A 150/150 is a great plane for getting in and out of short strips. A 150/150 is a hot rod. Not real fast on the big end but quick to get started. A 150/150 is much like a sports car, nimble, quick on the controls with good performance. A 150/150 is a good choice for high elevation airport operations. A 150/150 is just plane fun. Good Ole 150 Inspection-Major problems found on 150 inspection Yes, this is another aging aircraft article but don’t quit reading yet because this one is just a bit different. We (CPA, FAA, etc.) have been preaching for years about the perils of ignoring the problems that come with owning and operating an airplane that is forty years old.

Les,There are a few considerations on prop selection. 1) What are you going to be doing with the aircraft? 2) Why are you getting a 3 Bladed Prop? 3) What are you going to be doing down the road.Lets start about Landing Performance. Most guys do not start here. The 3 bladed prop acts like a large air brake when on approach.

We have 2 C-182's one with a 3 blade propeller and the other with a 2-blade stock prop. Depending on how you fly, you may find that the 3 blade will help quite a bit on short approaches with tighter corners. The 2-blade 182 lands really fast and uses up more runway than the 3-blade. I must also point out that full flap landings are not done to reduce wear. Flap selection is done based on runway length and conditions. When sufficient runway is available the 2 blade lands faster.As far as climb performance you can discuss this till you are blue in the face. Everyone has their preference for make, size and whatnot but at the end of the day, it is all about how much 'pull' the prop has.

Having a larger prop that makes noise and annoys the neighbours may not get you anything other than 'more noise'. It is best to address those questions to the STC holders to see how the prop actually is set up on the aircraft. Not all are made equal.Although not required by many STC's, going from a 2 blade to a 3 blade adds weight and a extra cycle of fatigue to the mount. With a 3 blade prop you now have 1.5 times the movement in the mount even if that movement is 1/3.

I find a lot of guys put a 3 blade on then end up sending us the cracked mount. The STC may not require a beefed up mount but I can tell you that Cessna improved all spares mounts in 1990 by adding reinforcements to the engine Isolator pads. The aircraft may not show signs of vibration more but NDT inspection shows cracking. Keep in mind that Cessna required a structural change to the engine mount on the C-185 when the 3 bladed prop was added.The 3 blade is the way to go if you want to climb and land in those 'remote' places we all dream about going. The modern 2 blades are really good for speed.

Chm file. Key Features of DWG to PDF Converter.

Just remember that you are flying a C-182 and it will only go so fast.PGPlease to join the conversation.

Contents.Development overview Development of the Model 150 began in the mid-1950s with the decision by Aircraft to produce a successor to the popular which finished production in 1951. The main changes in the 150 design were the use of, which is easier to learn to use than the of the Cessna 140, and replacing the rounded wingtips and horizontal and vertical stabilizers with more modern, squared-off profiles. In addition, the narrow, hinged wing flaps of the 140 were replaced by larger, far more effective.The Cessna 150 prototype first flew on September 12, 1957, with production commencing in September 1958 at Cessna's, plant. 1,764 aircraft were also produced by under license in.

These French manufactured 150s were designated Reims F-150, the 'F' indicating they were built in France.American-made 150s were all produced with the 100 hp (75 kW) engine, but the Reims-built aircraft are powered by a -built Continental O-200-As. Some versions have engines.All Cessna 150s have very effective that extend 40 degrees.All models from 1966 onwards have larger doors and increased baggage space. With the 1967 Model 150G the doors were bowed outwards 1.5 inches (38 mm) on each side to provide more cabin elbow room.Production.

This section needs additional citations for. Unsourced material may be challenged and removed.Find sources: – ( 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 F-150s, of which 1,428 were Commuters and 336 were Aerobats. A Reims affiliate in Argentina also assembled 47 F-150s, including 38 Commuters and 9 Aerobats. Free psy trance sample packs. 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.Design succession The 150 was succeeded in the summer of 1977 by the closely related.

The 152 is more economical to operate due to the increased TBO (time between overhaul) of the 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 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.Variants 150The first model year of the Cessna 150 carried no suffix letter. It was available as the '150' or the upgraded 'Commuter'. The engine was a 100 horsepower (75 kW), the gross weight was 1,500 lb (680 kg) and flaps were actuated manually with a lever between the seats.

Production commenced late in 1958 as the 1959 model year.The cost was 6,995 for the Standard Model 150, $7,940 for the Trainer and $8,545 for the Commuter.The 1960 model introduced a 35-ampere generator on the Commuter. The 'patroller' was also introduced in 1960.

This was a standard 150 with windows on the lower doors, 35 long-range fuel tanks and a message chute for dropping packages to the ground.Production was 122 in 1958, 648 in 1959 and 354 in 1960. 150AThe 1961 model incorporated enough changes to justify a suffix letter and thus was designated the “150A”.The 'A' had its main landing gear moved aft by two inches to eliminate the problem of the aircraft ending up on its tail while loading people and baggage and also to improve nosewheel steering authority.The 'A' also had 15% larger rear side windows and new adjustable seats. 344 were constructed. 150BThe 150B was the 1962 model. It had a new propeller that increased cruise speed by 2 knots (3.7 km/h) and the option of a two-passenger child seat for the baggage compartment. 331 'B' models were built.

The Commuter version cost US$8,995. 150CThe 1963 model was the 'C', which introduced the option of larger 6.00×6 inch tires to replace the standard 5.00×5 tires and fuel quick drains. 472 were completed. 150DThe 1964 'D' model brought the first dramatic change to the 150 – the introduction of a rear window under the marketing name. The rear window changed the look of the 150 and cost 3 mph (4.8 km/h) in cruise speed.

It also resulted in a larger baggage compartment and a greater structural weight allowance for baggage from 80 to 120 lb (54 kg). The unswept tailfin from previous years was retained for another two years. Elevator and rudder mass balances were increased to reduce flutter potential caused by the less aerodynamic rear fuselage.

The gross weight of the aircraft was also increased in 1964 to 1,600 lb (730 kg), where it would stay until the advent of the. 804 150Ds were built.Many people find the new cabin more 'airy' and pleasant, due to the increased light. 150EThe 1965 Cessna 150E saw only the addition of new seats, although the standard empty weight went up 40 lb (18 kg) that year to 1,010 lb (460 kg). The 'E' model saw production increase to 1637 aircraft. 150FThe 1966 model saw great changes to the 150 design. The tailfin was swept back 35 degrees to match the styling of the and other models. The cabin doors were made 23% wider, new brakes were brought in and the 6.00×6 tires were made standard.

The previously manual flaps were now electrically actuated through a panel-mounted flap switch. The old electric stall warning system was replaced with a pneumatic-type. The baggage compartment was enlarged by 50%. A total of 3087 of the newly styled 'F' models were produced.1966 was also the first production of French Reims-built F-150s, with 67 built as the F150F.

150GIn the 1967 model, the instrument panel was redesigned. The doors were 'bowed' out to give three more inches of shoulder and hip room which was needed in the small cabin. The 'G' model also saw a new short-stroke nose oleo introduced to reduce the drag created by the nosewheel assembly. The previously fitted generator was replaced by a 60-ampere alternator, reflecting the increasing avionics that the planes were being fitted with.The 'G' model was also the first Cessna 150 variant certified for floats. A total of 2114 'G' models were built, plus 152 built by Reims as F150G. 150HThe 1968 model 150 was designated the 'H'.

It introduced a new-style center console, designed to improve legroom. A new electric flap switch was also fitted that allowed 'hands-off' retraction of the flaps, but not extension. 2007 150Hs were built in Wichita, with 170 built by Reims as the F150H. 150IThere was no 150 'India' model as Cessna didn't want it to look like a Cessna 1,501.

This did not prevent Cessna from designating an 'India' model however. 150JThe 150J, in 1969, brought a new key-operated starter that replaced the old 'pull-style' starter. The new starter was more 'car-like' but not as reliable as the old one and also more expensive to repair.An auxiliary power plug was also made available as an option in 1969, along with 'rocker' style electrical switches. 1714 'J' models were built, plus 140 built by Reims as the F150J.150K1970 was the year that Cessna introduced the A150K Aerobat, a Cessna 150K with limited aerobatic capabilities. It retained the 100 horsepower (75 kW) all 150s used, but differed from the baseline 150K in having more structural strength, being rated +6/−3 g. Other 'aerobatic' features included four-point harnesses for both occupants, dual overhead skylights for upward visibility (which, while standard on the, had not been part of the 150 design) jettisonable doors, a more sporty checkerboard paint scheme and removable seat cushions so that parachutes could be worn. In 1970, an Aerobat cost $12,000 as opposed to the $11,450 price for a 150K Commuter model.Both the new Aerobat and the non-aerobatic 150K also sported new conical cambered wingtips in 1970.

A total of 832 'K' models were built, including A150Ks. Reims built 129 as the F150K and 81 as the FA150K.150LThe 150L had the longest production run of any 150 sub-model, being produced 1971–74.New in 1971 were 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 were moved back to the wing on the 1984 model.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 change this model year was the propeller on the A150L Aerobat, to a new Clark Y 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 F150L and 39 FA150L Aerobats. An additional 39 were built in Argentina by DINFIA as the A-150L.

FRA150L AerobatReims produced a variant of the FA150L Aerobat with a Rolls-Royce engine, 141 built. 150MThe final Cessna 150 model was the 150M. It introduced the 'Commuter II' upgrade package that included many optional avionics and trim items as standard. The 'M' also brought an increased fin height, by 6 inches (150 mm). This increased the rudder and fin area by 15% to improve crosswind handling.The 'M' was produced for three years: 1975–77.Inertia-reel restraints became available as an option with the 1975 model year. 1269 1975 model 150Ms were built.In 1976 the 'M' gained a suite of electrical to replace the previous used. It was also fitted with a fully articulated pilot seat as standard equipment (this seat had been optional on some earlier models).

1399 were built.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 in the early part of 1977.The many refinements incorporated into the 150 over the years had cost the aircraft a lot of useful load. The very first 150 weighed 962 lb (436 kg) empty, whereas the last 'M Commuter II' had an empty weight of 1,129 lb (512 kg). This increase in empty weight of 167 lb (76 kg) was offset only by a gross weight increase of 100 lb (45 kg) in 1964. The 152 would bring a much-needed 70 lb (32 kg) increase in gross weight to 1,670 lb (760 kg).A total of 3097 'M' models were built during its three-year run. An additional 285 were built by Reims as the F150M and 141 FA150M Aerobats.

Reims also built 75 A150Ls with F150M modifications.FRA150MReims produced a variant of the Rolls-Royce Continental O-240-A powered FRA150L Aerobat with the same improvements as the F150M, 75 built. Modifications available There are hundreds of modifications available for the Cessna 150. Cessna 150M Instrument Panel. On September 12, 1994, intentionally crashed a Cessna 150L onto the South Lawn of the 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 500 lb (230 kg) over gross weight.Operators Civil. T-51A of the U.S. Air Force. 3 x FRA150L.

15 x FRA150M. 24 x A150. three x F150L. one x 150K. two x 150J. two x 150M. two x FRA150L.

ten x 150. – The Flying Team uses three Cessna 150s designated T-51A (one Model 150L, two Model 150M) for training and competition. For better performance at altitude, these aircraft have been equipped with 150 horsepower (110 kW) engines and propeller combinations. These aircraft are operated by the.Accidents. 9 January 1975., a, collided with Cessna 150 N11421 at, while on approach to, killing all 14 people on both planes.

7 July 2015. Cessna 150M N3601V was involved in a with a over, United States. Both occupants of the Cessna were killed; the pilot of the F-16 ejected safely.Specifications (1976 Commuter II). ^ Plane and Pilot: 1978 Aircraft Directory, pages 22-23. Werner & Werner Corp, Santa Monica CA, 1977.

Thompson, William (1991). Cessna Wings for the World. Bend, Or.: Maverick Publications. P. 16. ^ Thompson, William (1991).

Cessna Wings for the World. Bend, Or.: Maverick Publications. P. 9. ^ National Flightshops: All Those Cessna 150s. National Flightshops, St Petersburg FL, 1978. ^ Clarke, Bill: Cessna 150 and 152 first edition, pages 26-95.

TAB Books, 1987. Thompson, William (1991). Cessna Wings for the World. Bend, Or.: Maverick Publications. Thompson, William (1991).

Cessna Wings for the World. Bend, Or.: Maverick Publications. P. 11. Thompson, William (1991). Cessna Wings for the World. Bend, Or.: Maverick Publications.

P. 12. Thompson, William (1991). Cessna Wings for the World. Bend, Or.: Maverick Publications. P. 14. ^ Simpson 1996, pp.

96–97. ^ Clarke, Bill: Cessna 150 and 152 first edition, pages 197-212. TAB Books, 1987. Kleynhans, Joan. From the original on October 3, 2017. Retrieved July 24, 2017. Andrade 1982, p.

36. Andrade 1982, p. 342. Andrade 1982, p. 57. Andrade 1982, p. 126.

Andrade 1982, p. 147. Andrade 1982, p.

157. Andrade 1982, p. 176. Andrade 1982, p. 194. Andrade 1982, p.

From the original on 7 July 2013. Retrieved 8 July 2015. (PDF).

August 7, 1975. (PDF) from the original on March 3, 2016. Retrieved July 24, 2017. November 15, 2016. Retrieved July 24, 2017. November 15, 2016.

Retrieved July 24, 2017. From the original on 8 July 2015. Retrieved 8 July 2015. From the original on 9 July 2015.

Retrieved 8 July 2015. Taylor 1976, p. 254.Bibliography.