Cessna 150s and 152s run the gamut between $25,000 basketcases in need of paint and engine overhauls on up to better-than-new, museum-quality examples with six-figure prices. While trending toward the upper end of the price range, this 152 has a lot going for it. Not only have many parts been upgraded—it’s been meticulously maintained and flown an average of 200 hours per year for the last five years.

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Among the various modifications, one of the most notable is the complete removal of the vacuum system. In its place are two AV30s, a Garmin Aera 660 GPS, and a Garmin GTX345 transponder with ADS-B in and out. A new nav/com and dual USB ports complete the refreshed panel, and a Tanis preheat system ensure cold weather doesn’t bring your flying to a halt.

A total of 1,134 hours since major overhaul on the Lycoming O-235 means the engine is approximately halfway to TBO. This equates to many years of flying for most owners. Additionally, the last five annual inspections have been performed by Poplar Grove Airmotive, one of the most renowned maintenance facilities in the Midwest. 

For a simple, proven airplane that has been extremely well sorted, thoroughly updated, and flown regularly, this 152 is tough to beat.

You can arrange financing of the aircraft through FLYING Finance and quickly calculate your monthly payment using the airplane finance calculator. For more information, email info@flyingfinance.com. 

The post Bargain Buys on AircraftForSale: 1979 Cessna 152 appeared first on Plane & Pilot Magazine.

This Alarus has flown an average of 228 hours per year since new, logging 4,336 hours total. The engine is a 115-horsepower Lycoming O-235, with nearly 500 hours remaining until the recommended time before overhaul (TBO) is reached. A proven and common engine type found in the Cessna 152, Piper Tomahawk, and Grumman AA-1, it has the reputation of being easy to own and having good parts availability.

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Inside, the Alarus is far roomier than comparable two-place types. At 46” wide, the cabin is a full 8 inches wider than a Cessna 150 and is even wider than a 182. It is, in fact, only three inches narrower than a big Piper Cherokee Six. Gullwing doors make for easy entry and exit, and outward visibility easily bests most high-wing Cessnas.

The panel is neat and orderly, particularly when compared to most older aircraft types at this price range. A traditional “six-pack” of primary instruments is centered in front of the pilot, and an easily accessible radio stack is positioned in front of the passenger. Engine gauges are similarly arranged in a clean stack, making it easy to scan for information. 

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At a price that is typically associated with tired, worn-out types from the 1950s and 1960s, this Alarus provides a more modern flying experience with an airframe, accessories, wiring, and controls that should provide decades of trouble-free flying.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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