For our next Smart Plane Shopper feature on AvBrief, we’re covering the venerable Cessna 150/152 series. Once a staple in the primary flight training world, these two-placers also make for affordable personal flying thanks to forgiving handling, miserly fuel burn, plentiful shop support, and good owner groups.
But prices are still up for lower-time, well-cared-for, and refurbished birds. Shop carefully to avoid project airplanes because there are plenty of 150/152 models with excessively high airframe time, outdated and inoperative avionics, and major damage history. In an upcoming Smart Plane Shopper used plane report, we’ll help get the shopping off in the right direction, but we can use your help.
We want to know what it’s like to own these airplanes, what they’re like to fly, maintain, and insure, plus anything else you think potential buyers should know about owning them. We can use good images—exterior, cabin, avionics, and engines—to show buyers what these airplanes are made of. Please send feedback and images of the Cessna 150/152 to feedback@avbrief.com.
I have owned a Cessna 152 for the last 16 years or so. The poor ARC 385 radios have been swapped out a few times and the alternator as well twice. The electrics are 24V which is just dumb. Replacement Gill or Concorde batteries ring in at a kilobuck or so every 4-5 years. Lycoming o-235 L2C is high time as is airframe, just north of 12,000 hrs. Windshield developed a crack along the top about 4 inches from the cabin top. A new windshield was ordered and when the crate was opened the new windshield had a crack in the same place. The next new windshield did also. The third new windshield was O.K. and has been flying for the last 10 years. The original Macauly prop had cracks found in the mounting area and was switched out for a Sensenitch prop with a climb pitch. Climb rate improved about 150 fpm and no recurring prop crack inspections. I’m 6ft 2 and the seating is comfortable for me as the seats are adjustable. Entry and exit is O.K. and having two opening doors and hinged windows is really nice. The heating is standard muff around muffler and is quite adequate. I always look at my CO2 monitor to be safe. Recently the trim tab actuator failed and was replaced with an overhauled unit costing $1100.00 for the actuator. I feel that these are comfortable, predictable handling aircraft and I really like mine.
Kept outside or hangered if you don’t mind sharing?
My bird has lived outside as long as I’ve owned her. I put a large tire (sans wheel) under the tail so that a heavy snow will not activate the ELT when the tail drops to the ground. I also use a cabin cover to protect the windows and cowl plugs, pitot cover etc.
Our flying club has had a 1975 Cessna Aerobat as our primary trainer for 10 years and we fly her an average of 350-375 hours each year. We are on Our third major overhaul on our trusty Continental 0-200. With 7600 hours on the airframe she continues to do her job of teaching new pilots….with the usual bumps and bruises along the way. Given her weight and elbow room restrictions we have occasionally thought of swapping her for a Skyhawk but her ability to do spin training and aerobatics while sipping small amounts of gas always wins out. We have made a number of changes over the years. We have a great TRIG radio, Stratus in and out ADsB, Loft Angle of Attack indicator, Dynon pocket panel with handy G meter, and gained some useful load by ditching her suction system for Av-30’s that work great.
We prefer our 150 to a neighbor’s 152 for a number of reasons. Our 12 volt to their 24 volt system, our 40 degree flaps to their 30 degree, Our automatic up flap switch to their notches and of course our Aerobatic category….though we envy their extra 10hp on their Lycoming on hot days on our short tree lined airstrip.
Wonderful little airplane. What fuel do you burn and can you share any information on cylinder repair or replacement over the years?
For Lycoming )-235 L2C and I believe N2C engines you need 100LL. I use 100LL in my 152. The trick is to lean aggressively after startup and the engine is running smoothly ( usually a minute or so). You can do your runup in a lean condition… but you need full rich for blastoff.
P.S.– you will most likely get carb ice shortly after startup– at least up here, eh.