Pilot's Operating Handbook Cessna Model 152

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 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 152 n n n n n n NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection 4-4 1 July 1979 For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION (T)CABIN 1. Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. 2. Control Wheel Lock -- REMOVE. 3. Ignition Switch -- OFF. 4. Master Switch -- ON. WARNING When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken,wire, or a component malfunction, could cause the propeller to rotate. 5. Fuel Quantity Indicators - CHECK QUANTITY. 6. Master Switch -- OFF. 7. Fuel Shutoff Valve -- ON. @EMPENNAGE 1. Rudder Gust Lock - REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. (3) RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. * (?) RIGHT WING 1. Wing Tie-Down -- DISCONNECT. 2. Main Wheel Tire -- CHECK for proper inflation. 3. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment, and proper fuel grade. 4.. Fuel Quantity--CHECK VISUALLY for desired level. 5. Fuel Filler Cap - SECURE. 1 July 1979 4-5 For Flight Training Reference Only SECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 5)I\IOSE ©LEFT WING n n 1. Engine Oil Level -- CHECK, do not operate with less than four quarts. Fill to six quarts for extended flight. 2. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel line drain plug will be necessary. 3. Propeller and Spinner -- CHECK for nicks and security. 4. Carburetor Air Filter -- CHECK for restrictions by dust or other foreign matter. _ 5. Landing Light(s) -- CHECK for condition and cleanliness. 6. Nose Wheel Strut and Tire -- CHECK for proper inflation. 7. Nose Tie-Down -- DISCONNECT. 8. Static Source Opening (left side of fuselage) -- CHECK for stoppage. ' 1. Main Wheel Tire -- CHECK for proper inflation. 2. Before first flight of day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade. 3. Fuel Quantity -- CHECK VISUALLY for desired level. 4. Fuel Filler Cap - SECURE. (?) LEFT WING Leading Edge 1. Pitot Tube Cover -- REMOVE and check opening for stoppage. 2. Stall Warning Opening -- CHECK for stoppage. To check the system, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn will confirm system operation. 3. Fuel Tank Vent Opening -- CHECK for stoppage. 4. Wing Tie-Down -- DISCONNECT. (?) LEFT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE. 4-6 1 July 1979 For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES 2. Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. 3. Fuel Shutoff Valve -- ON. 4. Radios, Electrical Equipment -- OFF. 5. Brakes -- TEST and SET. 6. Circuit Breakers -- CHECK IN. STARTING ENGINE (Temperatures Above Freezing) NOTE For cold weather starting procedures, refer to page 4-21. 1. Mixture -- RICH. 2. Carburetor Heat -- COLD. 3. Prime -- AS REQUIRED (up to 3 strokes - none if engine is warm). 4. Throttle -- OPEN 1/2 INCH (CLOSED if engine is warm). 5. Propeller Area -- CLEAR. 6. Master Switch -- ON. 7. Ignition Switch -- START (release when engine starts). 8. Throttle -- ADJUST for 1000 RPM or less. 9. Oil Pressure -- CHECK. 10. Flashing Beacon and Navigation Lights -- ON as required. 11. Radios -- ON. BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Cabin Doors -- CLOSED and LATCHED. 3. Flight Controls -- FREE and CORRECT. 4. Flight Instruments -- SET. 5. Fuel Shutoff Valve -- ON. 6. Mixture -- RICH (below 3000 feet). 7. Elevator Trim -- TAKEOFF. 8. Throttle -- 1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). b. Carburetor Heat -- CHECK (for RPM drop). c. Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK. e. Throttle -- 1000 RPM OR LESS. 9. Radios -- SET. 10. Strobe Lights -- AS DESIRED. 11. Throttle Friction Lock -- ADJUST. 12. Brakes -- RELEASE. 1 July 1979 4-7 For Flight Training Reference Only " SECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0°- 10°. 2. Carburetor Heat -- COLD. 3. Throttle - FULL OPEN. 4. Elevator Control - LIFT NOSE WHEEL at 50 KIAS. 5. Climb Speed -- 65-75 KIAS. SHORT FIELD TAKEOFF 1. Wing Flaps -- 10°. 2. Carburetor Heat -- COLD. 3. Brakes - APPLY. 4. Throttle - FULL OPEN. 5. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). 6. Brakes -- RELEASE. 7. Elevator Control - SLIGHTLY TAIL LOW. 8. 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. NOTE If a maximum performance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5. 2. Throttle - FULL OPEN. 3. Mixture — RICH below 3000 feet, LEAN for maximum RPM above 3000 feet. CRUISE 1. Power -- 1900-2550 RPM (no more than 75%). 2. Elevator Trim -- ADJUST. 3. Mixture -- LEAN. 4-8 1 July 1979 P n For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES DESCENT 1. Mixture -- ADJUST for smooth operation (full rich for idle power). 2. Power -- AS DESIRED. 3. Carburetor Heat -- FULL HEAT AS REQUIRED. BEFORE LANDING 1. Seats, Belts, Harnesses -- ADJUST and LOCK. 2. Mixture -- RICH. 3. Carburetor Heat -- ON (apply full heat before reducing power). LANDING NORMAL LANDING 1. Airspeed -- 60-70 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (below 85 KIAS). 3. Airspeed -- 55-65 KIAS (flaps DOWN). 4. Touchdown -- MAIN WHEELS FIRST. 5. Landing Roll -- LOWER NOSE WHEEL GENTLY. 6. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed - 60-70'KIAS (flaps UP). 2. Wing Flaps - 30° (below 85 KIAS). 3. Airspeed - MAINTAIN 54 KIAS. 4. Power -- REDUCE to idle as obstacle is cleared. 5. Touchdown -- MAIN WHEELS FIRST. 6. Brakes -- APPLY HEAVILY. 7. Wing Flaps -- RETRACT. BALKED LANDING 1. Throttle -- FULL OPEN. 2. Carburetor Heat - COLD. 3. Wing Flaps -- RETRACT to 20°. 4. Airspeed -- 55 KIAS. 5. Wing Flaps -- RETRACT (slowly). 1 July 1979 4-9 For Flight Training Reference Only SECTION 4 CESSNA — NORMAL PROCEDURES MODEL 152 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. 5. Master Switch -- OFF. 6. Control Lock -- INSTALL. 4-10 1 July 1979 ~ n n n n n For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES 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. If the engine is still warm from previous operation, it may be started with the throttle closed and no priming. 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. — 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. 1 July 1979 4-11 For Flight Training Reference Only ~ SECTION 4 NORMAL PROCEDURES CESSNA MODEL 152 USE UP AILERON USE UP AILERON ON RH WING AND NEUTRAL ELEVATOR ON LH WTNG AND NEUTRAL ELEVATOR USE DOWN AILERON B ON LH WING AND DOWN ELEVATOR USE DOWN AILERON ON RH WING AND DOWN ELEVATOR CODE WIND DIRECTION 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 4-12 1 July 1979 n n n n n n n n n For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES 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 alternator control unit 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 1 July 1979 4-13 For Flight Training Reference Only WING FLAP SETTINGS Soft or rough field takeoff s are performed with 10° wing flaps by lifting 4-14 1 July 1979 ~ SECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 within a needle width of its initial position if the alternator and alternator — control unit 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. " 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. n For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 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. CROSSWIND TAKEOFF 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. With the ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher than normal, and 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. 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 a minimum of 75% power until a total of 25 hours has accumulated or oil consumption has stabilized. Operation at this higher power will ensure proper seating of the rings and is applicable to new engines, and engines in service following 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. 1 July 1979 4-15 For Flight Training Reference Only SECTION 4 NORMAL PROCEDURES CESSNA MODEL 152 ALTITUDE Sea Level 4000 Feet 8000 Feet 75% POWER KTAS 100 103 107 NMPG 16.4 17.0 17.6 65% POWER KTAS 94 97 100 NMPG 17.8 18.4 18.9 55% POWER KTAS 87 89 91 NMPG 19.3 19.8 20.4 Standard Conditions Zero Wind 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. LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT) Exhaust gas temperature (EGT) as shown on the optional Cessna Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at 75% power or less. To adjust the mixture, using this indicator, lean to establish the peak EGT as a reference point and then n 4-16 1 July 1979 ~ For Flight Training Reference Only CESSNA MODEL 152 SECTION 4 NORMAL PROCEDURES MIXTURE DESCRIPTION RECOMMENDED LEAN (Pilot's Operating Handbook and Power Computer) BEST ECONOMY EXHAUST GAS TEMPERATURE 25°F Rich of Peak EGT Peak EGT Figure 4-4. EGT Table enrichen the mixture by the desired increment based on figure 4-4. As noted in this table, operation at peak EGT provides the best fuel economy. This results in approximately 8% greater range than shown in this handbook accompanied by approximately a 4 knot decrease in speed. Under some conditions, engine roughness may occur while operating at peak EGT. In this case, operate at the Recommended Lean mixture. Any change in altitude or throttle position will require a recheck of EGT indication. FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING OPERATIONS For best fuel economy during flight training operations, the following procedures are recommended. 1. Use 55% to 60% power while transitioning to and from the practice area (approximately 2200-2250 RPM). 2. Lean the mixture for maximum RPM during climbs above 3000 feet. The mixture may be left leaned for practicing such maneuvers as stalls. 3. 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 1 July 1979 4-17 For Flight Training Reference Only SECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 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. j-i 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 The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions. However, care 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. 4-18 1 July 1979 H 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. ' " For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES 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: 1. VERIFY THAT AILERONS ARE NEUTRAL AND THROTTLE IS IN IDLE POSITION. 2. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC TION OF ROTATION. 3. 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. 4. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov ery. 5. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. 1 July 1979 4-19 For Flight Training Reference Only SECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 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 HELD LANDING For a short field landing in smooth air conditions, make an approach at 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. CROGSWIND LANDING When landing in a strong crosswind, use the minimum flap setting 4-20 1 July 1979 " For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES 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 -- CLOSED. 3. Mixture -- IDLE CUT-OFF. 4. Parking Brake -- SET. 5. Prime -- 2 to 4 STROKES as the propeller is being turned over by hand. RECHARGE for priming after engine start. NOTE Caution should be used to ensure the brakes are set or a qualified person is at the controls. 6. Mixture - RICH. 7. Throttle -- OPEN 1/2 to 3/4 INCH. 8. Propeller Area -- CLEAR. 1 July 1979 4-21 For Flight Training Reference Only SECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 9. Master Switch -- ON. 10. Ignition Switch -- START (release when engine starts). 11. Prime -- AS REQURIED until the engine runs smoothly. 12. Throttle -- ADJUST for 1200 to 1500 RPM for approximately one minute after which the RPM can be lowered to 1000 or less. 13. Oil Pressure -- CHECK. 14. Primer -- LOCK. conditions. NOISE ABATEMENT 4-22 1 July 1979 ' n n Without Preheat: — The procedure for starting without preheat is the same as with preheat except the engine should be primed an additional two strokes while pulling the propeller through by hand. Carburetor heat should be applied after the — engine starts. Leave the carburetor heat on until the engine runs smoothly. 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 to the 0° to 21°C range, where icing is critical under certain atmospheric " 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: r For Flight Training Reference Only CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES 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 64.8 dB(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. 1 July 1979 4-23/(4-24 blank) For Flight Training Reference Only CESSNA SECTION 5 MODEL 152 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Page Introduction 5-3 Use of Performance Charts 5-j Sample Problem 5-3 Takeoff 5-4 Cruise 5-!> Fuel Required 5-5 Landing 5-7 Demonstrated Operating Temperature 5-7 Figure 5-1, Airspeed Calibration 5-8 Figure 5-2, Temperature Conversion Chart 5-9 Figure 5-3, Stall Speeds 5-10 Figure 5-4, Takeoff Distance 5-11 Figure 5-5, Rate Of Climb - Maximum 5-12 Figure 5-6, Time, Fuel, And Distance To Climb 5-13 Figure 5-7, Cruise Performance 5-14 Figure 5-8, Range Profile - 24.5 Gallons Fuel 5-15 Range Profile - 37.5 Gallons Fuel 5-16 Figure 5-9, Endurance Profile - 24.5 Gallons Fuel 5-17 Endurance Profile - 37.5 Gallons Fuel 5-18 Figure 5-1G, Landing Distance 5-19 1 July 1979 5-1/(5-2 blank) For Flight Training Reference Only CESSNA SECTION 5 MODEL 152 PERFORMANCE INTRODUCTION Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified cruise power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus trate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight 1610 Pounds Usable fuel 24.5 Gallons TAKEOFF CONDITIONS Field pressure altitude 1500 Feet Temperature 28° C (16°C above standard) Wind component along runway 12 Knot Headwind Field length 3500 Feet 1 July 1979 5-3 For Flight Training Reference Only SECTION 5 PERFORMANCE CESSNA — MODEL 152 CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute LANDING CONDITIONS Field pressure altitude Temperature Field length TAKEOFF 265 Nautical Miles 5500 Feet 20° C (16°C above standard) 10 Knot Headwind 2000 Feet 25°C 3000 Feet The takeoff distance chart, figure 5-4, should be consulted, keeping in mind that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a pressure altitude of 2000 feet and a temperature of 30°C should be used and results in the following: Ground roll 980 Feet Total distance to clear a 50-foot obstacle 1820 Feet These distances are well within the available takeoff field length. Howev er, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots 10% = 13% Decrease 9 Knots This results in the following distances, corrected for wind: Ground roll, zero wind Decrease in ground roll (980 feet * 13%) Corrected ground roll 980 127 853 Feet Total distance to clear a 50-foot obstacle, zero wind 1820 Decrease in total distance (1820 feet x 13%) 237 Corrected total distance to clear 5G-foot obstacle 1583 Feet 5-4 1 July 1979 n n ■ n For Flight Training Reference Only CESSNA SECTION 5 MODEL 152 PERFORMANCE CRUISE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A typical cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be deter mined based on several considerations. These include the cruise perfor mance characteristics presented in figure 5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. For this sample problem, a cruise power of approximately 65% will be used. The cruise performance chart, figure 5-7, is entered at 6000 feet altitude and 20°C above standard temperature. These values most nearly corres pond to the planned altitude and expected temperature conditions. The engine speed chosen is 2400 RPM, which results in the following: Power 64% True airspeed 99 Knots Cruise fuel flow 5.2 GPH The power computer may be used to determine power and fuel consump tion more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem, figure 5-6 shows that a climb from 2000 feet to 6000 feet requires 1 gallon of fuel. The corresponding distance during the climb is 9 nautical miles. These values are for a standard temperature (as shown on the climb chart) and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by 10% for each 10°C above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°C above standard, the correction would be: JqJ£ * 10% = 16% Increase 1 July 1979 5-5 For Flight Training Reference Only SECTION 5 CESSNA _ PERFORMANCE MODEL 152 With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature 1.0 Increase due to non-standard temperature (1.0 x 16%) OJL Corrected fuel to climb , 1.2 Gallons Total distance 265 Climb distance -10 Cruise distance 255 Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 99 -10 89 Knots = 2.9 Hours 89 Knots The fuel required for cruise is: 2.9 hours * 5.2 gallons/hour = 15.1 Gallons The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Total fuel required 0.8 1.2 15.1 17.1 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. 1 Using a similar procedure for the distance to climb results in 10 nautical miles. The resultant cruise distance is: Therefore, the time required for the cruise portion of the trip is: 255 Nautical Miles n r n n 5-6 1 July 1979 For Flight Training Reference Only CESSNA SECTION 5 MODEL 152 PERFORMANCE LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10 presents landing distances for various airport altitude and temperature combinations using the short field technique. The distances corresponding to 2000 feet and 30°C are as follows: Ground roll 535 Feet Total distance to clear a 50-foot obstacle 1300 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff. DEMONSTRATED OPERATING TEMPERATURE Satisfactory engine cooling has been demonstrated for this airplane with an outside air temperature 23°C above standard. This is not to be considered as an operating limitation. Reference should be made to Section 2 for engine operating limitations. 1 July 1979 5-7 For Flight Training Reference Only SECTION 5 PERFORMANCE CESSNA MODEL 152 AIRSPEED CALIBRATION CONDITIONS: Power required for level flight or maximum rated RPM dive. FLAPS UP KIAS KCAS FLAPS 10° KIAS KCAS FLAPS 30° KIAS KCAS 40 46 40 44 40 43 50 53 50 52 50 51 60 60 60 61 60 61 70 69 70 70 70 71 80 78 80 80 80 82 90 100 110 120 130 140 88 97 107 117 127 136 CM PR 07 Figure 5-1. Airspeed Calibration 5-8 1 July 1979 " " n n n n For Flight Training Reference Only CESSNA MODEL 152 SECTION 5 PERFORMANCE TEMPERATURE CONVERSION CHART 120 100 80 (30 X 40 20 -20 -40 e -40 -20 0 20 DEGREES - CELSIUS 40 Figure 5-2. Temperature Conversion Chart 1 July 1979 For Flight Training Reference Only SECTION 5 PERFORMANCE CESSNA MODEL 152 STALL SPEEDS CONDITIONS: Power Off NOTES: 1. Altitude loss during a stall recovery may be as much as 160 feet. 2. KIAS values are approximate and are based or airspeed calibration data with power off. MOST REARWARD CENTER OF GRAVITY WEIGHT LBS 1670 FLAP DEFLECTION UP 10° 30° ANGLE OF BANK 0° KIAS 36 36 31 KCAS 46 43 41 30° KIAS 39 39 33 KCAS 49 46 44 45° KIAS 43 43 37 KCAS 55 51 49 60° KIAS 51 51 44 KCAS 65 61 58 MOST FORWARD CENTER OF GRAVITY WEIGHT LBS 1670 FLAP DEFLECTION UP 10° 30° ANGLE OF BANK 0° KIAS 40 40 35 KCAS 48 46 43 30° KIAS 43 43 38 KCAS 52 49 46 45° KIAS 48 48 42 KCAS 57 55 51 60° KIAS 57 57 49 KCAS 68 65 61 Figure 5-3. Stall Speeds ~ P 5-10 1 July 1979 For Flight Training Reference Only CESSNA MODEL 152 ^' SECTION 5 PERFORMANCE WIND COMPONENTS NOTE: Maximum demonstrated crosswind velocity is 12 knots (not a limitation). o z 2 LJJ c u Q Z i 5 10 15 20 25 CROSSWIND COMPONENT - KNOTS 30 Figure 5-4. Wind Components 20 April 1982 5-10A (5-10B BLANK) For Flight Training Reference Only I I [ TAKEOFF DISTANCE SHORT FIELD CONDITIONS: Flaps 10° Full Throttle Prior to Brake Release Paved, Level, Dry Runway Zero Wind NOTES: 1. Short field technique as specified in Section 4. 2. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle, static runup. 3. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots. 4. For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure. ira to WEIGHT LBS 1670 TAKEOFF SPEED KIAS LIFT OFF 50 AT SOFT 54 PRESS ALT FT S.L. 1000 2000 3000 4000 5000 6000 7000 8000 GRND ROLL 640 705 775 855 940 1040 1145 1270 1405 0°C TOTAL TO CLEAR 50 FT OBS 1190 1310 1445 1600 1775 1970 2200 2470 2800 50*F io°c GRND ROLL 695 765 840 925 1020 1125 1245 1375 1525 TOTAL TO CLEAR 50 FT OBS 1290 1420 1565 1730 1920 2140 2395 2705 3080 GRND ROLL 755 825 910 1000 1100 1215 1345 1490 1655 ?0°C TOTAL TO CLEAR 50 FT OBS 1390 1530 1690 1870 2080 2320 2610 2960 3395 c. '•-, 30°C GRND ROLL 810 890 980 1080 1190 1315 1455 1615 1795 TOTAL TO CLEAR 50 FT OBS 1495 1645 1820 2020 2250 2525 2855 3255 3765 GRND ROLL 875 960 1055 1165 1285 1420 1570 1745 1940 40°C TOTAL TO CLEAR 50 FT OBS 1605 1770 1960 2185 2440 2750 3125 3590 4195 3 S a si I8 Figure 5-4. Takeoff Distance S) For Flight Training Reference Only SECTION 5 PERFORMANCE CESSNA MODEL 152 RATE OF CLIMB MAXIMUM CONDITIONS: Flaps Up Full Throttle NOTE: Mixture leaned above 3000 feet for maximum RPM. WEIGHT LBS 1670 PRESS ALT FT S.L. 2000 4000 6000 8000 10,000 12,000 CLIMB SPEED KIAS 67 66 65 63 62 61 60 RATE OF CLIMB - FPM -20°C 835 735 635 535 440 340 245 0°C 765 670 570 475 380 285 190 20°C 700 600 505 415 320 230 135 40°C 630 535 445 355 265 175 85 n n n n Figure 5-5. Rate of Climb 5-12 1 July 1979 For Flight Training Reference Only CESSNA MODEL 152 SECTION 5 PERFORMANCE TIME, FUEL, AND DISTANCE TO CLIMB |MAXIMUM RATE OF CLIMB] CONDITIONS: Flaps Up Full Throttle Standard Temperature NOTES: 1. Add 0.8 of a gallon of fuel for engine start, taxi and takeoff allowance. 2. Mixture leaned above 3000 feet for maximum RPM. 3. Increase time, fuel and distance by 10% for each 10°C above standard temperature. 4. Distances shown are based on zero wind. WEIGHT LBS 1670 PRESSURE ALTITUDE FT S.L. 1000 2000 3000 3Si Id 4000 5000 55OC 6000 7000 8000 9000 10,000 11,000 12,000 TEMP °C 15 13 11 9 % 7 5 3 5 1 -1 -3 -5 -7 -9 CLIMB SPEED KIAS 67 66 66 65 65 65 64 63 63 62 62 61 61 60 RATE OF CLIMB FPM 715 675 630 590 550 505 4?5 465 425 380 340 300 255 215 FROM SEA LEVEL TIME MIN 0 1 3 5 6 8 1 10 "•5 13 15 18 21 25 29 FUEL USED GALLONS 0 0.2 0.4 0.7 0.9 1.2 Ii3 1.4 1,55 1.7 2.0 2.3 2.6 3.0 3.4 DISTANCE NM 0 2 3 5 7 9 12 13 14 17 21 25 29 34 Figure 5-6. Time, Fuel, and Distance to Climb 1 July 1979 5-13 For Flight Training Reference Only SECTION 5 PERFORMANCE CESSNA MODEL 152 ~ CRUISE PERFORMANCE CONDITIONS: 1670 Pounds Recommended Lean Mixture (See Section 4, Cruise) NOTE: Cruise speeds are shown for an airplane equipped with speed fairings which increase the speeds by approximately two knots. PRESSURE A I TITI I PlP ML I M U L/C FT 2000 4000 6000 8000 10,000 12,000 ROM nrlvl 2400 2300 2200 2100 2000 2450 2400 2300 2200 2100 2000 2500 2400 2300 2200 2100 2000 2550 2500 2400 2300 2200 2100 2500 2400 2300 2200 2100 2450 2400 2300 2200 2100 20°C BELOW STANDARD % BHP 71 62 55 49 76 67 60 53 48 72 64 57 51 46 76 68 61 55 49 72 65 58 53 48 65 62 56 51 47 KTAS 97 92 87 81 102 96 91 86 81 101 96 90 85 80 - _ _ 105 100 95 90 84 105 99 94 89 83 101 99 93 88 82 FEMP GPH 5.7 5.1 4.5 4.1 6.1 5.4 4.8 4.4 3.9 5.8 5.2 4.6 4.2 3.8 6.2 5.5 5.0 4.5 4.1 5.8 5.3 4.7 4.3 4.0 5.3 5.0 4.6 4.2 3.9 STANDARD TEMPERATURE % BHP 75 66 59 53 47 75 71 63 56 51 46 75 67 60 54 49 45 75 71 64 58 52 48 68 61 56 51 46 62 59 54 49 45 KTAS 101 96 91 86 80 103 101 95 90 85 80 105 100 95 89 84 79 107 104 99 94 89 83 103 98 93 88 82 100 97 92 87 81 GPH 6.1 5.4 4.8 4.3 3.9 6.1 5.7 5.1 4.6 4.2 3.8 6.1 5.4 4.9 4.4 4.0 3.7 6.1 5.8 5.2 4.7 4.3 3.9 5.5 5.0 4.5 4.2 3.9 5.0 4.8 4.4 4.1 3.8 20°C ABOVE STANDARD % BHP 70 63 56 51 46 70 67 60 54 49 45 71 64 57 52 48 44 71 67 61 55 51 46 64 58 53 49 45 59 56 52 48 44 KTAS 101 95 90 85 79 102 100 95 89 84 78 104 99 94 88 83 77 106 103 98 93 87 82 103 97 92 86 81 99 96 91 85 79 TEMP GPH 5.7 5.1 4.6 4.2 3.8 5.7 5.4 4.9 4.4 4.0 3.7 5.7 5.2 4.7 4.3 3.9 3.6 5.7 5.4 4.9 4.5 4.2 3.8 5.2 4.8 4.4 4.0 3.8 4.8 4.6 4.3 4.0 3.7 n n n n n Figure 5-7. Cruise Performance 5-14 1 July 1979 For Flight Training Reference Only CESSNA MODEL 152 SECTION 5 PERFORMANCE RANGE PROFILE 45 MINUTES RESERVE 24.5 GALLONS USABLE FUEL CONDITIONS: 1670 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTES: 1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb as shown in figure 5-6. 2. Performance is shown for an airplane equipped with speed fairings which increase the cruise speeds by approximately two knots. 12,000 10,000 8000 6000 4000 2000 - S.L. i_ LL O Q_ i A ■s/ fM K c i Sjy 07 TAS M05 KTAS 100 "KTA <o S" i s T~ 102 _J S 98 .KTAS 34 KTAS" 8( K 9' K 1 i 30 <TAS1 - 61 a c I < A C u i * ) _^ TAQ- in TAS L79 KTAS II 300 350 400 450 500 RANGE - NAUTICAL MILES Figure 5-8. Range Profile (Sheet 1 of 2) 1 July 1979 5-15 For Flight Training Reference Only n SECTION 5 PERFORMANCE CESSNA MODEL 152 RANGE PROFILE 45 MINUTES RESERVE 37.5 GALLONS USABLE FUEL CONDITIONS: 1670 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTES: 1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb as shown in figure 5-6. 2. Performance is shown for an airplane equipped with speed fairings which increase the cruise speeds by approximately two knots. 12,000 10,000 1X1 8000 LJJ g 6000 4000 2000 S.L. _ ■« -C a. 1 \, /I r 1 5 / M07 -KTAS 105 KTAS /KTAS 1 c a _ nV <-> i / If cc I 02 <ta: 1 1 ■98 KTAS TA S ( -i u lL I 1r 8 94 p80 KTAS]"KTAS 11 _KTAS 7 TAS" — u 5 s n 179 KTAS "77 ;ktas 500 550 600 650 700 RANGE - NAUTICAL MILES Figure 5-8. Range Profile (Sheet 2 of 2) 750 5-16 1 July 1979 n n n n n n - n n For Flight Training Reference Only CESSNA