Budget Buy: Trusty trainer

Cessna 150/152

July 11, 2016 By Alton K. Marsh

The Cessna 150 came to life in 1959, became widely known in the early 1960s, and was upgraded as the Cessna 152 in 1978 before production ended in 1985. It was once the trainer everybody used, so many on the market have had a good beating from students. With more than 11,000 on the registry, it’s a good bet that many continue as the first trainer a student sees. You can buy one for $20,000 or less to build time, but you may end up with more than the purchase price in repairs. AOPA has championed the Reimagined Cessna 150 and 152 built by Aviat Aircraft in Afton, Wyoming, which provide an alternative. The refurbished aircraft will hold their value for resale and are unlikely to break down while you build time. AOPA Finance offers special financing for flying clubs purchasing the Reimagined aircraft. (An appraisal has confirmed the true value of the Reimagined 150/152 for those purchasing through the factory.)

Briefing Sweeps

THE REAL WORLD

Dan Meler owned a 1966 150F for 20 years. He is also the president of the 1,000-member Cessna 150-152 Club based in Central Point, Oregon. Meler had a 160-horsepower engine with a conversion to the Texas Taildragger. He also had the Horton STOL kit and long-range tanks (40 gallons total). He converted it to a tailwheel airplane so he could do backcountry flying, and also wanted the challenge of learning to fly a tailwheel. Only about five percent of the 150s and 152s have 160-horsepower engines with the tailwheel conversions. Meler estimates his per-hour cost was $75, including all consumables and maintenance. “It’s not a labor intensive airplane unless you get a lemon,” he said. He suggests not getting a fixer-upper. He could cruise up to 140 miles an hour burning 7.5 gallons per hour, while his friends in the standard 150/152 got 110 mph in cruise burning six gallons per hour. “The things that seem to plague the 150 sometimes are sticking valves in the 100-horsepower Continental engines,” Meler said. He didn’t baby his engine and thinks that is for the best. He noted the Continental is sensitive to carburetor ice, more so that the Lycoming. His friends with 152s and 115-horsepower Lycoming engines have had few problems. Meler also believes that because the 152 had a 28-volt electrical system, radios cost more.

Email [email protected]

Whom to contact

Cessna 150-152 Club, Post Office Box 5298, Central Point, Oregon 97502; 541-772-8601; email [email protected]; www.cessna150152.com.

Vref value
Vref, an AOPA partner, lists the 1960 Cessna 150 at $14,000 while the 1977 C150 is $21,000. The 1979 Cessna 152 is $23,750 while the 1985 C152 is $30,000.

Recent advertised prices
Listed in Trade-A-Plane at the time this was written were 20 Cessna 150s and 152s priced from $16,000 to $60,000, the $60,000 one appearing to be a restoration and available from Van Bortel Aircraft. There were three Aerobats ranging from $34,000 to $38,000. Barnstormers.com had 18 priced mostly in the teens.

Insurance costs
AOPA Insurance Services estimates a $25,000 Cessna 150 or 152 flown by a 100-hour (total time) pilot will cost $750 per year to insure. That’s one of the least expensive airplanes in the fleet to insure.

How many in the fleet?
Airpac PlaneBase shows 11,864 registered Cessna 150 and 152 aircraft, not counting those built in France.

Financing
AOPA Finance estimates $227 per month for a $25,000 10-year loan at 6.5 percent with 20 percent down. A loan for a Reimagined 150 or 152 depends on an appraisal of the aircraft’s actual value. AOPA Finance offers special financing to flying clubs for its two Reimagined models.

Airworthiness directives
Make sure the rudder-stop kit is installed. Otherwise no biggies.

Biggest plus
Costs $65 per hour to operate, even counting the loan payment.

Biggest minus
Could have been beaten up during training flights.

Things to watch out for
Beware of fixer-uppers.

What else to consider
Piper Cherokee 140, Grumman American AA–1B/C