C152 Fuel Consumtion Rates
C152 Fuel Consumtion Rates
Safety First!
Join Date: Jun 2001
Location: New Zealand
Posts: 516
Likes: 0
Received 0 Likes
on
0 Posts
152 Fuel
For the 152 we flight plan on 25 LPH, or 6.5 US GPH. Figures of 20LPH or 5.2 USGPH can be attained in cruise flight with 2300 RPM set (Lycoming O-235-L2C).
Kermie
Kermie
If you don't want the info for operational reasons but just for hangar flying - go to the simulation websites such as
Simviation
I recall reading about an accident involving a student and instructor out doing steep turns. The combination of a flight 10 minutes longer than planned, higher power settings than average, fuel for planned flight plus reserve and assuming the normal average fuel consumption for a training flight left them just out of gliding range of the strip.
Simviation
I recall reading about an accident involving a student and instructor out doing steep turns. The combination of a flight 10 minutes longer than planned, higher power settings than average, fuel for planned flight plus reserve and assuming the normal average fuel consumption for a training flight left them just out of gliding range of the strip.
Join Date: Jan 2003
Location: USA
Posts: 6
Likes: 0
Received 0 Likes
on
0 Posts
At standard Pressure altitude and 75% Power (standard cruise setting) is about 5.9 US GPH. With 22 Gallon tanks you get about 4 hours to a full tank. four hours is REALLY Pushing it though. I train in it and we always refuel after 3 hours of use.
Kevin
Kevin
Guest
Posts: n/a
Easy
I am assuming that you are a student PPL from your profile, so forgive me if this is incorrect.
All of the figures quoted in the thread seem reasonable, given differing circumstances.
If I were you, I would get the POH and study the info for yourself.
This is because you will learn a lot about the variables - % power (and the rpm to achieve this), altitude etc.
And remember, the POH will usually say something to the effect 'with the engine leaned per the manufacturers recommendations.'
If you don't understand what this means practically (and there is no shame if this is the case, as we tend to fly fully rich in the UK when doing our PPLs), then talk it over with an instructor as the reduction in endurance if you are not leaned out appropriately can be very significant.
Hope this will be of some assistance.
I am assuming that you are a student PPL from your profile, so forgive me if this is incorrect.
All of the figures quoted in the thread seem reasonable, given differing circumstances.
If I were you, I would get the POH and study the info for yourself.
This is because you will learn a lot about the variables - % power (and the rpm to achieve this), altitude etc.
And remember, the POH will usually say something to the effect 'with the engine leaned per the manufacturers recommendations.'
If you don't understand what this means practically (and there is no shame if this is the case, as we tend to fly fully rich in the UK when doing our PPLs), then talk it over with an instructor as the reduction in endurance if you are not leaned out appropriately can be very significant.
Hope this will be of some assistance.
Join Date: Jan 2003
Location: Europe, Africa
Posts: 78
Likes: 0
Received 0 Likes
on
0 Posts
If I were you, I would get the POH and study the info for yourself.
The POH is for a brand new aircraft and engine running indeed
'with the engine leaned per the manufacturers recommendations'
I recommend for planning purposes use 6 GPH.
For test purposes writen or otherwise use the POH.
Join Date: Aug 2000
Location: S Warwickshire
Posts: 1,214
Likes: 0
Received 0 Likes
on
0 Posts
The owner or operator of the aircraft will have the POH, and as it forms part of the CofA he is obliged to make it available to you.
There is no copyright on it (for various legal reasons), so you should be able to make a photocopy.
Remember that it is this document and not your checklist which dictates how you should operate the aircraft, so give it a good read.
p.s. I fly an aircraft with the same engine and get 22l/h properly leaned at 2400 RPM, but as its a much better plane than the 152 it will be 3 or 4 up at 110 knots.
There is no copyright on it (for various legal reasons), so you should be able to make a photocopy.
Remember that it is this document and not your checklist which dictates how you should operate the aircraft, so give it a good read.
p.s. I fly an aircraft with the same engine and get 22l/h properly leaned at 2400 RPM, but as its a much better plane than the 152 it will be 3 or 4 up at 110 knots.
Guest
Posts: n/a
D-OCHO
What an earth is this nonsense????
Of course it was leaned by a test pilot when it was being tested for certification!! 
This irreponsible posting could give young pilots the impression that leaning is some kind of 'msytic art' beyond PPLs, when in fact it is a straight forward operation that can be learned in a few minutes from a good instructor.
If you lean the engine per the instructions and then plan sensible fuel reserves, the risk of being caught out by fuel starvation is much reduced.
Also, if operating from high altitude airports, it is necessary to develop full power for take off.
What an earth is this nonsense????
but also leaned by an test pilot
This irreponsible posting could give young pilots the impression that leaning is some kind of 'msytic art' beyond PPLs, when in fact it is a straight forward operation that can be learned in a few minutes from a good instructor.
If you lean the engine per the instructions and then plan sensible fuel reserves, the risk of being caught out by fuel starvation is much reduced.
Also, if operating from high altitude airports, it is necessary to develop full power for take off.
I finally found that article of a Cessna 150 which ran out of fuel just short of the runway - not a pretty sight.
TRAINING OPERATIONS: KNOW YOUR FUEL USAGE
TRAINING OPERATIONS: KNOW YOUR FUEL USAGE
