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Information on the 152
The Cessna 152 is a two-seat, fixed tricycle gear general aviation airplane, used primarily for flight training, touring and personal use. The Cessna 152 is supported by a number of Aircraft Type Clubs, including the Cessna 150-152 Club and the Cessna Pilots Association.
The 152, first delivered in 1977 as the 1978 model year, was a modernization of the proven Cessna 150 design. Like the Cessna 150, the majority of 152s were built at the Cessna factory in Wichita, Kansas. Many of the rest were produced by Reims Aviation in France and were designated F152s. The "F" indicated "France".
Cessna ceased production of the 152 along with all of their light aircraft in 1985, as did many other aircraft manufacturers. Total production of 152s from 1978-1985 was 7,584 worldwide including Cessna A152 Aerobat aerobatic varients.
Source: This article is licensed under the GNU Free Documentation License. It uses material from the Wikipedia article "Cessna 152".
Capacity: 1 passenger (with dual controls)
Length: 24 ft 1 in (7.3 m)
Wingspan: 33 ft 9 in (10.3 m)
Height: 8 ft 6 in (2.6 m)
Wing area: 160 ft? (14.9 m?)
Empty weight: 1,100 lb (500 kg)
Max takeoff weight: 1,670 lb (759 kg)
Powerplant: 1? Lycoming O-235-L2C flat-4 engine, 110 hp (82 kW) driving a 69 in (175 cm) fixed-pitch propeller
Maximum speed: 126 mph (109 knots, 204 km/h)
Stall speed: 49 mph (80 km/h) unpowered, flaps down
Range: 477 mi (414 nm, 768 km)
Extended range: 795 mi (691 nm, 1,280 km) with long-range tanks
Service ceiling: 14,700 ft (4,480 m)
Takeoff roll: 725 ft (220 m)
Rate of climb: 715 ft/min (3.6 m/s)
Max wing loading: 10.5 lb/ft? (51 kg/m?)
Minimum power/mass: .066 hp/lb (108 W/kg)
All Cessna 152s were manufactured with a Lycoming O-235 engines, whereas the 150s use both Continental O-200 and Rolls-Royce O-240 engines.
The 152 not only featured 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). 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 with the 1985 model year.
The 152's airframe is an all metal construction. It is primarily aluminium 2024-T3 alloy, although some components such as wing tips and fairings are made from fibreglass. The fuselage is a semi-monocoque structure: it has vertical bulkheads and frames joined by longerons which run the length of the fuselage. The metal skin of the aircraft is riveted, which allows loads to be spread out over the structure. The wings are of a strut-braced design and have a 1 degree dihedral angle.
Dual controls are fitted as standard on this aircraft due to its role as a basic trainer.
The Cessna 152 is equipped with differential ailerons that move though 20 degrees upwards and 15 degrees downwards. It has slotted Fowler 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 fitted to the righthand elevator and is controlled by a small wheel below the throttle. The trim tab moves 10 degrees up and 20 degrees down.
The Cessna 152 is equipped with fixed tricycle landing gear. The main gear is a tubular steel undercarriage leg 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 oleo strut to dampen and absorb normal operating loads. The nosewheel is steerable through 8 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 undercarriage and operated by a hydraulic system. Brakes are operated via 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, however it is advisable not to make many turns in this manner as it can flat-spot tires and put excessive pressure on tire walls.
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 pilots left. The toe brakes are then released but pressure is maintained in the system thereby leaving both brakes engaged. It is not recommended that the parking brake be left on for extended periods as it can lead to fatigue cracks in the hydraulic system.
The standard tires used are 600 X 6 on the main gear and 500 X 5 on the nose wheel.
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