Cessna 152 Airworthiness Directives and Applicability Research

Cessna 152 airworthiness-directive research includes airframe serials, installed engines and propellers, appliances, alterations and maintenance events. An aircraft model is only one possible applicability condition. This reference preserves the historical status, affected scope, action summary and recurring or event context so that a family-level research candidate is not mistaken for an aircraft-specific compliance finding.

For focused questions across the two families, use the airworthiness directives topic guide. This Cessna 152 reference retains the detailed family records and their applicability.

Two focused references examine different applicability mechanisms: AD 2011-10-09 follows a seat-system model list, while AD 2010-04-05 follows an installed propeller series. Neither determines individual-aircraft compliance.

Historical directive status is shown as of 8 September 2026; check current authority requirements. They are not a live regulatory service. Consult the controlling directive and applicable authority information for a current decision. The model guide and serial guide establish identity context; the installed equipment and aircraft records determine which additional conditions need investigation.

Airframe, Component and Alteration Applicability

An airframe directive can identify a range of 152, A152, F152 or FA152 serials. An engine directive can instead depend on engine model, serial, component or repair history. A propeller directive follows the installed propeller. An appliance or STC-related directive can require a particular filter, hose, modification or installation event. These conditions should remain attached to the record throughout a review.

A family reference therefore includes conditional candidates that will not apply to every aircraft. A Lycoming-related row is not proof that every O-235 is affected. A factory McCauley application is not evidence of the propeller installed today. The engine and propeller references help identify those product relationships without declaring compliance.

Applicability, required action, compliance and present condition are separate conclusions. A model match can help establish applicability but cannot prove that an action was completed. A maintenance entry must be interpreted under the actual requirement, and a recorded concern is not an inspection finding on the aircraft.

Early Exhaust and Flap Directives

The exhaust-system record identifies specified early U.S. 152 and A152 serials with Cessna original-equipment type exhaust. The equipment condition matters alongside the airframe range. A later replacement or alteration requires its own evidence; the aircraft's age alone does not resolve the current exhaust installation.

The flap-actuator assembly record includes separate U.S. and Reims ranges. The wing-flap cable-clamp record has another scope and includes the exceptional A152 identity A1500433. These are different instructions concerning different parts of the flap system. They should not be combined into a generic statement that every 152 has the same flap AD requirement.

The systems guide explains the broad electric-flap architecture, while the known-issues guide preserves failure-mode and prebuy context. Neither replaces the directive's controlling text. For a maintenance review, identify the actual component and records needed to establish the action under the relevant instruction.

Fuel, Seats and Structural Topics

The fuel-tank-capacity marking record concerns specified 152 and A152 serial ranges. It is distinct from fuel-quantity indication, strainer condition or hose history. A tank marking and the actual installed tank configuration should be reconciled through the appropriate documents rather than treated as interchangeable evidence of capacity.

The hose record retains a specified replacement window and affected part condition. That is maintenance-history applicability, not simply a model-year issue. The strainer record has another product and model scope. Keeping these conditions visible prevents a broad fuel heading from implying one uniform fleet-wide action.

Seat-rail, roller and pin research likewise needs the directive's exact scope and action requirements. A general statement that seats were checked does not establish every prescribed measurement, component condition or recurring requirement. Structural advisory and manufacturer inspection topics remain separate from the seat-wear directive even when they concern nearby areas of the aircraft.

recorded Active and Event-Specific Records

The table below retains records that are not marked superseded in the source. This grouping does not mean that all rows are currently effective for every aircraft. It includes legacy requirements, installation-dependent records, historical-event conditions and a directive recorded as issued but not yet effective on the reference date.

The Lycoming piston-pin entry illustrates that distinction. Its source status and engine/part/date conditions must be read together. The website does not convert its recorded issue status into a claim of present applicability, nor infer affected piston pins from an airframe serial. Engine identification and the controlling directive's tables are required.

The piston-pin record names O-235-L2C/N2C only with the engine serials, MSB 667A table relationship, affected LW-13445 part and document-date conditions specified in the source. Those conditions illustrate why an engine-family label is only a research lead. An airframe production interval cannot establish a piston-pin installation or purchase history, and an engine-model match cannot replace the controlling directive tables. Keep any unresolved part or document history open until the aircraft and engine evidence resolves it.

Lycoming Engine and McCauley Propeller Research

O-235 oil-pump research depends on the affected engine and oil-pump configuration. A propeller-strike or sudden-stoppage requirement has a triggering-event context. Repaired-crankshaft and historical contaminated-fuel entries have still different conditions. These are not interchangeable reasons to declare every Lycoming-powered 152 subject to the same action.

The McCauley 1A103/TCM hub-crack lineage follows the installed propeller. The propeller guide distinguishes the exact aircraft application from the broader component-family wording. Component identification and records must establish the applicable relationship, including any supersession and action history.

The reference does not infer an engine event from an airframe's age or a propeller replacement. Aircraft and component records are needed to establish what actually happened. This distinction is useful for buyers because a family list can organize questions without pretending to reconstruct missing maintenance history.

Superseded and Historical Lineage

Superseded records explain how requirements developed and why an older logbook may cite another directive number. They should not automatically be presented as additional independent current requirements. Follow the superseding relationship and the controlling text to understand what earlier work, if any, means under the later directive.

The source retains exhaust, Lycoming and McCauley predecessor entries. Their historical value does not eliminate the need to check current applicability. A source entry marked superseded is not itself a statement that the associated technical concern has disappeared; the successor and actual aircraft configuration determine the relevant research.

Reims and Jurisdiction

Reims F152 and FA152 retain A13EU identity and their own serial ranges. The source also records EASA lineage for the Reims stabilizer-attachment topic alongside related FAA tail-nutplate research. A U.S. directive and a European directive should not be collapsed merely because their subjects appear related.

The A13EU reference establishes the model context, while the controlling authority's directive establishes the requirement. Registration jurisdiction and the actual aircraft configuration remain relevant. This page preserves jurisdiction wording rather than inferring a universal worldwide compliance conclusion from one status label.

STCs and Appliances Require Installation Evidence

Del-Air conversion, Bush STOL and BRS-related records retain their alteration or installed-system conditions. A model eligible for an STC is not proof that the aircraft has received it. The same principle applies to a filter assembly or another appliance that may be listed as compatible with the family.

The known-issues reference keeps those installation conditions with the concern. A buyer should establish whether the relevant alteration or component is present before treating a potentially relevant directive as an aircraft-specific issue. The approval documents, supplements, component identification and maintenance history answer that question.

Building a Coherent Aircraft Review

Begin with the full aircraft identity and serial, including exceptions. Establish installed engine, propeller, appliances and alterations, then examine the candidate directives under their exact conditions. Keep the records supporting applicability separate from the records supporting completion, recurrence and current condition. The website's list is a research aid rather than a signed compliance review.

The manuals guide distinguishes service publications and aircraft records from operating handbooks. Follow the document references for publication context and applicability. Use the controlling documents for the actual requirement and retain unresolved equipment or history as an open evidence question. See source references.

The AD 79-02-06 exhaust reference preserves early 152/A152 equipment conditions, while AD 80-06-03 retains the separate cable-clamp serial groups.

Individual Cessna 152 Model References

• Cessna 152 - 1978-1985
• Cessna A152 Aerobat - 1978-1985
• Reims/Cessna F152 - 1978-1986
• Reims/Cessna FA152 Aerobat - 1978-1986

Related Cessna 152 Subjects

• Cessna 152 aircraft reference
• Serial ranges and identity exceptions
• Models and Variants
• Specifications and Certified Limits
• Engines and Applicability
• Propellers and Approved Applications
• Performance by Model Year
• Fuel Capacity and Tanks
• Weight, CG and Loading
• Systems and Production Changes
• Known Issues and Prebuy Research
• Manuals and Documents