Cessna 152 POH

Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity for Temperature Range: MIL-L-6082 Aviation Grade Straight Mineral Oil: SAE 50 above 16°C (60°F). SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 30 between -18°C (0°F) and 21°C (70°F). SAE 20 below -12°C (10°F). MIL-L-22851 Ashless Dispersant Oil: SAE 40 or SAE 50 above 16°C (60°F). SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 30 or SAE 40 between -18°C (0°F) and 21°C (70°F). SAE 30 below -12°C (10°F). Oil Capacity: Sump: 6 Quarts. i Total: 7 Quarts (if oil filter installed). 1-4 1 July 1979 n For Flight Training Reference Only CESSNA SECTION 1 MODEL 152 GENERAL MAXIMUM CERTIFICATED WEIGHTS Ramp: 1675 lbs. Takeoff: 1670 lbs. Landing: 1670 lbs. Weight in Baggage Compartment: Baggage Area 1 (or passenger on child's seat)-Station 50 to 76: 120 lbs. See note below. Baggage Area 2 - Station 76 to 94: 40 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs; STANDARD AIRPLANE WEIGHTS Standard Empty Weight, 152: 1109 lbs. 152 II: 1142 lbs. Maximum Useful Load, 152: 566 lbs. 152 II: 533 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE DIMENSIONS Baggage area dimensions are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 10.5 lbs./sq. ft. Power Loading: 15.2 lbs./hp. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. 1 July 1979 1-5 For Flight Training Reference Only SECTION 1 CESSNA GENERAL MODEL 152 KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. KTAS Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. VA Manuevering Speed is the maximum speed at which you may use abrupt control travel. Vpg Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Vv Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY ~ Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. VNE Never Exceed Speed is the speed limit that may not be exceeded at any time. Vg Stalling Speed or the minimum steady flight speed at which the airplane is controllable. V« Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu ration at the most forward center of gravity. V.. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. " OAT Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius or degrees Fah renheit. Standard Standard Temperature is 15°C at sea level pressure alti- Tempera- tude and decreases by 2°C for each 1000 feet of altitude. _ ture Pressure Pressure Altitude is the altitude read from an altimeter Altitude when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). 1-6 1 July 1979 _ For Flight Training Reference Only CESSNA SECTION 1 MODEL 152 GENERAL ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. RPM Revolutions Per Minute is engine speed. Static Static RPM is engine speed attained during a full-throttle RPM engine runup when the airplane is on the ground and stationary. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- Demonstrated Crosswind Velocity is the velocity of the strated crosswind component for which adequate control of the Crosswind airplane during takeoff and landing was actually demon- Velocity strated during certification tests. The value shown is not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning. Unusable Unusable Fuel is the quantity of fuel that can not be safely Fuel used in flight. GPH Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. NMPG Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configura tion. g g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Reference Datum is an imaginary vertical plane from Datum which all horizontal distances are measured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment Moment is the product of the weight of an item multiplied 1 July 1979 1.7 For Flight Training Reference Only SECTION 1 GENERAL CESSNA MODEL 152 Center of Gravity (C.G.) C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Tare by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard air plane, including unusable i'uel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Maximum Takeoff Weight is the maximum weight ap proved for the start of the takeoff run. Maximum Landing Weight is the maximum weight ap proved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale read ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. n 1-8 1 July 1979 n n n For Flight Training Reference Only CESSNA SECTIOi 3 MODEL 152 LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Page Introduction 2-3 Airspeed Limitations 2-3 Airspeed Indicator Markings 2-4 Power Plant Limitations 2-4 Power Plant Instrument Markings 2-5 Weight Limits 2-5 Center Of Gravity Limits 2-5 Maneuver Limits 2-6 Flight Load Factor Limits 2-6 Kinds Of Operation Limits 2-6 Fuel Limitations 2-7 Other Limitations 2-7 Flap Limitations 2-7 Placards 2-8 1 July 1979 2-1/(2-2 blank) For Flight Training Reference Only CESSNA MODEL 152 SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot's Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. Your Cessna is certificated under FAA Type Certificate No. 3A19 as Cessna Model No. 152. AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2-1. VNE vN0 vA VFE SPEED Never Exceed Speed Maximum Structural Cruising Speed Maneuvering Speed: 1670 Pounds 1500 Pounds 1350 Pounds Maximum Flap Extended Speed Maximum Window Open Speed KCAS 145 108 101 96 91 87 145 KIAS 149 111 104 98 93 85 149 REMARKS Do not exceed this speed in any operation. Do not exceed this speed except in smooth air, and then only with caution. Do not make full or abrupt control movements above this speed. Do not exceed this speed with flaps down. Do not exceed this speed with windows open. Figure 2-1. Airspeed Limitations 1 July 1979 2-3 For Flight Training Reference Only SECTION 2 LIMITATIONS CESSNA MODEL 152 AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING White Arc Green Arc Yellow Arc Red Line KIAS VALUE OR RANGE 35 - 85 40 - 111 111 - 149 149 SIGNIFICANCE Full Flap Operating Range. Lower limit is maximum weight Vg in landing configuration. Upper limit is maximum speed permissible with flaps extended. Normal Operating Range. Lower limit is maximum weight Vg at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Operations must be conducted with caution and only in smooth air. Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Avco Lycoming. Engine Model Number: O-235-L2C. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 110 BHP rating. Maximum Engine Speed: 2550 RPM. NOTE The static RPM range at full throttle (carburetor heat off and mixture leaned to maximum RPM) is 2280 to 2380 RPM. Maximum Oil Temperature: 245°F (118°C). Oil Pressure, Minimum: 25 psi. Maximum: 115 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1A103/TCM6958. Propeller Diameter, Maximum: 69 inches. Minimum: 67.5 inches. 2-4 1 July 1979 " n n r 71 n For Flight Training Reference Only CESSNA MODEL 152 SECTION 2 LIMITATIONS POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. INSTRUMENT Tachometer: Sea Level 4000 Feet 8000 Feet Oil Temperature Oil Pressure Fuel Quantity Suction RED LINE MINIMUM LIMIT 25 psi E (0.75 Gal. Unusable Each Tank) GREEN ARC NORMAL OPERATING 1900 - 2350 RPM 1900 - 2450 RPM 1900 - 2550 RPM 100° - 245°F 60 - 90 psi 4.5 - 5.4 in. Hg RED LINE MAXIMUM LIMIT 2550 RPM 245° F 115 psi - — Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Ramp Weight: 1675 lbs. Maximum Takeoff Weight: 1670 lbs. Maximum Landing Weight: 1670 lbs. Maximum Weight in Baggage Compartment: Baggage Area 1 (or passenger on child's seat) - Station 50 to 76: 120 lbs. See note below. Baggage Area 2 - Station 76 to 94: 40 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 31.0 inches aft of datum at 1350 lbs. or less, with straight line variation to 32.65 inches aft of datum at 1670 lbs. 1 July 1979 2-5 For Flight Training Reference Only ■ SECTION 2 CESSNA LIMITATIONS MODEL 152 KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refer- 2-6 1 July 1979 r Aft: 36.5 inches aft of datum at all weights. _ Reference Datum: Front face of firewall. MANEUVER LIMITS This airplane is certificated in the utility category and is designed for limited aerobatic flight. In the acquisition of various certificates such as commercial pilot and flight instructor, certain maneuvers are required. All of these maneuvers are permitted in this airplane. No aerobatic maneuvers are approved except those listed below: MANEUVER RECOMMENDED ENTRY SPEED* Chandelles 95 knots Lazy Eights 95 knots Steep Turns 95 knots Spins Use Slow Deceleration Stalls (Except Whip Stalls) Use Slow Deceleration "Higher speeds can be used if abrupt use of the controls is avoided. The baggage compartment and/or child's seat must not be occupied during aerobatics. Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with me nose down. Proper Speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive — speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +4.4g, -1.76g *Flaps Down: +3.5g _ "The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. ~ For Flight Training Reference Only CESSNA SECTION 2 MODEL 152 LIMITATIONS ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. FUEL LIMITATIONS 2 Standard Tanks: 13 U.S. gallons each. Total Fuel: 26 U.S. gallons. Usable Fuel (all flight conditions): 24.5 U.S. gallons. Unusable Fuel: 1.5 U.S. gallons. 2 Long Range Tanks: 19.5 U.S. gallons each. Total Fuel: 39 U.S. gallons. Usable Fuel (all flight conditions): 37.5 U.S. gallons. Unusable Fuel: 1.5 U.S. gallons. NOTE Due to cross-feeding between fuel tanks, the tanks should be re-topped after each refueling to assure maximum capacity. Takeoffs have not been demonstrated with less than 2 gallons of total fuel (1 gallon per tank). Fuel remaining in the tank after the fuel quantity indicator reads empty (red line) cannot be safely used in flight. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 0° to 10°. Approved Landing Range: 0° to 30°. 1 July 1979 2-7 For Flight Training Reference Only SECTION 2 LIMITATIONS CESSNA MODEL 152 " PLACARDS The following information must be displayed in the form of composite or individual placards. 1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped). The markings and placards installed in this airplane contain operating limitations which must be complied with when operat ing this airplane in the Utility Category. Other operating limita tions which must be complied with when operating this airplane in this category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. NO ACROBATIC MANEUVERS APPROVED EXCEPT THOSE LISTED BELOW Maneuver Rec. Entry Speed Maneuver Rec. Entry Speed Chandelles 95 KIAS Lazy 8's 95 KIAS Steep Turns 95 KIAS Spins Slow Decel. Stalls (Ex cept Whip Stalls) Slow Decel. Intentional spins prohibited with flaps extended. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY—NIGHT—VFR—IFR 2. In the baggage compartment: 120 LBS. MAXIMUM BAGGAGE AND/OR AUXILIARY SEAT PAS SENGER. FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA. n n n n n 2-8 1 July 1979 For Flight Training Reference Only CESSNA SECTION 2 MODEL 152 LIMITATIONS 3. Near fuel shutoff valve (standard tanks): Near fuel FUEL - 24.5 GALS - ON-OFF shutoff valve (long range tanks): FUEL- 37.5 GALS - ON-OFF 4. Near fuel tank filler cap (standard tanks): FUEL 100LL/100 MIN. GRADE AVIATION GASOLINE CAP. 13 U.S. GAL. Near fuel tank filler cap (long range tanks): FUEL 100LL/ 100 MIN. GRADE AVIATION GASOLINE CAP. 19.5 U.S. GAL. CAP 13.0 U.S. GAL. TO BOTTOM OF FILLER COLLAR 5. On the instrument panel near the altimeter: SPIN RECOVERY 1. VERIFY AILERONS NEUTRAL AND THROTTLE CLOSED 2. APPLY FULL OPPOSITE RUDDER 3. MOVE CONTROL WHEEL BRISKLY FORWARD TO BREAK STALL 4. NEUTRALIZE RUDDER AND RECOVER FROM DIVE 1 July 1979 For Flight Training Reference Only SECTION 2 LIMITATIONS CESSNA MODEL 152 6. A calibration card is provided to indicate the accuracy of the magnetic compass in 30° increments. 7. On oil filler cap: 8. On control lock: " n p CONTROL LOCK - REMOVE BEFORE STARTING ENGINE 9. Near airspeed indicator: MANEUVER SPEED - 104 KIAS n n 2-10 1 July 1979 For Flight Training Reference Only CESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction 3-3 Airspeeds For Emergency Operation 3-3 OPERATIONAL CHECKLISTS Engine Failures 3-3 Engine Failure During Takeoff Run 3-3 Engine Failure Immediately After Takeoff 3-3 Engine Failure During Flight 3-4 Forced Landings 3-4 Emergency Landing Without Engine Power 3-4 Precautionary Landing With Engine Power 3-4 Ditching 3-4 Fires 3-5 During Start On Ground 3-5 Engine Fire In Flight 3-5 Electrical Fire In Flight 3-6 Cabin Fire 3-6 Wing Fire 3-7 Icing 3-7 Inadvertent Icing Encounter 3-7 Landing With A Flat Main Tire 3-8 Electrical Power Supply System Malfunctions 3-8 Ammeter Shows Excessive Rate Of Charge (Full Scale Deflection) 3-8 Low-Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) 3-8 AMPLIFIED PROCEDURES Engine Failure 3-9 Forced Landings 3-10 Landing Without Elevator Control 3-10 Fires 3-10 1 July 1979 3-1 For Flight Training Reference Only SECTION 3 CESSNA — EMERGENCY PROCEDURES MODEL 152 TABLE OF CONTENTS (Continued) Page mergency Operation In Clouds (Vacuum System Failure) . . . 3-11 Executing A 180° Turn In Clouds 3-11 — Emergency Descent Through Clouds 3-11 Recovery From A Spiral Dive 3-12 Inadvertent Flight Into Icing Conditions 3-12 Spins 3-12 _ Rough Engine Operation Or Loss Of Power 3-13 Carburetor Icing 3-13 Spark Plug Fouling 3-13 Magneto Malfunction 3-14 Low Oil Pressure 3-14 Electrical Power Supply System Malfunctions 3-14 Excessive Rate Of Charge 3-14 1 P n n n 3-2 1 July 1979 For Flight Training Reference Only CESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff 60 KIAS Maneuvering Speed: 1670 Lbs 104 KIAS 1500 Lbs 98 KIAS 1350 Lbs 93 KIAS Maximum Glide 60 KIAS Precautionary Landing With Engine Power 55 KIAS Landing Without Engine Power: Wing Flaps Up 65 KIAS Wing Flaps Down 60 KIAS OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps - RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 60 KIAS. 2. Mixture -- IDLE CUT-OFF. 1 July 1979 3.3 For Flight Training Reference Only SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 152 3. Fuel Shutoff Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED. 6. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT 1. Airspeed -- 60 KIAS. 2. Carburetor Heat -- ON. 3. Primer -- IN and LOCKED. 4. Fuel Shutoff Valve -- ON. 5. Mixture -- RICH. 6. Ignition Switch -- BOTH (or START if propeller is stopped). ~ FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 65 KIAS (flaps UP). 60 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Shutoff Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED (30° recommended). 6. Master Switch -- OFF. 7. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER " — 1. Airspeed -- 60 KIAS. 2. Wing Flaps--20°. 3. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Radio and Electrical Switches -- OFF. 5. Wing Flaps -- 30° (on final approach). 6. Airspeed -- 55 KIAS. — 7. Master Switch -- OFF. 8. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Ignition Switch -- OFF. —« 11. Brakes - APPLY HEAVILY. 3-4 1 July 1979 ~ For Flight Training Reference Only CESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700 if transponder is installed. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3. Approach -- High Winds, Heavy Seas - INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. 4. Wing Flaps --30°. 5. Power -- ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS. 6. Cabin Doors -- UNLATCH. 7. Touchdown - LEVEL ATTITUDE AT 300 FT/MIN DESCENT. 8. Face -- CUSHION at touchdown with folded coat. 9. Airplane -- EVACUATE through cabin doors. If necessary, open windows and flood cabin to equalize pressure so doors can be opened. 10. Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND 1. Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power -- 1700 RPM for a few minutes. 3. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 4. Cranking -- CONTINUE in an effort to obtain a start. 5. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). 6. Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Shutoff Valve -- OFF. 7. Fire - - EXTINGUISH using fire extinguisher, wool blanket, or dirt. 8. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture - IDLE CUT-OFF. 1 July 1979 3:5 For Flight Training Reference Only SECTION 3 CESSNA — EMERGENCY PROCEDURES MODEL 152 2. Fuel Shutoff Valve -- OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except wing root vents). 5. Airspeed -- 85 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing - - EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2. All Other Switches (except ignition switch) -- OFF. 3. Vents/Cabin Air/Heat -- CLOSED. 4. Fire Extinguisher -- ACTIVATE (if available). n n After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 5. Master Switch -- ON. 6. Circuit Breakers -- CHECK for faulty circuit, do not reset. 7. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. 8. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 1. Master Switch - OFF. 2. Vents/ Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher -- ACTIVATE (if available). | WARNING 'After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. 3-6 1 July 1979 _ For Flight Training Reference Only CESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES WING FIRE 1. Navigation Light Switch -- OFF. 2. Strobe Light Switch (if installed) -- OFF. 3. Pitot Heat Switch (if installed) -- OFF. NOTE Perform a side slip to keep the flames away from the fuel tank and cabin, and land as soon as possible, with flaps retracted. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat control full out to obtain maximum defroster air temperature. For greater air flow at reduced temperatures, adjust the cabin air control as required. 4. Open the throttle to increase engine speed and minimize ice build up on propeller blades. 5. Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexpected loss in engine speed could be caused by carburetor ice or air intake filter ice. Lean the mixture for maximum RPM, if carburetor heai is used continuously. 6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. 7. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. 8. Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effective ness. 9. Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. 10. Perform a landing approach using a forward slip, if necessary, for improved visibility. 11. Approach at 65 to 75 KIAS depending upon the amount of ice accumulation. 12. Perform a landing in level attitude. 1 July 1979 3-7 For Flight Training Reference Only SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 152 LANDING WITH A FLAT MAIN TIRE 1. Wing Flaps -- AS DESIRED. 2. Approach -- NORMAL. 3. Touchdown - - GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE _ (Full Scale Deflection) 1. Alternator -- OFF. 2. Alternator Circuit Breaker -- PULL. 3. Nonessential Electrical Equipment -- OFF. 4. Flight -- TERMINATE as soon as practical. LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) NOTE Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. 1. Radios--OFF. 2. Alternator Circuit Breaker -- CHECK IN. 3. Master Switch -- OFF (both sides). 4. Master Switch -- ON. 5. Low-Voltage Light - CHECK OFF. 6. Radios -- ON. If low-voltage light illuminates again: 7. Alternator - OFF. 8. Nonessential Radio and Electrical ] 9. Flight -- TERMINATE as soon as practical. 3-8 1 July 1979 n n 7. Alternator - OFF. • — 8. Nonessential Radio and Electrical Equipment -- OFF. n For Flight Training Reference Only CESSNA MODEL 152 SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12,000 u- 10,000 LLI O < h 8000 — 6000 4000 2000 ft* i * SPEED 60 KiAS * PROPELLER WINDMILLI * FLAPS UP *ZERO WIN 1 1 ± i NG - D A 6 8 10 12 14 16 GROUND DISTANCE - NAUTICAL MILES 18 20 Figure 3-1. Maximum Glide 1 July 1979 3-9 For Flight Training Reference Only SECTION 3 CESSNA — EMERGENCY PROCEDURES MODEL 152 FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Before attempting an "off airport" landing with engine power available, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions, and squawk 7700 if a transponder is installed. Avoid a landing flare because of difficulty in judging height over a water surface. LANDING WITHOUT ELEVATOR CONTROL n nTrim for horizontal flight (with an airspeed of approximately 55 KIAS and flaps lowered to 20°) by using throttle and elevator trim controls. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusively. At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequent ly, at flareout, the trim control should be set at the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. " FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. 3-10 1 July 1979 _ For Flight Training Reference Only CESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 180° TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: 1. Note the compass heading. 2. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 6. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180° turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Apply full rich mixture. 1 July 1979 3-11 For Flight Training Reference Only SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 152 2. Use full carburetor heat. 3. Reduce power to set up a 500 to 800 ft/min rate of descent. 4. Adjust the elevator trim for a stabilized descent at 70 KIAS. 5. Keep hands off control wheel. 6. Monitor turn coordinator and make corrections by rudder alone. 7. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 8. Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Close the throttle. 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the airspeed to 70 KIAS. 4. Adjust the elevator trim control to maintain a 70 KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. 6. Apply carburetor heat. 7. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 8. Upon breaking out of clouds, resume normal cruising flight. Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape icing conditions. " INADVERTENT FLIGHT INTO ICING CONDITIONS ~ SPINS Should an inadvertent spin occur, the following recovery procedure should be used: 1. PLACE AILERONS IN NEUTRAL POSITION. 2. RETARD THROTTLE TO IDLE POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- _ TION OF ROTATION. 3-12 1 July 1979 For Flight Training Reference Only CESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. For additional information on spins and spin recovery, see the discus sion under SPINS in Normal Procedures (Section 4). ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture slightly for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assumingthat spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of 1 July 1979 3-13 For Flight Training Reference Only SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 152 the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The paragraphs below describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds 3-14 1 July 1979 " For Flight Training Reference Only J CESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an over-voltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. If the over-voltage sensor malfunctions or is improperly adjusted, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, alternator circuit breaker pulled, nones- sential electrical equipment turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis charge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. If the over-voltage sensor should shut down the alternator, or if the alternator circuit breaker should trip, a discharge rate will be shown on the ammeter followed by illumination of the low-voltage warning light. Since this may be a "nuisance" trip-out, an attempt should be made to reactivate the alternator system. To do this, turn the radios off, check that the alternator circuit breaker is in, then turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the low-voltage light will go off. The radios may then be turned back on. If the light illuminates again, a malfunction is confirmed. In this event, the flight should be terminated and/ or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of the landing light and flaps during landing. 1 July 1979 3-15/(3-16 blank) For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction 4-3 Speeds For Normal Operation 4-3 CHECKLIST PROCEDURES Preflight Inspection 4-5 Cabin 4-5 Empennage 4-5 Right Wing, Trailing Edge 4-5 Right Wing 4-5 Nose 4-6 Left Wing 4-6 Left Wing, Leading Edge 4-6 Left Wing, Trailing Edge 4-6 Before Starting Engine 4-6 Starting Engine (Temperatures Above Freezing) 4-7 Before Takeoff 4-7 Takeoff 4-8 Normal Takeoff 4-8 Short Field Takeoff 4-8 Enroute Climb 4-8 Cruise 4-8 Descent 4-9 Before Landing 4-9 Landing 4-9 Normal Landing 4-9 Short Field Landing 4-9 Balked Landing 4-9 After Landing 4-10 Securing Airplane 4-10 AMPLIFIED PROCEDURES Starting Engine (Temperatures Above Freezing) 4-11 Taxiing 4-11 1 July 1979 4-1 For Flight Training Reference Only ■ SECTION 4 CESSNA — NORMAL PROCEDURES MODEL 152 TABLE OF CONTENTS (Continued) Page Before Takeoff 4-13 Warm-Up 4-13 _ Magneto Check 4-13 Alternator Check 4-13 Takeoff 4-14 Power Check 4-14 Wing Flap Settings 4-14 Crosswind Takeoff 4-15 Enroute Climb 4-15 Cruise 4-15 Leaning With A Cessna Economy Mixture Indicator (EGT) . 4-16 Fuel Savings Procedures For Flight Training Operations .... 4-17 Stalls 4-18 Spins 4-18 Landing 4-20 Short Field Landing 4-20 Crosswind Landing 4-20 Balked Landing 4-21 Cold Weather Operation 4-21 Noise Abatement 4-22 ~ n H 4-2 1 July 1979 For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 1670 pounds and may be used for any lesser weight. Takeoff: Normal Climb Out 65-75 KIAS Short Field Takeoff, Flaps 10°, Speed at 50 Feet .... 54 KIAS Climb, Flaps Up: Normal 70-80 KIAS Best Rate of Climb, Sea Level 67 KIAS Best Rate of Climb, 10,000 Feet 61 KIAS Best Angle of Climb, Sea Level thru 10,000 Feet .... 55 KIAS Landing Approach: Normal Approach, Flaps Up 60-70 KIAS Normal Approach, Flaps 30° 55-65 KIAS Short Field Approach, Flaps 30° 54 KIAS Balked Landing: Maximum Power, Flaps 20° 55 KIAS Maximum Recommended Turbulent Air Penetration Speed: 1670 Lbs 104 KIAS 1500 Lbs 98 KIAS 1350 Lbs 93 KIAS Maximum Demonstrated Crosswind Velocity 12 KNOTS 1 July 1979 4-3 For Flight Training Reference Only