Cessna 150/152 Overview

the maintenance bills, even th.ough his "leaseback" airplane is being used as one of the FBO's trainers. New sales of 152s, however, have been dropping off sharply in the past few years, and for good reason. A Cessna 152 with a $37,000 price tag is enough to give sticker shock to even the most affluent buyers. The high in- terest rates of the past three years and the decline in student starts complete the dismal sales picture. The best seller of Cessna's entire line, the 150 series' most prosperous year was 1966, when a whopping 3,087 150s were sold, almost double the number sold the year before. This contrasts sharply with the mere 80 Model 152s sold so far in 1982. In fact, the sales climate is now so bad that production of the Cessna 152 has been suspended indef- initely since March of this year. As used airplanes, however, the Cessna 150 series make a lot of sense. These airplanes first arrive on the used market after spending 500 hours or so as a trainer. This can take $5,000 or more from the new list price. The Aviation Price Digest, general aviation's equivalent of the auto industry's blue book, indicates that a well-equipped 1981 Cessna 152 is worth about $19,000. New, they sold for $30,100. You may be skeptical about the con- dition of a trainer that has been sub- jected to a full year of hard landings, abusive engine treatment or other stu- dent-induced forms of mayhem. In some cases, your fears may be justi- fied; but for the most part, training airplanes receive more than adequate maintenance. Because they are oper- ated for hire, they must be serviced at 100-hour intervals. A two- or three- year-old Cessna 152 can be in per- fectly good condition, in spite of what we may be tempted to believe. And most can be purchased for half their original cost. As for the older (1959 through 1970) models, prices seem to bottom out at approximately $4,000 to $5,000. It is not until the 1979 model year that average used prices start climbing to five digits. Of course, if the model you are interested in is an Aerobat, or has been modified, the price could be significantly higher than average. (For more on 150 modifications, see "Style: Uncommon Cessnas," p. 48.) In 1958 the two-seat lightplane market belonged to the Piper Aircraft Corporation. Its 150-hp Super Cub was unopposed in the marketplace. Cessna introduced the 150 as a mod- ern alternative to the somewhat anti- quated Cub. The ISO's tricycle gear made the decision easy for FBOs who wanted a new trainer. Tricycle gear is much more forgiving of poor landing technique, and all FBOs are concerned with preserving their capital. Cessna's last efforts in the two-seat market were tail wheel airplanes-the 120/ 140 series-that were built between AOPA PilOT· 91 150 152 The new 152, a re-tweaked version of the original design, has a modern panel and Nylaftl rudder pedals. 1946 and 1951. Sales fell off at the end of the production run, and Cessna went out of the two-seat business for the next seven years. By 1958, Cessna's market analysts must have figured that it was time for a tricycle gear trainer. They were right. The 150/152 series has been in pro- duction so long that it now seems older models have acquired an appeal as classic airplanes. With their manual flaps, fastback fuselage, straight tail and tiny, narrowly tracked gear, the 1959 through 1964 models show some of the heritage of their predecessor- the Cessna 140. After 1964, the basic design did not change much, but there were a large number of minor changes over the years. (See "Telling One From Another," page 96.) The most radical change occurred in the 1978 model year, when produc- tion of the 150 ceased and a new model-the 152-was introduced. At that time, 80-octane aviation fuel was being phased out by the major refin- ers and replaced with 100 low-lead avgas. The ISO's 0-200 engine, Cessna learned, could suffer lead fouling from the new, higher octane fuel. The 150 needed a new engine, one de- 92 • AUGUST 1982 signed to run on 100LL; thus the switch to the more powerful 1l0-hp Lycoming 0-235 engine. Other major differences between the 152 and the 150 were a beefed-up electrical system and a reduction of the maximum flap travel from 40 to 30 degrees. Apparently, many student pilots at- tempted go-arounds with a full 40 de- grees of flap in the 150. By limiting the flap travel to 30 degrees, Cessna claimed that the initial climb in a 152's full-flap go-around would be 450 fpm under standard conditions. What you pay to buy a used air- plane is but one of the costs of owner- ship. Routine maintenance costs and airworthiness directives (ADs) are an- other consideration. Happily for many 150/152 owners, the worst case scenario involves a maximum of only four recurrent ADs. AD 80-11-4 applies to both the 150 and 152. This requires a visual inspec- tion of eight nut plates on the vertical aft fin attach brackets for cracks in the body or base of the nut plate. Cracked plates must be replaced, and this in- spection must occur every 100 hours. Another AD that may still affect some low-time 150s and 152s is AD 80-6-3. If the airplane has less than 900 hours time in service, a new flap clamp must be installed before 1,000 hours is accumulated. If the airplane had more than 900 total hours in ser- vice as of April 21, 1980, this fix must be accomplished within 100 hours. The new clamp is designed to prevent "a possible, sudden, unexpected re- traction of the left wing flap" in the 150M and certain 152 models. AD 80-25-Rl applies to those 152s with engine serial numbers L-12500- 15 through L-20676-15 (this takes care of most 152s up through the 1980 model year), remanufactured 0-235 engines shipped between December 10, 1976, and November 8, 1979, and with push rods replaced between De- cember 10, 1976, and November 24, 1980. A shipment of faulty push rods brought this directive about. Every 25 hours, the valve tappet clearances on the affected engines must be mea- sured and recorded. The last recurrent AD is 80-25-7-Rl, which applies to virtually all 152s. This calls for an inspection of the 0- 235's Stewart Warner oil coolers for leakage. If the oil cooler has less than 10 hours time in service, a replace- ment unit must be installed. If the air- plane has accumulated more than 10 hours since the September 24, 1981, issue date of the AD, the oil cooler must be inspected prior to each flight for signs of leakage. A placard also must be installed, reminding the pilot to check the oil cooler before each flight. If leakage is detected, the cooler must be replaced. Apart from these ADs, there are spe- cific maintenance items that a prospec- tive 150/152 owner should be aware of. The more common maintenance problems center on the cumulative abuse that students may have dealt. You should look at the main gear and tires for signs of damage from those very firm student arrivals. The nose gear may have inherited a case of the infamous "Cessna shake," the result of poor landing technique and improper servicing of the nose gear's shimmy dampener. Cracked cylinder heads are another probability. Abrupt power reductions can cause the cylinders to cool so rap- idly that shock cooling can take place. This causes the cylinders to crack be- cause of drastic temperature changes and the resultant thermal stresses on the metal in the cylinders. This occurs most often as a result of practicing power-off approaches. A low score on a compression check is one indication of cracked cylinders, but a borescope examination of the cylinder walls is a more certain means of detection. The cost of parts should be another factor in the decision to buy. Those with their hearts set on a 152 will be interested to know that an exhaust valve for the 0-235 engine costs about $150; for the ISO's 0-200, the price is only $33. Other engine parts are equally disparate in price. A 152's pis- ton is $46, a ISO's is $23. With a fixed-pitch propeller, fixed gear and very simple construction, the 150 and 152 are a breeze for me- chanics to work on. Parts are readily available, most areas of the airplane are easily accessible, and an annual inspection usually can be performed for a flat fee of $350. However, taking care of any squawks, ADs or other re- pairs customarily pushes the cost of an annual up to approximately $600. In 1981, the Federal Aviation Ad- ministration, aware of several acci- AOPA PilOT • 93 contiJut'd I , ~ents caused by icing in the fuel lines ~f Cessna 150s and 152s, issued a no- tice of proposed rule making that may require the installation of an addi- ~ional fuel quick-drain valve between the fuel selector and the strainer drain. It has been learned that the lowest part of the 150's and 152's fuel system is /lot located at the strainer drain. The lowest portion of the fuel line plumbing is at a T fitting just for- ward of the fuel selector, in the belly of the airplane. Water and foreign material can collect and remain there, unaffected by draining the standard- equipment quick drains. So far, this NPRM has not pro- gressed to AD status. But quick-drain kits are now available, allowing the pilot to drain this critical area before each flight. In the past, Cessna service manuals had recommended that the T fitting be drained as part of a 100- hour inspection. Most mechanics, though, neglect this procedure. Cessna now installs the T fitting quick-drain, at a cost of $82.20. The Middle Tennessee Aircraft Compo- nents Company (Post Office Box 472, Smithville, Tennessee 37166, tele- phone 615/597-7714) also will sell you a quick-drain kit for the T fitting for only $12. Installation of the drain is simple. Just remove the existing fit- ting and the drain plug and replace it with the quick drain. For such a sim- ple, inexpensive modification, this drain is an invaluable safety feature. Any airplane is a patchwork of compromises, and the Cessna 150 se- ries is no exception. If they are inex- pensive to buy, maintain and operate, REIMS CESSNA MODEL AVIATION 150 YEAR 1'150 III 1958 - 1959 150 152 Production was suspended in March 1982, ending a great tradition. ---- ]%0 1961 ]%2 .f72 1963 19M 1,637 1%5 22,082 TOTALS _ 1981 II ]982 6,309 TOTALS _ 1977 1978 • 100 • ]50 - 152 • I3h _ 169 •]50 _ 170 _214 •]44 • 132 • 129 • J08 I 4 1,758 1'152 I 19 • 110 • 142 • 142 • 79 I II 503 1968 ]969 1966 1967 1'170 ]97h 1973 1975 ]977 1971 1'172 ]978 1974 ]'179 1'180 h3.f 887 152 832 879 ],2(,9 2,11.f !.I 00 1..f(,0 1,918 1,522 1,080 2,007 1.71.f 3,087 1,399 1,268 Did tlte swi tclt to electric flaps calise tlte tremelldolls sales spike of 1966? I 94 ; AUGUST 1982 Oil capacity Baggage capacity Performance Takeoff distance (ground roll) Takeoff over 50-ft obst Max demonstrated crosswind component Rate of climb, sea level Max level speed, sea level Max level speed Cruise speed @ 75% power 2,000 ft 7,500 ft Fuel consumption Cruise speed @ 65% power 2,500 ft 10,000 ft Fuel consumption Cruise speed @ 55% power 2,500 ft 10,000 ft Fuel consumption Ranget @ 75% cruise, std fuel (w/opt tanks) 415 nm (640 nm) 2,000 ft 317 nm (535 nm) 430 nm (677 nm) 7,500 ft 319 nm (546 nm) Ranget @ 65% cruise, std fuel (w/opt tanks) 2,000 ft 10,000 ft Service ceiling Landing distance over 50-ft obst Landing distance (ground roll) Limiting and Recommended Airspeeds 48 KIAS VX (Best angle of climb) 55 KIAS 62 KIAS Vy (Best rate of climb) 67 KIAS 92 KIAS Va (Design maneuvering) 104 KIAS 74 KIAS Vfe (Max flap extended) 185 KIAS 104 KIAS Vno (Max structural cruising) III KIAS 136 KIAS Vne (Never exceed) 149 KIAS 46 KIAS VSI (Stall clean) 40 KIAS 42 KIAS Vso (Stall in landing configuration) 35 KIAS All specifications are based on manufacturer's ca/culations. All performance figures are based on standard day, standard atmosphere, at sea level and gross weight, unless otherwise noted. 'Operations/Equipment Category reflects this aircraft's maximum potential. See June Pilot, p. 93. tRange figures for 1959 are based on best power, no reserves; range figures for 1982 are based on best economy, 45-minute reserves. t " they are also slow and uncomfortable. At 2,400 rpm and 7,500 feet you can count on a true airspeed of approxi- matt'ly 102 knots, give or take a few. All the while burning only five to six gallons of fuel per hour. The pilot's operating handbook claims speeds of 105 or 107 knots (depending on the model), but these speeds are calcu- lated with wheel fairings. The 152 is only two to three knots faster than the 150, in spite of its extra 10 horsepower. This is because its en- gine is redlined at 2,550 rpm. This rpm restriction makes the 152 quieter than the 150 at takeoff power. But the trade-off goes beyond this. By de-rat- ing the 152's engine, the time be- tween overhauls can be stretched to 2,000 hours-200 more than the ISO's. With speeds hovering around 100 knots, it is no surprise that 150/152 pilots acquire a keen sensitivity to winds aloft. Even normal headwinds can drop groundspeeds to pre-1973 highway cruising ranges. Still, it beats driving, and on trips of 300 nautical miles or less the two-seater Cessnas are well-suited as intercity commut- ers, which is just how Cessna pro- moted 18 years' worth of 150s. Spend much more than three hours a day in a 150, though, and you can tax even the most stalwart passenger's constitution. All but the most recent models have very little seat padding and few seat adjustment positions. But seasoned pilots soon come to accept their inconveniences and settle down to the realization that flying the good old "one-filthy" can be fun. It is an airplane that will never let you forget your flying skills-or lack of them. Every flight in a 150 or 152 has immense educational value be- cause it teaches one of the most impor- tant piloting skills, the ability to do several things at once. Ask a high-time King Air or Learjet pilot his impres- sions after deigning to fly a 150, and you will be amused at the color of his language and his sudden animation. And that is the bottom line. Whether used for fun, short business hops or proficiency flying, the 150 se- ries does its job in a way that reminds you you are still alive, not lulled into complacency by autopilots, eight- waypoint RNAVs and system redun- dancy. That, and their economy, is enough to continue to attract alle- giance from 150 and 152 owners and aficionados for years to come. 0"Tdling Ont' from Another" Ol'er/eat 1959 Cessna 151) $8,795 $5,000, current market Cross Coun try ContinentaIO-200-A, 4 cylinders, 100 hp @2,750 rpm 1,800 hr Sensenich M69CK-52, fixed-pitch, 2-blade 33 ft 4 in 21 ft 6 ft 11 in 160 sq ft 9.4 lb/sq ft 15lb/hp 2 5 ft 3 in 2 ft 9 in 3 ft 3 in 962lb 538lb 382lb 3281b 1,5001b 156 lb (135 lb usable) 26 gal (22.5 gal usable) 210 Ib (189 lb usable) 35 gal (31.5 gal usable) 5 qt 80lb 680 ft 1,205 ft 740 fpm 108 kt 9,000 ft: 105 kt 99 kt 106 kt 33 pph/5.5 gph 96 kt 103 kt 29.4 pph/4.9 gph 90 kt 93 kt 25.2 pph/4.2 gph 445 nm (692 nm) 469 nm (734 nm) 15,300 ft 1,055 ft 360 ft Base price Price AOPA Pilot Operations/Equipment Category' Specifications Powerplant Recommended TBO Propeller Wingspan Length Height Wing area Wing loading Power loading Seats Cabin length Cabin width Cabin height Empty weight Useful load Payload w / full fuel (std tanks) Payload w / full fuel (opt tanks) Max ramp weight Gross weight Fuel capacity, std Fuel capacity w /opt tanks 1982 Cessna 152 $24,200 $32,235, as tested Cross Country Lycoming 0-235-L2C, 4 cylinders, 110 hp @ 2,550 rpm 2,000 hr McCauley IAI03/ TCM 6958, fixed-pitch, 2-blade 33 ft 4 in 24 ft 1 in 8 ft 6 in 159.5 sq ft 10.5 lb/sq ft 15.2Ib/hp 2 7 ft 9 in 3 ft 3.8 in 3 ft 5.8 in 1,1071b 568lb 412lb 334lb 1,675lb 1,670lb 156 lb (147 lb usable) 26 gal (24.5 gal usable) 234 Ib (225 lb usable) 39 gal (37.5 gal usable) 7 qt 120lb 725 ft 1,340 ft 12 kt 715 fpm 110 kt 8,000 ft: 107 kt 101 kt 106 kt 36.6 pph/6.1 gph 96 kt 102 kt 31.2 pph/5.2 gph 88 kt 93 kt 27 pph/4.5 gph 351 nm (588 nm) 353 nm (603 nm) 14,700 ft 1,200 ft 475 ft AOPA PILOT ' 95 continued In 1965, the famous 150 rear-view mirror was introduced. Has anyone ever figured out why? The early 1505 are distillguished by their square tails and fastback empennage design. TELLING ONE FROM ANOTHER from 105 to 107 knots, rate o'f climb went from 740 to 760 fpm, and service ceiling rose from 15,300 feet to 15,600 feet. • Contoured wing tips and navigation light fairings. • Purchasers were offered either a child's seat or a hat shelf. • Nav-O-Matic autopilot made available. 1963 Model C • Wing-mounted courtesy lights and 6.00 X 6 inch main-gear tires were offered as an option. • Quick-drain fuel strainers introduced. 1964 Model D • "Omni-vision" wrap-around rear wind- shield ended the "fastback" 150s. • Gross weight increased from 1,500 pounds to 1,600. • The battery was moved from the tailcone to the right forward side of the firewall. • Baggage allowance increased from 80 to 120 pounds. 1965 Model E • Rear-view mirror installed on top of panel. • Bucket seats introduced. 1966 Model F • Swept vertical stabilizer introduced. • Cabin doors made wider and deeper; taper at the bottom of the door eliminated: • 6.00 X 6-inch main-gear tires standard- ized on all models. • Electrical flaps replaced manual flaps. Flap control became a chrome toggle switch. The flap-position indicator traveled in a slot running fore and aft in the head- liner above the pilot's door. • Elevator trim wheel moved from the floor to a new center pedestal. • Rear cabin wall moved aft one bay, pro- viding 50 percent more baggage space. • A pneumatic reed stall horn replaced the electrical stall-warning vane. 1967 Model G • Sixty-amp alternators replaced genera- tors in all models. • "Short-stroke" nose-gear strut extended only four inches in flight (older struts ex- tended seven inches). • Rubber fittings between the cowling and fuselage reduced noise. • Floatplane certification earned. • New heat system allowed mixing outside air with heated air; windshield defroster outlets installed. • Cabin interior widened three inches. • Door pulls standardized on all models. • Padding was installed on top of instru- ment panel. • Magneto, starter and master switches moved to lower left panel. • Flap switch changed from toggle switch to an airfoil-shaped lever. 1968 Model H • Flap-position indicator moved to left doorpost. • Center pedestal narrowed by two inches. • Ratchet-type mixture control introduced. • New flap switch-flaps retracted with- only 600 hours. The TBO was raised to 1,800 hours later in the model year. • Al( used 12-volt, 20-amp generators. 1960 • Heated pitot tubes and stall warning units were offered as an option. • Thirty-five-amp generators were made standard on the Commuters, optional on all other models. • A "patroller" package was offered. This included larger fuel tanks (35 gallons us- able fueL compared to the standard 22.5), plexiglass doors and a message chute in the floor. • Engine control knobs were restyled. The throttle knob was made smaller, and the mixture knob's color was changed from white to red. 1961 Model A • Main gear was moved two inches aft. • Electrical and ignition switches were moved to the top of the panel; radios were stacked in the center. • Adjustable seats were introduced, as were red overhead lights. • Flush inside door handles were intro- duced. • Cockpit glass area increased 15 percent. 1962 Model B • Because of a new propeller airfoil and spinner, 75-percent cruise speed went 150 152 As nondescript as the Cessna 150/152 se- ries may appear, there are subtle differ- ences between each of the model years. Just as a Volkswagen fanatic can tell a 1966 from a 1967 Beetle at a glance (the 1967s were the first to have the hump in the hood), so a 150/152 enthusiast who has done his homework can spot a 1964 or 1965 model ("Omni-vision" rear windows with a straight vertical tail) from across the ramp. For those of you who have not done your homework, here is a list of changes made to the 150/152 series over the years, along with some little-known facts guaran- teed to win bets in a trivia contest. 1959 • Cessna announces the first model year in October 1958. • Models available were the Standard 150 ($6,995), the Trainer ($7,940) and the Inter- city Commuter ($8,545). The Standard was the bare-bones model. Trainers came with a Narco Superhomer VOR receiver with nine crystals, dual controls, a landing light, clock, sun visors, outside air tem- perature gauge and a cigarette lighter. The Inter-city Commuters had all the above plus gyro instruments. • Initially, the 1959 Model 150s' Continen- tal 0-200-A engines were given a recom- mended time between overhaul (TBO) of 96 • AUGUST 1982 out holding the switch in the Up position. 1969 Model] • Pull starter replaced with key-actuated starter on the magneto switch. • Flight instruments arranged in the stan- dard "T" configuration. • Fueling assist steps and handles were in- troduced. • Rocker-type master switch replaced push/pull master switch. 1970 Model K • Aerobat introduced. Stressed for six posi- tive Gs and three negative Gs, the Aerobat is certificated for rolls, loops, spins, Immel- mann turns, Cuban 8s and vertical reverse- ments. Aerobats could be identified by their checkerboard paint schemes and quick-release doors. • Split-rocker master switch with battery and alternator functions introduced, as was a ground adjustable rudder trim tab. • Conical cambered (drooped) wing tips became standard on the Commuter, op- tional on the other models. 1971 Model L • Tube-type main-gear legs replaced the leaf-type gear legs used in previous years. • The main-gear track widened from six feet 6.5 inches to seven feet 7.25 inches. • Propeller shaft extended three inches; new "aerodynamic" nose cap. • Landing light was moved from left wing to nose cap. • More padding was added to upper panel; padding was installed on lower panel and doorposts. 1972 Model L • Over-voltage protection circuit and ~ warning light introduced. • Seat tracks lengthened by two inches. • More padding added to lower panel. • New fuel filler necks and caps, added to I prevent water from entering tanks. • Check lists laminated with plastic. 1973 Model L • Fiberglass-filled nylon control yokes with urethane padding introduced. 1974 Model L • Improved right-hand control column shaft bearing introduced. • The Aerobat received the new Clark-Y propeller airfoil. This increased the Aerobat's 75-percent cruise speed from 100 to 113 knots and raised its service ceiling from 12,650 to 14,000feet. 1975 Model M • The 150 Commuter II was introduced. This model came with a second ARC 330 nav / com, a transponder, ground service plug, emergency locator transmitter and true airspeed indicator. • Vertical fin and rudder areas were in- creased. Six inches were added to the height of the vertical tail. These changes were made to improve the spin recovery characteristics of the 150 and Aerobat. This also helped make the Aerobat's snap rolls easier to perform. • Check lists affixed to the right doorpost. continued overleaf TELLING ONE FROM ANOTHER cOlllillUed • Push-button release was centered on mixture knob. • Inertial-reel shoulder harnesess offered. 1976 Model M • Circuit breakers replaced fuses. • Panel redesigned: fuel and engine gauges moved from the right panel to the lower left, in front of the pilot. • Vertically adjustable seats introduced. • Soundproofing added to the aft doorpost covers and upper doorjambs. • Owner's manuals enlarged and more de- tails added, in conformity with the new General Aviation Manufacturers Associa- tion (GAMA) format. 1977 Model M • Flap-control detents for 10-, 20- and 40- degree settings added. Flap-position indi- cator located next to the flap switch. • Vernier mixture control introduced. • The last Cessna 150s were delivered in April 1977. • Introduction of the Cessna 152 series (the Standard 152, the 152 Trainer, the 152 II and the 152 Aerobat) announced in April 1977; first deliveries were made in May 1977. 1978 Model 152 • The 152 brought the following changes to the basic 150 design: • The ISO's 100-hp Continental engine was replaced with the 1l0-hp Lycoming 0-235- L2C engine. TBO for the Lycoming engine is 2,000 hours. • Oil cooler standardized. • A 28-volt electrical system with a heavy- duty voltage regulator introduced. • New fuel tanks reduced unusable fuel to 1.5 gallons. • A one-piece removable cowl was added. • Flap travel reduced from 40 degrees to 30 degrees. 1979 • Dual impulse couplings installed on the Lycoming's magnetos improved starting characteristics. • Direct priming into all four cylinders. • Seat padding increased 30 percent. • Rear-view mirrors eliminated. 1980 • New, accelerator pump-equipped carbu- retor introduced. The pump injected va- porized fuel directly into the carburetor, limiting the need to use the primer. • Dual windshield defrosters offered. • Simulated-wood instrument panels were added. 1981 • Intercom system standardized on 152 Trainers, optional- on other models. 1982 • A third quick fuel drain added to all models, located in the belly between the fuel selector and the fuel strainer drain. This allowed drainage at the fuel system's lowest point and minimized the chance of icing in the fuel system. • White toggle switches for avionics equipment introduced. • "Bow-tie" glideslope antenna eliminat~d. An antenna coupler allowed the nav re- ceivers to receive glideslope signals. • Smaller wing-root air vents sealed better. • Prices reached an all-time high: $24,200 for a Standard 152; $30,000 for a 152 II; $31,800 for a Trainer; and $32,400 for a 152 Aerobat. • Due to a sharp drop in demand, produc- tion of the 152 was suspended indefinitely on March 29, 1982. 0 The 1959 Cess/la 150 pa/lel, with its Army-surplus gyros, pull starter, Narco Superhomcr VOR a/ld bulbous throttle hlOb, looks quai/lt /lOWbut wasfashio/lable at the time.