Emergency Procedures for the Cessna 152 Aerobat

Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. 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. Total: 7 Quarts (if oil filter installed). 1-3 1-4 CESSNA MODEL 152 SECTION 1 GENERAL SECTION 1 GENERAL CESSNA MODEL 152 MAXIMUM CERTIFICATED WEIGHTS KIAS Takeoff: 1670 lbs Landing: 1670 lbs. Weight in Baggage Compartment: KTAS 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. A NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, 152: 1081 lbs. Maximum Useful Load, 152: 589 lbs. VFE VNO V NE 152 II: 1118 lbs. 152 II: 552 lbs. CABIN AND ENTRY DIMENSIONS S 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. V. Χ SPECIFIC LOADINGS Wing Loading: 10.5 lbs./sq. ft. V Y 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. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Manuevering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speec permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed tha should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed a which the airplane is controllable. Stalling Speed or the minimum steady flight speed a which the airplane is controllable in the landing configu ration at the most forward center of gravity. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Standard Tempera- ture Pressure Altitude Outside Air Temperature is the free air static temperature It is expressed in either degrees Celsius (formerly Centi grade) or degrees Fahrenheit. Standard Temperature is 15°C at sea level pressure alti tude and decreases by 2°C for each 1000 feet of altitude Pressure Altitude is the altitude read from an altimete: when the altimeter's barometric scale has been set to 29.95 inches of mercury (1013 mb). 1-5 1-6 CESSNA MODEL 152 SECTION 1 GENERAL SECTION 1 GENERAL CESSNA MODEL 152 ENGINE POWER TERMINOLOGY BHP RPM Static RPM Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Static RPM is engine speed attained during a full-throttle engine runup when the airplane is on the ground and stationary. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. 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 is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied Center of Gravity (C.G.) C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load Gross (Loaded) 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 fuel, 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 takeoff weight and the basic empty weight. Gross (Loaded) Weight is the loaded weight of the airplane. 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. 1-7 1-8 CESSNA MODEL 152 SECTION 2 LIMITATIONS TABLE OF CONTENTS SECTION 2 LIMITATIONS Page Introduction Airspeed Limitations 2-3 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 Flight Load Factor Limits Kinds Of Operation Limits Fuel Limitations Placards 2-6 2-6 2-6 2-7 2-8 2-1/(2-2 blank) CESSNA MODEL 152 INTRODUCTION SECTION 2 LIMITATIONS 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 have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equip- ment are included in Section 9. Your Cessna is certificated under FAA Type Certificate No. 3A19 as Cessna Model No. 152. AIRSPEED LIMITATIONS SECTION 2 LIMITATIONS AIRSPEED INDICATOR MARKINGS CESSNA MODEL 152 Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING White Arc Green Arc KIAS VALUE OR RANGE 35 - 85 40 - 111 SIGNIFICANCE Full Flap Operating Range. Lower limit is maximum weight VSo in landing configuration. Upper limit is maximum speed permissible with flaps extended. Normal Operating Range. Lower limit is maximum weight Vs 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. Yellow Arc 111 - 149 Airspeed limitations and their operational significance are shown in figure 2-1. Red Line 149 Maximum speed for all operations. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 145 149 Do not exceed this speed in any operation. VNO Maximum Structural Cruising Speed 108 111 Do not exceed this speed except in smooth air, and then only with caution. VA. Maneuvering Speed: 1670 Pounds 101 104 Do not make full or abrupt 1500 Pounds 96 98 1350 Pounds 91 93 control movements above this speed. VFE Maximum Flap Extended Do not exceed this speed Speed 87 85 with flaps down. Maximum Window Open Speed 139 143 Do not exceed this speed with windows open. Figure 2-1. Airspeed Limitations Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Avco Lycoming. Engine Model Number: 0-235-L2C. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 110 BHP. 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: 118°C (245°F). Oil Pressure, Minimum: 25 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1A103/TCM6958. Propeller Diameter, Maximum: 69 inches. Minimum: 67.5 inches. 2-3 2-4 CESSNA MODEL 152 SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS CESSNA MODEL 152 POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. NORMAL OPERATING MAXIMUM LIMIT RED LINE GREEN ARC RED LINE INSTRUMENT MINIMUM LIMIT 1900 - 2550 RPM 2550 RPM 100° - 245°F 245°F 60 - 90 psi 100 psi Tachometer Oil Temperature Oil Pressure 25 psi Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS 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. 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, instrument pilot and flight instructor, certain maneuv- ers are required. All of these maneuvers are permitted in this airplane. No aerobatic maneuvers are approved except those listed below: MAXIMUM ENTRY SPEED* MANEUVER Chandelles Lazy Eights Steep Turns Spins Stalls (Except Whip Stalls) 95 knots .95 knots .95 knots Use Slow Deceleration Use Slow Deceleration *Higher speeds can be used if abrupt use of the controls is avoided. 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 the 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. 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. Aft: 36.5 inches aft of datum at all weights. Reference Datum: Front face of firewall. 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- 2-5 2-6 CESSNA MODEL 152 SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS CESSNA MODEL 152 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. PLACARDS The following information is 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.) 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. This airplane is approved in the utility category and must be operated in compliance with the operating limitations as stated in the form of placards, markings and manuals. MAXIMUMS MANEUVERING SPEED (IAS) GROSS WEIGHT 104 knots 1670 lbs +4.4, -1.76 Flaps Down +3.5 FLIGHT LOAD FACTOR Flaps Up NOTE Takeoffs have not been demonstrated with less than 2 gallons total fuel (1 gallon per tank). Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 2-7 NO ACROBATIC MANEUVERS APPROVED EXCEPT THOSE LISTED BELOW Maneuver Recm. Entry Speed Spins Maneuver Recm. Entry Speed Chandelles 95 knots Lazy Eights Steep Turns 95 knots Stalls (except 95 knots Slow Deceleration whip stalls). Slow Deceleration 2-8 Abrupt use of controls prohibited above 104 knots. Intentional spins with flaps extended are prohibited. Altitude loss in stall recovery 160 ft. 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 passenger. For additional loading instructions see Weight and Balance Data. CESSNA MODEL 152 3. Near fuel shutoff valve (standard tanks): FUEL 24.5 GALS - ON-OFF - 4. 5. Near fuel shutoff valve (long range tanks): FUEL 37.5 GALS - ON-OFF Near fuel tank filler cap (standard tanks): SECTION 2 LIMITATIONS 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 On the instrument panel near the altimeter: SPIN RECOVERY 1. VERIFY AILERONS NEUTRAL AND THROTTLE CLOSED APPLY FULL OPPOSITE RUDDER 'iô 4. MOVE CONTROL WHEEL BRISKLY FORWARD TO BREAK STALL NEUTRALIZE RUDDER AND RECOVER FROM DIVE 2-9/(2-10 blank) CESSNA MODEL 152 SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 152 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Page Emergency 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 Flight In Icing Conditions 3-12 Spins 3-12 Rough Engine Operation Or Loss Of Power Carburetor Icing 3-13 3-13 TABLE OF CONTENTS. Spark Plug Fouling 3-13 Page Magneto Malfunction 3-14 Low Oil Pressure 3-14 Introduction Airspeeds For Emergency Operation 3-3 Electrical Power Supply System Malfunctions 3-14 3-3 Excessive Rate Of Charge 3-14 Insufficient Rate Of Charge 3-15 OPERATIONAL CHECKLISTS Engine Failures : 3-3 Engine Failure During Takeoff Run 3-3 Engine Failure Immediately After Takeoff Engine Failure During Flight 3-3 3-4 Forced Landings 3-4 Emergency Landing Without Engine Power 3-4 Precautionary Landing With Engine Power Ditching 3-4 3-5 Fires During Start On Ground Engine Fire In Flight Electrical Fire In Flight Cabin Fire Wing Fire Icing Inadvertent Icing Encounter Landing With A Flat Main Tire 3-5 3-5 3-5 3-6 3-6 3-7 3-7 3-7 3-8 Electrical Power Supply System Malfunctions 3-8 Over-Voltage Light Illuminates 3-8 Ammeter Shows Discharge 3-8 AMPLIFIED PROCEDURES Forced Landings Engine Failure Landing Without Elevator Control Fires 3-9 3-10 3-10 3-10 3-1 3-2 CESSNA MODEL 152 SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 152 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. 4. 3. Fuel Shutoff Valve OFF. Ignition Switch -- OFF. Wing Flaps -- AS REQUIRED. Master Switch OFF. 5. 6. -- 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). AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff Maneuvering Speed: 1670 Lbs 1500 Lbs 60 KIAS 104 KIAS 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 2. Wing Flaps Down 60 KIAS 3. 4. 5. OPERATIONAL CHECKLISTS 6. ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. Brakes APPLY. 2. 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. 60 KIAS (flaps DOWN). Mixture IDLE CUT-OFF. Fuel Shutoff Valve -- OFF. Ignition Switch -- OFF. Wing Flaps - AS REQUIRED (30° recommended). Master Switch OFF. 7. Doors 8. 9. -- UNLATCH PRIOR TO TOUCHDOWN. Touchdown SLIGHTLY TAIL LOW. Brakes APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 3-3 3-4 1. Airspeed 60 KIAS. 2. Wing Flaps -- 3. 20°. 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. CESSNA MODEL 152 SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 152 DITCHING 2. Fuel Shutoff Valve -- OFF. 3. Master Switch -- OFF. 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location an* 4. intentions. -- 2. Heavy Objects (in baggage area) 3. Approach High Winds, Heavy Seas INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. -- SECURE OR JETTISON. -- 4 5 6 7 8 o 4. 5. -- Wing Flaps -- 30°. Power Touchdown ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS. 6. Cabin Doors -- UNLATCH. 7. 8. 9. -- LEVEL ATTITUDE AT 300 FT/MIN DESCENT. Face -- CUSHION at touchdown with folded coat. 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. -- 5. 6. Cabin Heat and Air -- OFF (except wing root vents). Airspeed 85 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2. 3. All Other Switches (except ignition switch) -- OFF. Vents/Cabin Air/Heat -- CLOSED. 4. 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 3. Engine -- 1700 RPM for a few minutes. SHUTDOWN and inspect for damage. If engine fails to start: Cranking CONTINUE in an effort to obtain a start. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). 4. 5. 6. a. Engine SECURE. Master Switch -- OFF. b. Ignition Switch -- OFF. C. 7. 8. Fuel Shutoff Valve -- OFF. Fire EXTINGUISH using fire extinguisher, wool blanket, or dirt. Fire Damage INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. -- Mixture IDLE CUT-OFF. Fire Extinguisher -- ACTIVATE (if available). WARNING 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. 6. Master Switch Circuit Breakers _ ON. -- 7. 8. CHECK for faulty circuit, do not reset. Radio/Electrical Switches ON one at a time, with delay after each until short circuit is localized. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE -- 2. 1. Master Switch OFF. Vents/Cabin Air/Heat 3. 4. __ CLOSED (to avoid drafts). Fire Extinguisher -- ACTIVATE (if available). WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. Land the airplane as soon as possible to inspect for damage. 3-5 3-6 CESSNA MODEL 152 WING FIRE SECTION 3 EMERGENCY PROCEDURES SECTION 3 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. EMERGENCY PROCEDURES LANDING WITH A FLAT MAIN TIRE 1. Wing Flaps -- AS DESIRED. 2. 3. Approach - NORMAL. CESSNA MODEL 152 Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 2. 3. 4. 5. 6. 7. 8. 9. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 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. Open the throttle to increase engine speed and minimize ice build- up on propeller blades. 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 heat is used continuously. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. 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. Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. Perform a landing approach using a forward slip, if necessary, for improved visibility. 10. 11. 12. Perform a landing in level attitude. Approach at 65 to 75 KIAS depending upon the amount of ice accumulation. 2. 1. Master Switch Master Switch 3. -- OFF (both sides). ON. Over-Voltage Light -- OFF. If over-voltage light illuminates again: 4. Flight TERMINATE as soon as practical. AMMETER SHOWS DISCHARGE 1. Alternator -i ai mi 2. -- OFF. Nonessential Electrical Equipment -- OFF. 3. Flight TERMINATE as soon as practical. 3-7 3-8