Club Homepage Forums Classified Ads Buy & Sell - Everything But Airplanes 150 or 152?

I am a new pilot (received my ticket in January) I have decided that I want to get either a 150 or a 152. A friend, who was an Alaskan Bush pilot told me to get the 152 (more HP, stronger engine, less expensive to maintain). I just want to know what the members here think and if anyone knows of a reasonably priced 152 for sale

Thanks for your help.

This particular thread has been done before.
That may be one reason folks aren't jumping at the chance to answer.

Back when I learned to fly (1979), our club flew 150M's and 152 interchangeably. Start with that. I recall no huge performance difference.

If you are thinking about operational costs, think about what engine can burn MOGAS. (hint: it rhymes with O-200)

I've seen nothing that says a 150 will cost you more to
maintain than a 152.

There are still many 152s earning their living at flight schools. Finding a decent one won't be easy.

Most 150s have long since retired and are in the hands of private owners. Look around and you'll find some beauties.

The 150 was in production from 1959 to 1977.
The early ones and the late ones have very little in common.

Your question isn't fair, honestly.
It's like asking about which Ford Thuderbird is best.
Some guys like the old ones, some like the new ones.

Steve thank you for replying. You have definetly given me something to think about (gas). I didn't mean to offend anyone with my question & sorry if I did.

When I saw that people were looking but not replying, I took a good long shower...I was starting to think I smelled!

Looking forward to developng some friendships & learning.

Terry

The differences between a slant-tail 150 and a 152 are so minor that they'll be overshadowed by the condition of the plane. In other words, a clean, low-time type 'x' is a far better choice than a type 'y' with supposedly better features but more wear and tear.

Terry, I can't speak to the personal cleanliness issue, but all things considered it would seem the 150 is the better value. I'm unaware of anything the 152 does better for the additional money. Someone will correct me if I'm wrong, but I believe the 152 has the 28v electrical system and it seems like things like accessories, parts, etc. are usually easier to find and cheaper for the 12v system of the 150. If you look at 150s I'd opt for the wider cabin which I think(?) started in '67 (not sure). If money is less of a consideration and you find a shiney 152 you like...buy it and enjoy it. They're great airplanes.

I own an '80 152, so my choice will be biased I like the 152 because the it cruises slightly faster, has more cabin room, more horsepower, not as proned to carb-ice as the 150, the TBO (time between overhaul) is longer, the electrical system is more robust. The drawback is that some 28V accessories are more expensive than their 12V counterparts.

Thank you for the warm reception, the encouragement, & the honest points of view. I am looking earnestly for either plane right now. There are many out there, just looking for the best one that will fit in my budget.

I look forward to meeting all of you in person, spending some time flying, & learning from wisdom.

Thank you and keep the replies coming!

Be very careful about buying a 152. They are the tail end of the production run of the best and most used trainer ever built. A lot of 152s have been used as trainers a lot longer than were their older siblings. Don?t get me wrong a 152 is a great airplane but you need to be sure that you don?t get hold of one that has been rood hard and put up wet.

I agree with Wayne about the "trainers".....be careful. Let's see...I trained in a 152 and now fly a 150J. I see little difference (which I think is because of my flying habits). Now...to have a 150/150 like Wayne's....

The difference in TBO on the Lycoming vs the Continental could be a real money saver, couldn't it? We're talking 600 hours (2400 vs 1800).

Of course, the corresponding price will be considerably higher for a low time engine in a 152, probably negating any savings derived from the extended overhaul limit.