Cessna 150 Serial Numbers and Model Years

A Cessna 150 serial number connects an aircraft to its documented model identity and model-year range, but the complete identifier matters. This guide covers U.S. 150 and A150 Aerobat aircraft, French-built Reims F150 and FA150 aircraft, configuration-dependent FRA150 identities, and Argentine A-150L and A-A150L records. It explains how to read the ranges, apply special assignments and follow the supporting certification sources.

This reference contains 52 source-recorded ranges and 23,948 serial identities within those ranges. These are serial namespace counts, not a worldwide physical production total. Special serials are listed separately, and Argentine cross-references can describe another identifier for the same aircraft.

How to Identify a Cessna 150 by Serial Number

Start with the aircraft identification plate and the serial recorded in its documents. A registration mark belongs to a different identification system and cannot be substituted for the manufacturer serial. Treat the model designation, origin and complete serial as related evidence: a match on the numeric portion alone can lose the distinction between U.S., Reims and Argentine records.

1. Read the complete aircraft serial from the identification plate and aircraft records. Keep prefixes, hyphens and leading zeros; a registration mark is a separate identifier.
2. Check the special-serial table first. An explicit override takes priority over the normal range.
3. Match the full serial format and origin to the inclusive start and end values below. Apply every stated exclusion.
4. For Reims FA150 aircraft, also check the configuration rules. For Argentine aircraft, retain the local and Cessna-assigned identifiers separately.

Use the Cessna 150 model and variant guide to compare the resulting identity with its certification and historical context. Model year is not a calendar manufacture date, delivery date or registration year. Serial eligibility and factory/type-design data do not establish an aircraft's current installed equipment or modifications.

How Do Cessna 150 Serial Numbers Relate to Model Years?

The tables group serial identities by the model year assigned in the source data. They are not a date code that can be decoded from a few digits. For example, the 1960 Model 150 is represented by two intervals, 17684-17999 and 59001-59018. Both belong to the same model year even though they are not one continuous numeric sequence. Later 150 model letters and the A150 Aerobat sequence must likewise be interpreted through their documented ranges.

A model year is distinct from the calendar date of manufacture, delivery or registration. A seller's stated year may refer to a different event, so a discrepancy should be checked against the aircraft records rather than automatically corrected to the serial table. This source record intentionally leaves individual manufacture and delivery dates unresolved where original records are unavailable.

Reading Range Starts, Ends and Identity Counts

Start and end values are inclusive within the stated serial format. The identity count is the source's adjusted count, including any exclusion from that interval. Keep leading zeros and prefixes when comparing identifiers. Do not expand a range across a change of prefix, interpolate an Argentine cross-reference, or assume that every number in an interval retains the ordinary model assignment.

Cessna A150, Reims FA150 and Argentine Aerobat Serials

The U.S. Aerobat models represented here are A150K, A150L and A150M. Their A150 serial sequence is distinct from the ordinary 150 sequence, but the special A150M assignment of 15064970 shows why prefix recognition alone is not sufficient. Conversely, A1500433 carries an A150-form serial yet resolves to the later A152 legal model. Both exceptions must survive any search or manual comparison.

French-built FA150 aircraft require their own Reims ranges and A13EU certification context. For certain L and M ranges, the FA150/FRA150 identity depends on the documented configuration. Argentine A-A150L identifiers belong to a separate local namespace and should be read with the ANAC mappings. An Aerobat designation or an eligible serial does not establish the current equipment or the operating documentation for an individual aircraft.

Special Serials and Model Overrides

Serial 15064970 belongs to A150M, despite falling numerically within a 150G range. Serial A1500433 is excluded from A150L and belongs to A152; it is included here to prevent a false Cessna 150 assignment. An unresolved or special model year remains as recorded in the source.

The short special serials 617, 628, 644 and 649 also have explicit model identities. Their model years remain unresolved in the source record. Assigning an adjacent production year would introduce information the source does not supply. In practical research, record the legal identity and the unresolved year separately, then seek aircraft-specific records for any date-dependent question.

These exceptions follow the FAA TCDS 3A19 identity reference. A normal range is still useful, but it must be read together with its exclusions. This prevents an owner or mechanic from starting a manual or parts search under the wrong model.

Reims FA150 / FRA150 Configuration Rules

A serial number alone cannot resolve these certified identities. The listed kit conditions and the aircraft's configuration records are needed; do not count the alternative FRA designation as another aircraft.

For FA1500121-FA1500261 and FA1500262-FA1500336, the source record records the kit conditions FKA150-2311 and FKA150-2316 per A13EU. A range match establishes where the condition can matter; it does not establish that the kits or the resulting configuration are present. Preserve the possible identity until aircraft records resolve it. The Reims FA150/FRA150 document reference explains this distinction.

Argentine AMC / DINFIA and Cessna Serial Cross-Reference

Exact pairs and block endpoints have different precision. Where ANAC supplies only block endpoints, intermediate one-to-one mappings are not inferred. Local identifiers are reproduced exactly as published, including differences from the production-range table.

For example, the exact ANAC entry links local serial A-1501001 to Cessna-assigned serial 15073428. That is a documented pair, not a general conversion formula for other local numbers. For an endpoint-only block, a buyer researching a middle aircraft needs additional evidence before connecting records. Assembly notes are retained only where the source supplies them. See the ANAC Advertencia 286/DAG mapping reference for the evidence boundary.

Source Conflicts and Range Exclusions

The table explains competing serial assignments and the controlling model identity. Here the key conflicts concern naive range assignment versus explicit special identity. The numeric position of 15064970 or A1500433 must not override the legal-model exception. Keeping the conflict visible lets a reader understand why a lookup differs from a simple printed interval.

The type certificate controls these assignments; a manufacturer cross-check is provided by Cessna SEB00-7. This does not make one source authoritative for every purpose: an identity table, a maintenance task, an AD and an installed-equipment record answer different questions. Unresolved evidence is retained as unresolved rather than converted into a confident aircraft-specific claim.

Using Serial Data for Maintenance, Manuals and Buying Research

Maintenance, Parts and Airworthiness Directives

A model-and-serial match narrows the documents and effectivity groups worth investigating. It does not complete the applicability decision for a maintenance instruction or AD. An affected engine, propeller, appliance or modification can introduce conditions beyond the airframe serial. AD applicability is also distinct from evidence that the required action has been completed.

Mechanics can use the Cessna 150 AD overview and parts-catalog source context to follow those distinctions. A catalog entry is not proof of an installed part, and a historical directive used as a serial cross-check is not an aircraft compliance record.

Factory Engines and Propellers Versus Installed Configuration

Serial-range data can identify a factory or type-design engine and an approved propeller application. Subsequent modifications and component changes require aircraft-specific evidence. Owners comparing an aircraft against the engine overview or propeller applicability overview should preserve that difference instead of treating an eligible configuration as an inspection finding.

The distinction is particularly important where Reims identity is configuration-dependent. A correct serial does not resolve a kit condition, prove installation of an STC or establish current weight and balance. Pilots need the documentation and configuration information controlling the actual aircraft, rather than a generic value selected from its model name.

Which Manual Belongs to a Cessna 150 Serial Number?

Match the manual's model, model-year or serial effectivity and configuration. A technically similar or adjacent-year handbook is not automatically the controlling document. The handbook applicability overview provides context for that research, while the source references explain the evidence used to identify the aircraft. Argentine technical-equivalent mappings do not by themselves establish an approved Argentine aircraft flight manual.

Buying History and Aircraft Identity Checks

Buyers can compare the plate serial, stated model and records against the ranges and exceptions before connecting an aircraft to technical or historical data. A discrepancy is a question to resolve with evidence. A serial alone cannot reconstruct ownership, title, registration changes, delivery dates or maintenance condition from a serial alone.

For Argentine aircraft, keep both identifiers and the precision of their cross-reference. For special serials, keep the legal assignment and any unresolved model year. This avoids carrying an assumed identity into later research, while leaving the aircraft's actual history to dated records and inspection.

Sources and Counting Method

The serial reference is dated 8 September 2026. Row references connect the serial entries to the relevant documents. U.S. identity uses FAA TCDS 3A19; Reims identity uses A13EU; Argentine cross-references retain ANAC's stated precision.

Identity counts use the source's adjusted count after exclusions, rather than subtracting serial endpoints blindly. Published worldwide production claims are separate from these serial identities. This page does not infer missing manufacture dates, registration histories or intermediate Argentine mappings.

Certification, Manufacturer and Authority Source References

The following references identify the primary identity documents and supporting serial cross-checks. They include the primary identity documents and the supporting cross-checks recorded for these rows.

• FAA TCDS 3A19: Cessna 150 and A150 Model Identity - U.S. model identity, eligibility, special serials, A152 year splits.
• FAA TCDS A13EU: Reims F150, FA150 and FRA150 Identity - Reims legal identity and configuration-dependent FA/FRA status.
• DGAC France AD 2000-529(A): Reims Serial Cross-Reference - Reims historical serial cross-check.
• ANAC Advertencia 286/DAG: Argentine and Cessna Serial Mappings - AMC/DINFIA to Cessna serial cross-reference.
• Cessna 150/A150 Parts Catalog: Argentine Serial Context - Confirms Cessna-assigned serial concept.
• Cessna SEB00-7: Serial and Model-Year Cross-Check - Year-by-year serial cross-check.

Continue with the Cessna 150 aircraft reference for model identity, specifications, engines and document applicability.