The 1975 150M had an average delivered price of about $15,000, which is about $66,000 in 2015 dollars.

The 1977 150M, which was, in most ways, essentially identical to a 152, save the electrical system and engine, was averaging about $18k out the door ($70k in 2015).

The '78 152 was about $20k, the '79 $23k, the '80 $24k.

In 1981, the price really started jumping...to $30k, $34k in '82, $39k in '83, $41k in '84 and finally $45k at the end of the line in 1985, which is right about $100k in 2015 dollars.

To look at 20 years worth of data, a 1965 150E was $9.5k (or $71k in 2015), so the "real" price of a new 150 actually went down from 65 to 75.

Best,
Rich

(for those interested...I used rounded "average delivered prices" from the CPA's 150/152 model history and the BLS's CPI calculator to come up with all the numbers. Your mileage may vary...void in New York, New Jersey and Vermont).

I'd love to fly one again. It would almost be worth buying one for the trip down nostalgia lane. But not quite! I have about 40 or so hours in a variety of 150-152 variants from the days when my instructor and I could sit without rubbing shoulders. Today it's practically a single seater. I remember the first time I got checked out in a 172. i still remember being shocked at how much rudder pressure it took in comparison.

I did all my training for my PPL in 150/152's. I did my flight test in a 152 with long range tanks, my examiner was a large guy. When I asked him how much he weighed he would only give me the standard weight for a male...tanks were not completely full but I'm sure we we over gross.

Because of the lack of room, what I remember most about my flight test was that he had to sit sideways and was basically sitting over me, it was very intimidating

Glenn

Well, kinda but not really all that hard. Here's a 1978 152.

The Cessna 150-152 Club has an annual fly-in every year in Clinton, IA where you'll find a wide assortment and broad based variety of 150's and 152's tied down in the grass. Some of the most stellar examples of the breed can be found there.

Members of this club are quite passionate about their planes (as members of most type clubs are).


Jim

Wow. Gorgeous plane!

That said ... what I think pascal probably meant is "looks like a stock 152, 5 years old and well cared for" and is priced 25% above vref.

Wow, Gns530 and Stec a/p in a C150.
Back in 1984 when I did my training, my instructor was 6'6" @190# and im 6'1" and about 170 ibs at the time. I dont know how we fit in there and we never talked about being overload with full fuel.
What is useful load anyway in a 75 C150?

Two spare quarts of oil, a spark plug wrench and six feet of rope.

If you find a light one, a half eaten turkey sammich can fit in the back as well...

Best,
Rich

If you find a light one, a half eaten turkey sammich can fit in the back as well...

I fly a 150M almost every day teaching students. I'm 6'4" and 215 lbs and I fit just fine. It helps when the student is a 120 lb female. Excellent trainer. I prefer it in most ways to the 140k Remos sitting next to it on the ramp. 30k for a good specimen is a deal for a flight school.

Hi Adam,

Agree. I have a lot of time in 152s instructing. Nice all around bird. The way they had them set up in the 70s, the economics of them is hard to beat. The 2400 hour lycs go forever and ever when run the way schools run them.

I actually prefer the later model 150s myself. The '77 version with the 40 degrees pre-select flaps is my favorite.

Best,
Rich

My first airplane was a 64 model 150. The 64 was in the sweet spot. It was the first year with the back window, still had the box tail but had a 1600lbs gross weight. My plane was 1053 empty. That have me 547lbs useful load. I could fill the tanks and put two 200lbs guys in it and go. In a hot summer day it would climb much but it was a great little airplane. I paid 18k for it when I was 18 and put over 1000 hours on it while I was in helicopter flight school.

4K+ hrs dual given in 150/2's. Picked 7 or 8 new ones up at Strother in the 70's and flew them home to AZ. Many 8+ flying hour days, 800hr years in them. Love them/miss them. In a perfect world, I would renew my cfi and teach high school kids how to fly in one for free. Might be a better retirement project than the crazy wine business! Great thread.

I'm keeping mine for the grandkid - I expect her to solo in about ten years. In the meantime, it's still doing 75 hrs a year despite me flying the Bonanza everywhere these days.

I think the AOPA Reimagined machines are probably worth the price tag - I'd rather have a like-new C150 than a plastic light-sport for the same money. Maybe I'll send mine in for the full treatment some day .....

If most airplanes still sold for their 1970s inflation adjusted prices, I think that there would be a lot more new planes sold.