Cessna Model 150 / 152


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Cessna Model 152

When production of the Models 120 and 140 ended, Cessna concentrated upon the development of four-seat aircraft of similar configuration. It was not until the first flight of the Cessna Model 150, during September 1957, that the company re-entered the two-seat lightplane market. An all-metal braced high-wing monoplane, of similar configuration to the Model 140, this Model 150 differed primarily by the introduction of non-retractable tricycle landing gear, the installation of dual controls being optional, and by having a 75kW Continental O-200 engine.

Production began in August 1958 and by the time it ended during 1977 a total of 23,836 had been built, this figure including 1,754 built in France by Reims Aviation under the designation Reims F-150. Just before the end of production the aircraft had been available in Model 150 Standard, Commuter, Commuter II and Aerobat versions. The differences between the first three represented varying standards of installed equipment, and there was also a wide range of optional avionics and equipment available. The aerobat embodied structural changes permitting a licence in the Aerobatic category for load factors of +6g and -3g at full gross weight, its aerobatic capability allowing such manoeuvres as aileron, barrel and snap rolls, chandelles, loops and vertical reverses.

In 1977 the Cessna 150 range was replaced on the production lines by the basically similar Cessna Model 152. Improvements included a more powerful Avco Lycoming O-235 engine giving 81kW, plus installation and cowling changes to reduce engine noise and vibration, together with a McCauley propeller of a modified blade section. Between 1977 and 1986 the aircraft was available in four versions; the standard Model 152, the slightly heavier Model 152 II with a package of factory installed avionics and omni-directional light beacon, the further improved Model 152 Trainer with other improvements including an intercom system and transponder, and the Model 152 Aerobat with the same aerobatic capabilities as the 150 Aerobat. When production ceased in 1986, 7,482 Model 152 and Aerobats had been produced including 640 built under licence in France by Reims Aviation.

Cessna Model 150 (Equador`s Air Arm)

 MODELModel 152 Standart
 ENGINE1 x Avco Lycoming O-235-N2C flat-four piston engine, 81kW
  Take-off weight757 kg1669 lb
  Empty weight501 kg1105 lb
  Wingspan9.97 m33 ft 9 in
  Length7.34 m24 ft 1 in
  Height2.59 m9 ft 6 in
  Wing area14.59 m2157.05 sq ft
  Max. speed202 km/h126 mph
  Ceiling4480 m14700 ft
  Range1158 km720 miles

Cessna Model 150 / 152

Comments1-20 21-40
DR BRUSE ANDERSON, e-mail, 01.09.2013 00:56

Email: harmonychristianfinance@gmail.com
Thanks and Regards


DR BRUSE ANDERSON, e-mail, 01.09.2013 00:55

Email: harmonychristianfinance@gmail.com
Thanks and Regards


virgil reeves, e-mail, 29.06.2013 21:38

I now live in albany,ohio


virgil reeves, e-mail, 29.06.2013 21:34

I started my training at chanute airforce base in 1963 and soloed in just over 7 hours. It is one the best I have flown, I now have a Hi-Max with a 2 cyl Mosler engine.


Jock Williams, e-mail, 10.07.2012 03:32

Two days ago I took my granddaughter Jaydn on her first trip in our C150 C-FQVZ -in fact her second (ever) lightplane trip inasmuch as a few days earlier she had flown in C-FDGC our DeHavilland DH82C Tiger Moth. She actually handflew "Whitie" successfully for some 20 minutes without any more than verbal advice from me. The C150 is an amazing trainer when you consider that a 13 year old girl who has never even driven a car can accomplish this.
What a plane! What a granddaughter!

Jock Williams Yogi 13


Fred Miles, e-mail, 28.01.2012 04:16

When I was eleven, I was starting to get into trouble, so my dad, a weatherman, took me to the airport with him. A lot of pilots took me up. Finally a flight instructor talked to my dad, and next thing I knew, I was getting flying instructions. This was the plane I learned on. It didn't have any bad habits. I still love it 52 years later.


Tom Ridyard, e-mail, 14.01.2012 02:58

I called my 150J, my Johnny Cash airplane. It was rebuilt out of several different years.I had to sell when the IRS needed more money than I had. :(


macc, e-mail, 02.10.2011 07:59

I learned how to fly in this airplane back in 1970, great fun, and an easy airplane to fly.


J. William Love, Jr., e-mail, 28.07.2011 11:19

I owned a 1959 150 for several years back in the 1980's. Sometimes I wish I still owned it, but since I am now 83 years of age, probably best that I do not. It was a red and white fastback with straight tail, but tricycle gear. I really enjoyed that plane, and often took friends for flights in the Houston area. Last I heard, the plane was owned by a doctor in Colorado. They seem to just keep on flying.


Clyde, e-mail, 09.06.2011 13:26

Thanks Rob!

Sorry I just now have gotten around to replying.

What you said about the difference between sim and stick (or yoke, whatever) time I understand.

I have now got ~500 hours sim and a measly 1 hour real time in a Liberty XL2. The instructor said that I did quite well for a first flight, which he attributed to my sim time and reading of private pilot ground school.

I guess what my question really was had more to do with the dream of learning to fly in my own airplane than much else.

The example you gave about your friend and the Aeronca is an example of why it is illegal to do that type of thing.

My last comment here used donot@call.com as my email. I have since setup a commercial mail account. If anyone wants to email me instead of posting a comment, please use Clyde in the salutation so that I know where it came from.

It is amazing how time flys by.

"Therefore encourage one another and build each other up, just as in fact you have been doing."

Fiat Lux!


John Cummings, e-mail, 05.04.2011 00:33

The C150 rented for $12 /hr dual instruction, wet, in 1964. $7 /hr solo & $5 /hr for the instructor. This was at Hickam Areo Club on Wheeler Air Base Oahu, Hawaii. Go Navy.


RICK TUMAN & KOBE, e-mail, 25.02.2011 15:50



Scott Boyd, e-mail, 31.01.2011 06:44

I flew a CAP 150 from Gunnison to Denver a number of times in the early 70's, we also had Super-Cub's and not so super-Cub's that we flew searches with on a pretty regular basis. The 182's were the best ride but the Bird-Dog was the most fun.


Rob, e-mail, 13.01.2011 21:50

A zero-time pilot? I would go to the local airport (the FBO) and talk to a CFI (instructor pilot). Years ago I had a friend buy a plane (no actual experience) and thought he could teach himself to fly an Aeronca. He couldn't and paid for it with his life. The similarity between sim time and real stick time is like the difference in having an Internet girlfriend and having a real girlfriend. Not a put down, but for a non-pilot the sim time really counts for "0". The down side is you might have developed some very bad habits: like how much time did you spend (when doing sim) looking for other aircraft in the pattern, and how many times did you have to find emergency fields when an instructor cut off your fuel on a cross-country, or a door flew open like happened on my first solo. My dad was a military instructor and always preached, "No matter what happens, fly the damn airplane first."


John Cummings, e-mail, 07.12.2010 19:54

First solo and flight training at Wheeler AFB, Oahu. 1964


John Slaughter, e-mail, 30.11.2010 04:34

I found my log book the other day and decided to see if I could find out what happened to the 150 I soloed in. It was sad. 14 months after my last flight in the plane another pilot crashed it killing himself and his passenter. The NTSB said he "used poor judgement." I should have left my log book in storage.


don pearly, e-mail, 13.10.2010 00:55

Learned to fly in the 150 at Bakesfield Air Park in Bakersfield, California. Flew all over there then again found Cessna in hawaii and flew to and from all the islands.


Bob Pedigo, e-mail, 17.09.2010 23:57

I learned to fly in the military in the 0-1 Cessna or L-18 if you are that old. Later I bought a C-150 in Kansas and attempted to teach my wife to fly (bad decision)in anticipation of buying a Cherokee 6 to fly the entire family. The plane was so forgiving that in the Kansas southwest wind it would not stall at altitude with power off. It would sink out of the sky tail first under control but it never broke into a stall. with power on it would go straight up and then fall tail first without a stall.
For those of you who learned to fly in the 150 you should have had the fun of flying an 0-1 with a tail wheel. I saw a ground loop so severe it bent the cabin behind the door into a U and we had to pull the thing apart before we could get the student pilot out.


David, e-mail, 06.06.2010 14:35

I forgot the "e" on the please, sorry.


David, e-mail, 06.06.2010 14:34

Does anyone have any advice on how to find the best IFR 150 /152 for sale for someone with 250 hrs. SIMULATED and 0 seconds REAL time?

If you've got any pleas post it for me and any other person who might want the info if they go to this page.

Thank you!


1-20 21-40

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