options were a map light under the control wheel and a ground power plug, and extra steps and handles were added to the floatplane version to make fueling easier. 1714 "J" models were built, plus 140 built by Reims as the F150J. For the 1970 model, the 150K, Cessna added a split master switch that could turn off the alternator separately, a ground-adjustable rudder trim tab, a new molded cabin headliner, and new seats with greater legroom. New options included tinted dual overhead skylights for upward visibility, extra steps and handles to aid in fueling, whitewall tires, and "conically cambered" wingtips that curved downward toward the trailing edge. On the 150K Commuter, the cambered wingtips were standard. The biggest change in the 150K, however, was the addition of a new version certified for aerobatics, the A150K Aerobat. The Aerobat retained the normal 150's Continental O-200 engine, but structurally it was stronger than the normal 150K, being rated for load factors of +6.0/−3.0 g (vs. +4.4/–1.76 g for the normal 150K) and having higher limits for its maneuvering and never-exceed speeds. Other Aerobat standard features included the dual skylights already mentioned, shoulder harnesses for both occupants, removable seat backs and cushions to make room for a back-pack or seat-pack parachute, jettisonable doors, and a special checkerboard paint scheme; there was also an optional accelerometer for the instrument panel. The Aerobat was approved for a variety of maneuvers that were not permitted for normal 150s, but it still had the normal 150's gravity-fed fuel system, so sustained inverted flight was not possible. A 1970 A150K Aerobat cost $12,000 as opposed to the $11,450 price for a 150K Commuter model. A total of 832 "K" models were built, including A150Ks. Reims built 129 as the F150K and 81 as the FA150K. 150L The 150L had the longest production run of any 150 sub-model, being produced 1971–74. New in 1971 were tubular landing gear legs with a 16% greater width (6 feet 6 inches (1.98 m) to 7 feet 7 inches (2.31 m) for better ground handling. These replaced the previous flat steel leaf spring gear. Also in 1971, the landing and taxi lights were moved from the wing leading edge to the nose bowl to better illuminate the ground. They were an improvement, but bulb life was reduced due to the heat and vibration of that location. They were moved back to the