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I bought my former 152 from the local flight school when they went out of business. I was renting it in the previous 6 years (took lessons and checkride in it), so I knew its history. If you're renting from the school that sells the planes, then you might have had personal experience with those planes. If not, go talk to the students who rented them and/or the mechanics that work on them.

Hung,

I have not rented from this flight school, nor do I have experience with the mechanics or students, but this is great advice. I’ll see if I can do some investigating.

Thanks

Mike

Try Googling the N-number. I did that on my current airplane. In addition to the usual stuff (FAA data, FlightRadar tracks, etc.), I found forum posts from former renters.

When I had a chance to see the logbooks, I Googled the A&P names I found. I was able to contact one and find out more details about the airplane that added to and confirmed what the owner was telling me.

AviationDB.com is also a good website that aggregates all FAA info in one convenient site.

Speaking from first hand experience since I own both (see below, 150/150 on the left and 152 sparrowhawk on the right), the sparrowhawk STC does up the ante and makes the 152 a better plane with more giddy-up.

The 150/150 ups the ante even further and anyone here who owns one will confirm that.

By far the most important piece of the puzzle is finding a 150 or 152 without corrosion issues. We can fix engines, avionics and everything else but bad corrosion is deal breaker, period.

Good luck with whichever direction you take, Mike.

Worth considering, the 150/150's range with standard tanks is severely diminished. I love my 150/150, but it doesn't make for much of a cross country machine. I plan for about 2.5 hours between fuel stops. With that said, I don't completely ignore density altitude, but the 150HP sure makes it less of a concern.