Pratt Jeremy - Cessna 152 - A pilot's Guide (print)

Cessna 152 - A pilot's Guide

Jeremy Pratt

Aviation Supplies and Academics (1995)

Editor’s Note

Welcome to ASA’s A Pilot’s Guide sériés by Jeremy Pratt. In this guide, you’ll learn from the experts the general principles involved in flying the Cessna 152, with extra insight on individual characteristics gleaned from flying expérience.

Cessna 152: A Pilot’s Guide is not an authoritative document. Material in this book is presented for the purposes of orientation, familiarization, and comparison only.

Performance figures are based upon the indicated weights, standard atmospheric conditions, level hard-surface dry runways, and no wind. They are values based upon calculations derived from flight tests con-ducted by the aircraft company under carefully documented conditions and using professional test pilots. Performance will vary with individual aircraft and numerous other factors affecting flight.

The approved Pilot’s Operating Handbook and/or the approved Airplane Flight ManuaPs the only source of authoritative information for any individual aircraft. In the interests of safety and good airmanship, the pilot should be familiar with these documents.

Introduction to the Cessna 152

At a glance, the Cessna 152 appears almost identical to the later model of the long-running Cessna 150 that it replaced; however, on doser inspedion there are many différences.

The Cessna 152 was first introduced in 1977, after over 23,000 C150s had been produced.The Cessna 152 has a Lycoming 0-235-L2C engine, giving 110 HP, as opposed to the 100 HP Continental engine of the Cessna 150. The electrical System and fuel System are redesigned and the gross weight increased by 70 Ibs. An Aerobat version was also produced (A152); in this version the airframe is “beefed up” to withstand the increased positive and négative loads involved in aerobatics.

As with its predecessor, the 152 was mostly built in Wichita, Kansas; although a significant number were built by Reims Aviation in France. The French built aircraft are identical to the USA built examples, but Reims aircraft model numbers are preceded with an “F”; i.e., F152 and FA152.

Through the production of the 152 there were few major design changes. In 1983 the Lycoming 0-235 N2C engine became standard. This engine featured a redesigned combustion chamber to overcome lead fouling problems experienced with the L2C.The spark plugs of the newer N2C engine apparently hâve a life up to three times that of the L2C. The horsepower is reduced slightly to 108 HP, speed and range are similarly affected. In 1984 the landing and taxi lights were moved from the lower cowling to the leading edge of the left wing.

Production of the 152 ceased in 1985 after over 7,000 aircraft had been built. It had become yet another victim of the vicious spiral of rapidly escalating production costs—caused not least by the USA’s product liability situation—and falling demand. Many of the Cessna 150s built in the 1960s continue in daily flight school use, and there is no reason to believe that the Cessna 152 will not display the same longevity.

This publication deals with the standard 152, although much of the information is also relevant to the “Aerobat” models. As always the air-plane flight manual for the particular aircraft you are going to fly is the authoritative document.

132 pages - in English