Normal Procedures for the Cessna 152

CESSNA MODEL 152 4. Throttle FULL OPEN. 5. 6. 7. 8. -~ -- Mixture RICH (above 3000 feet, LEAN to obtain maximum RPM). Brakes -- RELEASE. Elevator Control -- SLIGHTLY TAIL LOW. Climb Speed -- 54 KIAS (until all obstacles are cleared). 9. Wing Flaps RETRACT slowly after reaching 60 KIAS. ENROUTE CLIMB 1. Airspeed -- 70-80 KIAS. Flight Instruments -- SET. 1. Parking Brake -- SET. 2. 3. Cabin Doors -- CLOSED and LATCHED. Flight Controls -- FREE and CORRECT. 4. 5. 6. 7. 8. 1700 RPM. a. Fuel Shutoff Valve -- ON. Mixture RICH (below 3000 feet). Elevator Trim TAKEOFF. Throttle -- Magnetos CHECK (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). Carburetor Heat -- CHECK (for RPM drop). СНЕСК. Engine Instruments and Ammeter Suction Gage CHECK. Radios -- SET. -- b. C. d. 9. 10. 11. Throttle Friction Lock -- ADJUST. 12. Brakes RELEASE. Flashing Beacon, Navigation Lights and/or Strobe Lights -- ON as required. NOTE If a maximum performance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5. 2. 3. Throttle Mixture · -- FULL OPEN. 3000 feet. CRUISE 1. Power 2. -- RICH below 3000 feet, LEAN for maximum RPM above 1900-2550 RPM (no more than 75%). Elevator Trim -- ADJUST. 3. Mixture -- LEAN. TAKEOFF NORMAL TAKEOFF -- Carburetor Heat -- COLD. 1. Wing Flaps 0°-10°. 2. 3. Throttle -- FULL OPEN. 4. 5. 65-75 KIAS. Elevator Control -- LIFT NOSE WHEEL at 50 KIAS. Climb Speed SHORT FIELD TAKEOFF 1. 2. 3. Wing Flaps -- 10°. Carburetor Heat APPLY. Brakes -- -- COLD. BEFORE LANDING 1. Seats, Belts, Harnesses 2. 3. Mixture -- RICH. ADJUST and LOCK. Carburetor Heat -- ON (apply full heat before closing throttle). LANDING NORMAL LANDING 1. Airspeed 2. Wing Flaps 3. Airspeed 60-70 KIAS (flaps UP). -- AS DESIRED (below 85 KIAS). 55-65 KIAS (flaps DOWN). Change 2 4-7 4-8 CESSNA MODEL 152 SECTION 4 NORMAL PROCEDURES 4. Touchdown MAIN WHEELS FIRST. -- 5. Landing Roll LOWER NOSE WHEEL GENTLY. -- 6. Braking MINIMUM REQUIRED. SHORT FIELD LANDING Airspeed 60-70 KIAS (flaps UP). Wing Flaps 30° (below 85 KIAS). Airspeed 1. 2. 3. 4. 5. 6. Brakes -- -- MAINTAIN 54 KIAS. Power REDUCE to idle as obstacle is cleared. Touchdown MAIN WHEELS FIRST. APPLY HEAVILY. 7. Wing Flaps -- BALKED LANDING 1. Throttle 2. RETRACT. FULL OPEN. Carburetor Heat -- COLD. 3. Wing Flaps RETRACT to 20°. 4. Airspeed - 55 KIAS. 5. Wing Flaps RETRACT (slowly). -- AFTER LANDING 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD. SECURING AIRPLANE 1. Parking Brake -- SET. 2. Radios, Electrical Equipment OFF. 3. Mixture -- IDLE CUT-OFF (pull full out). 4. Ignition Switch OFF. 1450 Master Switch -- OFF. Control Lock -- INSTALL. 4-9/(4-10 blank) CESSNA MODEL 152 SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES CESSNA MODEL 152 AMPLIFIED PROCEDURES STARTING ENGINE (Temperatures Above Freezing) During engine starting, open the throttle approximately 1/2 inch. In warm weather, one stroke of the primer should be sufficient. In tempera- tures near freezing, up to 3 strokes of the primer may be necessary. As the engine starts, slowly adjust the throttle as required for 1000 RPM or less. NOTĘ The carburetor used on this airplane does not have an accelerator pump; therefore, pumping of the throttle must be avoided during starting because doing so will only cause excessive leaning. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: set the mixture control in the idle cut-off position, the throttle full open, and crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. USE UP AILERON ON LH WING AND NEUTRAL ELEVATOR USE UP AILERON ON RH WING AND NEUTRAL ELEVATOR USE DOWN AILERON ON LH WING AND DOWN ELEVATOR Ο 00 USE DOWN AILERON ON RH WING AND DOWN ELEVATOR NOTE Details concerning cold weather starting and operation at temperatures below freezing may be found under Cold Weather Operation paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure 4-. 2) to maintain directional control and balance. CODE WIND DIRECTION Change 2 4-11 4-12 NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 4-2. Taxiing Diagram CESSNA MODEL 152 SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES CESSNA MODEL 152 The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary. When the knob is pulled out to the heat position, air entering the engine is not filtered. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. The nose wheel is designed to automatically center straight ahead when the nose strut is fully extended. In the event the nose strut is over- inflated and the airplane is loaded to a rearward center of gravity position, it may be necessary to partially compress the strut to permit steering. This can be accomplished prior to taxiing by depressing the airplane nose (by hand) or during taxi by sharply applying brakes. BEFORE TAKEOFF WARM-UP Most of the warm-up will have been conducted during taxi, and additional warm-up before takeoff should be restricted to the checklist procedures. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. MAGNETO CHECK The magneto check should be made at 1700 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 125 RPM on either magneto or show greater than 50 RPM differen- tial between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light, or by operating the wing flaps during the engine runup (1700 RPM). The ammeter will remain within a needle width of its initial position if the alternator and voltage regulator are operating properly. TAKEOFF POWER CHECK It is important to check full-throttle engine operation early in the takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. If this occurs, you are justified in making a thorough full-throttle static runup before another takeoff is attempted. The engine should run smoothly and turn approxi- mately 2280 to 2380 RPM with carburetor heat off and mixture leaned to maximum RPM. Full throttle runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades, they should be immediately corrected as described in Section 8 under Propeller Care. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. After full throttle is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustment should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal takeoffs are accomplished with wing flaps 0°- 10°. Using 10° wing flaps reduces the total distance over an obstacle by approximately 10%. Flap deflections greater than 10° are not approved for takeoff. If 10° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached. On a short field, 10° wing flaps and an obstacle clearance speed of 54 KIAS should be used. This speed provides the best overall climb speed to clear obstacles when taking into account turbulence often found near ground level. Soft or rough field takeoffs are performed with 10° wing flaps by lifting 4-13 4-14 CESSNA MODEL 152 SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES the airplane off the ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a higher climb speed. Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. 8000 Feet CESSNA MODEL 152 75% POWER 65% POWER *55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG Sea Level 100 16.4 94 17.8 87 19.3 4000 Feet 103 17.0 97 18.4 89 19.8 107 17.6 100 18.9 91 20.4 Standard Conditions Zero Wind ENROUTE CLIMB Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate-of-climb speeds for the best combination of performance, visibility and engine cooling. The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM. For maximum rate of climb, use the best rate-of-climb speeds shown in the Rate Of Climb chart in Section 5. If an obstruction dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and maximum power. Climbs at speeds lower than the best rate-of-climb speed should be of short duration to improve engine cooling. CRUISE Normal cruising is performed between 55% and 75% power. The engine RPM and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has stabil- ized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service follow- ing cylinder replacement or top overhaul of one or more cylinders. The data in Section 5 shows the increased range and improved fuel economy that is obtainable when operating at lower power settings. The use of lower power settings and the selection of cruise altitude on the basis of the most favorable wind conditions are significant factors that should be considered on every trip to reduce fuel consumption. Figure 4-3. Cruise Performance Table The Cruise Performance Table, figure 4-3, shows the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. To achieve the recommended lean mixture fuel consumption figures shown in Section 5, the mixture should be leaned until engine RPM peaks and drops 25-50 RPM. At lower powers it may be necessary to enrichen the mixture slightly to obtain smooth operation. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the original RPM (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation. FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING OPERATIONS For best fuel economy during flight training operations, the following procedures are recommended. 4-15 4-16 CESSNA MODEL 152 1. 2. 3. SECTION 4 NORMAL PROCEDURES SECTION 4 Use 55% to 60% power while transitioning to and from the practice area (approximately 2200-2250 RPM). Lean the mixture for maximum RPM during climbs above 3000 feet. The mixture may be left leaned for practicing such maneuvers as stalls. Lean the mixture for maximum RPM during all operations at any altitude, including those below 3000 feet, when using 75% or less power. NOTE When cruising at 75% or less power, the mixture may be further leaned until the RPM peaks and drops 25-50 RPM. This is especially applicable to cross-country training flights, but may also be practiced during transition flights to and from the practice area. Using the above recommended procedures can provide fuel savings of up to 13% when compared to typical training operations at a full rich mixture. STALLS The stall characteristics are conventional for the flaps up and flaps down condition. The stall warning horn produces a steady signal 5 to 10 knots before the actual stall is reached and remains on until the airplane flight attitude is changed. Stall speeds for various combinations of flap setting and bank angle are summarized in Section 5. SPINS Intentional spins are approved in this airplane (see Section 2). Before attempting to perform spins, however, several items should be carefully considered to assure a safe flight. No spins should be attempted without first having received dual instruction in both spin entries and spin recoveries from a qualified instructor who is familiar with the spin characteristics of the Cessna 152. The cabin should be clean and all loose equipment (including the microphone) should be stowed. For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should be secured. Spins with baggage loadings or occupied child's seat are not approved. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions. However, care NORMAL PROCEDURES CESSNA MODEL 152 should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels. It is recommended that, where feasible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level. At least 1000 feet of altitude loss should be allowed for a 1- turn spin and recovery, while a 6-turn spin and recovery may require somewhat more than twice that amount. For example, the recommended entry altitude for a 6-turn spin would be 6000 feet above ground level. In any case, entries should be planned so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91.71. Another reason for using high altitudes for practicing spins is that a greater field of view is provided which will assist in maintaining pilot orientation. The normal entry is made from a power-off stall. As the stall is approached, the elevator control should be smoothly pulled to the full aft position. Just prior to reaching the stall "break", rudder control in the desired direction of the spin rotation should be applied so that full rudder deflection is reached almost simultaneously with reaching full aft eleva- tor. A slightly greater rate of deceleration than for normal stall entries or the use of partial power at the entry will assure more consistent and positive entries to the spin. Both elevator and rudder controls should be held full with the spin until the spin recovery is initiated. An inadvertent relaxation of either of these controls could result in the development of a nose-down spiral. NOTE Careful attention should be taken to assure that the aileron control is neutral during all phases of the spin since any aileron deflection in the direction of the spin may alter the spin characteristics by increasing the rotation rate and changing the pitch attitude. For the purpose of training in spins and spin recoveries, a 1 to 2-turn spin is adequate and should be used. Up to 2 turns, the spin will progress to a fairly rapid rate of rotation and a steep attitude. Application of recovery controls will produce prompt recoveries of from 1/4 to 1/2 of a turn. If the spin is continued beyond the 2 to 3-turn range, some change in character of the spin may be noted. Rotation rates may vary and some additional sideslip may be felt. Normal recoveries from such extended spins may take up to a full turn or more. Regardless of how many turns the spin is held or how it is entered, the following recovery technique should be used: 4-17 4-18 CESSNA MODEL 152 1. 2. 3. 4. 5. SECTION 4 NORMAL PROCEDURES VERIFY THAT AILERONS ARE NEUTRAL AND THROTTLE IS IN IDLE POSITION. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 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. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov- ery. 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. Variations in basic airplane rigging or in weight and balance due to installed equipment or cockpit occupancy can cause differences in behav- ior, particularly in extended spins. These differences are normal and will result in variations in the spin characteristics and in the recovery lengths for spins of more than 3 turns. However, the above recovery procedure should always be used and will result in the most expeditious recovery from any spin. Intentional spins with flaps extended are prohibited, since the high speeds which may occur during recovery are potentially damaging to the flap/wing structure. LANDING Normal landing approaches can be made with power-on or power-off at speeds of 60 to 70 KIAS with flaps up, and 55 to 65 KIAS with flaps down. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Actual touchdown should be made with power-off and on the main wheels first. The nose wheel should be lowered smoothly to the runway as speed is diminished. SHORT FIELD LANDING For a short field landing in smooth air conditions, make an approach at SECTION 4 NORMAL PROCEDURES CESSNA MODEL 152 54 KIAS with 30° flaps using enough power to control the glide path. After all approach obstacles are cleared, progressively reduce power and maintain 54 KIAS by lowering the nose of the airplane. Touchdown should be made with power-off and on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold full nose-up elevator, and apply maximum brake pressure without sliding the tires. Slightly higher approach speeds should be used under turbulent air conditions. CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. Use a wing low, crab, or a combination method of drift correction and land in a nearly level attitude. BALKED LANDING In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. Upon reaching a safe airspeed, the flaps should be slowly retracted to the full up position. COLD WEATHER OPERATION Prior to starting with temperatures below freezing, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. Preheat is generally required with outside air temperatures below -18°C (0°F) and is recommended when temperatures are below -7°C (20°F). Cold weather starting procedures are as follows: With Preheat: 1. Ignition Switch- OFF. 2. Throttle 3. Mixture -- -- - CLOSED. IDLE CUT-OFF. 4-19 4-20 Change 2 CESSNA MODEL 152 SECTION 4 NORMAL PROCEDURES 4. Parking Brake 5. SET. Propeller -- PULL through by hand several revolutions. SECTION 4 NORMAL PROCEDURES CESSNA MODEL 152 to the 0° to 21°C range, where icing is critical under certain atmospheric conditions. NOTE Caution should be used to ensure the brakes are set or a qualified person is at the controls. 6. Mixture -- RICH. 6700 Throttle -- OPEN 1/2 to 3/4 INCH. 8. Prime -- 2 to 4 STROKES depending on temperature. 9. Primer RECHARGE for priming after engine start. Propeller Area -- CLEAR. 10. 11. 12. 13. 14. 15. 16. Master Switch ON. Ignition Switch -- START (release when engine starts). Prime -- AS REQUIRED until the engine runs smoothly. Throttle ADJUST for 1200 to 1500 RPM for approximately one minute after which the RPM can be lowered to 1000 or less. Oil Pressure CHECK. -- -- Primer -- LOCK. Without Preheat: The procedure for starting without preheat is the same as with preheat except the engine should be primed an additional three strokes just prior to pulling the propeller through by hand. NOTE If the engine fires but does not start or continue running, repeat the above starting procedure beginning with step 6. If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is possible that the spark plugs have been frosted over, in which case preheat must be used before another start is attempted. During cold weather operations, no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and oil pressure remains normal and steady, the airplane is ready for takeoff. When operating in temperatures below -18°C, avoid using partial carburetor heat. Partial heat may increase the carburetor air temperature NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and thereby tend to build public support for aviation: 1. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. 2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model 152 at 1670 pounds maximum weight is 65.0dB(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into or out of, any airport. Change 2 4-21 4-22 Change 2