Cessna 150

1966 · 150F

Trainer · Two-seat single-engine

The 1966 Cessna 150.

Quick reference for V-speeds, basic specs, and key differences from your 182Q. Built around the 150F variant — the year with the swept tail introduction.

The airplane

Basic identification and specs

Model

Cessna 150F (1966 model year)

Type

Two-seat, high-wing, fixed-tricycle gear, all-metal trainer

Engine

Continental O-200-A · 100 HP @ 2,750 RPM · 4-cylinder, horizontally opposed, air-cooled, carbureted

Propeller

Fixed-pitch McCauley · Two-blade · No constant-speed governor

Fuel

100LL avgas (blue) · 26 gal total · ~22.5 gal usable

Wingspan

33 ft 4 in

Length

23 ft 9 in

Height

8 ft 6 in

Wing area

159.5 sq ft

V-speeds

From the 1966 Owner's Manual. Verify against the airplane's actual POH — early-year POHs used MPH primarily; later updates converted to KIAS.

V_NE — Never exceed

141KIAS

Red line. Do not exceed in any condition.

162 mph

V_NO — Max structural cruise

109KIAS

Yellow arc begins. Caution range — smooth air only.

125 mph

V_A — Maneuvering (gross)

96KIAS

Full control deflection safe at or below. Decreases with weight.

110 mph

V_FE — Max flap extension

87KIAS

Max speed with flaps extended any setting.

100 mph

V_Y — Best rate of climb

67KIAS

Maximum altitude gain per minute. Sea level, gross weight.

77 mph

V_X — Best angle of climb

56KIAS

Maximum altitude per horizontal distance. Use for obstacle clearance.

65 mph

V_S1 — Stall, clean

48KIAS

Power-off stall, flaps up, gross weight.

55 mph

V_S0 — Stall, landing config

42KIAS

Power-off stall, full flaps (40°), gross weight.

48 mph

Verify with the actual POH

Cessna's documentation evolved during 1966. Some 150F airplanes carry POH supplements that adjust these values. Cross-check the airspeed indicator's color arcs and the placards in your specific airframe.

Weights & capacity

The C150 is famously useful-load limited. Plan carefully.

Max gross

1,500 lbs

Typical empty weight

~975 to 1,025 lbs (varies with equipment)

Typical useful load

~475 to 525 lbs

Full fuel weight

22.5 gal × 6 lb/gal = 135 lbs

Available for occupants + bags

~340 to 390 lbs with full fuel

Max baggage

80 lbs (with rear-seat restriction in utility category)

The useful load reality

Two average adults (170 lb each = 340) plus full fuel (135) = 475 lbs. That's at or above useful load for most C150s. You'll often need to reduce fuel below tabs for a two-person flight. Always run W&B before flight.

Performance

Cruise speed

~100 KTAS at 75% power, 7,500 ft (115 mph TAS)

Range

~340 NM with 45-min reserve at 75% power

Service ceiling

~12,650 ft

Rate of climb (sea level, gross)

~670 fpm

Takeoff over 50 ft obstacle

~1,385 ft (sea level, gross, no wind)

Landing over 50 ft obstacle

~1,075 ft (sea level, gross, no wind)

Fuel burn (75% cruise)

~5.5 to 6.0 GPH

Endurance

~3.5 to 4 hours (full tanks, 75% power, no reserve)

Differences from your 182Q

Where the airplanes diverge — what changes when you swap cockpits

Cessna 150 (1966)

Cessna 182Q (N199RF)

Engine

O-200-A · 100 HP · 4 cyl

O-470-U · 230 HP · 6 cyl

Propeller

Fixed pitch — throttle controls RPM directly

Constant speed — throttle = MP, prop = RPM

Cockpit controls

Throttle + mixture only

Throttle + prop + mixture (3 levers)

Fuel selector

BOTH or OFF only — no left/right tank selection

BOTH, LEFT, RIGHT, or OFF

Fuel capacity (usable)

22.5 gal

~88 gal

Gross weight

1,500 lbs

3,100 lbs

Cruise speed

~100 KTAS

~140 KTAS

Useful load

~500 lbs (tight)

~1,100 lbs (very comfortable)

Flap system

Manual lever — pull handle to extend

Electric — flap switch on panel

Max flap deflection

40° (early flap models)

30° (electric flap models)

Stall speed (V_S0)

42 KIAS

~49 KIAS

V_Y best rate

67 KIAS

80 KIAS

High-performance endorsement

Not required (under 200 HP)

Required (230 HP)

Operational notes

Habit changes when you fly the 150 after flying the 182

Fixed-pitch prop habits

No prop lever to push or pull. Throttle alone controls everything — there's nothing to "set high" before landing. RPM rises and falls with airspeed and throttle. Don't reach for the prop control out of muscle memory.

Carb heat in the O-200

The O-200 is highly susceptible to carb ice — even more than the O-470. Same temperature range (20-70°F with humidity) but smaller engine, easier to ice up. Apply carb heat before every power reduction for descent and landing.

Power management

100 HP feels noticeably lighter than 230 HP. Climb rates are modest (~670 fpm at sea level, less at altitude). Density altitude matters more — Benton on a summer day at gross is a real performance limit, not a theoretical one.

The good news

Forgiving handling. Stall speeds are very low (42 KIAS landing config). Slow approach speeds. Short ground roll. Excellent visibility. The 150 was designed to teach — it does that well.

Pattern speeds (typical)

Downwind: 80 KIAS · Base: 70 KIAS · Final: 60-65 KIAS · Over the fence: 55-60 KIAS. Compare to your 182Q's roughly 90/80/70/65 pattern.

Pre-flight quick reference

Oil — minimum

4 quarts

Oil — capacity

6 quarts

Oil — recommended

5 quarts for normal ops

Tire pressure (main)

21 psi typical (verify placard)

Tire pressure (nose)

20 psi typical (verify placard)

Fuel sumps

Each wing root + gascolator on belly

Mag check

1,700 RPM · Max drop 125 RPM · Max diff 50 RPM between mags

Carb heat check

At runup — slight RPM drop (~75-100), engine runs slightly rough = normal

Reminder

This is a quick-reference summary, not the POH. Always defer to the actual airplane's POH and supplements. 1966 documentation varies between airframes due to STCs, modifications, and POH revisions. When in doubt, the placard wins, then the POH, then this reference.