CESSNA 152 TRAINING MANUAL

Only 683 of the first model were built between 1957 and 1959. All were sold as 1959 models. By 1966 the plane had become enormously popular, over 3000 1966 C150F alone were built, Cessna began assembly in France under contract to Reims Aviation, and in 1967 the first C150 float option was offered. By the end of production in 1978 there were 23,839 C150's built, including 1764 produced by Reims in France, 47 produced in Argentina under contract to Reims, and a total of 1079 Aerobats. The Cessna 150 was equipped with a four cylinder 100 horsepower Continental 0-200 engine. During its 18 year production history there were many changes to the C150 design. These changes included increased cabin space, inclusion of the omnivision rear window, improved control surface and cowling design, manual to electric flap, 12 Volt to 24 Volt electrical system, mixture vernier, key starter, and split master switches to name a few. Most of the changes and improvements throughout the C150 development can be considered as contributory to the initial appearance and success of the Cessna 152. Cessna 152 In 1978 Cessna introduced the new revamped version of the C150, type certified as the C152, with a 110 horsepower Lycoming O-235 engine and modified airframe. The Lycoming engine was chosen to make the 152 more tolerant of the new 100 octane fuel, as well as provide a long overdue increase in horsepower. The cabin was widened slightly to make room for the increased girth of late 20th century pilots, and the maximum flap setting was reduced from 40 degrees to 30 degrees for a safer power to drag relationship. by D. Bruckert & O. Roud © 2004 Page 7 CESSNA 152 TRAINING MANUAL Unlike the C150 model, there were few changes in 152's from one year to the next, and aside from minor technical and trim improvements, the C152 remained outwardly the same throughout the series' production history. The last Model 152 rolled off the production line in 1985. In it's relatively short 8 year production history, from 1978-1985, there were approximately 7,541 C152's produced worldwide, including 596 assembled by Reims in France, with a total of 396 aerobats. Because of product liability exposure, Cessna, like most other light plane companies in the US, stopped building light aircraft altogether in the mid 1980's. Today Cessna is once again in the light aircraft business, building 172's, 182's and 206's. Unfortunately, the high cost of production and insurance premiums make it unlikely that Cessna will reintroduce the Cessna 152. However in 2006, to compete in the light-sports-aircraft (LSA) category, they have unveiled the C162 Skycatcher as the new two seat trainer. Although we are beginning to see many advances in light aircraft manufacturing, the Cessna 150/152 remains a favourite amongst pilots and flight schools for due to availability, affordability, and the time proven design and handling. Both the C150 and C152, in all variations, are certified on the same FAA type certificate, No. 3A19. by D. Bruckert & O. Roud © 2004 Page 8 CESSNA 152 TRAINING MANUAL Model History The table below summarises the model history versus serial number and significant differences. The information is compiled from the type data certification summaries (TDC) and the technical information in the Cessna maintenance, parts manuals, and operating handbooks. Models within the Series All models of C152, those manufactured in Wichita by Cessna, and those manufactured or assembled under contract by Reims, both the aerobat and non aerobat versions are designated by ICAO as a 'C152'. The model designators listed below are the names the manufacturer has given to distinguish the different variants within the type series. The C152 has only four model variants: + C152, the Cessna 152 - standard model; A152, the Cessna 152 Aerobat, (sometimes called a C152A); F152, the Reims Cessna 152; FA152, the Reims Cessna 152 Aerobat, (sometimes called a F152A). There was no deviation in the model designator throughout the years of manufacturer. Aerobat models all have the following additional features: ✈ Strengthened main and tail spars and attachments; Viewing ports (windows) overhead the pilot/co-pilot seats; Quick release cabin doors; Full aerobatic harnesses; G-meter, and airframe 'g' limits increased to +4, -2; Removable seat cushions to facilitate a seat pack or backpack type parachute. Asides from these additional features, the construction of the Aerobat is the same as the basic model for the respective year. The C152 II and the C152T are not different models or type variants, but purchase options which were provided with the basic C152. The C152II had additional avionics for instrument navigation, and additional interior finishes, resulting in a higher basic weight. The C152T was an options package tailored specifically for sales to flight schools. by D. Bruckert & O. Roud © 2004 Page 9 CESSNA 152 TRAINING MANUAL Model Versus Serial Number Modifications History Model Serial Numbers Summary of Main Changes 1978 C152 15279406- 15282031 F152 F15201449- F15201528 A152 A1500433, A1520735- A1520808 FA152 FA1520337- FA1520347 1979 C152 15282032- 15283591 F152 F15201529- F15201673 A152 681, A1520809- A1520878 Lycoming O-235-L2C engine rated at 110 HP, 28 volt electrical system, 30 degrees flap, a fuel capacity of 37.5 or 24.5 US gallons usable, McCauley propeller, gross weight 1670 lbs. Aileron droop rigged approximately 1 degree down, commencing serial numbers 15279474, A1520737, F15201429, and FA1520337. Aileron direct and carry through cable turnbuckles shifted from right wing to above headliner, from serial numbers 15281427, A1520786, F1521539, and FA1520353. Beginning with 15279630, F15201529, A1520742, FA1520348,the left hand cap is no longer vented, only the right cap is vented. Minor modifications to instrument panel layout. Exhaust gas temperature (EGT) indicator fitted. Right magneto changed to the Slick 4052 type magneto to match the left, providing impulse couplings on both magnetos to improve starting. Modified engine primer lines for more effective priming. by D. Bruckert & O. Roud © 2004 Page 10 CESSNA 152 TRAINING MANUAL Model Serial Summary of Main Changes Numbers FA152 FA1520348- FA1520357 Model Serial Numbers Alternator Voltage Regulator replaced by Alternator Control Unit (ACU), and HIGH VOLTAGE light replaced by a LOW VOLTAGE light. Ignition harness changed from the right magento firing all bottom plugs and left all top plugs, to the right magneto firing bottom right and top left plugs, and the left bottom left and top right plugs, for improved performance and redundancy. Throttle, mixture, and propeller control cable ends changed from ball bearing-type to a pre-drilled bolt, washers castellated nut, and a cotter pin. Light switch added to dome light console and light switch for map light added at door pillar post. Rear view mirror in glareshield removed. Beginning with Aircraft 15283092 on. and A1520853 & on, a Prestolite Slower Turning starter is installed to improve starting characteristics. Clock changed to digital. Brake cylinder redesigned, improving overhaul times. Wheel fairings were not split from 1979, requiring main wheel disassembly for removal, replacements are split. Significant Changes and Features 1980 C152 15283592- 15284541 F152 F15201674- F15201808 A152 A1520879- A1520948 FA152 FA1520358- FA1520372 Accelerator pump incorporated in carburettor. Modified windshield defrosters. Modified battery installation, eliminating battery box. Carb. heat source changed from the muffler to a shroud at #4 cylinder, beginning with15284899, F15201894, A1520971 and FA1520378. Simulated wood instrument panels introduced. Magneto changed from Slick 4052 to Slick 42181 at serial numbers 15284028 and A1520915. 1981 C152 15284542- 15285161 by D. Bruckert & O. Roud © 2004 Spin-on oil filter now standard. Page 11 CESSNA 152 TRAINING MANUAL Model Serial Numbers F152 F15201809- A152 F15201893 A1520949- A1520983 FA152 FA1520373- 1982 FA1520377 C152 15285162- F152 15285594 F15201894- F15201928 A152 A1520984- A1521014 FA152 FA1520378- FA1520382 1983 C152 15285595- 15285833 F152 F15201929- F15201943 A152 A1521015- A1521025 FA152 FA1520383- FA1520387 Significant Changes and Features Larger capacity battery contactor to reduce 'welding' occurrences. Integral intercom standard in trainer purchase options (C152T), optional on other versions. Avionics cooling fan introduced. Modified vertical fin and horizontal stabilizer attachment. Modified vacuum system. Modified bus bar. Cabin door latch system altered at serial numbers 15284730 and A1520961 to include a ball and spring plate. Interior vents changed at serial numbers 15284924, F15201894, A1520972, and FA1520378, to provide better access and more air supply. Additional fuel quick drain in belly below fuel selector. White toggle switches for avionics equipment introduced. On models with optional navigational equipment, the "Bow-tie" glideslope antenna was eliminated, and an antenna coupler is utilized to allow the nav receiver to receive glideslope signals. Wing root air vents are made smaller to allow for better sealing. Engine changed to Lycoming O-235-N2C, 108 HP to address lead fouling problems. Avionics cooling fan improved. Vacuum system includes low-vacuum warning light. Gyro instrument installation redesigned to allow removal of gyro instruments from the front of the panel. 1984 C152 15285834- 15285939 F152 F15201944- F15201952 Landing and taxi light wing mounted. by D. Bruckert & O. Roud © 2004 Page 12 Model Serial Numbers A152 A1521026- A1521027 1985 CESSNA 152 TRAINING MANUAL Significant Changes and Features C152 15285940- 15286033 F152 F15201953- F15201965 A152 A1521028- A1521049 FA152 FA1520388- FA1520415 FA152 FA1520416- FA1520425 Aileron hinge changed at serial number 1525916 and A1521028. These serial numbers are listed by the manufacturer as produced in 1986, however all type certifiation information refer to production ceasing in 1985. It can be assumed no changes were made and the models were registered as 1985 builds. Common Modifications There are a large number of Supplemental Type Certificates issued by the FAA for modifications to the C152. The following lists some of the more commonly found. Engine/Propeller Modifications The 'Sparrowhawk' 125hp engine with Sensenich propeller is available from AirMods Inc. The installation includes a top overhaul, that is, larger pistons, and a modified propeller and spinner. The modifications can be done together or separately, as the engine and propeller upgrades are much more economic if completed with the routine overhaul schedules on each. The Sensenich propeller comes in three pitch options, which are an important consideration, as a climb pitch will disappoint someone upgrading for speed, and likewise a cruise pitch, even with the higher horsepower may perform worse than a standard installation in the climb. Lycoming 0320 and 0360 engine installations are available, providing increases in power to 150hp or 180hp, O&N Aircraft Technologies has one of the most popular options for this upgrade. Note, on non-aerobat models, engine upgrades may impose restrictions on spinning because of the modified lift-weight couple. This may be of importance by D. Bruckert & O. Roud © 2004 Page 13 CESSNA 152 TRAINING MANUAL if looking at purchasing an aircraft or installing the upgrade for use in a flight school. Tail Wheel It is possible to convert the tricycle landing gear to a tail wheel version, providing shorter landing and takeoff distances and the more streamlined profile improves cruise speed. Many existing examples of this conversion can be found. A tailwheel conversion involves strengthening of the fuselage and tail area for the new gear positions, removal of the nose wheel, alteration of the main gear, and addition of the tail wheel. One of the most popular tail wheel conversions fitted to the C152 is the Texas Taildragger kit, from Aircraft Conversion Technologies, although they are no longer in operation which may cause problems with maintenance on existing installations. Tail wheel conversions are also available from Bush Conversions. STOL and Speed Kits Various STOL and speed kits are available, including the wing tip modifications, leading edge modifications, flap gaps seals, vortex generator (VG) kits, fairing and cowl modifications, and wing fences. One of the more common STOL kits is the Horton STOL, including wing tip fences, leading edge modifications and drooping wing tips, all acting to reduce stall speed, and reducing takeoff and landing speeds and thus distances. Door Latch Modifications Many door catch modifications are available to replace the pull to close type which often fail with wear resulting in poor closing and latching. Note, door latch modifications that lock may not be applicable to Aerobats since they can operate in conflict with the quick release door hinges. Fuel Modifications Various fuel system modifications are available, including conversions to auto- fuel, auxiliary fuel tanks, additional sump (belly) drains and modified gascolators for removing water from the fuel system. One of the most common auxiliary fuel tank modification is available from O&N Aircraft Modifications, providing 14 US gallons additional fuel, and featuring a baggage compartment tank with a transfer pump connected to the right wing. The Texas Ranger Fuel Tanks from Aircraft Conversion Technologies provide an additional 7USG per tank. by D. Bruckert & O. Roud © 2004 Page 14