Two-seat primary trainer · Single-engine piston aircraft · production 1958–1977 · See its reach on the 3D globe
A Cessna 150 costs approximately $48k (€44k) to $57k (€53k) to buy at 1970 market values, and about $70k (€65k) a year to own flying 80 hours, roughly $878 (€813) per flight hour all-in. It seats 2, cruises at 95 kt (109 mph) and has a published range of 420 nm (778 km), needing about 1,385 ft (422 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The Cessna 150 taught generations to fly and remains one of the cheapest routes into aircraft ownership: simple, economical and supported by a parts network that will outlive us all. As a two-seat local flyer and time-builder it is very strong value. The realities are its era, because useful load is tight with two adults and full fuel, and after six decades corrosion, logbook gaps and engine condition matter far more than the model year. Buy the specific aeroplane's condition and history; the type itself is a known, friendly quantity.
The Cessna 150 is a two-seat, fixed-gear trainer whose certified model and engine combinations are documented in the FAA type-certificate sheet. It offers a deliberately small local-flying mission rather than four-seat utility. The later 152 is a related but distinct model, so performance, engine and loading figures should not be moved between them when evaluating a candidate.
Age and low acquisition value can encourage deferred work, making corrosion, repairs, control condition, engine status, wiring, instruments and log continuity more important than the type's simple reputation. A pre-buy should verify serials and installed equipment against the records. Cabin and useful-load limits should be tested with the actual occupants rather than assumed from a two-seat label.
Time-builders, schools and hobbyists who want to fly for the sheer enjoyment without a large budget.
Larger pilots, since cabin space is very tight, and anyone planning serious instrument or long cross-country flying.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 726 kg |
|---|---|
| Usable fuel | 85 L |
| Baggage weight | 54 kg |
| Engine | Continental O-200-A piston engine, 100 hp |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 2 |
| Realistic payload with mission fuel | 355 lb (161 kg) |
| Published planning range | 420 nm (778 km) |
| Practical planning radius (4 people) | 281 nm (520 km) |
| Cruise speed | 95 kt (109 mph) |
| Runway need | ~1,385 ft (422 m) |
| Landing gear | Fixed tricycle |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $9k (€8k) |
| Direct cost per flight hour | $86 (€80) |
Simple and economical, but useful load is tight and corrosion or engine condition can dominate value.
Indicative cash costs at 1970 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $67k (€62k) | $1,669 (€1,545) | $386k (€357k) |
| 80 h / year | $70k (€65k) | $878 (€813) | $403k (€373k) |
| 120 h / year | $74k (€68k) | $614 (€568) | $420k (€389k) |
| 180 h / year | $79k (€73k) | $438 (€406) | $446k (€413k) |
Every figure above is built from a $9k (€8k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $86 (€80) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $21k (€20k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Cessna 150 cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
Nothing beyond a pilot certificate for the category and class. With fixed tricycle gear and no endorsement requirement of its own, this is among the simplest certified aircraft to qualify in, which is a real part of why it is cheap to insure and easy to check out in.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 1970 market price for a Cessna 150 is $48k (€44k) to $57k (€53k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Cessna 150 works out at roughly $70k (€65k) annually, which is about $878 (€813) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $86 (€80).
Published range is 420 nm (778 km). With 2 people aboard and realistic reserves, plan on a practical radius of about 302 nm rather than the brochure figure.
Plan on approximately 1,385 ft (422 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.
Direct comparisons against the models buyers most often weigh against this one.
