Learn how to land a Cessna 152 with correct approach speeds, flap choices, flare technique, crosswind control and go-around cues.
To land a Cessna 152, fly a stabilised final at the speed specified by its POH—typically 55–65 KIAS with flaps—then close the throttle during the round-out, raise the nose into a gentle flare, touch down on the main wheels, lower the nosewheel carefully and track the centreline with rudder.
This Aviation & Real-World Flying procedure uses representative Cessna 152 figures, but the aircraft’s POH, placards and instructor-approved checklist take precedence. These figures also make a useful simulator profile; they are not a substitute for dual instruction in a real aircraft.
What speed should a Cessna 152 land at?
A Cessna 152’s published normal approach range is typically 55–65 KIAS with flaps down and 60–70 KIAS with flaps up. Many training procedures use approximately 60 KIAS on final in ordinary conditions, but weight, wind, flap setting and local procedures affect the chosen speed.
These are indicated airspeeds, not groundspeeds. Follow the applicable procedure for gust corrections—often part of the gust spread is added—but do not carry an arbitrary extra 10 knots “for safety”. Excess speed causes floating, consumes runway and makes a balloon or bounce more likely.
| Pattern position | Typical training target | Action |
|---|---|---|
| Downwind | 80–90 KIAS, flaps up | Complete the landing checks and assess wind and runway |
| Abeam touchdown point | Decelerating towards 70 KIAS | Apply carburettor heat and reduce power as the checklist directs; select initial flap below the flap-extension limit |
| Base | About 65 KIAS | Use flap and power to establish the descent without rushing the turn |
| Final | About 60 KIAS, within the approved range | Control speed with pitch and the descent path mainly with power |
For more detail on positioning each leg, see our explanation of traffic-pattern geometry and approach corrections.
Cessna 152 landing procedure
A good Cessna 152 landing begins with a coordinated, stabilised approach rather than a last-second flare correction.
- Brief the landing. Confirm the runway, wind, intended flap setting, aiming point and go-around plan. Complete the aircraft’s before-landing checklist, including the fuel shut-off valve, mixture and carburettor heat as applicable.
- Slow down before selecting flap. Reduce power, hold altitude briefly to lose speed and select flap only below the placarded maximum flap-extension speed. Many C152s show 85 KIAS, but check the aircraft rather than relying on memory.
- Keep the base-to-final turn coordinated. If you overshoot final, do not use excessive inside rudder to drag the nose towards the runway; that creates a dangerous skidding turn. Correct safely or go around.
- Stabilise final. Align with the runway, hold the selected airspeed and make small power changes to keep the aiming point stationary in the windscreen. If large corrections are still required near the ground, go around.
- Round out and flare. Near the runway, shift your gaze farther ahead, smoothly bring the power to idle and raise the nose enough to reduce the descent. Continue increasing back-pressure as speed decays; do not pull abruptly or push the aircraft onto the runway.
- Touch down on the main wheels. Hold the nosewheel clear initially, then lower it gently as elevator effectiveness decreases. Use rudder to remain on the centreline, maintain crosswind aileron and brake only as required.
How much flap should you use?
For a normal Cessna 152 landing, use the flap setting specified by the POH or training procedure for the conditions. A setting around 20° provides less drag and better go-around performance, while 30° permits a steeper approach and lower final speed but creates more drag.
In a significant crosswind, Cessna guidance generally favours the minimum flap needed for the available runway. A short-field landing is a separate procedure—commonly using 30° and a lower approach speed—so follow the dedicated Cessna 152 short-field flap and approach guidance rather than applying those numbers to every landing.
How do you land a Cessna 152 in a crosswind?
Track the extended centreline with a crab on final, then remove the crab before touchdown while lowering the upwind wing. Use opposite rudder to keep the nose aligned, touch the upwind main wheel first and maintain progressively more aileron into wind as the aircraft slows.
The POH’s demonstrated crosswind figure is not a target, and a school or pilot limit may be lower. If full control deflection cannot stop the drift, the approach is unstable or the available runway does not support the required flap choice, go around.
When should you go around?
Go around whenever the approach is not aligned, stabilised or safely controllable; a landing is never compulsory. Other clear triggers include an unsafe runway, excessive float, a major balloon, repeated bouncing, traffic conflict or loss of visual reference.
For a typical C152 balked landing, apply full power, move carburettor heat to cold, control the pitch and retract flap to approximately 20°. Establish the POH climb speed—commonly about 55 KIAS initially—then retract the remaining flap gradually after reaching a safe height and approximately 60 KIAS. Never retract full flap to zero in one movement close to the ground.
Why does the Cessna 152 float or bounce?
The mistake we see most often is approaching too fast and then trying to force the aircraft onto the runway. Correct the cause rather than pushing the nose down.
| Problem | Likely cause | Safe response |
|---|---|---|
| Long float | Excess airspeed, tailwind or power not fully reduced | Maintain the landing attitude if runway remains; otherwise go around |
| Balloon during flare | Abrupt back-pressure or excessive speed | For a small balloon, hold attitude and use power if trained; go around if it is pronounced |
| Bounce or porpoise | High descent rate, premature touchdown or forcing the nosewheel down | Go around after a significant or repeated bounce rather than chasing the pitch |
| Drift after touchdown | Crosswind correction released or rudder not used | Hold aileron into wind and steer with rudder while aerodynamic control remains effective |
Our detailed guide to rudder, aileron and braking technique after touchdown covers the rollout in more depth. In a simulator, unexplained swerving can also come from an uncentred rudder axis, partially applied toe-brake axis, inadequate dead zone or an auto-rudder assistance setting fighting the hardware.