Cessna 150E Model Reference

Generation and Certification

Comparing the 150E with the subsequent 150F should preserve the actual system-generation boundary rather than treat neighboring letters as equivalent. The available source describes the 150E within its own historical phase; later redesign features must not be inherited backward merely because both aircraft belong to the same family.

The 150E occupies a distinct position: it retains the Omni-Vision straight-tail generation immediately before the swept-tail 150F. Its 1965 identity does not mark the electric-flap introduction. The E shares the D-F 1,600-lb certified group, so the coming F redesign should not be presented as the point where that gross weight first appeared. The 1965 summary gives 33 ft 6 in span and 21 ft 7 in length. Those figures help describe the straight-tail aircraft, but they are not a substitute for the dimensions of an altered or differently equipped example.

Serial Numbers and Production

For 150E, the ordinary source assignments are 1965: 15060773 through 15061532. The special identifier 644 is assigned to 150E, with year recorded as Unresolved: Model identity confirmed; not assigned to a normal model-year range here. The serial guide retains source conflicts and exceptional identities alongside these intervals.

Engine, Propeller and Equipment Changes

The cabin-heat exchanger AD research boundary is unusually important within the E-model production context: the recorded range ends at 15061328, whereas ordinary 150E production continues through 15061532. Retain the actual right-hand exhaust-gas exchanger condition when following that lead. A range endpoint is not evidence that later aircraft have no heating-system inspection needs, and the short special serial 644 must not be forced into the numeric interval. The E's manual-flap architecture also directs a different maintenance enquiry from the electric motor and relay questions on the succeeding F model.

The 150E factory installation groups specify 1965: O-200-A, 100 hp at 2750 RPM; Unresolved: O-200-A, 100 hp at 2750 RPM. Its named propeller applications are 69CK-0-48L / -50L / -52L; 1A100/MCM6950; 1A101/DCM6950. Their diameter, static-RPM and configuration conditions are preserved together below.

Specifications, Fuel and Loading

The published 1965 empty weights distinguish 970-lb Standard and 1,010-lb Commuter examples. Both sit beneath the same 1,600-lb certified limit, so the equipment version affects the illustrative remaining load without changing the legal model. The standard-fuel and Patroller entries need the same separation: capacity is an installation characteristic, not proof that maximum fuel and maximum cabin load can be carried together. For performance comparisons, the E's own year-specific cruise, climb and runway headlines remain preferable to borrowing a more detailed D- or F-model table simply because the certified limits are grouped.

The normal E interval bridges an important exhaust-heater effectivity endpoint, while the following F begins a different flap and tail generation. Those two boundaries should not be merged into one claim that all E aircraft share one heater arrangement or all later models are free of exhaust concerns. The E year summary retains the Patroller option, but its standard certified group remains 26 gallons total and 22.5 usable. The 80- versus 120-lb baggage transition has already occurred with the D generation. For an E buyer, this places the aircraft accurately between the early fastback limits and later electric-flap systems without claiming an unsupported E-only redesign.

Performance and Comparison Conditions

One published 150E example is 1965 cruise speed: 125 mph (power % 75; altitude ft 7500). The table keeps each metric's year, units, power, altitude, fuel and reserve columns together. Use the performance guide to distinguish headline comparisons from handbook operating calculations; no unreported condition is supplied for 150E.

Manuals, Maintenance and Research

D251-13 is the 150E owner's-manual family. An aircraft carrying an E-model plate and a later manual should therefore prompt an effectivity check, especially if the manual describes electric flaps or a swept vertical tail. The E is useful to buyers who want to understand the Omni-Vision generation without collapsing it into the later F configuration. Records of cabin-heat work, current weight and balance, and actual propeller identification add more to that comparison than an unsupported claim that every successive model letter was faster or structurally superior. The positive 150E publication leads are 1965: D251-13 (Owner's Manual).