Cessna 152

The Cessna 152 is the definitive two-seat primary trainer of the late 20th century. Produced from 1978 to 1985 as the successor to the legendary Cessna 150, it was Cessna's answer to the changing avgas landscape: the switch from 80/87 octane fuel to 100LL required a new engine, which drove most of the design changes. Total worldwide production reached 7,584 airframes, including all variants. The first model year (1978) was the peak, with 2,812 units delivered. By 1985, when Cessna halted single-engine piston production over product liability concerns, the 152 had cemented itself alongside its predecessor as the aircraft in which more pilots learned to fly than any other.

The 152 is powered by the Lycoming O-235-L2C producing 110 HP, replacing the Continental O-200-A (100 HP) used in the 150. This engine swap brought both benefits and a persistent headache: the O-235's well-documented sensitivity to 100LL's high lead content. That issue defines much of the 152's maintenance story and is covered extensively in the ADs and Maintenance sections below.

Today the 152 remains a popular first aircraft for student pilots and low-budget private owners. Its high wing provides excellent ground visibility for training, operating costs are among the lowest in certified aviation, and the type's sheer ubiquity means parts and mechanic expertise are universally available. The 152 also qualifies under MOSAIC rules, which may expand its training utility going forward. See MOSAIC (Modernization of Special Airworthiness Certification) for details.

Which airplane the numbers on this page describe

The specifications block describes a 152 II of the 1979 model year, from the Pilot's Operating Handbook issued 1 July 1978, with the type-design limits from Section IX of FAA TCDS 3A19.

Only two things move across the 1978-1985 run, and both are in the Variants table:

• Ramp weight. 1,670 lb maximum takeoff throughout; the 1,675 lb ramp weight begins at S/N 15282032, the 1979 model.
• Engine. The Lycoming O-235-L2C at 110 hp through S/N 15285594 — 93% of the run — and the O-235-N2C at 108 hp from S/N 15285595 (the 1983 model) on, or on any earlier airframe reworked per SK152-15 or SK152-16.

Everything else — 1,670 lb, 24.5 gallons usable, two seats, 120 lb of baggage, 149/111/104/85 KIAS — is the same on every 152 the certificate covers.

One caveat about the speed figures. Cessna's book cruise assumes the optional wheel speed fairings; the POH says in its own footnote that they add about 2 knots. A lot of ex-trainers had theirs removed and never refitted, so a bare 152 is nearer 105 KTAS than 107.

Note on the "152 II": This was not a separate type certificate or airframe change, and it was not new in 1983 — the 1 July 1978 handbook already prints separate empty weights and useful loads for the 152 and the 152 II. It is Cessna's equipment package, and structurally and mechanically it is the same airplane. The catalogue's weights describe the II, because that is what most surviving airframes are.

Note on the A152 Aerobat: Only 315 US-built (plus 89 Reims FA152s). Approved maneuvers include chandelles, steep turns, barrel rolls, snap rolls, loops, vertical reversements, lazy eights, spins, aileron rolls, Immelmann turns, and Cuban eights. The Aerobat commands a significant price premium over standard 152s due to rarity and the aerobatic certification. It is a basic aerobatic trainer, not a competition machine — think upset recovery and spin training, not unlimited aerobatics.

The 152's book cruise of 107 KTAS is Cessna's figure for 75% power at 8,000 feet with wheel speed fairings fitted — POH Figure 5-7's 8,000 ft / 2550 rpm row, which reads exactly 75% BHP, 107 KTAS and 6.1 gph. Without the fairings subtract about 2 knots, and many training airplanes with aging engines will see closer to 100-105 KTAS. The 715 fpm climb rate at sea level drops off meaningfully at altitude — expect roughly 400-500 fpm at 5,000 ft DA and noticeable sluggishness above 8,000 ft DA, particularly on hot days with two occupants.

The standard tanks hold 26 gallons total and 24.5 usable; the catalogue stores usable, so a 152 advertised as "26 gallons" plans on 24.5. Cessna's published book figures, all of which already deduct start, taxi, takeoff, climb and a 2.8-gallon reserve (45 minutes at 45% power, a fixed quantity rather than 45 minutes at the cruise burn):

Fuel burn is 6.1 gph at the 75% reference and 5.2 gph at 64%, which is the published row nearest 65% at 8,000 feet — the chart steps 75 / 71 / 64 / 58 there and does not publish 65 at all. Eight knots slower for 15% less fuel is a good trade on an airplane this slow.

The optional 39-gallon long-range tanks were rare on training airplanes and are worth real money on a personal one: they turn a 3.4-hour airplane into a 5.5-hour airplane, at a cost of 78 lb of payload out of a 537 lb useful load.

Best glide at 60 KIAS yields approximately a 9:1 glide ratio — important for training emergency procedures. Va (maneuvering speed) ranges from 93 KIAS at 1,350 lbs to 104 KIAS at max gross of 1,670 lbs.

The 30-degree maximum flap deflection (reduced from the 150's 40 degrees) was a deliberate change aligned with the Cessna 172. This reduces the steep descent angle available on short-field approaches compared to the 150 but produces more predictable handling characteristics, particularly for students.

The 152's two-seat, limited-payload configuration makes weight-and-balance straightforward but also constraining.

Standard Tanks (26 gal total, 24.5 usable / 147 lbs of usable fuel)

Long-Range Tanks (39 gal / 37.5 usable / 225 lbs fuel)

Key Takeaways

• Two average adults with full standard fuel leaves approximately 93 lbs for baggage — workable for a weekend bag each
• Two larger adults quickly eat into baggage capacity or require reduced fuel
• Long-range tanks with two adults of any significant size pushes against or exceeds gross weight — long-range tanks are really a solo-mission feature
• The 152's 120-lb baggage compartment limit is a hard structural constraint
• Always run weight and balance — the 152's small margins mean even moderate variations matter

Comparison to the Cessna 150

The 152 replaced the Cessna 150 in 1978. Key differences:

The 150 is arguably the better aircraft for those who value lower fuel burn, fewer lead-related maintenance issues, and a lower purchase price. The 152 offers slightly more power, higher gross weight, better useful load, and a longer TBO. The choice often comes down to which specific airframe is in better condition at the price point.

Most 152s in the training fleet have basic VFR panels. However, since many have been repurposed as personal aircraft, a wide range of panel configurations exist in the used market.

Budget VFR ($35,000-$45,000 aircraft):

• Original King KX-170B or KX-155 nav/coms
• Single nav/com with VOR/ILS
• Basic transponder (often upgraded to ADS-B Out compliant)
• Possibly a portable GPS on the yoke

Mid-range IFR ($50,000-$75,000 aircraft):

• Garmin GNC 255 or GTR 225 com
• Garmin GNS 430W or GTN 650Xi GPS/nav/com
• Garmin GTX 345 transponder (ADS-B In/Out)
• Basic autopilot (S-TEC 20 or similar wing leveler)

Well-equipped ($80,000-$125,000 aircraft):

• Garmin G5 or GI 275 EFIS (replaces attitude indicator and DG)
• Garmin GTN 650Xi or 750Xi
• Garmin GFC 500 autopilot
• Full IFR stack with dual nav/com

The small panel space in the 152 limits what can physically fit. A GTN 750Xi is a tight squeeze. Most avionics upgrades in a 152 are economically questionable — a $35,000 avionics upgrade on a $40,000 airframe does not make financial sense for resale, though it may make sense for the owner's personal mission.

Auto Fuel STC (Peterson Aviation / EAA)

The single most important STC for the 152. Peterson Aviation and EAA both offer STCs allowing the use of 87 or 91 AKI automotive gasoline (ethanol-free only). This STC is critical for the 152 because:

1. Cost savings: Mogas is typically $2-4/gallon cheaper than 100LL, saving $12-24/hour
2. Engine health: Eliminates the 100LL lead fouling problem entirely (see ADs section)
3. Requires two STCs: One for the airframe, one for the engine
4. No physical modifications: Only placards and POH supplement required
5. Ethanol prohibition: No ethanol-blended fuel is permitted — finding ethanol-free mogas can be challenging in some regions
6. Cost: Approximately $300-500 for both STCs combined

Sparrow Hawk O-235-P2C Conversion

An engine upgrade option replacing the L2C with the later P2C variant, which has improved valve guide materials and better 100LL tolerance. Not a horsepower increase but addresses the core maintenance concern.

STOL Kits

Horton and other manufacturers offer leading-edge cuffs and vortex generators. Note the AD (discussed below) regarding wing stall fence height on STOL-modified 152s — ensure compliance before purchasing a STOL-kitted aircraft.

Propeller Upgrades

Sensenich offers fixed-pitch propeller STCs as alternatives to the stock McCauley 1A103/TCM6958. Claimed improvements in climb or cruise depending on the pitch selected.

Interior / Soundproofing

Various STCs for improved seat cushions, soundproofing kits, and interior refreshes. These are comfort improvements that add minimal resale value but significantly improve the ownership experience.

Parts Availability: Excellent

The 152 benefits from one of the best parts ecosystems in general aviation. With over 7,500 airframes built (plus 23,000+ Cessna 150s sharing many common parts), the supply chain is deep:

• Cessna/Textron: Still supplies parts through the Cessna Parts Distribution center in Wichita
• Third-party suppliers: Knots 2U, Univair, Aircraft Spruce, and numerous others stock 152-specific parts
• Salvage yards: Abundant supply of used parts given the large fleet
• Cessna 150-152 Club: Active type club with parts exchange, technical resources, and maintenance guidance
• Engine parts: Lycoming O-235 parts are universally available through Lycoming, Superior Air Parts, and continental aftermarket suppliers

Mechanic Familiarity: Universal

Every A&P mechanic in the United States has worked on a 150 or 152. This is not an airplane that requires a specialist. Annual inspections are straightforward, and the systems are simple enough that any competent shop can handle routine maintenance.

Annual Cost Estimates

The mogas STC can reduce fuel costs by nearly 50%, making the 152 one of the cheapest certified aircraft to operate.

Expensive Items to Watch

• Engine overhaul: $27,000–$43,000 field overhaul, $50,000-$60,000 factory. Budget $12-15/hour in engine reserve.
• Cylinder replacement: $2,500-$4,000 per cylinder installed. Lead-damaged valves and guides accelerate this.
• McCauley prop overhaul: $1,500-$2,500 at prop TBO (typically every 5 years or 2,000 hours)
• Magneto overhaul: $800-$1,200 each at 500-hour intervals
• Seat rail AD compliance: Can be a few hundred dollars per inspection cycle
• Fabric/paint: Not fabric-covered, but 40-year-old paint needs attention. Budget $8,000-$15,000 for a quality repaint.

The 100LL Maintenance Penalty

Operating on 100LL without mitigation adds measurable maintenance costs to the 152:

• More frequent spark plug cleaning (every 25-50 hours vs 100+ hours on unleaded fuel)
• Accelerated exhaust valve and guide wear, potentially requiring cylinder work before TBO
• Oil changes may need to be more frequent to manage lead contamination
• TCP additive cost (~$10-15 per tank if used)

The mogas STC, UL94, or G100UL eliminate these costs entirely. For a 152 that will be flown regularly, the auto fuel STC pays for itself within 50-100 hours of operation.

Price Tiers (2025-2026 Market)

Dated, and where it comes from. The band in this page's specifications is market ASKING observed on 7 September 2026 across Controller, Hangar67 and AeroGurus, not a Vref or Aircraft Bluebook value -- both guides sell their numbers by subscription and neither was readable. Asking carries an upward bias, so the typical figure is the median asking price less 10 percent. The condition tiers below are ownership guidance rather than observations, and they predate that survey.

Key Value Drivers

• Engine time: The single biggest factor. A mid-time overhaul on the O-235 runs $27,000–$43,000 for a field overhaul and $50,000-$60,000 for factory overhaul. Engine value depreciates roughly linearly from overhaul cost at 0 SMOH to near-zero at TBO (2,400 hours). Use the formula in Aircraft Valuation Methodology.
• Avionics: A basic ADS-B-compliant transponder is now table stakes. GPS nav adds value but has diminishing returns relative to airframe value. A $35,000 panel in a $40,000 airframe does not create a $70,000 airplane.
• Auto fuel STC: Adds $2,000-$5,000 in value because it materially reduces operating costs and eliminates lead fouling.
• Long-range tanks: The 39-gallon option adds meaningful range and is worth a modest premium.
• Aerobat status: The A152 designation adds 30-50% to value due to rarity (315 built), aerobatic certification, and structural reinforcement.

TBO Impact

The O-235-L2C TBO was increased from 2,000 to 2,400 hours in 1986 for engines built with improved pistons. Verify which TBO applies to the specific engine — pre-1986 overhauls may still be on the 2,000-hour schedule unless upgraded pistons were installed.

The O-235 and 100LL: The Central Issue

The Lycoming O-235-L2C was designed for 80/87 octane avgas. When the industry transitioned to 100LL (which contains approximately four times as much tetraethyl lead), the O-235 developed a constellation of lead-related problems that define the 152's maintenance story:

Lead fouling of spark plugs: The O-235 runs at relatively low temperatures, especially during ground operations and pattern work (which is most of what trainers do). The ethylene dibromide lead scavenger in 100LL only works effectively above approximately 300 degrees F CHT. Below that, lead deposits accumulate rapidly on spark plugs. Expect to clean lower plugs every 25-50 hours in training service.

Exhaust valve and valve guide damage: This is the serious problem. 100LL's lead causes:

• Accelerated exhaust valve guide wear
• Valve stem erosion and cracking
• Localized heating from lead deposits
• In severe cases, broken valves and catastrophic engine failure

The NTSB issued Safety Recommendations A-87-71 through A-87-76 specifically addressing this pattern. Lycoming responded with improved valve guide materials: starting in April 1996, improved exhaust valve guides were incorporated into some cylinder assemblies, and since March 1998, all Lycoming engines, cylinder kits, and spare exhaust valve guides ship with high-chromium-content ni-resist alloy guides. Pre-1998 cylinders should be upgraded at overhaul.

TCP (Tricresyl Phosphate) additive: Often discussed as a mitigation for lead fouling. TCP is a lead scavenging additive that can help reduce spark plug fouling. Community reports are mixed — some operators find it helpful, others report minimal benefit on the O-235 specifically. It does not address the valve guide wear problem. Available as Alcor TCP or similar products, added to fuel at each fill-up.

Unleaded Avgas: The Long-Term Solution

The arrival of unleaded avgas options fundamentally changes the O-235's maintenance picture:

• G100UL: GAMI's 100-octane unleaded avgas received FAA STC approval for all piston aircraft/engine combinations in September 2022. Production has scaled past 1 million gallons, with nationwide US availability expected by 2026. Eliminates all lead-related O-235 issues.
• UL94: Swift Fuels' 94-octane unleaded avgas. The O-235 is approved for UL94 (the engine's compression ratio only requires 80 octane minimum). This is an excellent match for the 152.
• Mogas via STC: As noted in the STCs section, ethanol-free automotive fuel eliminates lead entirely and is already widely available.

Airframe ADs

Seat rail/latch (recurring): AD requires repetitive inspections of seat rail, seat pin engagement, seat rollers, washers, and axle bolts. Cessna seat-slide failures have been implicated in fatal accidents across the 150/152/172 fleet. The primary latch pin can disengage, allowing the seat to slide aft on takeoff. This is a pre-buy critical inspection item.

Rudder stop/over-travel: AD addresses a condition where the rudder can reach an over-travel position with the stop plate hooking over stop bolt heads. Requires either a spin prohibition placard or replacement of the rudder stop assembly with a modification kit using jam nuts instead of safety wire.

STOL kit stall fence height: AD requires measurement of wing stall fence height on aircraft with aftermarket STOL kits, after an accident demonstrated that improper fence height adversely affected stall characteristics.

Wing strut inspection: Periodic inspection for corrosion and fatigue cracking, particularly at the attach fittings.

Pre-Buy Red Flags

• Cylinder compression below 60/80: Common on high-time training engines, indicates valve and ring wear accelerated by lead
• Oil consumption above 1 qt per 4 hours: Valve guide wear signature
• Exhaust valve condition: Request a borescope — look for erosion, pitting, carbon buildup
• Seat rail wear: Test both seats through full travel under load
• Corrosion on wing struts and attach fittings: Especially on aircraft stored outdoors or in coastal environments
• Logbook gaps: Training aircraft change hands frequently; ensure complete maintenance records

The Cessna 152 has among the lowest insurance costs in general aviation, benefiting from decades of favorable loss ratios and the aircraft's benign handling characteristics.

Liability-only coverage:

• Qualified pilots (500+ hours): $225-$275/year
• Less experienced pilots: $325-$530/year

Full hull + liability coverage:

• Qualified pilots: $350-$425/year
• Student/low-time pilots: $850-$1,100/year
• Typical hull value for insurance: $35,000-$55,000

Underwriting notes:

• Student pilots can typically get coverage, though at higher rates
• No high-performance or complex endorsement required
• The A152 Aerobat may require an aerobatic endorsement or exclusion for aerobatic operations
• Aircraft used for commercial flight training may have different (higher) rates than personal-use aircraft
• The 152's low hull values keep premiums low even for less experienced pilots

See GA Insurance Underwriting for general GA insurance factors.