna 150F ''N8742S'' collided with [[North Central Airlines]] Flight 261, a [[Convair CV-580]], {{convert|11.5|mi|0}} southwest of [[Milwaukee General Mitchell International Airport|General Mitchell Airport]] in Milwaukee, Wisconsin,<ref name=mackt>{{cite news|url=https://news.google.com/newspapers?id=O-opAAAAIBAJ&pg=6338%2C637262 |newspaper=Milwaukee Sentinel|title=Midair crash kills 3 near Mitchell Field|date=August 5, 1968|page=1-part 1}}</ref><ref name=usbtpmac>{{cite news|url=https://news.google.com/newspapers?id=lEoaAAAAIBAJ&pg=4485%2C2174507|newspaper=The Milwaukee Journal|last=Williams|first=Edward D.|title=US begins to probe midair crash here|date=August 5, 1968|page=1-part 1}}</ref> at {{convert|2700|ft}}, as the northbound Convair was on approach to runway 7R. The cabin section of the Cessna became embedded in the Convair's forward baggage compartment. The Convair lost electrical power and its right engine was shut down due to a damaged propeller; the captain completed a successful emergency landing six minutes later. All three occupants aboard the Cessna{{efn|The third occupant was a twelve-year-old boy riding in the optional rear seat for the Cessna's baggage compartment. Since the Cessna was found to be properly loaded, his weight was presumably within the {{cvt|120|lb}} allowed for the 150F's rear compartment.}} were killed and the first officer on the Convair was seriously injured, but the other three crew and eight passengers were uninjured. The accident was attributed to the inability of the Convair 580 flight crew to see the Cessna in sufficient time to take evasive action, despite having been provided with three radar traffic advisories. Contributing factors were heavy insect smears on the Convair's cockpit windows, haze, smoke and sun glare, and the Cessna's inconspicuous color and its lack of relative motion as the two aircraft converged.<ref>{{cite web|url=http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR69-04.pdf|title=NTSB Accident Report NTSB-AR-69-04, July 8, 1969, p. 1-2|access-date=26 June 2017}}</ref><ref name=bhvacps>{{cite news|url=https://news.google.com/newspapers?id=lUoaAAAAIBAJ&pg=2081%2C2461184|newspaper=The Milwaukee Journal|title=Bugs hurt visibility, air crash pilot says|date=August 6, 1968|page=1-part 1}}</ref><ref name=hpcosc>{{cite news|url=https://news.google.com/newspapers?id=POopAAAAIBAJ&pg=5855%2C854884|newspaper=Milwaukee Sentinel |last=Roesslein|first=Kenneth |title=Heroic pilot confident of safe landing|date=August 6, 1968|page=1-part 1}}</ref><ref name=macrsh>{{cite news |url=https://news.google.com/newspapers?id=z0UxAAAAIBAJ&pg=7239%2C4205254 |work=Milwaukee Sentinel |last=Thien |first=Alex |title=Midair crash 'was avoidable' |date=November 21, 1968 |page=5, part 1}}</ref>
* 9 January 1971: 150J ''N60942'' collided with [[American Airlines]] Flight 30, a [[Boeing 707#707-320C|Boeing 707-323C]], at about {{convert|2,975|feet}} [[Edison, New Jersey]], while the 707 was on approach to [[Newark Airport]]. The Cessna ran head-on into the 707's outer left wing and went out of control due to impact damage, crashing and killing both its occupants. The 707, although itself damaged, landed safely in Newark; there were no injuries among its 14 passengers and 7 crew. The [[National Transportation Safety Board]] (NTSB) found the cause to be "the inability of the crews of both aircraft to see and avoid each other while operating in a system which permits VFR aircraft to operate up to 3,000 feet on random headings and altitudes in a congested area under conditions of reduced visibility."<ref>{{ASN accident|id= 19710109-0|title= ASN Aircraft accident Boeing 707-323C N7595A Edison, NJ|accessdate= 2022-08-09}}</ref><ref>{{cite web|url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7216.pdf|title=Aircraft Accident Report—Revised: American Airlines, Inc., Boeing 707-323, N7595A and a Linden Flight Service, Inc., Cessna 150, N60942 over Edison, New Jersey, January 9, 1971 |author=[[National Transportation Safety Board]]|date=3 July 1974|access-date=8 August 2022}}</ref>
* 4 August 1971: 150J ''N61011'' collided with [[Continental Air Lines]] Flight 712, a [[Boeing 707#707-320C|Boeing 707-324C]], at about {{convert|3,950|feet}} over [[Compton, California]], while the 707 was making a nighttime approach into [[Los Angeles International Airport]] (LAX). The 150 hit the 707's outer right wing and was severely damaged, but the instructor pilot retained enough control to make a successful [[forced landing]] near a lighted golf course; although the Cessna was destroyed, its pilots both survived with injuries. The 707's outer right wing was damaged, but the aircraft landed safely at LAX, and none of its 87 passengers and 9 crew were injured. According to the NTSB, the cause was "the minimum opportunity for the flightcrews [sic] to see and avoid the other aircraft due to the background lights behind the Cessna and the decrease in the Cessna pilots' visual field resulting from the aircraft's wing while turning".<ref>{{ASN accident|id= 19710804-0|title= ASN Aircraft accident Boeing 707-324C N47330 Compton, CA|accessdate= 2022-08-09}}</ref><ref>{{cite web|url=http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR72-05.pdf|title=Aircraft Accident Report: Continental Air Lines, Inc., Boeing 707-320C, N47330, and Floyd Flying Service, Cessna 150J, N61011, Compton, California, August 4, 1971 |author=[[National Transportation Safety Board]]|date=29 December 1971|access-date=9 August 2022}}</ref>
* 9 January 1975: 150H ''N50430'' collided with a United States Air Force [[Convair C-131 Samaritan|Convair VT-29D]] at night over the [[James River]] off [[Newport News]], Virginia, while the Convair was on an [[instrument landing system]] approach to [[Langley Air Force Base]]. The collision killed all aboard both aircraft: the Cessna's pilot and passenger and the Convair's five crew and two passengers. The NTSB found the probable cause to be "the human limitation inherent in the see-and-avoid concept, which can be critical in a terminal area with a combination of controlled and uncontrolled traffic", and recommended stricter traffic control procedures for the high-traffic area around Newport News and Langley.<ref>{{ASN accident|title= 52-5826|id= 19750109-0|accessdate= 2014-10-29}}</ref><ref>{{cite news|url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7510.pdf|title=Aircraft Accident Report: USAF Convair VT-29D (CV-340) and Cessna 150H, N50430, Newport News, Virginia, January 9, 1975|author=[[National Transportation Safety Board]]|date=June 18, 1975|access-date=August 3, 2022}}</ref>
*9 January 1975: [[Golden West Airlines Flight 261]], a [[de Havilland Canada DHC-6 Twin Otter]], collided with 150 ''N11421'' at [[Whittier, California]], while on approach to LAX, killing all 14 people on both planes.<ref>{{cite news|url=http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR75-14.pdf|title=Aircraft Accident Report Golden West Airlines, Inc., De Havilland DHC-6 N6383, and CessnAir Aviation, Inc., Cessna 150, N11421|work=[[National Transportation Safety Board]]|date=August 7, 1975|access-date=July 24, 2017|archive-url=https://web.archive.org/web/20160303194208/http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR75-14.pdf|archive-date=March 3, 2016|url-status=live}}</ref>
*7 July 2015: 150M ''N3601V'' was involved in a [[2015 Moncks Corner mid-air collision|mid-air collision]] with a [[General Dynamics F-16 Fighting Falcon|General Dynamics F-16CJ Fighting Falcon]] over [[Moncks Corner, South Carolina]]. Both occupants of the Cessna were killed; the pilot of the F-16 ejected safely.<ref>{{cite news|url=https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20150707X22207&AKey=1&RType=Final&IType=MA|title=National Transportation Safety Board Aviation Accident Final Report Accident Number: ERA15MA259A|work=[[National Transportation Safety Board]]|date=November 15, 2016|access-date=July 24, 2017}}</ref><ref>{{cite news|url=https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20150707X22207&AKey=2&RType=Final&IType=MA|archive-url=https://web.archive.org/web/20210507121703/https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20150707X22207&AKey=2&RType=Final&IType=MA|url-status=dead|archive-date=May 7, 2021|title=National Transportation Safety Board Aviation Accident Final Report Accident Number: ERA15MA259B|work=[[National Transportation Safety Board]]|date=November 15, 2016|access-date=July 24, 2017}}</ref><ref>{{cite web|url=https://www.foxnews.com/us/two-dead-after-f-16-cessna-collide-over-south-carolina/|title=Two dead after F-16, Cessna collide over South Carolina|work=Fox News|date=July 7, 2015 |access-date=8 July 2015|archive-url=https://web.archive.org/web/20150708065254/http://www.foxnews.com/us/2015/07/07/officials-f-16-small-plane-collide-in-midair-over-south-carolina/?intcmp=latestnews|archive-date=8 July 2015|url-status=live}}</ref><ref>{{cite web|url=http://www.avweb.com/avwebflash/news/Two-Dead-In-F-16-Cessna-Collision-224398-1.html|title=Two Dead In F-16-Cessna Collision|work=AVweb|date=7 July 2015|access-date=8 July 2015|archive-url=https://web.archive.org/web/20150709001829/http://www.avweb.com/avwebflash/news/Two-Dead-In-F-16-Cessna-Collision-224398-1.html|archive-date=9 July 2015|url-status=live}}</ref>

==Specifications (1976 150M Commuter II)==
{{multiple image
 |total_width = 500
 | image1 = Cessna 150 3-view line drawing.svg
 | alt1 = 3-view line drawing of the Cessna 150
 | caption1 = 3-view line drawing of the Cessna 150
 | image2 = Cessna 150F 3-view line drawing.png
 | alt2 = 3-view line drawing of the Cessna 150F
 | caption2 = 3-view line drawing of the Cessna 150F
}}

{{Aircraft specs
|ref=Jane's All The World's Aircraft<ref name="jawa76 p254">Taylor 1976, p. 254.</ref>
|prime units?=kts<!-- "imp", "kts" or "met" to display the units in a given order. 
Without an entry here, no specifications will show -->
<!--
        General characteristics
-->
|crew=one
|capacity=one passenger (plus two children not exceeding {{convert|120|lb|kg|abbr=on}} on optional bench seat in baggage space)
|length m=
|length ft=23
|length in=11
|span m=
|span ft=33
|span in=2
|height m=
|height ft=8
|height in=6
|wing area sqm=
|wing area sqft=160
|aspect ratio=6.7:1
|airfoil=NACA 2412
|empty weight kg=
|empty weight lb=1122
|max takeoff weight kg=
|max takeoff weight lb=1600
|fuel capacity={{convert|22.5|USgal|impgal L|abbr=on}} usable internal fuel
<!--
        Powerplant
-->
|eng1 number=1
|eng1 name=[[Continental O-200|Continental O-200-A]]
|eng1 type=air-cooled horizontally-opposed engine
|eng1 kw=<!-- prop engines -->
|eng1 hp=100<!-- prop engines -->

|prop blade number=2<!-- propeller aircraft -->
|prop name=McCauley 1A102/OCM metal fixed-pitch propeller
|prop dia m=<!-- propeller aircraft -->
|prop dia ft=5<!-- propeller aircraft -->
|prop dia in=9<!-- propeller aircraft -->
|prop dia note=<ref name="Cessna 150 TCDS" />

<!--
        Performance
-->
|perfhide=

|max speed kmh=
|max speed mph=
|max speed kts=109
|max speed note=at sea level
|cruise speed kmh=
|cruise speed mph=
|cruise speed kts=82
|cruise speed note=at {{convert|10000|ft|m|-1|abbr=on}} (econ cruise)
|stall speed kmh=
|stall speed mph=
|stall speed kts=42
|stall speed note=(flaps down, power off)
|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts=140
|never exceed speed note=
|range km=
|range miles=
|range nmi=420
|range note=(econ cruise, standard fuel)
|ceiling m=
|ceiling ft=14000
|climb rate ms=
|climb rate ftmin=670
|more performance=*'''Take-off run to 50 ft (15 m):''' {{convert|1385|ft|m|abbr=on}}
* '''Landing run from 50 ft (15 m):''' {{convert|1075|ft|m|abbr=on}}
|avionics=
}}

==See also==
{{Portal|Aviation}}
{{Aircontent
| related =
* [[Cessna 140]]
* [[Cessna 152]]
* [[Cessna 172]]
| similar aircraft =
* [[Alpha 2000]] (Robin R2000)
* [[Beechcraft Skipper]]
* [[Diamond DA20]]
* [[Grumman American AA-1]]
* [[Liberty XL2]]
* [[Macchi M.B.308]]
* [[Piper Tomahawk]]
* [[Symphony SA-160]]
| lists =
* [[List of aircraft]]
* [[List of civil aircraft]]
* [[List of most produced aircraft]]
| see also =
* [[1957 in aviation]] (first flight)
}}

==References==
===Footnotes===
{{Notelist}}

===Notes===
{{Reflist|2
}}

===Bibliography===
{{Refbegin}}
* [https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/a2454fdc5ffa7b7d8625816900659753/$FILE/3A19%20Rev%2050.pdf Cessna 150 Type Certificate Data Sheet No. 3A19, Federal Aviation Administration]
*{{cite web|url=http://www.usafa.af.mil/superintendent/pa/factsheets/airmanship.htm |author=U.S. Air Force Academy, Public Affairs |title=Biography |work=Fact Sheet: Airmanship |access-date=2006-10-01 |archive-url=https://web.archive.org/web/20060615175931/http://www.usafa.af.mil/superintendent/pa/factsheets/airmanship.htm |archive-date=2006-06-15 |url-status=dead }}
* {{cite book |last=Andrade |first=John |title=Militair 1982 |year=1982 |location=London |publisher=Aviation Press Limited |isbn=0-907898-01-7}}
* {{cite book|last=Hagedorn|first=Daniel P.|title=Central American and Caribbean Air Forces|year=1993|location=Kent, UK|publisher=Air-Britain (Historians)|isbn=0-85130-210-6}}
* {{cite book |last=Simpson |first=R. W. |title=Airlife's General Aviation |year=1991 |location=Shrewsbury, UK |publisher=Airlife Publishing |isbn=1-85310-194-X}}
* {{cite book |editor-last=Taylor |editor-first=John W. R. |editor-link=John W. R. Taylor |title=Jane's All The World's Aircraft 1976–77 |year=1976 |location=London |publisher=Jane's Yearbooks |isbn=0-354-00538-3}}
{{Refend}}

==External links==
{{Commons category}}
* [http://www.airliners.net/info/stats.main?id=138 Airliners.net - Aircraft Data - Cessna 150 & 152] 
* [https://web.archive.org/web/20130210171048/http://airandspace.si.edu/collections/artifact.cfm?id=A20070077000 Cessna 152 Aerobat] - Smithsonian National Air and Space Museum website
* [https://web.archive.org/web/20120425001015/http://www.cessna.org/documents/public_info/samplemodel.pdf Cessna 150/152 Model History]

{{Cessna 140 family}}
{{Cessna}}
{{Aviat aircraft}}
{{USAF trainer aircraft}}
{{Thai civil aircraft designations}}

{{Authority control}}

[[Category:Cessna aircraft|150]]
[[Category:High-wing aircraft]]
[[Category:Single-engined tractor aircraft]]
[[Category:1950s United States civil trainer aircraft]]
[[Category:1950s United States civil utility aircraft]]
[[Category:Aircraft first flown in 1957]]
[[Category:Aircraft with fixed tricycle landing gear]]
[[Category:Single-engined piston aircraft]]