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, including A152 and FA152 Aerobat aerobatic variants, had been built worldwide.
The Lycoming provided not only an increase in engine power over the Cessna 150, but also was more compatible with the newer 100LL low lead fuel.
Cessna 152s produced between 1977 and 1982 were equipped with Lycoming O-235-L2C engines producing 110 hp (82 kW) at 2550 RPM. This engine still suffered some lead-fouling problems in service and was succeeded in 1983 by the 108 hp 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.
Dual controls are available as optional equipment on the Cessna 152 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 modified Fowler (slotted, aft-traveling) flaps which are electrically operated and deploy to a maximum of 30 degrees. The rudder can move 23 degrees to either side and is fitted with a ground adjustable trim tab. The elevators move up through 25 degrees and down through 18 degrees. An adjustable trim tab is installed in 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.
The nose wheel is connected to the engine mount and has an oleo strut to dampen and absorb normal operating loads. The nosewheel is steerable through 8 degrees either side of neutral and can caster under differential braking up to 30 degrees. It is connected to the rudder pedals through a spring linkage.
The braking system consists of single disc brake assemblies fitted to the main undercarriage 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.
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.
The standard tires used are 600 X 6 on the main gear and 500 X 5 on the nose wheel.
There are hundreds of modifications available for the Cessna 152. The most frequently installed include:
Other popular modifications include:
The 152 was produced in several different versions over its eight year production run.
Aside from the standard model 152 there was a 152 II with an enhanced package of standard avionics and trim features. The 152 II with Nav Pac included more standard avionics for IFR use. The 152T was a standard option package for use by flying schools, the "T" indicating "trainer" and not a sub-model.
The 152 was also produced in an aerobatic version. In the same manner as the Cessna A150 Aerobat the 152 version was designated the Cessna A152 Aerobat. The A152 was certified for +6, -3 “g” and had standard four point harnesses, skylights and jetisonable doors, along with a checkerboard paint scheme and removable seat cushions to allow parachutes to be worn by the crew.
Cessna 152/Piper PA-28-161: September 9, 2009, Coolidge, Ariz.(NTSB Reports: Recent general aviation and air carrier accidents)(Brief article)
Nov 01, 2009; The two airplanes collided at about 0945 Mountain time, at 4500 feet msl. Neither the flight instructor or student in the...
Cessna 152 vs. LSA: vintage wins the day: on the flight training line, ancient 152s can still be more profitable, chiefly because LSAs lack a mature parts chain and repair support infrastructure.(AIRCRAFT COMPARISON)(light sport aircraft)(Product/ service evaluation)
Apr 14, 2012; It's fair to say the entire foundation of the GA industry was built on the back of the dowdy Cessna 150 and 152. But even the...