One of the first Cessna 152s produced, a 1978 model year built in 19771978 Cessna 152
First delivered in 1977 as the 1978 model year, the 152 was a modernization of the provenCessna 150 design. The 152 was intended to compete with the newBeechcraft Skipper andPiper Tomahawk, both of which were introduced the same year.[1] Additional design goals were to improve useful load through a gross weight increase to 1,670 lb (760 kg), decrease internal and external noise levels and run better on the then newly introducedAvgas fuel.[2]
As with the 150, the great majority of 152s were built at theCessna factory inWichita, Kansas. A number of aircraft were also built byReims Aviation ofFrance and given the designation F152/FA152.[1]
Production of the 152 was ended in 1985 when Cessna ended production of all of their light aircraft; by that time, a total of 7,584 examples of the 152, includingA152 andFA152 Aerobataerobatic variants, had been built worldwide.
In 1996, the Cessna 152 was certified for operation using 100% ethanol fuel as an alternate to 100LL. This shows that the aircraft is adaptable to alternate and renewable energy sources.[3]
In 2007 Cessna announced that it would build alight-sport successor, designated theModel 162 Skycatcher,[4] although production ended in 2013.
All Cessna 152s were manufactured with aLycoming O-235 engine which has been in production since 1942. The Lycoming provided not only an increase in engine power over the Cessna 150, but also was more compatible with the newer100LL low-lead fuel.[1]
Cessna 152s produced between 1977 and 1982 were equipped with Lycoming O-235-L2C engines producing 110 hp (82 kW) at 2,550 rpm. This engine still suffered some lead-fouling problems in service. In 1983, it was succeeded by the 108 hp (81 kW) O-235-N2C which featured a different piston design and a redesigned combustion chamber to reduce this problem. The N2C engine was used until 152 production ended in 1985.[1]
The airframe is mainly of metal construction, being primarily of2024-T3 aluminum alloy with riveted skin. Components such as wingtips and fairings are made fromglass-reinforced plastic. The fuselage is a semi-monocoque with vertical bulkheads and frames joined bylongerons running the length of thefuselage. The wings are of a strut-braced design and have a 1 degreedihedral angle. The tapered (outboard) portion of each wing has one degree of washout (the chord of the tip section has one degree lower angle of attack than the chord at the end of the constant-width section). This allows greateraileron effectiveness during a stall.[5]
The 1978 model has a one piece cowling nose bowl that requires removing the propeller to remove it. The 1979 model introduced a split-nose cowling nose bowl that can be removed without removing the propeller.[6]
Dual controls are available as optional equipment on the Cessna 152[5] and almost all 152s have this option installed.
The Cessna 152 is equipped with differential ailerons that move through 20 degrees upwards and 15 degrees downwards. It has single-slotted fowlerflaps which are electrically operated and deploy to a maximum of 30 degrees. Therudder can move 23 degrees to either side and is fitted with a ground-adjustabletrim tab. Theelevators move up through 25 degrees and down through 18 degrees. An adjustable trim tab is installed on the right elevator and is controlled by a small wheel in the center of the control console. The trim tab moves 10 degrees up and 20 degrees down relative to the elevator chordline.[5]
The Cessna 152 is equipped with fixedtricycle landing gear. The main gear has tubular steel legs surrounded by a full-length fairing with a step for access to the cabin. The main gear has a 7 ft 7 in (2.31 m) wheelbase.[1]
The nosewheel is connected to the engine mount and has anoleo strut to dampen and absorb normal operating loads. The nosewheel is steerable through 30 degrees either side of neutral and can castor under differential braking up to 30 degrees. It is connected to the rudder pedals through a spring linkage.[5]
The braking system consists of single disc brake assemblies fitted to the main gear and operated by a hydraulic system. Brakes are operated by pushing on the top portion of the rudder pedals. It is possible to use differential braking when taxiing and this allows very tight turns to be made.[5]
The 152 is also fitted with a parking brake system. It is applied by depressing both toe brakes and then pulling the "Park Brake" lever to the pilot's left. The toe brakes are then released but pressure is maintained in the system thereby leaving both brakes engaged.[5]
The standard tires used are 600 X 6 on the main gear and 500 X 5 on the nosewheel.[1]
Taildragger conversions are available and have been fitted to some 152s. It involves strengthening the fuselage for the main gear being moved further forward, removing the nosewheel and strengthening the tail area for the tailwheel. This greatly improves short field performance and is claimed to give up to a 10 kn (19 km/h) cruise speed increase.[7][8]
The wings can be modified using a number ofSTOL modification kits, some improving high speed/cruise performance but most concentrating onSTOL performance. Horton's STOL kit is one of the better-known of the latter. It involves fitting a more cambered leading edge cuff to increase the maximum coefficient of lift, fitting fences at the aileron/flap intersection and fitting drooped wingtips. Stalls with these modifications are almost off the airspeed indicator, since instrument error is high at high angles of attack.[7][8] It has been said that landings can be achieved in two fuselage lengths with the kit installed in addition to a taildragger modification, by balancing power against drag.[8] Takeoff performance is also improved by varying degrees depending on the surface.
The engine's power can be increased by various modifications, such as theSparrow Hawk power package, increasing it to 125 hp (93 kW).[7][8] The disadvantage of theSparrow Hawk conversion is that it uses pistons from the O-235-F series engine and therefore the engine recommendedtime between overhauls is reduced from 2,400 hours to 2,000 hours.[9]
Door catches to replace the factory ones that often fail in service.[7]
Belly fuel drain valves to drain fuel from the lowest point in the fuel system.[7]
More information
For more information on the Cessna 152, take a look at thePilots Operating Handbook (POH). This contains the performance data, emergency procedures, and systems descriptions.[10]
A 1978 Cessna 152 landingA 1980 A152 Aerobat with its distinctive factory paint schemeA 1985 Reims-built F152Front view of a Cessna 152
Cessna 152 has only 4 model variants: 152, F152, A152, FA152 (all equipped with the Lycoming O-235):
152
Two-seat light touring aircraft, fitted with a fixed tricycle landing gear, powered by a 110 hp (82 kW)Lycoming O-235-L2C piston engine, 6628 built.[11] Available with a number of avionic options, aside from the standard Model 152 there was a 152 II with an enhanced package of standard avionics and trim features.[1] Type approved in 1977 and produced as 1978 to 1985 model years.[12]
A152 Aerobat
Two-seat aerobatic-capable aircraft, 315 built.[11] Certified for +6/-3 Gs and had standard four-point harnesses, skylights and jettisonable doors, along with a checkerboard paint scheme and removable seat cushions to allow parachutes to be worn by the crew.[1][2] Type approved in 1977 and produced as 1978 to 1985 model years.[12] The followingaerobatic maneuvers are approved:chandelles, steep turns,barrel rolls, snap rolls, loops,vertical reversements, lazy eights,spins,aileron rolls,Immelmann turns,Cuban eights andstalls (except whip stalls).[12]
Not a special model but withNav Pac equipment package, which included better quality avionics for IFR flying and additional interior equipment, which makes it a little more basic weight.[1]
Cockpit of a Cessna 152-T trainer
C152 T
Not a special model but flight school equipment package, with "T" denoting "trainer" and not a sub-model.[1]
C152 Reimagined
Not a special model but a general overhaul and rebuilt of Cessna 152s byAviat.[13]:
The Cessna 152 is a commonly used flight trainer for aviation schools around the world. This plane is good for its low operating cost, reliability, and forgiving flight characteristics making it a good option for student training.[14]
Flight schools like Sunair aviation use Cessna 152 in their fleets because it's simple and cost effective. Rental planes typically range between $100 and $150 per hour.[15]
On May 9, 1989, a man who had murdered his ex-wife earlier that evening stole a Cessna 152T at gunpoint from an employee atBeverly Municipal Airport. During the flight, which lasted over three hours, Alfred James Hunter III fired a semi-automaticAK-47 rifle[23][24][25] at the ground below, buzzed the South Postal Annex inBoston several times, and briefly touched down atLogan International Airport before taking off again. He was arrested when he finally landed with just five minutes' worth of fuel remaining.[26]
On 24 May 2001, a Cessna 152 violated Israeli airspace and was shot down by anIAFAH-64 Apache. Estephan Nicolian, a Lebanese student pilot, was shot down after ignoring repeated warnings by Israeli ATC to turn back. This is one of the two only-known operational air-to-air kills using anAGM-114 Hellfire missile.[27][28]
On June 24, 2022, a Cessna 152 sustained substantial damage after failing to recover from a spin during training. The aircraft entered the spin at 9,100 ft msl with the wreckage found at 4,590 ft msl. According to flight experience logs, the flight instructor had accumulated only 2 hours of flight experience on learning how to spin the accident airplane.[29]
On 20 August 2024, Cessna 152 (VT-TAJ) aircraft used as a trainer aircraft by Alchemist Aviation lost contact withJamshedpurAir Traffic Control (ATC) tower around 11:10 am, shortly after taking off fromSonari aerodrome at 10:32 am. An investigation of the incident was launched. On 21 August, search operations were initiated by local authorities, the forest department and anNDRF team. On 22 August, the bodies of instructor pilot Captain Jeet Satru (2,000 hours flying experience) and trainee pilot Shubhrodeep Dutta (80+ hours flying experience) were recovered from the reservoir ofChandil Dam. As of 25 August, the search for the missing airframe was ongoing. A search and rescue team of theIndian Navy has joined the search efforts fromVisakhapatnam on 22 August upon request. Eyewitnesses said that the aircraft crashed into the water body itself. The aircraft had 80 litres of fuel and 4 hours and 30 minutes of endurance - the schedule was for 1 hour. However, it was not clear why theEmergency Locator Transmitter (ELT) did not turn on. The aircraft had a total certified lifespan of 30,000 flight hours, of which only 16,000 hours had been utilized.[30][31][32] On 26 August, the 20-member diving and hydrographic survey team of theEastern Naval Command recovered the aircraft's debris after a 5-day long search operation.[33]
The Aviation Safety Network regularly updatesa list of accidents involving the Cessna 152 including detailed reports and statistics.
^abcdefghijClarke, William ‘Bill’ (1987),Cessna 150 and 152 (1st ed.), TAB Books, pp. 26–95,ISBN0-8306-9022-0.
^ab"1978 Aircraft Directory",Plane and Pilot, Santa Monica, CA: Werner & Werner, p. 23, 1977,ISBN0-918312-00-0{{citation}}: CS1 maint: work parameter with ISBN (link).
a Redesignated during development • b Not built • c Produced only by Reims • d Transferred toBeechcraft during development • e Early models had no "I" suffix; some sources call these aircraft theCitation 500
