Cessna 150

" rear body with no rear window. In the mid-1950s, 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. The Cessna 142 prototype first flew on September 12, 1957, shortly before the aircraft was renamed to Model 150 in October. Production commenced in September 1958 at Cessna's Wichita, Kansas, plant. 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-A engine of . 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. All models from 1966 onwards have larger doors and increased baggage space. With the 1967 Model 150G, the doors were bowed outwards 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 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. ==Production==

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. 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 years like the U.S. automobile industry, with new models typically being introduced a few months prior to the actual calendar year. ; :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 "Para-Lift" flaps and squared wingtips and tail surfaces. The aircraft was powered by a Continental O-200-A engine, was of an all-metal construction, and had a gross weight of . First flown on September 12, 1957, the aircraft was subsequently redesignated to Model 150. 332 built. :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. :The 150D retained the straight tailfin and rudder of previous years. However, to lighten control loads, aerodynamic balance horns were added to the rudder and the elevator. These horns also contained weights (mass balances) to eliminate any possible control flutter that might be induced by the changed aerodynamics of the rear fuselage. :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 than earlier models, which allowed more flexibility in loading. The 150D also had more permissive airspeed limits for its never-exceed speed, its maneuvering speed, and particularly its maximum flaps-extended speed, which was raised from to . :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 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. :A total of 686 aircraft were built; one prototype (c/n 644) ; :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 . 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 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 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. :Cessna greatly expanded 150 production for the 150F; a total of 3,000 of this model were produced. ; :1967 model year with the doors bowed outward to make the cabin about wider, and a lowered floor to add head room. Rubber 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 yokes now had open tops. The stroke of the nosewheel's oleo strut was shortened from to . Both of the old electrical generators, 20-ampere and 35-ampere, were replaced by a new 60-ampere 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. The 150G was also the first Cessna 150 variant certified for floats. For floatplane operation it used a larger diameter propeller and had a gross weight of . :A total of 2,666 150G models were built by Cessna; one prototype (c/n 649) 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. 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. 2,110 were built, plus one prototype converted from the 150G prototype (c/n 649). Reims also built 170 aircraft as the F150H. 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. 1,820 built, plus 140 built by Reims as the F150J. a ground-adjustable rudder trim tab, a new molded cabin 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. :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 Continental O-200 engine, but structurally it was stronger than the normal 150K, being rated for load factors of +6.0/−3.0 g (vs. +4.4/–1.76 g for the normal 150K) and having higher limits for its maneuvering and never-exceed speeds. 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. A 1970 A150K Aerobat cost $12,000 as opposed to the $11,450 price for a 150K Commuter model. :A total of 1101 were built; 875 as the 150K and 226 as the A150K. ; :() Royal Thai Armed Forces designation for the 150H. ==Modifications available==

configuration using STC kits. There are hundreds of modifications available for the Cessna 150. Some of the most frequently installed include: • Vortex generators and STOL kits that reduce the stall speed of the plane. • Flap gap seals to reduce drag and increase rate of climb. ==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 over gross weight. ==Operators==

Civil The aircraft is popular with flying schools as well as private individuals. Military ; • Burundi Air Force ; • Congo Democratic Air Force ; • Ecuadorian Air Force ; • Haitian Air Corps ; • Ivory Coast Air Force ; • Liberian Army ; • Mexican Naval Aviation ; • Paraguayan Naval Aviation ; • Somali Air Force ; • Sri Lanka Air Force ; • United States Air Force Academy ==Notable accidents==

• 27 March 1968: Ozark Air Lines Flight 965, a Douglas DC-9-15, collided with a 150F, aircraft registration N8669G, approximately north of 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. • 4 August 1968: Cessna 150F N8742S collided with North Central Airlines Flight 261, a Convair CV-580, southwest of General Mitchell Airport in Milwaukee, Wisconsin, at , 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 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. • 9 January 1971: 150J N60942 collided with American Airlines Flight 30, a Boeing 707-323C, at about 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." • 4 August 1971: 150J N61011 collided with Continental Air Lines Flight 712, a Boeing 707-324C, at about 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". • 9 January 1975: 150H N50430 collided with a United States Air Force 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. • 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. • 7 July 2015: 150M N3601V was involved in a mid-air collision with a 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. ==Specifications (1976 150M Commuter II)==