Cessna 150 or 152, which would you rather have?

Perfect timing on this post. In 1 hour I'm headed to the hangar to work out the final offer on a 1977 150M. For the past 15 years, I have owned 25% of a 172P. For a while now I have wanted 100% my own plane and have been looking at the 152's. Most of my flying is withing 100 miles and by myself, so the 152 makes sense. Also, I'm still keeping the 172P, so I'll have the best of both worlds.

The C150M is very nicely equipped with low SMOH time. It does have the selectable flaps and airspeed is in knots, so it's identical to the 152, except for the engine. I really was only considering the 152, but the difference really is the price. This one is $20k less than a similar 152. I mainly wanted the 152 for the extra useful load, but after looking at many, the useful load is typically only around 510-520 on the 152. The 150M I'm buying has 485, 30 pounds less. Still considerable, but worth $20K? I do like the Lycoming engine. The 152 cost more, but you would get that back later when you sell. My only concern is I might still be keeping an eye out for a 152 after I buy the 150M, as that's the one I really wanted. The 77 150M is almost indentical though, which is why I decided to buy it.
 
Dan Thomas said:
The 150's O-200A produces (supposedly) 100 hp. Its dry weight is 190 pounds.
The 152's O-235-L2C/N2C produces 115 HP. Its dry weight is 249 pounds.

Yup. It's heavier.

But the O-200's power-to-weight ratio is 1.9 pounds per HP.
The O-235's ratio is 2.16 pounds per HP.
So the Lyc is about 11.4 % heavier that way. It's not as if it was 25% heavier or something.

Here are the tradeoffs for that extra weight:

The O-200's TBO is 1800 hours, and you can expect valve work by half of that time.

The O-235's TBO is 2400 hours, and the valves will go the full TBO.

The O-235 runs cooler than the O-200.

The O-200 generates its max HP at slightly less RPM: 2700 as opposed to 2750. That means slightly increased propeller efficiency due to less drag.

The Lyc runs smoother. It doesn't ice up its carb nearly so quickly as the O-200. Its starter makes far less trouble than the 0-200's and costs less, once the cost of the Bendix clutch/gear assembly is figured into it, and that part is the chief source of trouble. Cheaper to replace the starter with a B&C or Skytec and eliminate that clutch.

And then there's the widely suspected (more than just suspicion, in my experience) that the O-200 doesn't really produce 100 HP. Some people with engine dynamometers have seen it.

But the "gullwing" prop on the 152 has an AD against it that demands NDT on it every 750 hours. I believe there is an STC to replace it with a safer prop.

https://drs.faa.gov/browse/excelExternalWindow/10D7120761741D79862576D30052CA66.0001
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It's nearly 24% heavier while only producing about 13% more power. The 320 is 30% heavier while producing 50% more power. But yes all the other factors listed are pluses of the 235 over the 200. So in the end we all agree to get an early model C150 with the O320 stc ;-)
 
Pilot172 said:
Perfect timing on this post. In 1 hour I'm headed to the hangar to work out the final offer on a 1977 150M. For the past 15 years, I have owned 25% of a 172P. For a while now I have wanted 100% my own plane and have been looking at the 152's. Most of my flying is withing 100 miles and by myself, so the 152 makes sense. Also, I'm still keeping the 172P, so I'll have the best of both worlds.

The C150M is very nicely equipped with low SMOH time. It does have the selectable flaps and airspeed is in knots, so it's identical to the 152, except for the engine. I really was only considering the 152, but the difference really is the price. This one is $20k less than a similar 152. I mainly wanted the 152 for the extra useful load, but after looking at many, the useful load is typically only around 510-520 on the 152. The 150M I'm buying has 485, 30 pounds less. Still considerable, but worth $20K? I do like the Lycoming engine. The 152 cost more, but you would get that back later when you sell. My only concern is I might still be keeping an eye out for a 152 after I buy the 150M, as that's the one I really wanted. The 77 150M is almost indentical though, which is why I decided to buy it.
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12 volt for 150, 24 volt for 152--that's another difference.
 
Grum.Man said:
It's nearly 24% heavier while only producing about 13% more power. The 320 is 30% heavier while producing 50% more power. But yes all the other factors listed are pluses of the 235 over the 200. So in the end we all agree to get an early model C150 with the O320 stc ;-)
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Huh??

(249-190)/190 = 31%

(115-100)/100 = 15%

Sparrowhawk is 25% more power than O-200.

Power percentage is assuming the O-200 actually makes 100 HP
 
Witmo said:
12 volt for 150, 24 volt for 152--that's another difference.
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Yes 24V is another difference and is nice to have, but not that big of a deal.

I did end up buying the 150 on Christmas eve. I would have spent much more for a 152 in similar condition, but couldn't find one that I liked in years of looking. The few I did find were sold before I could look at them.
 
Pilot172 said:
Yes 24V is another difference and is nice to have, but not that big of a deal.

I did end up buying the 150 on Christmas eve. I would have spent much more for a 152 in similar condition, but couldn't find one that I liked in years of looking. The few I did find were sold before I could look at them.
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Congrats! Nice Christmas present from Santa. Let us know how it works for you and post pics, svp.
 
I would vote for neither. A C-172 at a minimum. For me it is a very simple reason. With the 150 (and I assume the 152) I had a problem with going for the brakes. I would run the seat all the way back (long legs) and would still hit the bottom of the panel with my knees with I'd go for the brakes. I have 4.1 hours in a 150 from my student pilot days and have no plans for ever increasing that number for the simple reason I've stated. If that isn't a problem for you, great.
 
The 150 is more fun to fly because all the extra weight in the nose of the 152. It just feels more nimble.

The Lyc O-235 is pretty rugged, but the O-200 will give good service if flown regularly. Cylinders for the O-200 are much cheaper so if you need to top it at 1000 hours, not a big deal. Takes about a day.

Both however are among the best flying finger-tip control airplanes around. And much better to learn in than the 172 which is too easy IMHO given its extra power when flown 2-up.
 
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