Cessna 150

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Template:Cleanup-date Image:Cessna.150e.g-atef.arp.jpg Image:Cessna.f150g.g-avit.arp.jpg Image:Cessna.150.g-ojvh.arp.750pix.jpg Image:Cessna.fa150k.g-aycf.arp.jpg Image:1973 C150L 19370.jpg Image:C150panel.jpg The Cessna 150 is a two-seat tricycle gear general aviation airplane, originally designed for flight training. The 150 was offered in the Commuter basic model, Commuter II, Patroller and the aerobatic Aerobat model (produced in limited numbers).

1 Cessna 150 history
2 Production
3 Cessna 150 Design History
4 Cessna 150 facts
5 Specifications (1977 Cessna 150)
6 Military Operators
7 External links

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Cessna 150 history

Development of the original 150 began in the mid 1950s to develop a successor to the popular Cessna 140, resulting in a first flight in September 1957. Production began in September 1958. Most were powered by the Continental O-200 100 hp (75 kW) engine, but 216, produced by Reims Aviation under Cessna license in France, under the designation Reims F-150. It is powered by a Rolls Royce/Continental 0-240A piston engine of 130 hp (97 kW).

The 150 was finally succeeded by the Cessna 152 in 1978. Cessna 152s were more economical to operate for flight schools due to the increased TBO (time between overhaul) of the improved Lycoming engine. Late model 150s and 152s are almost identical except for the engine.

The Cessna 150 is one of the most widely used flight training aircraft in the world. Almost all flying schools have at least one available for instruction or private hire, and used Cessna 150s are an affordable private aircraft.

The Cessna 150 is widely considered to be relatively easy to fly with no particular handling problems. Early Cessna 150s had flaps that could extend down 40 degrees. This was found to reduce rudder effectiveness when flying in a slip. Later Cessna 150s had flaps that could only extend 30 degrees, solving the problem.

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Production

Cessna 150s were produced from 1959-1977.

22,138 C150s were built in the US (21,404 Commuter, 734 Aerobats).
1,764 C150s were built by Reims in France (1,428 Commuter, 336 Aerobats).
47 C150s were assembled by a Reims affiliate in Argentina (38 Commuter, 9 Aerobats).
More Cessna 150's were produced in 1966 (3067) than any other year.
Aproximately 22,000 C150s remain flying today.
The rarest of the Cessna 150 family are probably the two remaining Cessna 152 Aerobats, with one in South Africa registered as ZS-NFD and one in Florida registered as N758ZC (as of April 2006).

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Cessna 150 Design History

1958 Production of the Cessna 150 begins.

1960 The Cessna 150 Patroller is born, featuring plexiglass doors, 38-gallon tanks, and a message chute for when you need to airmail a friend.

1962 Slightly improved speed and climb capability with new propeller airfoil.

1965 Bucket seats replace bench seats.

1966. Vertical stabilizer gets swept back 35 degrees, improving looks and decreasing rudder authority slightly. Increased rudder authority was regained in 1975 when the rudder was enlarged.

1969. Instrument panel arranged in T-configuration. Pull-type starter replaced with a key-operated magneto and starter. The new starter proved less robust and more expensive to repair than the pull starter, but easier to operate.

1970. Aerobat model capable of limited positive-G maneuvers introduced with skylights in the cabin ceiling.

1971. The spring-steel main gear was replaced with tubular landing gear and the gear track width was increased from 6 feet 6 inches to 7 feet 7 inches, making it still easier to land. The landing light was moved from the wing to the engine cowl where vibration lowered landing-light bulb life. It was moved back to the wing in 1984.

1978. Cessna 152 model introduced. Lycoming 110-hp engine introduced. The Continental 100-hp engine was having trouble with lead buildup because of the introduction of Avgas fuel (which had more lead than the older fuel). However, the Lycoming had more trouble with lead fouling than the previous Continental, a problem that was not to improve until the 1983 model year with a slightly less powerful Lycoming.

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Cessna 150 facts

They burn about 6 US gallons per hour (23 L/h) of fuel.
Like some other airplanes, the engines can run on automotive gasoline without modification. In the United States, an STC (supplemental type certificate) from the FAA is required to do this legally.
A semi-aerobatic trainer version of the 150 exists. While its structure is stronger than the standard model in a number of ways, these are not apparent from the outside. The only obvious external sign, apart from the paint scheme, is a quick-release mechanism for the door hinge pins.
An average example of a Cessna 150 costs between US$17,000 and US$30,000.

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