CESSNA 150 Specifications, Cabin Dimensions, Performance
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Spare parts for it are abundant in the market, there is very little unplanned maintenance to worry about, and the engine has relatively low consumption, which puts it very close to ‘as cheap as it gets for owning an aircraft. The two-seater configuration is not ideal for someone wanting to fly the whole family out on holiday. Still, for someone learning to fly, giving out lessons, or just enjoying joyrides, be it alone or with a passenger, it is hard to beat.
Specifications (1976 Commuter II)
The main gear has a small step on each side to make it easier to access the cockpit. The first C-150s came off the production line with a 100-hp Continental O-200 engine. It had a "turtledeck" fuselage, no back window, and a straight, squared-off tail. These unflattering characteristics meant poor visibility to the rear, modest baggage space, and a placard against spins.
Cessna 150 – Model Common Problems
A common complaint in terms of handling is the rather sudden onset of stalls and spins. Unlike other aircraft, the Cessna 150 does not provide the pilot with noticeable buffeting as it approaches a stall, skipping straight to dropping the left wing. American-made 150s were all produced with the Continental O-200-A engine of 100 horsepower (75 kW). Most Reims-built aircraft are powered by a Continental O-200-A built under license by Rolls-Royce, but some have the Rolls-Royce-built version of the Continental O-240-A. Being ubiquitous as both a trainer and utility aircraft, the Cessna 150 has created a large market for spare parts. Owners can service their aircraft at most shops in either the United States or abroad, which extends to some modifications that have almost become standard among the airworthy 150 fleets today.
Question: How many Cessna 150s were produced?
With a low hull value and tricycle gear, it’s a safe and insurable little plane. Additionally, the purchase cost is excitingly low as well, making it a smart first plane for many low-time pilots. Depending on the year and upgrades, you can pick up your own Cessna 150 for between $12,500 and $49,500, though most often you can get them at the lower end of that range, at an average of around $20,000.
All variants had the same fuel tank arrangement, with a baseline capacity of 26 gallons. Cessna offered long-range tanks that expanded this to 42 gallons on the original model, which was reduced to 38 from the Cessna 150H onwards in exchange for crew comforts. If you fly, you know of Cessna aircraft, and you certainly have heard of the Cessna 150. You may have even flown in one, or at least aboard its younger brother, the Cessna 152. Pilots love the 150 for its simple handling, owners adore the easygoing maintenance, and the low fuel consumption makes it easy to get behind too.
Cessna 150 – Modifications and Upgrades
Adjusting for inflation relative to FY2020, that would be $63,083.26 for the Standard, $71,605.58 for the Trainer, and $77,061.68 for the Commuter version. The aircraft is popular with flying schools as well as private individuals. In 1972 the "L" received new fuel filler caps to reduce moisture seepage, and better seats and seat tracks.
Rate of climb sea level
The consensus among Cessna 150 owners is that the aircraft is perfectly enough. It is spacious enough to fit pilots of most builds, even bigger or taller ones, with acceptable degrees of comfort for training flights. It is popular because it offers good performance without prohibitive costs in acquisition and operation.
Question: Does performance vary between Cessna 150 variants?
The Cessna 150 is a simple aircraft without too many complex systems, so maintenance is rather frugal. Most estimates have regular maintenance costs between $15 and $30 an hour, depending on how often the aircraft is flown. At the time of its introduction, the Standard Model Cessna 150 cost $6,995. The Trainer version brought that up to $7,940, with the Commuter being the most expensive at $8,545.
Cabin Width
For the 1960 model, 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, "Patroller" options were introduced for patrol-type work. The 1969 model was the 150J, which externally looked identical to the 150H. The 150J's biggest change was its instrument panel layout, which finally adopted the "basic-T" arrangement that would be used for all later 150 models.
A total of 3097 "M" models were built during its three-year run.[1] An additional 285 were built by Reims as the F150M and 141 FA150M Aerobats. It is not designed for purely aerobatic flight, though some maneuvers are permitted as per the aircraft’s POH. The aircraft is equipped for day and night VFR and may be equipped for day or night IFR with additional equipment.
The Cessna 150 prototype first flew on September 12, 1957, with production commencing in September 1958 at Cessna's Wichita, Kansas, plant.[6] 1,764 aircraft were also produced by Reims Aviation under license in France. These French manufactured 150s were designated Reims F-150 or Reims-Cessna F-150, the "F" indicating they were built in France. Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation. Plane and Pilot expands upon the vast base of knowledge and experience from aviation’s most reputable influencers to inspire, educate, entertain and inform.
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Modifications to the aircraft’s baggage compartment increased its capacity from 80 lbs. Cessna built nearly 25,000 of the birds (along with around 7,000 of the closely related 152, another good value). The engine in the 150 is the Continental O-200, which purportedly produces 100 hp and burns around 7 gph.
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