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Cessna 150 Performance by Model Year and Conditions

There is no single Cessna 150 performance number that can represent every model, tank configuration, power setting and source condition. A cruise speed, a takeoff ground roll, a distance over an obstacle and a maximum-range claim describe different questions. This reference groups published performance by metric and model year while retaining the conditions needed to interpret it.

Cessna 150 airborne just above a runway
A Cessna 150 taking off. This photograph illustrates the flight phase; it is not a source of takeoff distances or operating speeds. Photo: Navigator-avia · Wikimedia Commons · CC BY-SA 3.0. Resized, WebP.

For focused questions across the two families, use the performance topic guide. This Cessna 150 reference retains the detailed family records and their applicability.

Start with the model guide and serial-number reference. Confirm the aircraft identity before comparing a handbook or a published specification. The figures here support technical research and comparison. The current aircraft configuration and controlling flight documentation remain necessary for operational use, especially where equipment, engine, propeller or approved alterations differ from the source aircraft.

How to Read the Performance Tables

Each row keeps its model, year, value and unit together. Power, altitude, usable fuel, reserve basis and obstacle height appear where the source supplies them. A blank condition is not an assumed standard condition. It means that the extracted source does not establish that detail. Do not quietly fill the gap with a value from another handbook or an adjacent model year.

Grouping by metric prevents one category of performance from being confused with another. Maximum speed is not cruise speed at a stated power setting. Takeoff ground roll is not takeoff distance over an obstacle. Maximum range is not automatically a practical flight-planning range with the reserve and operating conditions a pilot needs. The labels are part of the data, not optional explanation.

The source context also matters. A headline figure in a model-year summary may omit conditions that a detailed handbook table would state. That figure can still be useful for historical comparison if its limitation remains visible. It must not be promoted into a universal operating result merely because it is easy to display. The manuals guide explains how to distinguish a publication reference from the controlling aircraft document.

Cruise Speed and Maximum Speed

Cruise comparisons are meaningful only when the power setting, altitude, aircraft configuration and stated conditions are compatible. A faster figure at a different condition is not necessarily evidence that one model is uniformly faster. Keep the units and power basis visible, and avoid converting incomplete headline figures into an apparently precise ranking.

A maximum-speed claim answers a different question from economical or normal cruise. It also differs from a certified speed limit. The specifications reference separates Vne, Vno, Va and Vfe from published performance. A pilot must not substitute a performance result for a limitation or assume that a historical maximum-speed figure applies to a modified aircraft.

Engine and propeller context are part of this comparison. The engine guide distinguishes installed-aircraft power from engine-rated power, while the propeller page preserves exact applications. An engine conversion or different approved propeller cannot be evaluated by simply multiplying a stock cruise figure by a power ratio. Use the applicable information for the actual configuration.

Cruise speed

Cruise speed
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150121mph709000---Published headline condition[1]
1961150A121mph709000---Published headline condition[2]
1962150B125mph-----Published headline condition[3]
1963150C125mph757500---Published headline condition[4]
1964150D122mph757500---Published headline condition[5]
1965150E125mph757500---Published headline condition[6]
1966150F120mph757500---Published headline condition[7]
1967150G120mph757500---Published headline condition[8]
1969150J117mph757000---Published headline condition[9]
1970150K117mph757000---Published headline condition[10]
1971150L117mph757000---Published headline condition[11]
1972150L117mph757000---Published headline condition[12]
1973150L117mph757000---Published headline condition[13]
1974150L117mph757000---Published headline condition[14]
1977150M106kt757000---Published headline condition[15]
Table sources:

Maximum speed

Maximum speed
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150124mph-----Published headline value[1]
1961150A124mph-----Published headline value[2]
1962150B127mph-----Published headline value[3]
1963150C127mph-----Published headline value[4]
1964150D125mph-----Published headline value[5]
1965150E125mph-----Published headline value[6]
1966150F123mph-----Published headline value[7]
1967150G123mph-----Published headline value[8]
1969150J122mph-----Published headline value[9]
1970150K122mph-----Published headline value[10]
1971150L122mph-----Published headline value[11]
1972150L122mph-----Published headline value[12]
1973150L122mph-----Published headline value[13]
1974150L122mph-----Published headline value[14]
1977150M109kt-----Published headline value[15]
Table sources:

Rate of Climb and Service Ceiling

A sea-level rate-of-climb figure is tied to its source conditions and does not describe climb performance at every altitude. The table retains the metric's name rather than presenting all climb-related information as a single number. Where a source does not establish weight or atmospheric conditions in the extracted record, the missing context must remain a limitation of the comparison.

Service ceiling is a separate published metric. It should not be interpreted as a guarantee that a particular aircraft will reproduce the source result under the conditions of a planned flight. Current configuration, condition and controlling aircraft performance data matter. This reference does not derive a climb chart from a single headline rate or ceiling figure.

For an owner comparing model generations, differences in reported climb figures may reflect both aircraft differences and source presentation. For a pilot, the practical next step is the matching handbook or approved supplement, not selecting the best number from a family table. For a buyer, a quoted climb result is not evidence of the present aircraft's engine or airframe condition.

Sea-level rate of climb

Sea-level rate of climb
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150740fpm------[1]
1961150A740fpm------[2]
1962150B760fpm------[3]
1963150C760fpm------[4]
1964150D670fpm------[5]
1965150E670fpm------[6]
1966150F670fpm------[7]
1967150G670fpm------[8]
1969150J670fpm------[9]
1970150K670fpm------[10]
1971150L670fpm------[11]
1972150L670fpm------[12]
1973150L670fpm------[13]
1974150L670fpm------[14]
1977150M670fpm------[15]
Table sources:

Service ceiling

Service ceiling
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
196015015300ft------[1]
1961150A15300ft------[2]
1962150B15600ft------[3]
1963150C15600ft------[4]
1964150D12650ft------[5]
1965150E12650ft------[6]
1966150F12650ft------[7]
1967150G12650ft------[8]
1969150J12650ft------[9]
1970150K12650ft------[10]
1971150L12650ft------[11]
1972150L12650ft------[12]
1973150L12650ft------[13]
1974150L12650ft------[14]
1977150M14000ft------[15]
Table sources:
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Takeoff Ground Roll and Obstacle Distance

Ground roll and total distance over the stated obstacle must remain distinct. A ground-roll figure cannot be used as though it includes the airborne segment to obstacle clearance. The obstacle column records the source's stated height where available; an empty entry does not authorize assuming one. Preserve the metric, conditions and units when transferring a value into research notes.

A published takeoff result also belongs to the aircraft configuration represented by its source. Landplane and seaplane data must not be mixed, nor should a result for one model be borrowed for another because the engines are similar. The weight-and-balance guide and fuel reference explain related configuration and loading distinctions.

This page does not calculate runway requirements or add corrections that are absent from the source. Operational use requires the controlling aircraft information and the relevant conditions. A historical summary can help identify which document to investigate, but it cannot replace a complete performance assessment for an individual flight.

Cessna 150 flight instruments and control wheel during a flight
A closer view of a Cessna 150 instrument panel during flight. Panel equipment varies between individual aircraft. Photo: Lord_Alex · Wikimedia Commons · CC BY 2.0. Resized, WebP.

Takeoff ground roll

Takeoff ground roll
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150680ft------[1]
1961150A680ft------[2]
1962150B680ft------[3]
1963150C680ft------[4]
1964150D735ft------[5]
1965150E735ft------[6]
1966150F735ft------[7]
1967150G735ft------[8]
1969150J735ft------[9]
1970150K735ft------[10]
1971150L735ft------[11]
1972150L735ft------[12]
1973150L735ft------[13]
1974150L735ft------[14]
1977150M735ft------[15]
Table sources:

Takeoff over 50 ft

Takeoff over 50 ft
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
19601501205ft----50-[1]
1961150A1205ft----50-[2]
1962150B1205ft----50-[3]
1963150C1205ft----50-[4]
1964150D1385ft----50-[5]
1965150E1385ft----50-[6]
1966150F1385ft----50-[7]
1967150G1385ft----50-[8]
1969150J1385ft----50-[9]
1970150K1385ft----50-[10]
1971150L1385ft----50-[11]
1972150L1385ft----50-[12]
1973150L1385ft----50-[13]
1974150L1385ft----50-[14]
1977150M1385ft----50-[15]
Table sources:

Landing Ground Roll and Distance Over an Obstacle

Landing figures need the same separation between ground roll and obstacle-distance metrics. Read the row label rather than assuming that every published landing distance describes the same event. Conditions omitted from a summary remain unknown in that record. They should not be silently supplied from a different year or handbook.

Differences between published landing figures may arise from the modeled aircraft, configuration or source conditions. The correct comparison preserves those differences rather than averaging the values. A shorter figure is not automatically the more authoritative one, and a longer figure is not automatically a universally conservative substitute for an inapplicable source.

The pilot's operational document must match the actual aircraft. Modifications, supplements and the current configuration can matter. The serial number helps establish the production identity, but it cannot prove that the aircraft remains in the source configuration or that every published result is applicable to it today.

Landing ground roll

Landing ground roll
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150360ft------[1]
1961150A360ft------[2]
1962150B360ft------[3]
1963150C360ft------[4]
1964150D445ft------[5]
1965150E445ft------[6]
1966150F445ft------[7]
1967150G445ft------[8]
1969150J445ft------[9]
1970150K445ft------[10]
1971150L445ft------[11]
1972150L445ft------[12]
1973150L445ft------[13]
1974150L445ft------[14]
1977150M445ft------[15]
Table sources:

Landing over 50 ft

Landing over 50 ft
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
19601501055ft----50-[1]
1961150A1055ft----50-[2]
1962150B1055ft----50-[3]
1963150C1055ft----50-[4]
1964150D1075ft----50-[5]
1965150E1055ft----50-[6]
1966150F1075ft----50-[7]
1967150G1075ft----50-[8]
1969150J1075ft----50-[9]
1970150K1075ft----50-[10]
1971150L1075ft----50-[11]
1972150L1075ft----50-[12]
1973150L1075ft----50-[13]
1974150L1075ft----50-[14]
1977150M1075ft----50-[15]
Table sources:

Range, Tank Configuration and Fuel Reserve

Range is particularly sensitive to definitions. The source distinguishes cruise range, maximum range, optimum range and long-tank variants where those descriptions are available. Keep usable fuel, power and reserve basis attached to the result. A long-range-tank entry is not a statement that every aircraft of that model carries the optional tanks.

Usable fuel and total fuel are different quantities. The fuel-capacity guide explains why the tank configuration and unusable quantity must remain separate. A reserve basis is another independent condition. A range claim without an established reserve description must not be represented as a practical range with a reserve already included.

This reference does not derive endurance or range for an individual aircraft from an incomplete source record. It preserves the published result and its boundaries. Pilots need the actual fuel configuration and applicable operating information. Buyers should verify optional tanks and their documentation rather than inferring them from a favorable range figure in an advertisement.

Cruise range

Cruise range
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150520mi70900022.5No reserve-Condition-preserved published range[1]
1963150C500mi75750022.5No reserve-Condition-preserved published range[2]
1964150D490mi75750022.5No reserve-Condition-preserved published range[3]
1966150F480mi75750022.5No reserve-Condition-preserved published range[4]
1969150J475mi75700022.5No reserve-Condition-preserved published range[5]
1973150L475mi75700022.5No reserve-Condition-preserved published range[6]
1977150M340nm75700022.545 min @45% power-Condition-preserved published range[7]
Table sources:

Cruise range long tanks

Cruise range long tanks
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150810mi70900035No reserve-Condition-preserved published range[1]
1963150C775mi75750035No reserve-Condition-preserved published range[2]
1964150D760mi75750035No reserve-Condition-preserved published range[3]
1966150F745mi75750035No reserve-Condition-preserved published range[4]
1969150J726mi75700035No reserve-Condition-preserved published range[5]
1973150L725mi75700035No reserve-Condition-preserved published range[6]
1977150M580nm7570003545 min @45% power-Condition-preserved published range[7]
Table sources:

Maximum range

Maximum range
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150630mi-1000022.5No reserve-Condition-preserved published range[1]
1977150M420nm-1000022.545 min @45% power-Condition-preserved published range[2]
Table sources:
Cessna 150J D-EJLP in side profile at Portimão Airport
Cessna 150J D-EJLP at Portimão. The side view shows the high wing, supporting strut and fixed landing gear. Photo: Robbie Klinkenberg · Wikimedia Commons · CC BY-SA 4.0. Resized, WebP.

Maximum range long tanks

Maximum range long tanks
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1960150980mi-1000035No reserve-Condition-preserved published range[1]
1977150M735nm-100003545 min @45% power-Condition-preserved published range[2]
Table sources:

Optimum range

Optimum range
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1963150C610mi-1000022.5No reserve-Condition-preserved published range[1]
1964150D565mi-1000022.5No reserve-Condition-preserved published range[2]
1966150F560mi-1000022.5No reserve-Condition-preserved published range[3]
1969150J565mi-1000022.5No reserve-Condition-preserved published range[4]
1973150L565mi-1000022.5No reserve-Condition-preserved published range[5]
Table sources:

Optimum range long tanks

Optimum range long tanks
YearModelValueUnitsPower %Altitude ftFuel Usable galReserve BasisObstacle ftCondition NoteSource
1963150C945mi-1000035No reserve-Condition-preserved published range[1]
1964150D885mi-1000035No reserve-Condition-preserved published range[2]
1966150F870mi-1000035No reserve-Condition-preserved published range[3]
1969150J880mi-1000035No reserve-Condition-preserved published range[4]
1973150L889mi-1000035No reserve-Condition-preserved published range[5]
Table sources:

Stall Speeds and Certified Airspeed Limits

Stall information is retained with the published model-year specifications when the source supplies it. Flaps-up and flaps-down entries describe different configurations and must not be collapsed into one generic stall speed. Their stated source basis remains important, especially where a summary omits conditions or where a certified-limit table uses a different speed basis.

A blank stall entry is not zero and not evidence that a nearby model's value applies. The correct handbook and aircraft configuration are needed. Similarly, a maneuvering-speed or flap-speed limit is not a stall-speed substitute. The certified-limits section keeps those meanings separate.

stall summary
YearModel(s)Stall UpStall DownNotesSource
1959150--Published secondary model-year summary.[1]
1960150--Detailed secondary page.[2]
1961150A--Detailed secondary page.[3]
1962150B--Takeoff 50 ft and cruise-condition conflict flagged.[4]
1963150C--Detailed secondary page.[5]
1964150D--Manufacturer Owner's Manual data.[6]
1965150E--Detailed secondary page.[7]
1966150F--Detailed secondary page.[8]
1967150G--Detailed secondary page.[9]
1968150H--A blank field means no value is provided here.[10]
1969150J--Detailed secondary page.[11]
1970150K/A150K--A150 certification limits stored separately.[12]
1971150L/A150L--Detailed secondary page.[13]
1972150L/A150L--Empty-weight line not established, not inferred.[14]
1973150L/A150L55 mph48 mphDetailed secondary page.[15]
1974150L/A150L--Detailed secondary page.[16]
1975150M/A150M--Use the applicable D1033-13 handbook for performance figures.[17]
1976150M/A150M--Long-range fuel source typo excluded and logged.[18]
1977150M/A150M--Detailed secondary page.[19]
Table sources:
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Comparing U.S., Reims and Modified Aircraft

A shared model letter does not establish identical performance between U.S. and Reims aircraft. Certification source, engine, propeller and configuration can differ. Configuration-dependent FA/FRA identity is especially important because a serial match alone does not resolve the installed kit conditions. The Reims document reference explains that evidence boundary.

Where the current source set lacks a precise performance relationship for a Reims, Argentine or converted aircraft, no U.S. value is substituted. This is a deliberate limit of the reference. A technically similar aircraft can be useful for research context without becoming an approved performance proxy.

Questions About Published Performance

Why can two sources give different cruise figures?

Compare the model year, power, altitude, units, configuration and source detail before treating the difference as a conflict. If those conditions cannot be established, preserve the uncertainty. Do not rank aircraft using values that answer different questions.

Does a serial lookup predict the aircraft's performance?

It identifies production and type-design context. It does not establish current installed equipment, maintenance condition, weight or modifications. The Cessna 150 pillar reference connects those research layers without implying that a serial alone can resolve them.

A Fair Comparison Between Two Published Results

Before comparing two cruise results, write down their model, year, units and stated power and altitude conditions. If one source omits a condition, mark it as unknown rather than making it match the other row. This simple discipline can change the conclusion: an apparent model advantage may instead be a difference in how the sources describe the test or operating point.

Apply the same approach to range. A long-tank maximum-range entry and a cruise-range entry with another fuel or reserve basis are not competing answers to one identical question. They describe different source conditions. Retaining both is useful when the labels remain visible; combining them into one family headline obscures the information a pilot or buyer actually needs.

Runway metrics need their own comparison because ground roll and distance over an obstacle are not interchangeable. Even when the units agree, the metric can differ. This page therefore groups results by the named quantity before presenting model-year rows. That organization prevents a large, sortable table from suggesting false equivalence. It also leaves operational decisions with the matching aircraft documentation rather than allowing the website's display order to imply which figure should be used for a flight.

Explore the Applicable Model References

Follow the aircraft identity before applying a technical figure. Each model reference preserves its own serial ranges and supported relationships; missing exact relationships are left unresolved rather than inherited from another model.

Related Cessna 150 Research