1975 Cessna 150M for Sale (SP-FLB)

€39,500

Available now: 2001 Citation Bravo — $2,300,000

Aircraft Specifications

Asking Price
€39,500
Year
1975
Model
150M
Registration
SP-FLB
Airframe
7,700 hrs
Engines
1 × Continental O-200A
Engine time
1,700 hrs since overhaul (overhauled 2016); TBO 1,800 hrs / calendar 2028
Seats
2

Avionics

Description

This 1975 Cessna 150M, registration SP-FLB, is a two-seat, high-wing training and touring aircraft offered at an asking price of €39,500. The airframe has 7,700 hours total time.

It is powered by a Continental O-200A engine listed at 1,700 hours since overhaul against a 1,800-hour TBO. The engine overhaul was carried out in 2016, with the calendar limit given as 2028. The propeller is a McCauley 1A102/OCM6948, listed at 1,432 hours since overhaul against a 2,000-hour TBO, overhauled in 2017.

Avionics are simple and practical: a KRT-2 VHF radio, a Trig TT31 Mode S transponder and an Ameri-King AK-451 ELT.

The 150M is the last major version of the Cessna 150 before the 152 replaced it. It is a straightforward, forgiving airplane with fixed tricycle gear and a 100 hp engine, widely used for flight training and low-cost private flying.

The most important point for a buyer is the engine: at the hours listed, it is within 100 hours of its recommended overhaul, and the price should be read with that in mind. Current airworthiness and inspection status, serial number, location, interior and paint details are available on request and should be confirmed before any offer.

Consultant's Notes

The short version

This 1975 Cessna 150M for sale, registration SP-FLB, is a two-seat trainer with 7,700 hours total time on the airframe. Its Continental O-200A engine is listed at 1,700 hours since overhaul against an 1,800-hour TBO, overhauled in 2016 with a calendar limit of 2028. The McCauley 1A102/OCM6948 propeller is listed at 1,432 hours since overhaul against a 2,000-hour TBO, overhauled in 2017. Avionics are a KRT-2 VHF radio, a Trig TT31 Mode S transponder and an Ameri-King AK-451 ELT. The asking price is €39,500. Current airworthiness and inspection status are not confirmed in the listing and must be checked before an offer. The short story: an honest, simple airplane whose price has to be read against an engine close to overhaul.

What the Cessna 150M is, and who it suits

The Cessna 150 is one of the most produced training aircraft in history, and the 150M is its final major version before the Cessna 152 took over at the end of the 1970s. It is a high-wing, two-seat airplane with fixed tricycle gear and a 100 hp Continental O-200A. It cruises in the region of 90 knots and typically burns somewhere around 5 to 6 US gallons per hour. Parts are widely available, mechanics know it well, and its handling is forgiving.

It suits three kinds of buyer. A pilot who wants the cheapest practical way to own an aircraft and keep current. A small flying school or club that needs a basic trainer. Someone building hours who wants an airplane that will not punish the budget.

It does not suit a buyer who needs to carry two large adults with full fuel and bags, travel fast, or fly serious instrument trips. Payload is modest and the cabin is narrow. That is the nature of the type, not a defect of this airplane, and it is better said here than discovered on a viewing.

Airframe: 7,700 hours

7,700 hours on a 1975 airframe is consistent with a life spent largely in training. That is normal for the type, and a well-maintained 150 with high time can be a perfectly good airplane. High time does mean the inspection needs to look carefully at the areas that work hardest in training: the nose gear and its attachment, the main gear legs and attach points, the firewall, the door posts and hinges, and the control cables and pulleys. Ask for the full airframe logbooks, any record of corrosion treatment, and the status of applicable airworthiness directives and service bulletins.

The engine: the most important line in this listing

The Continental O-200A is listed at 1,700 hours since overhaul against an 1,800-hour TBO, with the overhaul done in 2016 and a calendar limit given as 2028. Read plainly, that leaves about 100 hours before the manufacturer's recommended overhaul, if those figures are current. That is the single most important number on this page.

What it means in practice:

- Price. An engine close to TBO is normally priced as a near-runout engine. When you compare this airplane with others, compare it against 150s with similar engine time, or add the cost of an overhaul to the asking price and compare again. - Use. In Europe, aircraft maintained under Part-ML in non-commercial operation may, depending on the approved maintenance programme, continue beyond the manufacturer's recommended TBO on condition. That is a legitimate option, but it depends on the engine's actual condition and on your programme, and it does not change what the next buyer will think about the engine. - Condition. Ask for recent compression checks, oil analysis if available, oil consumption records, and any borescope inspection. An engine that has flown about 1,700 hours since 2016 has been used regularly, which is often good for the engine, but you want evidence. - Currency of the numbers. Confirm the engine hours as of today. If the listing figures are from some time ago, the engine may already be at or past TBO.

The propeller

The McCauley 1A102/OCM6948 fixed-pitch propeller is listed at 1,432 hours since overhaul against a 2,000-hour TBO, overhauled in 2017. On hours, that leaves margin. Propellers can also carry calendar limits, and those depend on the manufacturer's recommendations and on the maintenance programme the aircraft follows. Ask the seller to confirm the propeller's calendar status and whether it is due before you can fly it home.

Avionics

The panel is simple and fit for purpose. The KRT-2 VHF radio is a compact unit widely used in European light aircraft. The Trig TT31 is a Mode S transponder that is common in European general aviation. The ELT is an Ameri-King AK-451. Nothing here is luxurious, and nothing is needed for local VFR flying and training.

What is not listed: intercom, GPS, and any navigation receivers. If you need those, budget for them. Also check that the radio and transponder installation paperwork is in the records, along with ELT registration in the new owner's name.

Registration and paperwork

The aircraft is registered SP-FLB, which is the Polish register. The listing gives an airworthiness date and an annual inspection date that are not current, so we are not publishing them; the current status must be confirmed. For a buyer in the EU, ask for the current ARC (airworthiness review certificate), the approved maintenance programme, and the last annual or 100-hour inspection report. If you will move the aircraft to another register, factor in the time and cost of the transfer.

How to think about a €39,500 Cessna 150M

The asking price places this airplane in the entry level of the European market, where 150s and 152s change hands regularly. In that segment, three things move value more than anything else: engine time, the state of the paperwork, and corrosion. Avionics and cosmetics matter less. On this airplane, the engine and paperwork questions above are the ones that decide whether €39,500 is fair. If the engine is healthy, the ARC can be renewed without surprises and the logbooks are complete, it is a straightforward purchase. If the engine needs an overhaul soon and the airworthiness paperwork needs work, the gap between asking price and real cost widens, and the offer should reflect that. Either way, a clear answer on those points is worth more than any photograph.

What to verify before you commit

These are normal checks for any older trainer. A serious seller will expect them.

- Current engine hours. Confirm today's hours since overhaul and the exact distance to TBO. - Engine condition. Compressions, oil analysis, oil consumption and, ideally, a borescope. - Propeller calendar status. Confirm whether the propeller is within its calendar limit. - Airworthiness and ARC. Confirm the current certificate of airworthiness and ARC, and the date of the last inspection. - Logbooks. Complete airframe, engine and propeller logbooks, with no gaps. - Damage history. The listing does not mention it. Ask for a written statement. Trainers often have minor repairs; what matters is that they were done properly and documented. - ADs and service bulletins. Status of all applicable airworthiness directives. - Serial number and location. Not in the listing. Ask for both. - Pre-purchase inspection. By a shop that knows the Cessna 150, focused on gear, firewall, corrosion and the engine.

Frequently asked questions

How many hours does this 1975 Cessna 150M have? The airframe has 7,700 hours total time. The engine is listed at 1,700 hours since overhaul and the propeller at 1,432 hours since overhaul.

How close is the engine to overhaul? At the listed figures, the Continental O-200A is about 100 hours from its 1,800-hour TBO. Confirm the current hours with the seller.

What avionics does it have? A KRT-2 VHF radio, a Trig TT31 Mode S transponder and an Ameri-King AK-451 ELT.

Is the airworthiness current? The listing does not show a current date. Ask for the current ARC and inspection status before making an offer.

Is the Cessna 150M good for training? Yes. It is one of the most widely used trainers ever built, with forgiving handling and low operating costs.

Where is it registered? It is registered SP-FLB, on the Polish register. Location is available on request.

What is the asking price? €39,500.