Cessna 152 Guide and Specs

Cessna 152 Guide and Specs : Is It A Powerful Aircraft?

American two-seat, fixed-gear, high-wing general aviation airplane, the Cessna 152. It is mostly used for personal usage and flying training, for which it is ideally suited given that it is rather simple to fly and reasonably priced.

Based on the previous Cessna 150, this later model added a few modest design tweaks as well as a marginally stronger engine with a longer interval between overhauls.

Although the type hasn’t been manufactured for more over 30 years, many are still airworthy and are still often used for both personal and flight instruction.

The C152, which debuted in 1977 as the 1978 model year and was designed to compete with the Beechcraft Skipper and Piper Tomahawk, was first delivered in 1978.

Personally, I have extensive knowledge of both the Cessna 152 and the predecessor Cessna 150. I flew C152s for hire for a while before briefly owning a part of a Cessna 150 owned by a group.

Like many other people, I had a great time piloting them, and I still think highly of this particular aircraft. Compared to the Tomahawk, it is easier to fly and less terrifying when stalling. but more on that in a moment.

Cessna 152: Specifications

Weights & Dimensions

  • Max Take Off Weight: 757 Kg, 1,669 lbs
  • Max Landing Weight: 757 Kg, 1,669 lbs
  • Max Payload: 256 Kg, 564 lbs
  • Fuel Tank Capacity: 26 gallon, 98 litre
  • Seats: 2 seats
  • Cabin Height: 1.08 metre, 354 feet
  • Cabin Width: 1.01 metre, 3.31 feet
  • Cabin Length: 2.38 metre, 7.81 feet
  • Exterior Length: 7.34 metre, 24.08 feet
  • Tail height: 2.59 metre, 8.50 feet
  • Fuselage Diameter: 1.1 metre, 3.61 feet
  • Wing Span / Rotor Diameter: 10.16 metre, 33.33 feet


  • Engine: 1x Lycoming O-235-L2C, Piston
  • Power: 110 horsepower
  • Max Cruise Speed:110 knots, 204 Km/h
  • Approach Speed (Vref): 43 knots
  • Travel range: 415 Nautical Miles, 769 Kilometers
  • Fuel Economy:
  • Service Ceiling:14,700 feet
  • Rate of Climb: 715 feet / minute, 3.63metre / second
  • Take Off Distance: 408 metre, 1,338.57 feet
  • Landing Distance: 365 metre, 1,197.49 feet

Cessna 152: Prices

There are no longer any sources for brand-new C152s because the aircraft is so old and has been out of production for a long time. There are, however, many older individuals present.

Prices vary according to the state and equipment of each specific aircraft. According to one source, the average price was $22,500 in 2010; little is likely to have changed since then.

Naturally, more expensive aircraft—likely in the $25,000–$30,000 range—have more expensive radios, stronger engines, or more features. Given that a four-seater aircraft can be purchased for around the same amount, the market for these is fairly modest.

A C152 can be purchased for less money than this, perhaps on eBay or another marketplace. However, due to their engines’ close proximity to needing an overhaul, major repair needs, or other issues, these are not always the bargain they seem to be.

Performance and Handling

The C152 provides little challenges to most pilots and is a simple aircraft to operate with few vices. It is used by many flight students to learn to fly, and the majority of them love it before and after qualifying.

It is generally simple to fly, and unlike the Piper Tomahawk, the C152 experiences moderate stalls that are simple to recover from. It is unlikely that students practicing stalling on this aircraft will find it terrifying.

In fact, several instructors lament the near-impossibility of getting the plane to stall when they want to show off the maneuver!

According to some, the C152 typically leaves complexity behind. In other words, you shouldn’t stress too much about things like the best manifold and rpm settings, how to handle retractable gear failure, or even if you’ll arrive at your destination on time.

Of course, given that the C152 is not a swift aircraft, it is unlikely that you will accomplish the last of them. However, you’ll arrive happy because you won’t have had any challenging flying along the way.

Unless there is a crosswind, that is. In challenging winds, C152s demand caution, and trainees must put in a lot of effort to become proficient at crosswind landings in them.

Although it must be underlined that any tough handling qualities in a training aircraft can always be considered as helpful for training, it has been argued that this quality has made them good educators!

But other than in difficult gale-force gusts, the C152’s gentle handling is what makes flying it so delightful. The handling characteristics of the aircraft demand extremely little effort, just like everything else in its design.

For pilots, landings are simple, and takeoffs are as simple. Once trimmed in flight, the appropriate height may be kept with little effort.

Weight and balance, however, may be a difficult subject. In a C152, you must carefully calculate your weight and balance if you are flying with another person.

Additionally, some huge instructors have discovered that it is challenging to fly with a similarly large student if they want to take even a little amount of gasoline, let alone full tanks.

In fact, even though my companion and I were both quite light and feminine when we went on a flying vacation in a C152, after packing all the necessary pilot equipment, such as charts and radios, we were left with only one change of clothing each. It is therefore not quite the ideal aircraft for touring.

Maintenance Schedule

The C152 is a rather ancient aircraft, therefore most aircraft engineers are familiar with its suggested maintenance schedules because they have likely worked on several of these aircraft over the years.

For the same reason, maintenance manuals are readily available both online and in print if you need one.

Modifications and Upgrades

The C152 has undergone literally hundreds of revisions. Instead of the more conventional tricycle landing gear that most pilots are accustomed to, tailwheel landing gear is frequently mounted.

This entails eliminating the nosewheel, reinforcing the tail area for the tailwheel, and strengthening the fuselage for the main gear. This is said to significantly increase short field performance and increase cruise speed significantly.

It has been claimed that landings can be accomplished in two fuselage lengths with the kit fitted in addition to a taildragger alteration if the wings are modified using STOL (short take-off and landing) modification kits.

Various modifications can also be made to the engine. Other common changes include varied wingtips, some of which claim a variety of cruise speed gains and stall speed decreases, and lap gap sealing to decrease drag and boost rate of climb.

Another change allows the use of regular gasoline rather than the more expensive aviation fuel.

Additionally, you can add door latches to replace the stock ones that frequently break while in use, auxiliary fuel tanks to extend your range, and belly fuel drain valves to remove fuel from the fuel system’s lowest point.

The C152 comes in a variety of official variations in addition to the basic design. These include the two-seat aerobatic aircraft Model A152 Aerobat. These were constructed in 315 pieces and had a broad range of aerobatic move certifications.

Then there were the Model FA152 Aerobat, which had 89 produced, and the Model F152, of which 552 were created.

Where to Find Replacement Parts

The C152 can easily be repaired with replacement parts. Parts can be found in a wide variety of locations because it is such a well-known aircraft with so many examples still in operation, as an internet search will quickly show.

A lot of businesses provide spare parts catalogs, and a lot of spare parts are also available on ebay. For owners who desire to perform part of their own upkeep where it is legal, there is also some guidance available online.

Common Problems

The C152 can is tough to fly in a crosswind, as was already mentioned above. Additionally, pilots must exercise caution not to exceed weight and balance restrictions.

According to one source, low-altitude maneuvering, control losses during takeoff, and pilot impairment or incapacitation were the three main factors in fatal crashes involving the C152. However, it must be noted that these are comparable to typical reasons for crashes in all types of aircraft.

Students and pilots with few hours in the air frequently experience “carb” icing, which has resulted in a number of engine failures, as it does in the majority of older aircraft with carburetors. But this can be fixed with the right training.

Additionally, because the C152’s stall is so gentle, pilots switching to other types of aircraft might be surprised when they first fly an aircraft with a more forceful stall.

However, as has already been mentioned, the C152 is generally trouble-free and simple to fly safely.

Insurance Options

In the highly specialized field of aviation insurance, premiums are always based on the type of aircraft, its make and model, its hull value, its intended usage, and the experience and qualifications of the pilot.

Even the loss histories of each distinct make and model as well as the industry’s overall loss histories are taken into account when determining aircraft insurance costs.

It should be noted that C152 insurance is divided into two distinct components, much as any airplane insurance. The first is Liability Coverage, which is a requirement for all aircraft insurance policies, and the second is Hull Coverage, which is an extra that protects against damage to the actual aircraft.

Aviation liability insurance for Cessna 152s covers harm done to property and people outside of the aircraft, as well as paying for the owner of the aircraft’s legal defense costs in the event of a lawsuit.

For Cessna 152 aircraft, aircraft liability insurance is commonly provided at a rate of $1,000,000 per occurrence (per incident), which includes coverage for passengers but caps the amount at $100,000 per passenger (included in the $1,000,00 liability total).

Hull coverage, an optional coverage, is the second one found on a Cessna 152 aircraft insurance policy. Aircraft hull insurance protects against damage to the actual aircraft and is a fixed value that is not diminished over time.

The initial insurance quote process determines the agreed value. The Cessna 152 owner wants an insurance quote and demands a price that includes hull coverage in the amount of, say, $40,000.

When an aviation insurance provider offers a quote, they concur with you that your aircraft is worth $40,000 once they have given you a price.

There were 10 carriers offering Cessna 152 insurance quotes in the United States as of February 2020. One business provided the fairly standard quote that follows:

The minimum requirements for qualified pilots are a private license, 300 total flight hours, and 25 hours in the make/model in question.

Аor a yearly contract that only provides liability insurance worth $1,000,000 Premium rates for licensed pilots range from $225 to 275 annually.

Premium range for inexperienced pilots (low-time, etc.): $325–530 annually.

Premiums for certified pilots run from $350-$425 for a yearly policy with $1,000,000 in liability coverage and $40,000 in hull coverage. For less experienced pilots (low-time, etc.), the premium range is $850 to $1,100 annually.

This is most likely a pretty typical example, but other quotes will undoubtedly differ somewhat from these numbers.

Cessna 152: Resale Value

All C152s are now pretty old, so they retain their worth well and you will lose very little money if you decide to sell them. Therefore, resale values range from $20,000 to $25,000, which is similar to the prices quoted above.

Of course, the condition of each aircraft will determine this, but even some low-cost airplanes that cost less than $20,000 may require more in repairs in order to be safe to fly.

Again, a lot depends on the engine’s condition and how close an overhaul, which may cost $10,000 or so, is to being required.

Owner and Pilot Reviews

It is difficult to find someone who dislikes the C152. Although many people progress to bigger and more sophisticated aircraft, the majority still have fond memories of this straightforward two-seater aircraft. The owners’ and pilots’ comments below are typical:

I spent many hours flying in a C152, and its predecessor, the C150. They are great little aircraft, easy to fly and with no vices. I love them.

Pilot, UK

For the novice or those interested in a low and slow two-seater, go for it.

Pilot, US

Similar Aircraft

The C152 and its predecessor, the C150, are strikingly similar. It only differs in the flap settings, has a little bigger motor, and a few other minor changes. But any pilot who has flown one of them should be able to switch to the other without any difficulty.

The four-seater C172, the C152’s older brother, is frequently compared to it. It is comparable in that both have high wings and comparable flight controls.

However, there are certain handling variations, and it would not be logical for a C152 pilot to just jump into a C172 and expect to be able to fly it safely.

But as the older C152s steadily deteriorate, many anticipate that the C72 will eventually take its place as the primary training aircraft.

Clubs You Can Join

If you own, fly, or are just a fan of the C152, you can join a variety of clubs and organizations. Here are a few examples:

You can join the Cessna 150-152 club online at https://cessna150152club.org/. All owners, operators, and fans of the two models are welcome to attend. It appears that the C152’s primary club is this one. It has a Facebook page as well.

A number of regional and local Cessna organizations

Cessna 152 FAQ

Which should I Learn on – a Cessna 152 or a Piper Tomahawk?

Since the Tomahawk has low wings, it has limited cruise visibility but has good sight when turning. Contrarily, the high wing of the Cessna 152 gives it exceptional visibility while cruising but poor visibility when turning.

The Tomahawk has a distinct stall that is fairly spectacular, frequently accompanied with a wing drop. On the other hand, the Cessna 152 is nearly impossible to stall and recovers by itself.

But to be completely honest, it doesn’t really matter; you can learn on either. I advise giving each a try before deciding which you like best.

The Cessna 152 Seems to be a Very Old Aircraft. Would I be Better Learning on Something New?

The C152 is a very dated airplane. But many pilots have learnt to fly on it, and it has been tried and tested extensively. It is a great trainer with many positive attributes.

When you are qualified, switching to something more contemporary will be simple if you want to. If you wish to learn on a flashier, more contemporary aircraft, by all means do so. However, there is no solid justification for you to do so.

What are the Differences Between a C150 and a C152?

The C152 is a very dated airplane. But many pilots have learnt to fly on it, and it has been tried and tested extensively. It is a great trainer with many positive attributes.

When you are qualified, switching to something more contemporary will be simple if you want to. If you wish to learn on a flashier, more contemporary aircraft, by all means, do so. However, there is no solid justification for you to do so.

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