Cessna 150H Aircraft in Oklahoma

← Cessna 150 family

The Cessna 150H is the 1968 model year of the 150 — a 100-hp Continental O-200 two-seat trainer from the high-production era of Cessna's most successful trainer before the 152. It flies like every straight-tail 150 (~95-kt cruise, forgiving, cheap to run), so the buy decision is airframe condition and engine time, not performance. A low-cost entry into ownership and time-building.

Cessna 150H aircraft for sale

· 2-seat · Used median asking $53,000 · updated recently

Cessna 150H Specifications

Model spec

The Cessna 150H is a 2-seat single engine piston with a cruise speed of 97 kt (180 km/h), a range of 420 nm (778 km), and a useful load of 530 lbs (240 kg).

Performance
Cruise97 kt (180 km/h)
Max Speed109 kt (202 km/h)
Range420 nm (778 km)
Service Ceiling14,000 ft (4,267 m)
Engine & Fuel
EngineCONTINENTAL O-200
Horsepower100 HP
Fuel Capacity26.0 gal (98 L)
Fuel Burn5.5–6.0 GPH (21–23 L/h)
TBO1,800 hrs
ICAO TypeC150
Weights & Seats
Seats2
Max Gross Weight1,600 lbs (726 kg)
Useful Load530 lbs (240 kg)
Production1968–1970

Cessna 150H for Sale

Cessna 150H asking prices range from $31,000 to $75,000, with a median of $53,000.

No Cessna 150H currently listed for sale.

This page updates automatically the moment one is listed — check back soon, or browse the Cessna range.

Cessna 150H Variants

Variant Years Seats Cruise Range Useful load Price range Best for Listings for sale
150 1959–1977 2 97 kts (180 km/h) 420 nm (778 km) 530 lbs (240 kg) $13K – $85K Choose the standard 150 for the most affordable two-seat trainer and time-builder — cheap to own and supported everywhere. Choose the 150 Aerobat if you want a factory-certified aerobatic two-seater for spin, loop and roll training at a similar running cost. 43
150E 1965–1965 2 97 kts (180 km/h) 420 nm (778 km) 530 lbs (240 kg) — A 1960s Cessna 150 — one of the most affordable two-seat trainers and an accessible entry into aircraft ownership. 1
150F 1966–1966 2 97 kts (180 km/h) 420 nm (778 km) 530 lbs (240 kg) $35K – $74K A 1960s Cessna 150 — one of the most affordable two-seat trainers and an accessible entry into aircraft ownership. 8
150G 1967–1967 2 97 kts (180 km/h) 420 nm (778 km) 530 lbs (240 kg) $39K – $65K A common 1960s 150 — one of the most affordable two-seat trainers and an accessible entry into aircraft ownership. 7
150K 1970–1977 2 97 kts (180 km/h) 420 nm (778 km) 530 lbs (240 kg) $52K – $65K A 1960s 150 — one of the most affordable two-seat trainers and an accessible entry into aircraft ownership. 5
150L 1971–1977 2 97 kts (180 km/h) 420 nm (778 km) 530 lbs (240 kg) $30K – $77K A common late 150 — one of the most affordable two-seat trainers and an accessible entry into aircraft ownership. 21
150M 1975–1977 2 97 kts (180 km/h) 420 nm (778 km) 530 lbs (240 kg) $34K – $88K The last and most-refined Cessna 150 — one of the most affordable two-seat trainers and an accessible entry into aircraft ownership. 21

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Cessna 150H Price & Cost

How much does a Cessna 150H cost? Used 150H prices: $31K – $75K, average $53K (median $53K), across 15 priced of 0 active listings.

Cessna 150H Price Guide

Key price factors: engine time to overhaul, year and airframe hours, avionics, damage history and logbook completeness — see the buying guide below for the full pre-purchase checklist.

Cessna 150H Cost of Ownership estimate
Fuel (5.5 GPH × $6.20, 100 hrs)$3,410/yr
Annual Fixed (hangar, insurance, annual)$9,000/yr
Variable (per hour)$75/hr
Engine Overhaul (every 1,800 hrs)$15,000
Estimates at 100 flight hours/year. Actual costs vary by usage, location and insurance.

The 150H is the least expensive Cessna to own in normal operation: about 5.5 gph, minimal insurance for a two-seat fixed-gear aircraft, and among the lowest annual inspection costs in the single-engine fleet. The O-200 overhaul cost is modest relative to larger engines. The main ownership variable is avionics - older 150Hs with minimal radios are less useful as trainers, so a basic VFR stack (comm, transponder, GPS) is a common upgrade. Hangar and tie-down costs dominate ongoing expenses for many owners.

Buying guides: Buyer's Guide | Financing Guide | Pre-Buy Inspection

Buying a Used Cessna 150H

Buying a Cessna 150H comes down to a focused pre-purchase checklist — here is what matters most on this model:

What to check before buying

The Cessna 150H is a two-seat, fixed-gear trainer powered by the Continental O-200 (100 hp) - approximately 97 knots cruise, 420 nm range, and one of the most economical aircraft to own and operate in the piston-single market. Built in the late 1960s (1968 model year), it belongs to the long 150-series run produced before Cessna transitioned to the 152.

What the 150H is - and is not. The 150 is a two-seat aircraft with strict useful-load discipline: about 530 lbs means two average adults and minimal baggage. It is not a cross-country tourer - it is a basic VFR primary trainer and local flyer, exactly as designed. Buyers who understand this use case own them happily for decades.

Continental O-200. The O-200-A is a simple, reliable, economical engine burning around 5.5 gph - the lowest fuel burn of any four-cylinder Cessna. It is well understood, with a large service network and reasonable overhaul cost. Cylinder health and time-since-overhaul are the standard pre-buy checks; nothing exotic.

150 versus 152. The later Cessna 152 (from 1977) uses the Lycoming O-235 (110 hp) with slightly more power and a longer TBO. Between a 150H and a 152, the O-235 has different maintenance characteristics than the O-200; neither is superior - the choice usually comes down to price, condition, and preference.

Buy it if you want the lowest acquisition and operating cost in a certificated Cessna trainer - for primary training, local VFR flying, or affordable ownership where the mission fits two adults and light baggage.

Frequently Asked Questions — Cessna 150H

About the Cessna 150H
The Cessna 150H was produced in 1968, powered by the Continental O-200-A (100 hp). It is a late-1960s model-year 150 with incremental refinements in panel and interior detail. Performance is identical to all O-200 150s: two seats, approximately 100–107 kt cruise, fixed gear.
What distinguishes the 150H from adjacent letters?
Production year and minor model-year refinements rather than capability changes. The engine (Continental O-200-A) and performance are unchanged across the late-1960s 150 letters. For buyers, airframe condition and engine time matter far more than the specific letter.
What to inspect on a used 150H?
Continental O-200-A health, seat rail AD compliance, electrical-system and wiring condition, a 55-plus-year-old airframe corrosion check, and full logbook review. A pre-buy by a shop familiar with vintage Continental-engine Cessnas is recommended.
150H vs 150L — later 150s compared
The 150L (1971+) introduced tubular landing-gear legs with a wider track for better ground handling and is a few years newer. Between H and L, buy on condition — performance and engine are identical, but the L's wider gear is a modest crosswind advantage.
Is the 150H a sensible buy?
For budget two-seat ownership and basic training, yes. The O-200-A is simple and the 150H is a well-understood aircraft. Practical constraints are the two-seat cabin and vintage age. For utility beyond two-seat local flying, a 172 is more appropriate.

Cessna 150H Inventory by Country

United States12
France1
United Kingdom1

Cessna 150H by Price

Under $100k139
Under $200k144
Under $300k144
Under $500k144

Recently Sold Cessna 150H

1968 150H$55,000
150H$38,500

Cessna 150H Safety Record

Across all 150H variants, 246 NTSB-recorded events are on file from 1982–2024. As with any aircraft, most outcomes depend on pilot training, maintenance and operating conditions rather than the airframe itself.

246

Total Events

124

Incidents

37

Serious

32

Fatal

Most Recent Events

Date Location Severity Probable Cause
Aug 31, 2024 Tok, AK Serious The airplane’s encounter with gusting winds resulting in a loss of altitude with performance insufficient to outclimb te…
Jul 09, 2023 Cayo District, Incident —
Mar 27, 2023 Mattituck, NY Incident The pilot’s failure to maintain control of the airplane during the landing, which resulted in a hard landing and runway …
Jan 12, 2023 Auburn, NE Fatal (2) The flight instructor’s failure to maintain control after a loss of engine power due to carburetor icing while maneuveri…
Aug 24, 2022 Vacaville, CA Minor The partial loss of engine power due to a stuck exhaust valve.

NTSB records 1982–2024. Includes all Cessna 150H variants. Events ≠ aircraft fault.

Disclaimer: All prices, cost estimates, and market values shown are based on asking prices from third-party sources and are provided for informational purposes only. AeroGurus is not an appraiser, broker, or financial advisor. Always obtain a professional appraisal and independent inspection before making a purchase decision.
Listings last refreshed recently · Data: FAA Registry, NTSB · About our data