Cessna 150H Model Reference

Generation and Certification

Both landplane and approved seaplane loading groups are relevant at the eligibility level. Their presence on this page does not prove a float installation. Read the configuration columns before comparing weights or propeller applications, and keep the actual aircraft records separate from the factory-range research.

The 150H is the 1968 continuation of the swept-tail generation. The available chronology does not establish another major H-model redesign equivalent to the F's electric flaps or the G's alternator change. Its certified-limit group remains shared with G, J and K, while the ordinary range and the special eligible serial 649 make the identity specific. This is a case where careful documentation is more useful than an exaggerated model-year story. The model-year summary is retained even though it supplies fewer dimensional and detailed performance fields than several neighboring years.

Serial Numbers and Production

For 150H, the ordinary source assignments are 1968: 15067199 through 15069308. The special identifier 649 is assigned to 150H, 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

Both land and approved-seaplane weight-and-balance contexts appear for the H model. That dual eligibility should guide a propeller and loading enquiry, particularly where a surviving airframe has changed configuration during its life. It does not justify using a sea limit for a wheeled aircraft. The O-200-A installation and propeller conditions should be reconciled as one actual combination. A generic statement that the H is a 100-hp aircraft cannot identify its propeller pitch, approved diameter, accessory fit or maintenance history, all of which can distinguish two H-model examples.

The 150H factory installation groups specify 1968: O-200-A, 100 hp at 2750 RPM; Unresolved: O-200-A, 100 hp at 2750 RPM. Its named propeller applications are 69CK family / 1A100/MCM6950 / 1A101/DCM6950; 1A90/CF. Their diameter, static-RPM and configuration conditions are preserved together below.

Specifications, Fuel and Loading

Use the matching D518-13 handbook for 150H performance rather than substituting 150G cruise or 150J runway figures. The certified weight and speed group, landplane and seaplane loading distinctions, and fuel summary below help identify the applicable configuration. They do not replace the handbook’s complete operating charts or the aircraft’s current equipment and loading information.

The H's incomplete performance coverage should not obscure what its loading evidence does establish. The standard landplane and approved-seaplane groups are separately represented, while the ordinary interval and special 649 assignment retain distinct year treatment. A buyer can use those facts to identify the right document and configuration without claiming a handbook performance calculation from an adjacent model. The H also sits after the 1966-and-later fin-attachment advisory starting context, but that topic remains an inspection/source-scope question rather than a declaration that every H has a cracked fitting. The model provides a specific research starting point despite the missing metric series.

Manuals, Maintenance and Research

The H's special serial 649 remains outside the ordinary year-assigned interval; the unresolved year is part of the source, not a blank to fill with 1968. D518-13 also appears in a Cessna/Reims family mapping, but that does not turn an F150H into a U.S. 150H. The Reims propeller evidence has a separate omission, whereas this U.S. page retains its exact applications. Compare the neighboring G and J references for historical orientation, then return to the H identity and actual serial when choosing documents, loading data and component records. The positive 150H publication leads are 1968: D518-13 (Owner's Manual).