PILOTS OF INDIA

BARON

The Beechcraft Baron is a light, twin-engined piston aircraft originally developed by Beech Aircraft Corporation and currently manufactured by the Beechcraft Division of Raytheon Aircraft (now Hawker Beechcraft). The Baron is a variant of the Beechcraft Bonanza, and was introduced in 1961. Oddly, Beech also offered a Twin Bonanza line, which featured some design commonality with the Bonanza but in all respects were entirely different airplanes and could not be considered to be true "twin bonanzas".
The progenitor of the Baron was the Beechcraft 95 Travel Air, which incorporated the fuselage of the Bonanza and the tail control surfaces of the T-34 Mentor military trainer. To create the new airplane, Beech replaced the Travel Air's tail with that of the Beechcraft Debonair, streamlined the engine nacelles and rechristened the aircraft as the Baron.
In 2007 a new Baron cost $1,200,000. Since its inception, the Baron has always been near the top of the light airplane hierarchy. As expensive to operate as it is to buy, the 'next step up' from a Baron is a very big one. Faster aircraft, with greater range and more load-carrying capability are generally turbine-powered and far more expensive.
Baron 55

The early Baron 55, 55A and 55B were fitted with 260 hp (194 kW) Continental IO470 engines and had gross weights of 4880 to 5100 lb (2,200 to 2,300 kg). These had a typical cruise speed of 190 knots (350 km/h) at 7000 ft (2100 m), and came with 116 or 136 US gallon (440 or 515 L) fuel tanks.
The 55C, 55D and 55E models had an increased cruise speed of 200 knots (370 km/h) due to the 285 hp (213 kW) Continental IO520s. The gross weights of these later models increased to 5300 lb (2400 kg). They were about a foot (0.3 m) longer than the 55B Barons, and came with 136 or 166 US gallon (515 or 628 L) fuel tanks.
Model 55 Barons were produced from 1961 to 1983, and some 3155 were produced.
Beech also produced, in limited quantities, a 56 model Baron, which featured the short fuselage of the 55 series Baron with Lycoming TIO-541 engines which were turbocharged and produced 380 hp each. At the time, it was the fastest Beech aircraft, rivaling even the early King Airs offered by Beech at the time.
Baron 58

Introduced in 1970, the more powerful Baron 58 has club seating, double aft doors, and a gross weight of 5400–5500 lb (2450–2500 kg), and is fitted with either the Continental IO520 or IO550 300 hp (224 kW) engine. The Baron 58 can cruise at 200 knots (370 km/h) at 7000 ft (2100 m), and is equipped with either 166 or 190 US gallon (628 or 719 L) fuel tanks.
In 1976, the turbocharged Baron 58TC and pressurized Baron 58P were introduced. These variants were powered by turbocharged Continental TIO520s of 310–325 hp (230–240 kW), had an increased 6100–6200 lb (about 2800 kg) gross weight, and were certified under FAR23 with a new type certificate. The Baron 58P/58TC models were capable of cruising at 200 knots (370 km/h) at 8000 ft (2400 m) and 220 knots (410 km/h) at 20000 ft (6100 m), and were typically equipped with 190 US gallon (719 L) fuel tanks.
A big change in panel/system layout on 58/58TC/58P occurred in 1984, including relocating throttle, gear, flap, propeller and mixture controls to industry-standard positions.
Although the turbocharged 58TC/58P variants were discontinued in 1985, the normally aspirated Baron 58 was still in production as of 2008.
A common complaint is that there is very limited room for the pilot and co-pilot. The main wing spar goes under the pilot's seat thus preventing any ability to lower the seat. Indeed, the seats immediately behind the pilot's can be seen to be noticeably lower by about six inches. Any pilot over 5 ft 5 in tall will have very restricted headroom.

General characteristics
Crew: one, pilot

Capacity: five passengers

Length: 28 ft 0 in (8.53 m)

Wingspan: 37 ft 10 in (11.53 m)

Height: 9 ft 7 in (2.92 m)

Wing area: 199 ft² (18.5 m²)

Empty weight: 3,236 lb (1,468 kg)

Max takeoff weight: 5,100 lb (2,313 kg)

Powerplant: 2× Continental IO-470-L, 260 hp (140 kW) each Performance

Maximum speed: 233 mph (373 km/h)

Range: 1,148 miles (1,836 km)

Service ceiling 20,688 ft (6305 m)

Rate of climb: 1,693 ft/min (516 m/min)

SENECA

Since its introduction in 1971 as the PA-34-200 Seneca I, the aircraft has undergone many changes. In 1975, responding to complaints about the aircraft's handling qualities, Piper introduced the PA-34-200T Seneca II. The new model incorporated changes to the aircraft's control surfaces, including enlarged and balanced ailerons, the addition of a rudder anti-servo tab, and a stabilator bobweight. The "T" in the new model designation reflects an upgrade to turbocharged, six cylinder TSIO-360 Continental engines for improved performance.
the PA-34-220T Seneca III was introduced. The change in model designation reflects an engine upgrade. This time, a different variant of the Continental engines were used with 220 horsepower (165 kW), although only rated as such for five minutes and then dropping to 200 hp (150 kW). The horsepower increase, combined with the new engines' rev limit of 2800rpm (up from 2575rpm), combined for much improved climb and cruise performance. The new aircraft also incorporated a one piece windshield, larger, electrically actuated flaps and a less flimsy instrument panel made of thicker plastic.
Specifications (PA-34-200 Seneca)
General characteristics
Crew: One, pilot

Capacity: Five passengers

Length: 28 ft 6 in (8.69 m)

Wingspan: 38 ft 11 in (11.85 m)

Height: 9 ft 11 in (3.02 m)

Wing area: 207 ft² (19.4 m²)

Empty weight: 2,625 lb (1,190 kg)

Useful load: 1,575 lb (715 kg)

Max takeoff weight: 4,200 lb (1,905 kg)

Powerplant: 2× Lycoming IO-360-C1E6 4-cylinder, air-cooled, horizontally-opposed piston engine, 200 hp (150 kW) each
Performance
Maximum speed: 170 knots (196 mph, 314 km/h)

Range: 982 nm (1,136 miles, 1,818 km)

Service ceiling 19,400 ft (5,914 m)

Rate of climb: 1,360 ft/min (415 m/min)

Specifications (PA-34-200T Seneca II)
General characteristics
Crew: One, pilot

Capacity: Five passengers

Length: 28 ft 5 in

Wingspan: 38 ft 9 in

Height: 9 ft 9 in

Airfoil: 208.7 ft²

Empty weight: 2,788 lb

Useful load: 1,782 lb

Max takeoff weight: 4,570 lb

Powerplant: 2× Continental L/TSIO-360-E 6-cylinder, air-cooled, horizontally-opposed piston engine, Rated Horsepower - 200 hp (sea level) / 215 hp (12,000 ft)

Engine: 1400 TBO

Overhaul cost: approx. $30,000 per engine each
Operating cost: approx. $250 per hour (At 100LL fuel - 5$ gallon)
Performance
Never exceed speed: 224 mph

Calibrated Airspeed Maximum speed: 225 mph 12,000 ft

Cruise speed: 208 mph

Stall speed: Vso 69 mph

Range: 900 nm

Service ceiling 25,000 ft,

single engine - 13,400 ft

Rate of climb: Sea Level 1,340 ft/min & single engine 225 ft/min

CESSNA 172

The Cessna 172 Skyhawk is a four-seat, single-engine, high-wing airplane.
More Cessna 172s have been built than any other aircraft. It is probably the most popular flight training aircraft in the world.

Design and development
Measured by its longevity and popularity, the Cessna 172 is the most successful mass produced light aircraft in history. The first production models were delivered in 1956 and they are still in production as of 2008; more than 43,000 have been built. The Skyhawk's main competitors have been the Beechcraft Musketeer and Grumman AA-5 series (neither in production), the Piper Cherokee and, more recently, the Diamond DA40.
The Cessna 172 started life as a tricycle landing gear upgrade from the taildragger Cessna 170, with a basic level of standard equipment. The first flight of the prototype was in November 1955. The 172 became an overnight sales success and over 1400 were built in 1956, its first full year of production.
Early 172s were similar in appearance to the 170, with the same straight aft fuselage and tall gear legs, although the 172 had a straight vertical tail while the 170 had a rounded fin and rudder. Later 172 versions incorporated revised landing gear and a lowered rear deck that allowed an aft window. Cessna advertised this added rear visibility as "Omni-Vision". The final aesthetic development in the mid-1960s, was the sweptback tail which is still in use today. This airframe configuration has remained almost unchanged since then, except for updates in avionics and engines, including the Garmin G1000 glass cockpit in 2005. Production had been halted in the mid-1980s, but was resumed in 1996 with the 160 hp (120 kW) Cessna 172R Skyhawk and was supplemented in 1998 by the 180 hp (135 kW) Cessna 172S Skyhawk SP

VARAINTS

172

The basic 172 appeared in November 1955 as the 1956 model and remained in production until replaced by the 172A in early 1960. It was equipped with a Continental O-300 145 horsepower (110 kW) six-cylinder, air-cooled engine and had a maximum gross weight of 2200 pounds. Introductory base price was USD$8995 and a total of 4195 were constructed over the five years.
172A

The 1960 model 172A introduced a swept back tail and rudder, as well as float fittings. The price was USD$9450 and 1015 were built.
172B

The 172B was introduced in late 1960 as the 1961 model and introduced a shorter undercarriage, engine mounts lengthened three inches (76 mm) , a reshaped cowling and a pointed propeller spinner. For the first time, the "Skyhawk" name was applied to an available deluxe option package. This added optional equipment included full exterior paint to replace the standard partial paint stripes and standard avionics. The gross weight was increased to 2,250 lb (1,020 kg).
172C

The 1962 model was the 172C. It brought to the line an optional autopilot and a key starter to replace the previous pull-starter. The seats were redesigned to be six-way adjustable. A child seat was made optional to allow two children to be carried in the baggage area. The 1962 price was USD$9895. A total of 889 172C models were produced.
172D

The 1963 172D model introduced the lower rear fuselage with wraparound Omni-Vision rear window and a one-piece windshield. New rudder and brake pedals were also added. 1146 172Ds were built.
1963 also saw the introduction of the 172D Powermatic. This was equipped with a Continental GO-300E producing 175 horsepower (130 kW) and a cruise speed 11 mph (18 km/h) faster than the standard 172D. In reality this was not a new model but was a Cessna 175 Skylark that had been renamed for its last year of production. The Skylark had gained a reputation for poor engine reliability and the renaming of it as a 172 was a marketing attempt to regain sales through rebranding. The move was not a success and neither the 1963 Powermatic nor the Skylark were produced again after the 1963 model year.
172E

The 172E was the 1964 model. The electrical fuses were replaced with circuit breakers. Gross weight was increased to 2,300 lb (1,000 kg) where it would stay until the 172P. 1401 172Es were built that year as production continued to increase.
172F

The 172F introduced electrically-operated flaps to replace the previous lever-operated system. It was built in France by Reims Cessna as the F172 until 1971. These models formed the basis for the US Air Force's T-41A Mescalero primary trainer.
A total of 1436 172Fs were completed.
172G

The 1966 172G introduced a more pointed spinner and sold for USD$12,450 in its basic 172 version and USD$13,300 in the upgraded Skyhawk version. 1597 were built.
172H

The 1967 model 172H was the last Continental O-300 powered model. It also introduced a shorter-stroke nose gear oleo to reduce drag and improve the appearance of the aircraft in flight. A new cowling was used, introducing shock-mounts that transmitted lower noise-levels to the cockpit and reduced cowl cracking. The electric stall warning horn was replaced by a pneumatic one.
The 1967 model 172H sold for USD$10,950 while the Skyhawk version was USD$12,750. 839 were built that year, representing the first year that production was less than the year before.
172 I

The 1968 model marked the beginning of the Lycoming powered 172s. The familiar 172 needed to be re-engined because Cessna had cancelled its contract with Continental for their venerable 0-300 6-cyl engine of 145 horsepower (108 kW).[citation needed]
The "I" model was introduced with a Lycoming O-320-E2D engine of 150 hp (110 kW), an increase of 5 hp (3.7 kW) over the Continental powerplant. The increased horsepower resulted in an increase in optimal cruise from 130 mph (210 km/h) TAS to 131 mph (211 km/h) TAS. There was no change in the sea level rate of climb at 645 feet (197 m) per minute.
The 172I also introduced the first standard "T" instrument arrangement. The 172I saw an increase in production to record levels with 1206 built.
172J

The Cessna Company planned to drop the previous 172 configuration for the 1968 model year and replace it with a cantilever-wing/stabilator configuration that would be the 172J. However, as time for model introduction neared, those dealers who were aware of the change began applying pressure on the factory to continue the previous configuration. They felt the new model would be less usable as a trainer. Consequently, and at the last minute, the decision was made to continue the 172 in its original configuration. The planned 172J configuration would be introduced as a new model, the 177. The deluxe option would become the 177 Cardinal. The "J" designation was never publicly used.
172K

The next model year was the 1969 "K" model. The 1969 172K had a redesigned vertical fin cap and reshaped rear windows. Optional long range 52 US gallon wing fuel tanks were offered. The rear windows were slightly enlarged by 16 square inches. The 1969 model sold for USD$12,500 for the 172 and USD$13,995 for the Skyhawk, with 1170 made.
The 1970 model was still called the 172K but sported fiberglass, downward-shaped, conical wing tips. Fully articulated seats were offered as well. Production in 1970 was 759 units.
172L

The 172L, sold during 1971 and 1972, replaced the main landing gear, which were originally flat spring steel with tapered, tubular steel gear legs. The new gear had a width that was increased by 12 inches (300 mm) wider. The new tubular gear was lighter, but required aerodynamic fairings to maintain the same speed and climb performance as experienced with the flat steel design. The "L" also had a plastic fairing (between the dorsal fin and vertical fin) to introduce a greater family resemblance to the 182's vertical fin.
The 1971 model sold for USD$13,425 in the 172 version and USD$14,995 in the Skyhawk version. 827 172Ls were sold in 1971 and 984 in 1972.[2]
172M

The 172M of 1973-76 gained a drooped wing leading edge for improved low speed handling. This was marketed as the "camber-lift" wing.
The 1974 172M was also the first to introduce the optional 'II' package which offered higher standard equipment, including a second nav/comm radio, an ADF and transponder. The baggage compartment was increased in size and nose-mounted dual landing lights were available as an option.
The 1975 model 172M sold for USD$16,055 for the 172, USD$17,890 for the Skyhawk and USD$20,335 for the Skyhawk II. Total production of "M" models was 7306 over the four years it was manufactured.
In 1976, Cessna stopped marketing the aircraft as the 172 and began exclusively using the "Skyhawk" designation. This model year also saw a redesigned instrument panel to hold more avionics.
172N

The Skyhawk N, or Skyhawk/100 as Cessna termed it, was introduced for the 1977 model year. The "100" designation indicated that it was powered by a Lycoming O-320-H2AD, 160 hp (120 KW) engine designed to run on 100 octane fuel, whereas all previous engines used 80/87 fuel. Unfortunately, this engine proved troublesome and it was replaced by the similarly rated O-320-D2J to create the 1981 172P.
The 1977 "N" model 172 also introduced rudder trim as an option and standard "pre-selectable" flaps. The price was USD$22,300, with the Skyhawk/100 II selling for USD$29,950.
The 1978 model brought a 28-volt electrical system to replace the previous 14-volt system. Air conditioning was an option.
The 1979 model "N" increased the flap extension speed for the first 10 degrees to 115 knots. Optional fuel cells increased the optional fuel to 66 US gallons.The "N" remained in production until 1980 when the 172P or Skyhawk P was introduced.
172O There was no "O" ("Oscar") model 172.
172P

The 172P, or Skyhawk P, was introduced in 1981 to solve the reliability problems of the "N" engine. The Lycoming O-320-D2J was a great improvement.
The "P" model also saw the maximum flap deflection decreased from 40 degrees to 30 to allow a gross weight increase from 2,300 lb (1,000 kg) to 2,400 lb (1,100 kg). A wet wing was optional, with a capacity of 62 US gallons of fuel.
The price of a new Skyhawk P was USD$33,950, with the Skyhawk P II costing USD$37,810 and the Nav/Pac equipped Skyhawk P II selling for USD$42,460.
In 1982 the "P" saw the landing lights moved to the wing from the nose to increase bulb life. The 1983 model added some minor sound-proofing improvements and thicker windows.
A second door latch pin was introduced in 1984.
Production of the "P" ended in 1985 and no more 172s were built for eleven years as legal liability rulings in the USA had pushed Cessna's insurance costs too high, resulting in dramatically increasing prices for new aircraft.[citation needed]
There were only 195 172s built in 1984, a rate of fewer than 4 per week.
172Q

Cutlass The 172Q was introduced in 1983 and given the name Cutlass to create an affiliation with the 172RG, although it was actually a 172P with a Lycoming O-360-A4N engine of 180 horsepower (130 kW). The aircraft had a gross weight of 2,550 lb (1,160 kg) and an optimal cruise speed of 122 knots compared to the "P"s cruise speed of 120 knots (220 km/h) on 20 less horsepower. It had a useful load that was about 100 lb (45 kg) more that the Skyhawk P and a rate of climb that was actually 20 feet (6.1 m) per minute lower, due to the higher gross weight. Production ended after only three years when all 172 production stopped.
172R

The Skyhawk R was introduced in 1996 and is powered by a derated Lycoming IO-360L2A producing a maximum of 160 horsepower (120 kW) at just 2,400 rpm. This is the first Cessna 172 to have a factory fitted fuel-injected engine.
The 172R's maximum takeoff weight is 2,450 lbs (1,113kg). This model year introduced many improvements, including a new interior with soundproofing, an all new multi-level ventilation system, a standard four point intercom, contoured, energy absorbing, 26g front seats with vertical and reclining adjustments and inertia reel harnesses.
172S

The Cessna 172S was introduced in 1998 and is powered by a Lycoming IO-360L2A producing 180 horsepower (130 kW). The maximum engine rpm was increased from 2,400 rpm to 2,700 rpm resulting in a 20 hp (15 kW) increase over the "R" model. As a result, the maximum takeoff weight was increased to 2,550 lbs (1,157kg). This model is marketed under the name Skyhawk SP, although the Type Certiciation data sheet specifies it is a 172S.
The 172S is built primarily for the private owner-operator and is offered with the Garmin G1000 avionics package as standard equipment and leather seats.
As of 2007, both the R and S models are in production.
Cessna 172RG Cutlass

Cessna introduced a retractable-gear version of the 172 in 1980 and named it the Cutlass 172RG.
The Cutlass featured a variable pitch, constant speed propeller and more powerful Lycoming O-360-F1A6 engine of 180 horsepower (130 kW). The 172RG sold for about USD$19,000 more than the standard 172 of the same year and produced an optimal cruise speed of 140 knots, compared to 122 knots (226 km/h) for the contemporary 160 horsepower 172.
The 172RG did not find wide acceptance in the personal aircraft market, but was adopted by many flight schools as a complex aircraft trainer. Between 1980 and 1984 1177 RGs were built, with a small number following before production ceased in 1985.
While numbered and marketed as a 172, the 172RG is actually a variant of the Cessna 175 type.
Reims FR172J and Cessna R172K Hawk XP
The Reims Rocket, designated FR172J and produced by Reims Aviation from the late 60s to the mid 70s, was powered by a Rolls-Royce built, fuel-injected, Continental IO-360D (210 hp) with a constant speed prop. This was essentially the same engine used in the twin-engined Cessna 336/337 series.
The Reims Rocket led to Cessna producing the R172K Hawk XP, a model available from 1977 to 1981 from both Wichita and Reims. This configuration featured a fuel injected, Continental IO-360K (later IO-360KB) derated to 195 hp (145 kW) with a two bladed, constant speed propeller. The Hawk XP was capable of a 131-knot (243 km/h) cruise speed.
Owners claimed that the increased performance of the "XP" didn't compensate for its increased purchase price and the higher operating costs associated with the larger engine. The aircraft was well-accepted for use on floats, however, as the standard 172 is not a strong floatplane, even with only two people on board, while the XP's extra horsepower improves water take-off performance dramatically.
While numbered and marketed as 172s, the R172J and R172K models are actually variants of the Cessna 175 type certificate

General characteristics C172R
Crew: 1

Capacity: 3 passengers

Length: 27 ft 2 in (8.28 m)

Wingspan: 36 ft 1 in (11.0 m)

Height: 8 ft 11 in (2.72 m)

Wing area: 174 ft² (16.2 m²)

Airfoil: NACA 2412 (modified)

Empty weight: 1,620 lb (736 kg)

Useful load: 830 lb (376 kg)

Max takeoff weight: 2,450 lb (1,113 kg)

Powerplant: 1× Lycoming IO-360-L2A flat-4 engine, 160 hp (120 kW) at 2,400 rpm *

Zero-lift drag coefficient: 0.0319

Drag area: 5.58 ft² (0.52 m²)

Aspect ratio: 7.32

Lift-to-drag ratio: 11.6

Wing loading: 14.1 lb/ft² (68.8 kg/m²)

Power/mass: 15.3 lb/hp (9.25 kg/kW)

Performance
Never exceed speed: 163 knots (187 mph, 302 km/h)

Maximum speed: 123 knots (141 mph, 228 km/h)

at sea level Range: 687 nm (790 mi, 1,272 km)

at 60% power at 10,000 ft :(3,040 m)

Service ceiling 13,500 ft (4,116 m)

Rate of climb: 720 ft/min (3.7 m/s)

CESSNA 152A

Development

First delivered in 1977 as the 1978 model year, the 152 was a modernization of the proven Cessna 150 design. The 152 was intended to compete with the new Beechcraft Skipper and Piper Tomahawk, both of which were introduced the same year. Additional design goals were to improve useful load through a gross weight increase to 1670 lbs, decrease internal and external noise levels and run better on the then newly introduced 100LL fuel.
As with the 150, the great majority of 152s were built at the Cessna factory in Wichita, Kansas. A number of aircraft were also built by Reims Aviation of France and given the designation F152/FA152.
Production of the 152 was ended in 1985 when Cessna ended production of all of their light aircraft; by that time, a total of 7,584 examples of the 152, including A152 and FA152 Aerobat aerobatic variants, had been built worldwide.
In 2007 Cessna announced that it will build a light sport successor, designated the Model 162 Skycatcher

Powerplant

All Cessna 152s were manufactured with a Lycoming O-235 engine, whereas the 150s use either Continental O-200-A in US-built versions or Rolls-Royce 0-240-A engines in the Reims-produced version.
The Lycoming provided not only 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) at 2550 RPM. 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 in 1985.

Airframe

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. The tapered (outboard) portion of each wing has one degree of washout (the chord of the tip section has one degree lower angle of attack than the chord at the end of the constant-width section). This allows greater aileron effectiveness during a stall, although it is much less than the 3 degrees used in Cessna 172 wings.

FLYING CONTROL

Dual controls are available as optional equipment on the Cessna 152 and almost all 152s have this option fitted.
The Cessna 152 is equipped with differential ailerons that move through 20 degrees upwards and 15 degrees downwards. It has modified Fowler (slotted, aft-traveling) 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 in the centre of the control console. The trim tab moves 10 degrees up and 20 degrees down relative to the elevator chordline.

Undercarriage

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 nose wheel 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 caster 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 by pushing on 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.
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 pilot’s left. The toe brakes are then released but pressure is maintained in the system thereby leaving both brakes engaged.
The standard tires used are 600 X 6 on the main gear and 500 X 5 on the nose wheel.

Engine
The engine's power can be increased by various modifications, such as the 'Sparrow Hawk' power package, increasing it to 125 hp.
Other modifications
Other popular modifications include:
Flap gap seals to reduce drag and increase rate of climb. Different wing tips, some of which claim various cruise speed increases and stall speed reductions. Auto fuel STCs, which permit the use of automobile fuel instead of the more expensive aviation fuel. Auxiliary fuel tanks for larger capacity. Door catches to replace the factory ones that often fail in service. Belly fuel drain valves to drain fuel from the lowest point in the fuel system.

VARIANTS
The 152 was produced in several different versions over its eight year production run.
Aside from the standard model 152 there was a 152 II with an enhanced package of standard avionics and trim features. The 152 II with Nav Pac included more standard avionics for IFR use. The 152T was a standard option package for use by flying schools, the "T" indicating "trainer" and not a sub-model.
The 152 was also produced in an aerobatic version. In the same manner as the Cessna A150 Aerobat the 152 version was designated the Cessna A152 Aerobat. The A152 was certified for +6, -3 “g” and had standard four point harnesses, skylights and jetisonable doors, along with a checkerboard paint scheme and removable seat cushions to allow parachutes to be worn by the crew

General characteristics
Crew: 1 pilot

Capacity: 1 passenger

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 ft² (14.9 m²)

Empty weight: 1,100 lb (500 kg)

Max takeoff weight: 1,670 lb (757 kg)

Powerplant: 1× Lycoming O-235-L2C flat-4 engine, 110 hp (82 kW) driving a 69 in (175 cm), two-blade, fixed-pitch propeller

Performance
Maximum speed: 126 mph (109 knots, 203 km/h)

Stall speed: 49 mph (43 knots, 79 km/h) unpowered,

flaps down Range: 477 mi (414 nm, 768 km)

Extended range 795 mi (690 nm, 1,280 km) with long-range tanks