Cessna 152 Cessna 152 Role Multipurpose civil aircraft Manufacturer Introduction 1977 Produced 1977–1985 Number built 7,584 Developed from The Cessna 152 is an two-seat, fixed, used primarily for and personal use. It was based on the earlier, including a number of minor design changes and a slightly more powerful engine running on 100LL. The Cessna 152 has been out of production for more than thirty years, but there are still a large number of aircraft in flying condition. Due to the aircraft's durability many examples have flown more than 15,000 hours and over 60,000 landings and are still in regular use for flight training.

• C 152 Service Manual

1978 Cessna 152 First delivered in 1977 as the 1978 model year, the 152 was a modernization of the proven design. The 152 was intended to compete with the new and, both of which were introduced the same year. Additional design goals were to improve useful load through a gross weight increase to 1670 lbs (757 kg), decrease internal and external noise levels and run better on the then newly introduced fuel. As with the 150, the great majority of 152s were built at the factory in. A number of aircraft were also built by of and given the designation F152/FA152. 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 variants, had been built worldwide.

In 2007 Cessna announced that it would build a successor, designated the, although production ended in 2013. Design Powerplant All Cessna 152s were manufactured with a engine which has been in production since 1942. The Lycoming provided not only an increase in engine power over the Cessna 150, but also was more compatible with the newer 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. In 1983 it was succeeded by the 108 hp (81 kW) 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. Airframe The airframe is mainly of metal construction. Being primarily of alloy with riveted skin.

Components such as wingtips and fairings are made from. The fuselage is a with vertical bulkheads and frames joined by running the length of the. The wings are of a strut-braced design and have a 1 degree angle.

The tapered (outboard) portion of each wing has one degree of washout (the chord of the tip section has one degree lower angle of attack than the chord at the end of the constant-width section). This allows greater effectiveness during a stall. The 1978 model has a one piece cowling nose bowl that requires removing the propeller to remove it. The 1979 model introduced a split-nose cowling nose bowl that can be removed without removing the propeller. Flying controls. Instrument panel 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 single-slotted which are electrically operated and deploy to a maximum of 30 degrees. The can move 23 degrees to either side and is fitted with a ground-adjustable. The move up through 25 degrees and down through 18 degrees. An adjustable trim tab is installed on 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. Landing gear The Cessna 152 is equipped with fixed. The main gear has tubular steel legs surrounded by a full-length fairing with a step for access to the cabin. The main gear has a 7 ft 7 in (2.3 m) wheelbase. The nosewheel is connected to the engine mount and has an to dampen and absorb normal operating loads. The nosewheel is steerable through eight degrees either side of neutral and can castor 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 gear 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 nosewheel. Modifications There are hundreds of modifications available for the Cessna 152. The most frequently installed include: Tailwheel landing gear Taildragger conversions such as the 'Texas Taildragger' conversion are available and have been fitted to some 152s.

It involves strengthening the fuselage for the main gear being moved further forward, removing the nosewheel and strengthening the tail area for the tailwheel. This greatly improves short field performance and is claimed to give up to a 10 kn (19 km/h) cruise speed increase. STOL kits The wings can be modified using a number of, some improving high speed/cruise performance but most concentrating on performance. Horton's STOL kit is one of the better-known of the latter.

It involves fitting a more cambered leading edge cuff to increase the maximum coefficient of lift, fitting fences at the aileron/flap intersection and fitting drooped wingtips. Stalls with these modifications are almost off the airspeed indicator, since instrument error is high at high angles of attack. It has been said that landings can be achieved in two fuselage lengths with the kit installed in addition to a taildragger modification, by balancing power against drag. Takeoff performance is also improved by varying degrees depending on the surface. Engine The engine's power can be increased by various modifications, such as the Sparrow Hawk power package, increasing it to 125 hp (93 kW).

The disadvantage of the Sparrow Hawk conversion is that it uses pistons from the O-235-F series engine and therefore the engine recommended is reduced from 2,400 hours to 2,000 hours. Other modifications Other popular modifications include:. Flap gap seals to reduce drag and increase rate of climb.

Different wingtips, some of which claim various cruise speed increases and reductions. Auto fuel, which permit the use of automobile fuel instead of the more expensive. Auxiliary fuel tanks for greater range.

Door catches to replace the factory ones that often fail in service. Belly fuel drain valves to drain fuel from the lowest point in the fuel system. Variants. Front view of a Cessna 152 152 Two-seat light touring aircraft, fitted with a fixed tricycle landing gear, powered by a 110-hp (82-kW) -L2C piston engine, 6628 built. Available with a number of avionic options, 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 use. The 152T was a standard option package for use by flying schools, the 'T' indicating 'trainer' and not a sub-model. Type approved in 1977 and produced as 1978 to 1985 model years. A152 Aerobat Two-seat aerobatic-capable aircraft, 315 built. Certified for +6/-3 Gs and had standard four-point harnesses, skylights and jettisonable doors, along with a checkerboard paint scheme and removable seat cushions to allow parachutes to be worn by the crew. Type approved in 1977 and produced as 1978 to 1985 model years. The following are approved:, steep turns, lazy eights, and (except whip stalls).

F152 Reims-built Model 152, 552 built. FA152 Aerobat Reims-built Model A152, 89 built. Operators Civilian operators The 152 is popular with flight training organizations and is also widely operated by private individuals. Military operators.

A 1981 Reims-built FA152 Aerobat. operated three from 2004. four A152 Aerobat procured in 1982. 12 in service as of 1987. two A152.

one F152. one A152. operated seven from 1979 Incidents and accidents. On 9 May 1989, a man who had murdered his ex-wife earlier that evening stole a Cessna 152T at gunpoint from an employee at. During the flight, which lasted over three hours, Alfred James Hunter III fired an assault rifle at the ground below, buzzed the South Postal Annex in several times, and briefly touched down at before taking off again. He was arrested when he finally landed with just five minutes worth of fuel remaining. On 24 May 2001, a Cessna 152 violated Israeli airspace and was shot down by an IDAF.

Estephan Nicolian, a Lebanese student pilot, was shot down after ignoring repeated warnings by Israeli ATC to turn back. This is one of the two only known operational air-to-air kills using an missile. Specifications (Cessna 152). ^ Clarke, William ‘Bill’ (1987), Cessna 150 and 152 (1st ed.), TAB Books, pp. 26–95,. ^ '1978 Aircraft Directory', Plane and Pilot, Santa Monica, CA: Werner & Werner, p. 23, 1977,. (press release).

Cessna Aircraft. Archived from on 2007-08-25. Retrieved 2007-09-28. ^ Cessna Aircraft Company: 1978 Cessna 152 Pilot's Operating Handbook Change 1, pp. Cessna Aircraft Company, Wichita, Kansas, 1977.: Wings of Cessna, Model 120 to the Citation III, p. 12, Flying Books, 1986.

^ Clarke, Bill: Cessna 150 and 152 first edition, pp. TAB Books, 1987.

^ Grimstead, Bob: Texas Taildragger 152, pp. 14-22., January 2007. Lycoming, January 2, 2013, at the. Lycoming, November 18, 2009. ^ Simpson 1991, p. 28 March 2008.

Retrieved 30 Nov 2011. Chris Thornburg. Archived from on 2013-07-04.

Retrieved 2013-12-24. Asia Pacific Defence Solutions Group. Retrieved 2009-02-23. Siegrist 1987, pp.

Andrade 1982, p. Andrade 1982, p. Andrade 1982, p. Chris Thornburg. Archived from on 2012-01-25. Retrieved 2013-12-24.

Associated Press. May 10, 1989. Retrieved 12 August 2011.

Horesh, Amikam, Sharon Roffe, Jonathan Lis, Raanan Ben-Zur and Ali Waked. (July 2011). Yedioth Internet. Retrieved 31 July 2011. May 24, 2001. Retrieved 27 July 2017. Andrade, John (1979).

US Military Aircraft Designations and Serials since 1909. Midland Counties Publications. Phillips, Edward H.

Wings of Cessna, Model 120 to the Citation III. Flying Books.

Siegrist, Martin (October 1987). 'Bolivian Air Power — 70 Years On'.

Vol. 33 no. 4. Pp. 170–176, 194. Simpson, RW (1991). Airlife's General Aviation. England,: Airlife Publishing.

External links Wikimedia Commons has media related to., Smithsonian National Air and Space Museum.

REASON FOR REVISION: Make it easier to find publications (Instructions for Continued Airworthiness) for certified Lycoming engines models NOTICE: Incomplete review of all the information in this document can cause errors. Read the entire Service Letter to make sure you have a complete understanding of the requirements. For ease of reference, this revision of this Service Letter now identifies associated publications and Instructions for Continued Airworthiness (ICAs) to install, operate, service, and maintain certified Lycoming engines by engine model in Table 1.

If you cannot find a publication for a specific engine model, contact Lycoming Technical Publications Support Representative +1 (570) 327-7274 for assistance. Hardcopy publications identified in this Service Letter are available for purchase direct from Lycoming Engines or through authorized Lycoming Engines’ distributors. Electronic copies of the same publications identified herein are available from either vendors: ATP or TData. NOTICE: Prices of publications herein are in U.S. Dollars, Payment by check, money order, or charge card must be in U.S. Dollars when ordering directly from the factory. Prices and availability can change.

NOTICE: All Lycoming publications are copyrighted works and cannot be printed or released as electronic media without prior permission of Lycoming Engines. As Lycoming Engines continues to update and improve its technical publications for its legacy engines, new types of manuals will be available as defined below:  Installation and Operation Manual.  Service Manual  Maintenance Manual All current manual types in this Service Letter available for purchase are defined below:  Operator’s Manual contains information about engine operation for various engine models. Some manuals contain engine installation instructions. All manuals are used in conjunction with the aircraft owner’s manual. When ordering the manual, supply the complete engine model number.

 Installation and Operation Manual contains system description, uncrating procedures, acceptance check, engine lift procedure, engine preservation and storage, engine installation requirements, engine installation, engine start, operation, and stop procedures, pre-flight test, operational test, and fuels to be used, as well as operating specifications.  Service Manual contains required maintenance, service information for oil changes, oil addition, oil pressure screen cleaning, oil filter replacement, routine time-interval inspections, routine service, spark plug replacement/inspection procedures, cylinder inspection, fuel system inspection, and scheduled servicing procedures.  Maintenance Manual contains procedures for engine disassembly, engine assembly, fault isolation, and component replacement. Refer to the applicable parts catalog to identify spare parts.

 Maintenance/Overhaul Manual contains general information about engine maintenance for various engine models. Some manuals also include maintenance and overhaul information. While other manuals contain only overhaul information. When ordering the manual, supply the complete engine model number.

 Direct Drive Overhaul Manual contains information for general overhaul procedures and guidelines for legacy engines.  Overhaul Manuals (for specific engine series) contains information for general overhaul procedures, applicable to the engine series.  Parts Catalogs contain illustrations to identify parts. A referenced numerical index is also included. Price includes latest published supplements. When ordering the parts catalog, supply the complete engine model number.

C 152 Service Manual

NOTICE: For a list of active and inactive service documents (Service Bulletins, Service Instructions, and Service Letters) as supporting ICA information, refer to the latest revision of SSP-112 (identified in this Service Letter and available for purchase). SUBJECT: SEALANTS, LUBRICANTS, AND ADHESIVES AUTHORIZED PURPOSE: Provide current application of sealants, threading, lubricants, and adhesives. COMPLIANCE: During engine installation, maintenance, overhaul or component repair or replacement.

MODELS AFFECTED: All CMI engine models operating with AVGAS fuel. Lubricating oils qualified for use in Continental Motors, Inc. (CMI) gasoline engines are required to meet Society of Automotive Engineers (SAE) specifications. Recommended Oil Grade:. Above 40°F ambient air, sea level SAE 50 or multi-viscosity. Below 40°F ambient air, sea level SAE 30 or multi-viscosity NOTE: See SIL99-1 (latest version) for preservation information.

CMI recommends engine oil be drained and replenished every 25 hours of operation or 4 months for engines that incorporate an oil screen. Engines with full flow oil filters, either large or small, should have the oil changed every 50 hours or 4 months. FAA recommend that owners, operators, and maintenance technicians and inspectors visually inspect and confirm their findings using eddy current on the affected Cessna models utilizing aft fin attachment fitting, part numbers 0431009-1/-2/-3, for cracks and corrosion. This should be done repetitively at 100 hours intervals following inspection procedures described in the applicable Cessna SID located in the table of SIDs. Note that it may be beneficial for the inspection to be accomplished in conjunction with compliance to AD 80-11-04. FAA and Textron Aviation (Cessna) have been aware of cracking of the aft fin attachment fitting; and have previously issued a number of airworthiness publications to inform owner, operators, and maintenance technicians and inspectors.

Cessna issued Service Bulletins (SE74-10 and SE78-62) in addition to the specific inspections noted in the referenced SID. Additionally, the FAA issued AC 43-16A, Aviation Maintenance Alert, Number 357, in April 2008 to remind inspectors to inspect the aft fin attachment fitting for cracks. Airplanes used for aerobatic use were noted to have a higher risk. SUPPLEMENTAL INSPECTION NUMBER: 55-11-02 Rev.08 May 18, 2015. Manual for 2016 ford freestar. TIME LIMITS/MAINTENANCE CHECKS - CHAPTER 4 AIRWORTHINESS LIMITATIONS ADDED TO THE MAINTENANCE MANUAL EFFECTIVITY: All Cessna Model 172R, 172S, 182, T182T, 206H, AND T206H DISCUSSION: Cessna wishes to announce that FAA Approved Airworthiness Limitations are now incorporated in the applicable maintenance manual as Chapter 4. Chapter 4 lists life-limited components that must be replaced at a specified time. It is recommended that you schedule the components for replacement during the airplane's inspection interval that aligns with or occurs just before the specified time limit expires.

Chapter 4 also lists maximum inspection time intervals (schedules) for specified components and systems. An initial inspection and subsequent recurring structural inspections of specified components and systems are necessary to maintain the airworthiness of the airplane. The recurring inspection intervals do not begin until after the completion of the initial inspection. REFERENCES Model 172 Series 1996 and On Maintenance Manual Model 182/T182 Series 1997 and On Maintenance Manual Model 206/T206 Series 1998 and On Maintenance Manual.