Cessna 152

Cessna introduced the 152 in 1978 as a refresh of the 150. The most significant change was the engine. The 152 received the Lycoming O-235-L2C at 110 hp, replacing the 150's Continental O-200-A at 100 hp. The Lycoming had a longer TBO (2,400 hours versus 1,800), better hot-and-high performance, and was easier to source parts for. Other changes included a redesigned cowl, minor avionics improvements, and a few interior refinements.

Production ran through three main subvariants: 152 (1978-1982), 152 II (with improved equipment options, 1979-1985), and the 152 Aerobat (1978-1985), which carried over the 150 Aerobat's certification for limited aerobatic maneuvers. The 152's production was relatively short compared to the 150's 19-year run. Cessna ended 152 production in 1985 along with all other piston-single production due to product liability costs that had become unsustainable. The lineup wouldn't restart until 1996 with the 172R, which we cover separately.

About 7,500 Cessna 152s were delivered before production ended. Most are still flying in 2026. The fleet supports thousands of pilot certificates earned every year. Flight schools have generally retained 152 fleets because the airplane's combination of acquisition cost, operating economics, and durability remains hard to beat for primary training. The Cessna 150-152 Club covers both variants and provides comprehensive type-club support.

The Cessna 152 cruises at about 107 KTAS at 75% power, burning 6 gph of 100LL. At long-range cruise (65%), the airplane drops to about 100 KTAS on 5.4 gph. The 110 hp Lycoming is meaningfully more capable than the 100 hp Continental in the 150, especially at altitude. At 5,000 ft on a 90-degree day, the 152 climbs about 50 to 100 fpm better than a 150 in the same conditions. Useful but not dramatic.

Useful load on the 152 is about 600 pounds, which is roughly 50 pounds more than the 150. With full fuel (24.5 gallons usable), that leaves about 450 pounds for people and bags. Two adults of typical weight plus minimal bags fit comfortably within gross. Two larger adults plus full fuel may need to leave bags behind. Range with reserves is about 400 nm. The airplane is best at short hops, training operations, and casual local flying.

The Lycoming O-235-L2C (or O-235-N2C on late variants) is the engine on every 152. It's a four-cylinder horizontally opposed direct-drive piston rated at 110 hp. Lycoming's published TBO is 2,400 hours per Lycoming Service Instruction 1009 BE. The O-235 family has been in production since the late 1940s and remains in production today. Parts and shop support are universal.

Field overhauls at Gann Aviation, Penn Yan, or other reputable shops run about $30,000 to $35,000 in 2026 prices. The longer TBO compared to the 150's Continental O-200 means engine reserves work out lower per flight hour. The O-235 is also a forgiving engine. It tolerates training-school abuse, intermittent operation, and pilot mismanagement better than most.

Oil consumption on a healthy O-235 runs about 0.1 to 0.15 quarts per hour. The engine typically reaches TBO without intermediate cylinder work. Many 152s have engines past TBO running on-condition with good compressions. Lycoming's parts availability for the O-235 is good and routine maintenance items are inexpensive.

Plan on $95 to $135 per flight hour at 100 hours a year of utilization, all-in. The 152 is one of the cheapest certified airplanes to operate. Fuel and oil run about $34 to $44 per hour at 6 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $13 to $15 per hour based on a $30,000 to $35,000 overhaul amortized across the 2,400-hour TBO. Airframe maintenance reserve is $10 to $18 per hour. Annual fixed costs (hangar, insurance, annual inspection) add another $35 to $55 per hour at 100 hours a year of utilization.

Insurance is friendly. Hull values are low. Liability exposure is modest. First-time owners with private pilot certificates qualify for $1,500 to $3,500 a year coverage typically. Partnership ownership is common and the airplane's simplicity supports it. Two or three pilots sharing a 152 can put the per-hour cost into the $80 to $110 range at 100+ flight hours per year per pilot.

Acquisition cost in mid-2026 runs $35,000 to $80,000 for flyable airplanes depending on engine time, airframe condition, and equipment. Late-model 152s with fresh engines and modern Garmin avionics retrofits run $65,000 to $85,000. Aerobat variants command meaningful premiums over standard 152s. The 152 typically trades $10,000 to $20,000 above a comparable Cessna 150 because of the engine and TBO advantages.

Cessna 150-152 Club membership is the operating advantage. Annual dues are about $50. The Club's accumulated knowledge covers every common maintenance question and most ownership decisions. Most parts suppliers and overhaul shops with 152 expertise are introduced through Club channels.