Cessna 150 & 152 Buyer's Guide

Continental O-200 Camshaft Spalling

The Continental O-200 in the 150 has a long-documented tendency for camshaft and lifter spalling when the engine sits unflown for extended periods. Corrosion forms on cam lobes, then chunks of metal liberate during operation. Mitigation: fly regularly, use anti-corrosion oils (CamGuard, Phillips X/C with conditioner), and inspect oil filter content at every change. A new cam/lifter set is roughly $4K-$7K in parts plus labor; full overhauls are $22K-$30K.

Lycoming O-235 Valve Sticking

Early 152s with the O-235-L2C engine had valve sticking issues addressed by service bulletins, an STC for oil treatment (Marvel Mystery Oil and similar), and the 1983 engine revision. Symptoms include morning sickness on start and rough running. Mid-time engines that have been flown regularly and use a quality multi-grade oil generally avoid the issue.

Nose Gear Shimmy

Worn shimmy dampener bushings cause aggressive shimmy on landing rollout and high-speed taxi. Severe shimmy can damage the firewall. The dampener is inexpensive to rebuild (~$200-$500 in parts) but ignored shimmy can total a nose gear.

Seat Track AD (AD 2011-10-09)

Applies to most legacy single-engine Cessnas including the 150 and 152. Seat rail locking pins can fail to fully engage, allowing the pilot seat to slide aft on rotation. Both seat pins must positively engage every flight. Confirm during preflight by pulling firmly on the seat.

Wing Strut Forks AD (AD 99-26-04)

Wing strut fork corrosion is an ongoing inspection item. Coastal-based or hangar-deprived airframes are highest risk. Replacement strut fork assemblies are available; the inspection itself is straightforward at annual.

Vacuum Pump Failure (steam-gauge aircraft)

Dry vacuum pumps fail without warning, typically at 500-800 hours of service. In a steam-gauge 150/152 the attitude and heading indicators die together. For VFR-only operation this is annoying; for IFR or marginal VFR it is dangerous. Many owners add a backup electric AI or migrate to electronic primary instruments.

Limited Useful Load

Not a defect but a hard fact: a 152 with two FAA-standard 170-lb adults and a baggage allowance has very little remaining capacity for full fuel. Two adults plus 24 gal usable plus 30 lbs of baggage commonly puts the airplane within a few pounds of MTOW. Always run W&B; do not eyeball.

Corrosion in Aft Fuselage and Carry-Through Spar

Older airframes, especially those parked outdoors in humid or coastal regions, develop corrosion in the aft fuselage and on the wing carry-through spar. A pre-buy inspection by an A&P/IA with Cessna 150/152 experience is non-negotiable. Budget $500-$1,200 and walk away from any airframe with active corrosion you cannot quantify.

STC kits (Sparrow Hawk, Texas Skyways) swap the O-200 for an O-320, transforming a 100-HP 150 into a 150-HP performer. Doubles useful load gain in climb and dramatically improves hot/high performance. Often turns the aircraft into a credible cross-country machine.

Adds 12-18 gallons total capacity, extending range from ~350 nm to 500+ nm. Highly valued by cross-country owners. Installed at any cooperative shop.

Replaces one magneto with an electronic ignition module. Improves cold starts, fuel efficiency (~0.5 GPH), and removes one of the most common ignition failure points. Strong reliability gains for relatively small spend.

Required for operations in most controlled airspace since 2020. Tail Beacon and Skybeacon STCs are popular low-cost options for 150/152s with existing transponders.

Garmin GFC 500 is now STC'd for many 150/152s. Two-axis autopilot with altitude hold and roll steering. Transforms the airplane for VFR cross-countries. Often pairs with G5 or GI 275 instrument upgrades.

Drooped leading edges and vortex generators reduce stall speed and shorten takeoff/landing distances. Popular on backcountry-bound 150s, especially Aerobat conversions.

What is the difference between a Cessna 150 and a Cessna 152?

The 152 is essentially a 150 with a Lycoming O-235 engine (110 HP) replacing the Continental O-200 (100 HP), a slightly higher gross weight, and an avionics upgrade in the standard package. The 152 was introduced in 1977 specifically to certify on 100LL avgas after leaded 80-octane production wound down. Airframes are nearly identical. The 152's slightly more powerful Lycoming gives modestly better climb and cruise, and the engine TBO is longer (2,400 hrs vs 1,800 hrs). Many owners regard the 152 as the more practical buy today; the 150 is often the cheaper entry point and has a strong STC ecosystem (including 150-HP conversions).

How much does a Cessna 150 or 152 cost to buy in 2026?

Used Cessna 150s typically sell for $22,000-$45,000 depending on year, engine time, avionics, and condition. Cessna 152s sit slightly higher at $32,000-$58,000, with late-production (1983-1985) examples commanding the top of the range. Aerobat variants (A150/A152) trade at a premium of $40,000-$70,000+ due to scarcity. Run-out airframes with engines approaching TBO can be had for less, but factor in a $22K-$30K overhaul. Always invest in a pre-buy inspection ($500-$1,200) before any purchase.

How much does it cost to own and operate a Cessna 152?

Direct operating cost for a Cessna 152 typically runs $70-$110 per hour all-in (fuel, oil, engine/maintenance reserves) flying 100 hours per year. Fixed annual costs include the annual inspection ($1,200-$2,500), insurance ($700-$1,500), and hangar or tiedown ($1,000-$5,000/yr depending on region). This makes the 152 one of the cheapest tricycle-gear singles to own in general aviation, which is why it dominates the entry-level owner-pilot and partnership market.

Is a Cessna 150 or 152 a good first airplane?

For a budget-conscious solo or two-person owner, yes — it is among the best first airplanes available. Strengths: low purchase price, exceptionally low operating cost, gentle handling, massive parts availability, every A&P knows the type, and the lowest insurance premiums in tricycle-gear singles. Weaknesses: only 2 seats, limited useful load (often <300 lbs payload with full fuel), modest range (~400 nm), and slow cruise. If your mission is solo time-building or short two-person trips, it is hard to beat. If you need to carry your family, look at a 172 or PA-28.

Can two adults and full fuel fly in a Cessna 152?

It depends on the adults. With a 152's typical 550-lb useful load and full fuel weighing ~147 lbs (24.5 usable gallons at 6 lbs/gal), you have ~403 lbs for two people and any baggage. Two 175-lb adults plus a 30-lb flight bag puts you at 380 lbs and within limits. Two 200-lb adults plus 30 lbs of baggage is 430 lbs and pushes you over by 27 lbs. Always run a weight-and-balance calculation — eyeballing the 152 is how owners end up over gross.

What is the TBO of a Cessna 150/152 engine?

The Continental O-200-A in the Cessna 150 has a manufacturer-recommended TBO of 1,800 hours. The Lycoming O-235-L2C in the Cessna 152 has a TBO of 2,400 hours. TBO is a recommendation, not a regulatory limit, for Part 91 operations. Many engines fly past TBO with strong compressions and clean oil analyses, but expect rising maintenance costs and reduced resale appeal. Plan financially for overhaul at TBO regardless of how the engine looks.

Are Cessna 150s and 152s still being made?

No. Cessna 150 production ended in 1977 and Cessna 152 production ended in 1985, halted by the wave of product liability litigation that affected the entire US general aviation industry through the late 1980s and early 1990s. The General Aviation Revitalization Act of 1994 eventually enabled Cessna to resume single-engine production with the 172R in 1997, but the 150/152 line was never restarted. All examples on the market today are 40+ years old, which makes corrosion inspection and AD compliance critical.

What airworthiness directives (ADs) should I worry about on a 150/152?

Key recurring ADs include: AD 2011-10-09 (seat rail locking mechanism, applies broadly to legacy Cessna singles), AD 99-26-04 (wing strut fork inspection), various engine ADs covering carb floats, magneto inspections, and O-235 oil pump issues. Always pull the full AD list for the specific serial number. A pre-buy A&P/IA can verify compliance and flag any open items. AD work is the most common reason a 'cheap' 150/152 turns into an expensive one.

Cessna 150/152 vs Piper Tomahawk vs Beechcraft Skipper: which is best?

The Cessna 150/152 dominates this segment in supply, parts availability, mechanic familiarity, and resale liquidity. The Piper PA-38 Tomahawk has a more spacious cabin and a low wing that some students prefer, but it earned a controversial reputation for stall-spin behavior (FAA-investigated, contested in pilot community) and is harder to insure. The Beechcraft Skipper is rare, with limited parts support. For 95% of owner-pilots in this category, the 150/152 is the practical answer simply because it is the easiest aircraft to support, finance, and resell.