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John R August 4, 2011 at 2:10 pm

“Skyhawk” is just the name given to the Cessna 172. I believe early on the “Skyhawk” was a Cessna 172 with a little nicer interior and more standard features, but that they were the same type of plane. This distinction was soon dropped. The 2 names can be used interchangeably, but when completing any form that requires aircraft type (flight plan, log book, etc) you would use C172. The 152 has been out of production since 1983. Cessna recently introduced a new 2 seat Light Sport Aircraft, the 162 Skycatcher

Dennis M August 5, 2011 at 2:00 am

Its a lot of hours, but it looks to be well taken care of.In all honesty, there is no good reason to buy a 152. I love them, they are one of my all time favorite planes to fly but I would never want to own one. The operation cost is the same as a 172. It burns a little less fuel, but costs a little more to keep flying. With any plane like this you want to consider leasing it to a flight school. It does depend on your local area, but usually the demand for a 152 is much less than that of a 172, so even though you will spend about twice as much to buy a 172, your return will be much higher.If you want something to fly around look into experimentals. They are home built, but the vast majority of them are very well built and every bit as reliable as any certified airplane. The maintenance costs of experimentals is usually in the neighborhood of half that of certified airplanes, and you can do all the work if you feel capable of doing it, saving lots of money on labor fees. You can usually get more airplane for the money too. Just something to think about…

Drewpie August 5, 2011 at 1:54 pm

Trade-a-plane is really only US aircraft. Try:http://www.caadinc.com/

AzimuthAviation August 6, 2011 at 1:47 am

It looks like this aircraft is equipped with a pointer 3000 ELT. In the 172 SP to run a wire to the armed switch is a very big job. Additionally in the 172 SP the antenna would need to be changed which requires a more than insignificant amount of structural modifications to the skin. More structural stiffening may be required to mount the tray of the new ELT. Soon it will be mandatory to switch to the new ELT, about a 5000 dollar upgrade. The dual nav/coms are 1980s technology, 155’s. Very expensive to repair.An aircraft from a flight school has had more than her share of hard landings, had hundreds of students lean it incorrectly, leave flaps down in cruise, spun it, spiralled it and had every structural member stressed to its extremes.I would walk away

littlemissknowitall August 6, 2011 at 1:29 pm

Things to think about….You might run this past Wilfred Ryan of the Alaska Air Carriers Association, and a pilot and air service owner himself. He has been developing ways to mentor Alaskan Natives into aviation careers and may have ideas on how you could make this work, or what pitfalls you may need to avoid. You probably already know him. He’s from Unalakleet and now lives in Anchorage.You are buying a business and one plane for $120,000. He used 3 planes to profit $200,000 a year, or did I read it wrong? What kind of profit would you make with one plane, or are you planning on expanding? Is this operation ready to go, or do you need to spend more money first?Are there any liabilities, such as old fuel tanks, that you would have to deal with?Maybe a next step would be to talk with people you know and see what it would have to cost to encourage them to fly more, or to fly instead of drive (if they can). Can you contract with the corporation to fly people in for meetings, funerals, etc? If you were a non-profit educational arm of another non-profit, then maybe you wouldn’t have to worry about competition? Would you just take wages, like you are doing now, if it is a non-profit?Any ideas for developing new markets?Any tourism possibilities, maybe tied to scenery or to a village that is developing some ecotourism or cultural programs for visitors?You probably noticed that the air ambulance sells memberships that give you a free medevac if you need one. Would something like that work for you, and keep the cash flowing?I admire you for looking into this. I hope it works for you. If not, you have really given it a thorough examination and will make an informed decision that it won’t work in today’s economy. Keep asking around. Someone out there may have a really great idea. You are so right, aviation is here to stay. hooray!

Justin J August 7, 2011 at 1:42 am

Cessna Caravan would do it no problem. Also you could look at the Pilatus. Its not quite as big but may beable to accomadate. Both of these are turbine single engine.

salloum cocanougher August 7, 2011 at 1:26 pm

Mm… Here you are. http://cool10.info/car-fuel

cherokeeflyer August 8, 2011 at 1:38 am

things I would consider.1 Low time SMOH, when was the overhaul? 2if it has been 10 years since….not good!3.The fresh annual is worthless when purchasing a plane.You will need a A&P YOU trust to do a “prebuy” Most knowledgable A&P’s will recommend a Annual in lieu of the “pre buy. Any thing that will cost $$$ will show its ugly; head at that time. This is not necessarly true with a prebuy inspection.4. it is listed on Ebay, why???is it a “good ” deal?there are ALOT of people in the market for a 150, if it is really a great airplane it would have sold!

jason August 8, 2011 at 1:32 pm

Go to http://www.aerotrader.com They are one of the better-known sites for “aircraft for sale”…free, don’t have to sign up for anything, just look for your plane!!I’ll post a link in a moment for 152’s….not alot of 152’s, but here are some 150’s…http://www.aerotrader.com/find/search-results/Make-CESSNA/Model-150/Price-1/Sort%2DPrice:DESC/I agree with Avio, however, simply running a search of “152 for sale” will bring results for planes no longer for sale, in different countries (are you really going to go to France to get a $19,000 airplane?), and planes that simply do not interest you due to cost, condition, or model year. Sites such as aerotrader.com allow you to put in location, price, models, etc…..although they may not have the most extensive listings, at least you have narrowed down to some options that are at least viable ones….P.S. Or you could just go to Oshkosh next week..if you can’t find it there, you aren’t looking!! 6 more days till Airventure!!

Yesugi August 9, 2011 at 1:47 am

Cessna just announced a $15,000 gas card with purchase of a new 172 or 182.

Cherokeeflyer August 9, 2011 at 1:26 pm

not really sure, but i dont think the turbo was introduced until well after 1986.http://www.controller.com/http://www.barnstormers.com/http://www.findaircraft.com/findaircraft/aircrafttypes.php?AircraftType=Cessna+T182http://www.trade-a-plane.com/links?t=at&c=Ahttp://www.airqwest.com/alllist.phphttp://www.aviatorshotline.com/avsearch.cfm?template=DETAIL_LISThttp://www.avweb.com/classifieds/should be good start.

Ben Dere Dun Dat August 10, 2011 at 2:01 am

I agree with JetDoc. The Skyhawk you have provided a link for is a somewhat “high time” airframe which means it has been trainer. Students are hard on planes and it has some damage history, and not minor at that. This alone reduces the value and makes a lot of buyers hesitant compared to one with no damage history. Ditto on the 11 years of missing logbooks. That hurts value and your ability to resell it when the time comes. The original Nav-Com radios are ancient – 31 years old, and Cessna ARC’s were not great avionics to begin with. Practical useful life is about 20 years. They are also expensive to repair when they break. Time for replacement, probably sooner than later. In today’s world you cannot afford to have crappy set of Nav-Coms unless you do all your flying VFR at rural airports. At least it has a newer transponder, but upgrading the other gear is going to be costly. And what about the gyros? How old are they? Original? They’re expensive to replace too.There are many things you need to consider when looking at airplanes. Time since engine overhaul is only a rough indicator of engine condition. One with high time that is flown frequently by a professional or high-time pilot is likely in better condition than one that flies very irregularly and is flown by a novice. And to what standard was the overhaul done? Factory new specs? Field overhaul specs? Who did the work? Be careful when people talk about about compression. It is not as solid an indicator of engine condition as many people think it is. Was it done warm or cold or both? Wet or dry? I’ve seen engines with supposedly “good” compression go to hell in a hurry. A dry climate airplane is likely to be in better condition than a wet climate airplane or one that has lived in a maritime climate, especially when it comes to planes that don’t fly often. Aside from the greater potential for airframe corrosion, internal corrosion in cylinders and on camshafts and lifters can be a big problem. This is especially true of aircraft with infrequent oil changes and sporadic flying. Beware the guy who goes out to the airport and starts his engine and runs it for 10 minutes without actually flying. This is one of the worst things you can do. Be aware that a hangared airplane is likely to be in better condition than one which has spent a great deal of its life sitting in the open, but a hot humid hangar that is rarely opened can be more detrimental to an airplane than a simple open air T-shade. Airplanes are very expensive to repaint, much more so than a car. A fresh strip and paint job done properly can easily cost $15k on a 172. However, beware of the paint job that hides problems like corrosion or dents filled with aerolite (a type of body filler). It takes a good eye to spot these things. Photos don’t show such things well. Interior upholstery, carpet and headliner can run another five grand as well if you want to spiff it up. Again, newer radios and other avionics are expensive, both in purchase cost and installation cost. By the time you’ve done all that work, especially if that stuff is important to you, you might as well be looking at a nicer airplane in the $65k price range. In general, people unrealistically tend to ask what they have invested in their airplane, which is often more than it is worth. It’s real easy to get upside down in your investment. Buy one and you’ll probably find that out in a hurry. However, airplanes depreciate less than you think they do, but only if you buy intelligently.Bottom line, you need to do a lot of research and a lot more learning about the ins and outs of aircraft valuation and ownership. One thing is sure. There are a lot less bargains out there than you think, and they are snapped up quickly by those who know what they are doing. For those who don’t, the first and last day of ownership can be your two happiest days of owning an airplane.

Cherokeeflyer August 10, 2011 at 2:00 pm

fiberglass????