Cessna 150, 150 Trainer, 150 Commuter, F150 airplane Owner's Manual

 (ESSNA
MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
1972
WORLD'S LARGEST PRO.
DUCER OF GENERAL
AVIATION AIRCRAFT
SINCE 1956
MODEL
—]—
OWNERS
MANUAL
PERFORMANCE - SPECIFICATIONS
GROSS WEIGHT .
SPEED:
Top Speed at Sea Levei. . . .
Cruise, 75 r Power at 7000 it .
RANGE: |
Cruise, 75 r Power at 7000 ft.
22,5 Gallons, No Reserve
Cruise, 757 Power at 7000 fi .
35 Gallons, No Reserve
Optimum Range at 10, 000 ft
22.5 Gallons, No Reserve
Optimum Range at 10, 000 ft
35 Gallons, No Reserve
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING
TAKE-OFF:
Ground Run,
Total Distance Over 50- Ft Obstacle ;
LANDING:
Ground Roll
Total Distance Over 50 - Ft Obstacie
STALL SPEEDS:
Flaps Up, Power Off
Flaps Down, Power Off
BAGGAGE . . ,
POWER LOADING: Pounds/HP .
FUEL CAPACITY: Total
Standard Tanks .
Optional Long Range Tanks...
OIL CAPACITY: Total. . . .
PROPELLER: Fixed Pitch (Diameter).
ENGINE: Continental Engine . ;
100 rated HP at 2750 RPM
Model 150 *
1600 1bs
122 mph
117 mph
. 415 mi
4.1 hrs
117 mph
725 mi
6.2 hrs
117 mph
969 mi
6.1 hrs
93 mph
880 mi
9.4 hrs
93 mph
670 tpm
12, 650 ft
735 It
1385 fl
445 fi
1075 (i
35 mph
48 mph
120 lbs
16.0
26 gal.
38 gal.
6 qts
69 inches
0-200-4
Standard Trainer Commuter F150
EMPTY WEIGHT: (Approximate). . . . . . . 9801bs 1000 lbs 1065 Ibs 985 lbs
USEFUL LOAD: (Approximate). . . . . . . . 620155 600 16$ 535 lbs 615 lbs
WING LOADING: Pounds ‘Sq Foot. . . . . . . 10.2 10.2 10.0 10.0
% This manual covers operalion of the Model 150 which is certilicated as Model 150
under FAA Type Certificate No 3A19. The manual also covers operalion ol the Model
Reims/Cessna F150 which is certificated as Model FISOL under french Type Certificate
No. 38/3 and FAA Type Certificate No Al3EU The Model F150, manufactured by Reims
Avialion SA. Reims (Marne), france, is identical to Ihe 150 except thal it is powered
by an 0.200 À engine manufactured under license by Rolls Royce. Crewe England
D901-13-RAND-3000 —6/76
CONGRATULATIONS . . . ..
Welcome to the ranks of Cessna owners! Your Cessna has been designed and con-
structed to give you the most in performance, economy, and comfort. It is our de-
sire that you will find flying it, either for business or pleasure, a pleasant and
profitable experience,
This Owner's Manual has been prepared as a guide to help you get the most pleasure
and utility from your Model 150, It contains information about your Cessna's equip-
ment, operating procedures, and performance; and suggestions for its servicing and
care. We urge you to read it from cover to cover, and to refer to it frequently,
Our interest in your flying pleasure has not ceased with your purchase of a Cessna,
World-wide, the Cessna Dealer Organization backed by the Cessna Service Depart-
ment stands ready to serve you. The following services are offered by most Cessna
Dealers:
THE CESSNA WARRANTY -- It is designed to provide you with the most
comprehensive coverage possible:
a, No exclusions
b. Coverage includes parts and labor
c. Available at Cessna Dealers world wide
d. Best in the industry
Specific benefits and provisions of the warranty plus other important
benefits for you are contained in your Customer Care Program book
supplied with your aircraft. Warranty service is available to you at
any authorized Cessna Dealer throughout the world upon presentation
of your Customer Care Card which establishes your eligibility under
the warranty,
FACTORY TRAINED PERSONNEL to provide you with courteous expert
service.
FACTORY APPROVED SERVICE EQUIPMENT to provide you with the
most efficient and accurate workmanship possible.
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you
need them,
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING
CESSNA AIRPLANES, since Cessna Dealers have all of the Service
Manuals and Parts Catalogs, kept current by Service Letters and
Service News Letters, published by Cessna Aircraft Company.
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest,
A current Cessna Dealer Directory accompanies your new airplane. The Directory
is revised frequently, and a current copy can be obtained from your Cessna Dealer,
Make your Directory one of your cross-country flight planning aids; a warm welcome
awaits you at every Cessna Dealer,
* Maximum height of airplane with nose gear depressed, all tires and nose strut
properly inflated, and optional flashing beacon installed.
** Maximum wing span if optional conical camber wing tips and optional strobe
lights are installed, If standard wing tips without strobe lights are installed,
wing span is 32'-8 1/2",
PRINCIPAL
DIMENSIONS
NS
ii
TABLE OF CONTENTS
— Page =
SECTION | - OPERATING CHECK LIST _......- 1-1
SECTION II - DESCRIPTION AND
OPERATING DETAILS oo. 2-1
SECTION Ill - EMERGENCY PROCEDURES .__._ 3-1
SECTION IV - OPERATING LIMITATIONS ann 4-1
SECTION V - CARE OF THE AIRPLANE-....... 5-1
OWNER FOLLOW-UP SYSTEM 1110000 5-1
SECTION VI - OPERATIONAL DATA mee 6-1
SECTION Vil- OPTIONAL SYSTEMS... ______. 7-1
This manual describes the operation and performance of
the Standard Model 150, the Trainer and the Commuter. Equip-
ment described as "Optional'' denotes that the subject equipment
x is optional on the Standard airplane. Much of this equipment is
© standard on the Trainer and Commuter,
iii
Section |
eu | — Eo
OPERATING CHECK LIST
Cne of the first steps in obtaining the utmost performance, service,
and flying enjoyment from your Cessna is to familiarize yourself with your
airplane's equipment, systems, and controls. This can best be done by
reviewing this equipment while sitting in the airplane. Those items whose
function and operation are not obvious are covered in Section II.
Section I lists, in Pilot's Check List form, the steps necessary to
operate your airplane efficiently and safely. It is not a check list in its
true form as it is considerably longer, but it does cover briefly all of the
points that you should know for a typical flight,
The flight and operational characteristics of your airplane are normal
in all respects. There are no unconventional characteristics or oper-
ations that need to be mastered. All controls respond in the normal way
within the entire range of operation. All airspeeds mentioned in Sections
I, I and III are indicated airspeeds. Corresponding calibrated airspeeds
may be obtained from the Airspeed Correction Table in Section VI.
BEFORE ENTERING THE AIRPLANE.
(1) Make an exterior inspection in accordance with figure 1-1,
BEFORE STARTING THE ENGINE.
(1) Seats, Seat Belts, and Shoulder Harnesses -- Adjust and lock.
(2) Fuel Shutoff Valve Handle -- "ON."
(3) Brakes -- Test and set,
(4) Radios and Electrical Equipment -- "OFF."
1-1
1-2
EXTERIOR
6 SP
c…
INSPECTION
2
Note
Visually check aircraft 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. If
night flight is planned, check operation of all lights, and
make sure a flashlight is available.
Remove control wheel lock.
Check ignition switch "OFF,"
Turn on master switch and check fuel quantity indicators, then
turn master switch "OFF."
Check fuel shutoff valve handle "ON."
5 Figure
Р
= 09 o
о СР
0 TF
© YU ©
Remove rudder gust lock, if installed,
Disconnect tail tie-down,
Check control surfaces for freedom of movement and security.
Check aileron for freedom of movement and security.
Disconnect wing tie-down,
Check main wheel tire for proper inflation.
Visually check fuel quantity, then check fuel filler cap secure.
Check oil level. Do not operate with less than four quarts.
Fill to six quarts for extended flight.
Before first flight of 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, there is a possibility
that the wing tank sumps contain water. Thus, the wing
tank sump drain plugs and fuel line drain plug should be
removed to check for presence of water.
Check propeller and spinner for nicks and security.
Check carburetor air filter for restrictions by dust or other
foreign matter.
Check landing light for condition and cleanliness.
Check nose wheel strut and tire for proper inflation.
Disconnect nose tie-down,
Inspect flight instrument static source opening on left side
of fuselage for stoppage.
Visually check fuel quantity, then check fuel filler cap secure.
Check main wheel tire for proper inflation,
Remove pitot tube cover, if installed, and check pitot tube
opening for stoppage,
Check stall warning vent opening for stoppage.
Check fuel tank vent opening for stoppage.
Disconnect wing tie-down.
Check aileron for freedom of movement and security.
1-3
BEFORE STARTING THE ENGINE.
(1)
(2)
(3)
(4)
Seats, Seat Belts, and Shoulder Harnesses -- Adjust and lock.
Fuel Shutoff Valve Handle -- "ON."
Brakes -- Test and set.
Radios and Electrical Equipment -- "OFF,"
STARTING THE ENGINE.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Carburetor Heat -- Cold.
Mixture -- Rich.
Primer -- As required.
Throttle -- Open 1/4 inch.
Master Switch -- "ON."
Propeller Area -- Clear.
Ignition Switch -- "START" (release when engine starts).
Oil Pressure -- Check.
BEFORE TAKE-OFF.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Cabin Doors -- Latched.
Flight Controls -- Check for free and correct movement.
Elevator Trim Control Wheel -- "TAKE-OFF" setting.
Throttle Setting -- 1700 RPM,
Engine Instruments -- Within green arc.
Suction Gage -- Check in green arc (4.6 to 5.4 inches of mercury).
Magnetos -- Check (RPM drop should not exceed 150 RPM on
either magneto or 75 RPM differential between magnetos).
(8)
(9)
Carburetor Heat -- Check operation.
Flight Instruments and Radios -- Set.
(10) Optional Wing Leveler -- "OFF."
TAKE-OFF.
NORMAL TAKE-OFF.
(1) Wing Flaps -- Up.
(2) Carburetor Heat -- Cold.
(3) Throttle - Full "OPEN."
1-4
(4) Elevator Control -- Lift nose wheel at 55 MPH.
(5) Climb Speed -- 70 to 80 MPH.
MAXIMUM PERFORMANCE TAKE-OFF.
(1) Wing Tlaps -- Up.
(2) Carburetor Heat -- Cold.
(3) Brakes -- Hold.
(4) Throttle -- Full "OPEN,"
(5) Brakes -- Release.
(6) Elevator Control -- Slightly tail low.
(7) Climb Speed -- 70 MPH (with obstacles ahead).
CLIMB.
(1) Airspeed -- 75 to 85 MPH.
NOTE
If a maximum performance climb is necessary, use speeds
shown in the Maximum Rate-Of-Climb Data Chart in Section
VL
(2) Throttle -- Full "OPEN,"
(3) Mixture -- Rich (unless engine is rough).
CRUISING.
(1) Power -- 2000 to 2750 RPM. |
(2) Elevator Trim Control Wheel -- Adjust.
(3) Mixture -- Lean to maximum RPM.
BEFORE LANDING.
(1) Mixture -- Rich.
(2) Carburetor Heat -- Apply full heat before closing throttle.
(3) Airspeed -- 70 to 80 MPH (flaps up).
(4) Wing Flaps -- As desired below 100 MPH.
(5) Airspeed -- 60 to 70 MPH (flaps extended).
1-5
BALKED LANDING (GO-ARQUND).
(1) Throttle -- Full "OPEN, "
(2) Carburetor Heat -- Cold,
(3) Wing Flaps -- Retract to 20°,
(4) Upon reaching an airspeed of approximately 65 MPH,
retract flaps slowly.
NORMAL LANDING.
(1) Touchdown -- Main wheels first.
(2) Landing Roll -- Lower nose wheel gently.
(3) Braking -- Minimum required.
AFTER LANDING.
(1) Wing Flaps -- Up.
(2) Carburetor Heat -- Cold.
SECURING AIRCRAFT.
(1) Parking Brake -- Set.
(2) Radios and Electrical Equipment -- "OFF."
(3) Mixture -- Idle cut-off (pulled full out).
(4) Ignition and Master Switches - "OFF,"
(5) Control Lock -- Installed.
1-6
1-7
=] 3 A E Ld BS pe
to do
10.
11,
1-8
. Turn Coordinator (Opl.)
\. Airspeed Indicator
. Directional Gyro (Opt, )
Gyro Horizon (Ont.)
. Clock (Ont. }
Aircraft Registration Number
. Vertical Speed Indicator (Opt. )
. Altimeter
. Marker Beacon Indicator
Lights and Switches/Radio
Transmitier Selector Switch (Opt. )
Omni Course Indicators (Opt. )
Rear View Mirror and Control (Opt. )
12,
13.
я
в
15,
16,
17.
18,
19,
20.
. Wing Flap Switch
22.
23,
24.
Radios (Opt. )
Tachometer
. Fuel and Qil Gages
ADF Bearing Indicalor {(Opl,)
Suction Gage (Opt. }
Ammeter
Over-Voltage Warning Light
Map Compartment
Cabin Air/Heat Control Knobs
Cigar Lighter (Opt. }
Mixture Control Knob
Wing Leveler Control Knob (Opt, )
25,
26,
217.
28.
29.
30,
31,
32,
. Panel Lights Hheostat
34,
35,
16, Primer
IT.
3
Microphone (Opt, }
Elevator Trim Control Wheel
Throttle
Carburetor Heat Control Knob
Electrical Switches
Fuses
Alternator Circuil Breaker
Radio Dial Light Rheastat
Ignition/Starter Switch
Master Switch
Parking Brake Knob
Figure 2-1.
Section II
DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the airplane,
This
section also covers in somewhat greater detail some of the items listed
in Check List form in Section I that require further explanation,
FUEL SYSTEM.
Fuel is supplied to the engine from two tanks, one in each wing.
From these tanks, fuel flows by gravity through a fuel shutoff valve and
fuel strainer to the carburetor,
Refer to figure 2-2 for fuel quantity data.
information, refer to Lubrication and Servicing Procedures in Section V.
FUEL STRAINER DRAIN KNOB.
Refer to fuel strainer servicing procedure, Section V.
For fuel system service
ER Sil AE
FUEL QUANTITY DATA (U.S. GALLONS)
USABLE FUEL nin | TOTAL
TANKS ALL FLIGHT UNE FUEL
CONDITIONS VOLUME
TWO, STANDARD WING
(13 GAL. EACH) 22,5 3,5 26.0
TWO, LONG RANGE WING
(19 GAL. EACH) 35.0 3.0 38.0
Figure 2-2.
2-1
VENT |i
LEFT FUEL TANK RIGHT FUEL TANK
FUEL SHUTOFF
VALVE CODE
FUEL SUPPLY
CA VENT
Due to crossiceding between fuel
tanks, the tanks should be re-
topped after each refueling to ma. MECHANICAL
assure maximum capacity. LINKAGE
= ¥| FUEL
pr i STRAINER
TO INTAKE HE
ENGINE
PRIMER
THROTTLE
FUEL are A | |
CARBURETOR |<Z
“—
>.
SYSTEM — 7%
TO ENGINE
coo SCHEMATIC + CYLINDERS MIXTURE
CONTROL
“> | KNOB
2-2
Figure 2-3.
ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current system
powered by an engine-driven alternator (see figure 2-4), A 12-volt
battery is located on the right, forward side of the firewall just inside the
cowl access door. Power is supplied through a single bus bar: a master
switch controls this power to all circuits, except the engine ignition sys-
tem, optional clock and optional flight hour recorder (operative only when
the engine is operating).
MASTER SWITCH.
The master switch is a split-rocker type switch labeled "MASTER, "
and is "ON" in the up position and "OFF" in the down position. The right
half of the switch, labeled "BAT, " controls all electrical power to the
airplane. The left half, labeled "ALT," controls the alternator.
Normally, both sides of the master switch should be used simulta-
neously; however, the "BAT side of the switch could be turned "ON"
separately to check equipment while on the ground. The "ALT" side of
the switch, when placed in the "OFF" position, removes the alternator
from the electrical system. With this switch in the "OFF" position, the
entire electrical load is placed on the battery. Continued operation with
the alternator switch "OFF" will reduce battery power low enough to open
the battery contactor, remove power from the alternator field, and pre-
vent alternator restart,
AMMETER.
The ammeter indicates the flow of current, in amperes, from the al-
ternator to the battery or from the battery to the aircraft electrical sys-
tem. When the engine is operating and the master switch is "ON," the
ammeter indicates the charging rate applied to the battery, In the event
the alternator is not functioning or the electrical load exceeds the output
of the alternator, the ammeter indicates the discharge rate of the battery.
OVER-VOLTAGE SENSOR AND WARNING LIGHT.
The aircraft is equipped with an automatic over-voltage protection
system consisting of an over-voltage sensor behind the instrument panel
and a red warning light, labeled "HIGH VOLTAGE", near the ammeter,
In the event an over-voltage condition occurs, the over-voltage sen-
sor automatically removes alternator field current and shuts down the
2-3
ELECTRICAL SYSTEM SCHEMATIC
TO WING FLAP SYSTEM
OVER-
VOLTAGE ALTERNATOR TO LANDING
WARNING LIGHT (OPT!
LIGHT
ALTERNATOR MA e-1o WING TIP STROBE
FIELD = LIGHTS [OPT]
MASTER CIRCUIT
SWITCH TO FLASHING
BEACON [OFT
UN, BREAKER
OVER- a) ©)
VOLTAGE ® y Y
SENSOR TO PITOT HEAT
SYSTEM (OPT)
CIGAR LIGHTER (OPT)
(WITH CIRCUIT BREAKER)
TO HAYIGATION LIGHTS
AND OPTIONAL CONTROL
WHEEL MAP LIGHT
FLIGHT HOUR ‘|
RECORDER (OPT) AMMETER
OIL PRESSURE |->
SWITCH [OPT] AN
STARTER (<0.
Qu
5 у
— STARTER |
y CONTACTOR >
M-TO TRANSMITTER RELAY
TO DOME LIGHT
TO RADIO [OPT]
y y
E q. 71 Bi TO RADIO (ОРТ)
BATTERY À RADIO 2
CONTACTOR - |
ero raDIO (OPT)
TO RADIO 1
= ı | FUEL IND
+, - INT LTS FUSE ТО OPTIONAL TURM
BATTERY
COORDINATOR OR
OPTIOMAL TURN-AND-
BANK INDICATOR
GROUND SERVICE
PLUG RECEPTACLE [OFT)
IGNITION fre
a
STARTER Ne
SWITCH Nu
TO IGNITION SWITCH
TO INSTRUMENT AND
COMPASS LIGHTS
TO FUEL QUANTITY
CODE INDICATORS
AL
£ CIRCUIT BREAKER {AUTO-RESET|
(J) CIRCUIT BREAKER (PUSH.TO-RESET] MAGNETOS
@ USE Jet DIODE Aly RESISTOR
JF CAPACITOR [NOISE FILTER)
Figure 2-4.
2-4
alternator. The red warning light will then turn on, indicating to the
pilot that the alternator is not operating and the aircraft battery is sup-
plying all electrical power,
The over-voltage sensor may be reset by turning the master switch
off and back on again, If the warning light does not illuminate, normal
alternator charging has resumed; however, if the light does illuminate
again, a malfunction has occurred, and the flight should be terminated
as soon as practical.
The over-voltage warning light may be tested by momentarily turning
off the "ALT" portion of the master switch and leaving the "BAT" portion
turned on.
FUSES AND CIRCUIT BREAKERS.
Fuses on the left lower portion of the instrument panel protect the
majority of electrical circuits in the airplane. Labeling below each fuse
retainer indicates the circuits protected by the fuses. Fuse capacity is
shown on each fuse retainer cap. Fuses are removed by pressing the
fuse retainers inward and rotating them counterclockwise until they dis-
engage. The faulty fuse may then be lifted out and replaced. Spare fuses
are held in a clip inside the map compartment.
. NOTE
A special "SLO-BLO" fuse protects the wing flaps circuit.
If this fuse is replaced, care should be taken to assure
that the replacement fuse is of the proper type and capa-
city. A "SLO-BLO" fuse is identified by an integrally
mounted spring encircling the fuse element,
Two additional fuses are located adjacent to the battery; one fuse pro-
tects the battery contactor closing circuit, and the other [use protects the
optional clock and optional flight hour recorder circuits.
The airplane utilizes three circuit breakers for circuit protection. A
"push -to-reset" circuit breaker (labeled "ALT'") is located on the left
side of the instrument panel near the fuses and protects the alternator cir-
cuit. The alternator field and wiring is protected by an automatically re-
setting circuit breaker mounted behind the left side of the instrument
panel, The cigar lighter has a manually reset type circuit breaker mount-
ed directly on the back of the lighter behind the instrument panel,
When more than one radio is installed, the radio transmitter relay
2-5
(which is a part of the radio installation) is protected by the fuse labeled
"NAV-DOME." It is important to remember that any malfunction in other
systems protected by this fuse (navigation lights, dome light, or optional
control wheel map light) which causes the fuse to open will de-activate
these systems and the transmitter relay. In this event, the switches for
these lighting systems should be turned off to isolate the circuits; then
replace the "NAV-DOME" fuse to re-activate the transmitter relay and
permit its usage. Do not turn on any of the lights protected by the fuse
until the malfunction has been corrected.
LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation lights are located on the wing tips and top of
the rudder. Optional lighting includes a single landing light in the cowl
nose cap, a flashing beacon on the top of the vertical fin, and a strobe
light on each wing tip. All exterior lights are controlled by rocker type
switches on the left switch and control panel. The switches are "ON" in
the up position and "OFF" in the down position.
The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can produce vertigo and loss of
orientation.
The two high intensity strobe lights will enhance anti-collision pro-
tection. However, the lights should be turned off when taxiing in the
vicinity of other aircraft, or during flight through clouds, fog or haze.
INTERIOR LIGHTING.
Illumination of the instrument panel is provided by red flood lighting
in the forward portion of the overhead console. The magnetic compass
:s illuminated by integral lighting. A dimming rheostat on the left switch
and control panel operates these lights. A second rheostat on the panel
controls optional radio lighting. Lighting intensity is decreased as the
rheostats are turned counterclockwise.
An optional map light may be mounted on the bottom of the pilot's
control wheel. The light illuminates the lower portion of the cabin just
forward of the pilot and is helpful when checking maps and other flight
data during night operations. To operate the light, first turn on the
2-6
NAV LT switch, then adjust the map light's intensity with the rheostat disc
located at the bottom of the control wheel.
A cabin dome light in the overhead console is controlled by a rocker
type switch on the left switch and control panel. The switch is "ON" in
the up position and "OFF" in the down position.
WING FLAP SYSTEM.
The wing flaps are electrically operated by a flap motor located in
the right wing, Flap position is controlled by a switch, labeled "WING
FLAPS", onthe lower center portion of the instrument panel. Flap posi-
tion is mechanically indicated by a pointer housed in the left front door-
post.
To extend the wing flaps, the flap switch must be depressed and held
in the "DOWN" position until the desired degree of extension is reached.
Releasing the switch allows it to return to the center off position. Normal
full flap extension in flight will require approximately 9 seconds, After
the flaps reach maximum extension or retraction, limit switches will
automatically shut off the flap motor,
To retract the flaps, place the flap switch in the "UP" position. The
switch will remain in the "UP" position without manual assistance due to an
over-center design of the switch. Full flap retraction in flight requires
approximately 6 seconds, More gradual flap retraction can be accomplish-
ed by intermittent operation of the flap switch to the "UP" position. After
full retraction, the switch is normally returned to the center off position.
CABIN HEATING AND VENTILATING SYSTEM.
The temperature and volume of airflow into the cabin can be regulated
to any degree desired by manipulation of the push-pull "CABIN HT" and
"CABIN AIR" knobs.
Heated fresh air and outside air are blended in a cabin manifold just
aft of the firewall by adjustment of the heat and air controls; this air is
then vented into the cabin from outlets in the cabin manifold near the
2-7
pilot's and passenger's feet. Windshield defrost air is also supplied by
a duct leading from the manifold.
A separate adjustable ventilator near cach upper corner of the wind-
shield supplies additional outside air to the pilot and passenger.
PARKING BRAKE SYSTEM.
To set the parking brake, pull out on the parking brake knob, apply
and release toe pressure to the pedals, and then release the parking brake
knob. To release the parking brake, apply and release toe pressure on
the pedals while checking to see that the parking brake knob is full in.
SEATS.
Standard seating consists of individually adjustable pilot and front
passenger seats with two-position reclining backs. By raising a lever at
the front of the seat on the inboard side, the seat can be adjusted fore and
aft. A control knob near the center of the front edge of the seat is used
to adjust the reclining angle of the seat back. To recline the back, pull
the knob forward firmly and lean back against the seat. The control will
remain extended as long as the seat back is reclined. To return the back
of the seat to the upright position, pull forward on the bottom edge of the
back. The back of these seats will also fold forward and lay down flat as
an aid to stowing or retrieving articles from the baggage area.
A child's seat is available for installation in the rear of the cabin.
The seat back is secured to the cabin sidewalls, and the seat bottom is
attached to brackets on the floors. The child's seat is not adjustable.
SHOULDER HARNESSES.
Shoulder harnesses are provided for the pilot and front seat passen-
ger. Each harness is attached to the rear doorpost just above window
2-8
line and is stowed behind the cabin door. When stowed, each harness 1s
held in place by two retaining clips on the rear doorpost. When stowing
the harness, place it behind both retaining clips.
To use the shoulder harness, fasten and adjust the seat belt first.
Remove the harness from the stowed position, and lengthen as required
by pulling on the end of the harness and the narrow release strap. Snap
the harness metal stud firmly into the retaining slot adjacent to the seat
belt buckle. Then adjust to length by pulling down on the free end of the
harness. A properly adjusted harness will permit the occupant to lean
forward enough to sit completely erect but is tight enough to prevent ex-
cessive forward movement and contact with objects during sudden decel-
eration. Also, the pilot will want the freedom to reach all controls easily.
Releasing and removing the shoulder harness is accomplished by
pulling upward on the narrow release strap and removing the harness stud
from the slot in the seat belt buckle. In an emergency, the shoulder har-
ness may be removed by releasing the seat belt first, and then pulling the
harness over the head by pulling up on the release strap.
STARTING ENGINE.
Ordinarily the engine starts easily with one or two strokes of primer
in warm temperatures to six strokes in cold weather, with the throttle
open approximately 1/4 inch, In extremely cold temperatures, it may
be necessary to continue priming while cranking.
Weak intermittent firing followed by puffs of black smoke from the
exhaust stack indicates overpriming or flooding, Excess fuel can be clear-
ed from the combustion chambers by the following procedure: Set the
mixture control in full lean position, throttle full open, and crank the en-
gine 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.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.
2-9
After starting, if the oil gage does not begin to show pressure with-
in 30 seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of oil pressure can cause
serious engine damage. After starting, avoid the use of carburetor heat
unless icing conditions prevail,
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
2-5) to maintain directional control and balance.
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 posi-
tion, it may be necessary to partially compress the strut to permit steer -
ing. This can be accomplished prior to taxiing by depressing the airplane
nose (by hand) or during taxi by sharply applying brakes,
BEFORE TAKE-OFF.
WARM-UP.
Most of the warm-up will have been conducted during taxi, and addi-
tional warm-up before take-off should be restricted to the checks out-
lined in Section I. 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 150 RPM on either magneto or show greater than
75 RPM differential 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.
2-10
TAXIING DIAGRAM
9
USE UP AILERON
: ON LH WING AND
: USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR
| USE UP AILERON
Y ONRH WING AND |
| NEUTRAL ELEVATOR | 4
: USE DOWN AILERON é
; ON RH WING AND
DOWN ELEVATOR
14 44468
CODE
WIND DIRECTION B
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 2-5.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.
ALTERNATOR CHECK.
Prior to flights where verification of proper alternator and voltage
regulator operation is essential (such as night or instrument flights), a
positive verification can be made by loading the electrical system momen-
tarily (3 to 5 seconds) with the optional landing light, (if so equipped), or
by operating the wing flaps during the engine runup (1700 RPM). The am-
meter will remain within a needle width of zero if the alternator and vol-
tage regulator are operating properly.
TAKE-OFF.
POWER CHECKS.
It is important to check full-throttle engine operation early in the take-
off run. Any signs of rough engine operation or sluggish engine accelera-
tion is good cause for discontinuing the take-off. If this occurs, you are
justified in making a thorough full-throttle, static runup before another
take-off is attempted. The engine should run smoothly and turn approxi-
mately 2500 to 2600 RPM with carburetor heat off.
Full throttle runups over loose gravel are especially harmful to pro-
peller tips. When take-offs must be made over a gravel surface, it is
very important that the throttle be advanced slowly. This allows the air-
plane to start rolling before high RPM is developed, and the gravel will
be blown back of the propeller rather than pulled into it, When unavoid-
able small dents appear in the propeller blades, they should be immediate-
ly corrected as described in Section V.
Prior to take-off from fields above 5000 feet elevation, the mixture
should be leaned to give maximum RPM in a full-throttle, static runup.
FLAP SETTINGS.
Normal and obstacle clearance take-offs are performed with flaps up.
The use of 10° flaps will shorten the ground run approximately 10%, but
this advantage is lost in the climb to a 50-foot obstacle. Therefore the
2-12
use of 10° flaps is reserved for minimum ground runs or for take-off
from soft or rough fields with no obstacles ahead.
It 10° of flaps are used in ground runs, it is preferable to leave them
extended rather than retract them in the climb to the obstacle. The ex-
ception Lo this rule would be in a high altitude take-off in hot weather
where climb would be marginal with flaps 10°, Flap deflections greater
than 10° are not recommended at any time for take-off,
PERFORMANCE CHARTS.
Consult the Take-Off Distance chart in Section VI for take-off dis-
tances at gross weight under various altitude and headwind conditions.
CROSSWIND TAKE-OFFS.
Take-offs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to
a speed slightly higher than normal, then pulled off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.
ENROUTE CLIMB.
CLIMB DATA.
For detailed data, see Maximum Rate-Of-Climb Data chart in
Section VI.
CLIMB SPEEDS.
Normal climbs are conducted at 75 to 85 MPH with flaps up and full
throttle, for best engine cooling, The mixture should be full rich unless
the engine is rough due to too rich a mixture. The best rate-of-climb
speeds range from 76 MPH at sea level to 70 MPH at 10, 000 feet. If an
obstruction dictates the use of a steep climb angle, climb at an obstacle
clearance speed of 70 MPH with flaps retracted.
NOTE
Steep climbs at low speeds should be of short dura-
tion to allow improved engine cooling.
MAXIMUM CRUISE SPEED PERFORMANCE
75% POWER
ALTITUDE RPM TRUE AIRSPEED
Sea Level 2525 110
5000 Feet 2650 115
7000 Feet Full Throttle 117
CRUISE.
Normal cruising is done between 65% and 75% power. The power
settings required to obtain these powers at various altitudes and outside
air temperatures can be determined by using your Cessna Power Com -
puter or the OPERATIONAL DATA, Section VI.
Cruising can be done most efficiently at high altitude because of lower
air density and therefore higher true airspeeds for the same power, This
is illustrated in the table above which shows performance at 75% power at
various altitudes.
To achieve the lean mixture fuel consumption figures shown in Sec-
tion VI, the mixture should be leaned as follows: pull the mixture control
out until engine RPM peaks and begins to fall off, then enrichen slightly
back to peak RPM,
Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the origi-
nal 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 ílight.
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.
STALLS.
The stall characteristics are conventional for the flaps up and flaps
2-14
down condition. Slight elevator buffeting may occur just before the stall
with flaps down.
Stall speeds are shown in Section VI for aft c. g., full gross weight
conditions. They are presented as calibrated airspeeds because indicated
airspeeds are unreliable near the stall, The stall warning horn produces
a steady signal 5 to 10 MPH before the actual stall is reached and remains
on until the airplane flight attitude is changed,
SPINS.
Spins are approved in this airplane (see Section IV), For recovery
from an inadvertent or intentional spin, the following procedure should
be used.
(1) Retard throttle to idle position.
(2) Apply full rudder opposite to the direction of rotation.
(3) After one-fourth turn, move the control wheel forward of
neutral in a brisk motion.
(4) As rotation stops, neutralize rudder, and make a smooth re-
covery [rom the resulting dive.
Application of aileron in the direction of the spin will greatly increase
the rotation rate and delay the recovery. Ailerons should be held in a
neutral position throughout the spin and the recovery. Intentional spins
with flaps extended are prohibited.
LANDING.
Normal landing approaches can be made with power-on or power-off
at speeds of 70 to 80 MPH with flaps up, and 60 to 70 MPH 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.
2-15
SHORT FIELD LANDINGS.
For a maximum performance short field landing in smooth air condi-
tions, make an approach at 60 MPH with 40° flaps using enough power to
control the glide path. After all approach obstacles are cleared, pro-
gressively reduce power and maintain 60 MPH 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, re-
tract the flaps, hold full nose-up elevator, and apply maximum brake
pressure without sliding the tires.
Slightly higher approach speeds should be used under turbulent air
conditions,
CROSSWIND LANDINGS.
When landing in a strong crosswind, use the minimum flap setting
required for the field length. Use a wing low, crab, or a combination
method of drift correction and land in a nearly level attitude,
Excessive nose strut inflation can hinder nose wheel alignment with
the airplane ground track in a drifting crosswind landing at touchdown
and during ground roll. This can be counteracted by firmly lowering the
nose wheel to the ground after initial contact. This action partially com-
presses the nose strut, permitting nose wheel swiveling and positive
ground steering.
BALKED LANDING (GO-AROUND).
In a balked landing (go-around) climb, the wing flap setting should
be reduced to 20° immediately after full power is applied, Upon reach-
ing a safe airspeed, the flaps should be slowly retracted to the [ull up
position.
In critical situations where undivided attention to the airplane is re-
quired, the 20° flap setting can be approximated by holding the flap switch
for approximately two seconds. This technique will allow the pilot to ob-
tain the 20° setting without having to divert his attention to the flap posi-
tion indicator.
2-16
COLD WEATHER OPERATION.
Prior to starting on cold mornings, it is advisable to pull the pro-
peller 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,
In extremely cold (0* F and lower) weather, the use of an external pre-
heater is recommended whenever possible to reduce wear and abuse to
the engine and electrical system.
Cold weather starting procedures are as follows:
With Preheat:
(1) With ignition switch "OFF" and throttle closed, prime the
engine four to ten strokes as the propeller is being turned over
by hand.
NOTE
Use heavy strokes of primer for best atomization of fuel,
After priming, push primer all the way in and turn to
locked position to avoid possibility of engine drawing fuel
through the primer,
) Propeller Area -- Clear.
) Master Switch -- "ON."
) Throttle -- Open 1/4",
) Mixture -- Full rich.
) Ignition Switch -- START.
) Release ignition switch to BOTH when engine starts.
) Oil Pressure -- Check,
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Without Preheat:
(1) Prime the engine eight to ten strokes while the propeller
is being turned by hand with throttle closed. Leave primer
charged and ready for stroke.
(2) Propeller Area -- Clear,
(3) Mixture -- Full rich.
(4) Master Switch -- ON.
(5) Ignition Switch -- START.
(6) Pump throttle rapidly to full open twice. Return to 1/4"
open position,
(7) Release ignition switch to "BOTH" when engine starts.
(8) Continue to prime engine until it is running smoothly, or
alternately, pump throttle rapidly over first 1/4 of total travel.
(9) Oil Pressure -- Check,
(10) Pull carburetor heat knob full on after engine has started.
Leave on until engine is running smoothly.
(11) Lock primer.
NOTE
If the engine does not start during the first few attempts,
or if engine firing diminishes in strength, it is probable
that the spark plugs have been frosted over. Preheat
must be used before another start is attempted.
IMPORTANT
Pumping the throttle may cause raw fuel to accumulate
in the intake air duct, creating a fire hazard in the event
of a backfire. If this occurs, maintain a cranking action
to suck flames into the engine. An outside attendant with
a fire extinguisher is advised for cold starts without pre-
heat.
During cold weather operations, no indication will be apparent on the
oil temperature gage prior to take-off if outside air temperatures are very
cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), ac-
celerate the engine several times to higher engine RPM. If the engine
accelerates smoothly and the oil pressure remains normal and steady,
the airplane is ready for take-off.
When operating in sub-zero temperature, avoid using partial carbu-
retor heat. Partial heat may increase the carburetor air temperature to
the 32° to 70° range, where icing is critical under certain atmospheric
conditions.
Refer to Section VII for cold weather equipment.
2-18
Section I
EMERGENCY PROCEDURES
Emergencies caused by aircraft or engine malfunctions are extreme-
ly rare if proper pre-flight inspections and maintenance are practiced.
Enroute weather emergencies can be minimized or eliminated by careful
flight planning and good judgement when unexpected weather is encounter-
ed. However, should an emergency arise the basic guidelines described
in this section should be considered and applied as necessary to correct
the problem.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS.
Malfunctions in the electrical power supply system can be detected by
periodic monitoring of the ammeter and over-voltage warning light; how-
ever, the cause of these malfunctions is usually difficult to determine.
Broken or loose alternator wiring is most likely the cause of alternator
failures, although other factors could cause the problem, A damaged or
improperly adjusted voltage regulator can also cause malfunctions. Prob-
lems 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
(such as extended taxiing) the battery condition will be low enough to ac-
cept 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 over-
heat and evaporate the electrolyte at an excessive rate. Electronic com-
ponents in the electrical system could be adversely affected by higher
than normal voltage if a faulty voltage regulator setting is causing the
overcharging. To preclude these possibilities, an over-voltage sensor
will automatically shut down the alternator and the over-voltage warning
light will illuminate if the charge voltage reaches approximately 16 volts.
3-1
Assuming that the malfunction was only momentary, an attempt should be
made to reactivate the alternator system. To do this, 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 warning light will go off.
If the light comes on 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.
INSUFFICIENT RATE OF CHARGE.
If the ammeter indicates a continuous discharge rate in flight, the
alternator is not supplying power to the system and should be shut down
since the alternator field circuit may be placing an unnecessary load on
the system. All non-essential equipment should be turned "OFF" and the
flight terminated as soon as practical.
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 throt-
tle and pull the carburetor heat knob full out until the engine runs smooth-
ly; then remove carburetor heat and readjust the throttle. If conditions
require the continued use of carburetor heat in cruise flight, use the mini-
mum 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. Assuming that spark plugs
are the more likely cause, lean the mixture to the normal 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 the ignition switch unless extreme roughness dictates the use of a
single ignition position.
3-2
MAGNETO MALFUNCTION,
A sudden engine roughness or misfiring is usually evidence of mag -
neto 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 con-
tinued 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 pre-
cautionary landing because an orifice in this line will prevent a sudden
loss of oil from the engine sump. However, a landing at the nearest air-
port would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil tempera-
ture, there is good reason to suspect an engine failure is imminent. Re-
duce engine power immediately and select a suitable forced landing field.
Leave the engine running at low power during the approach, using only the
minimum power required to reach the desired touchdown spot.
FORCED LANDINGS.
PRECAUTIONARY LANDING WITH ENGINE POWER.
Before attempting an "off airport" landing, one should drag the land-
ing area at a safe but low altitude to inspect the terrain for obstructions
and surface conditions, proceeding as follows:
(1) Drag over selected field with flaps 20° and 70 MPH airspeed,
noting the preferred area for touchdown for the next landing approach.
Then retract flaps upon reaching a safe altitude and airspeed.
(2) On downwind leg, turn off all switches except the ignition and
master switches,
(3) Approach with flaps 40° at 65 MPH.
(4) Unlatch cabin doors prior to final approach.
(5) Before touchdown, turn ignition and master switches "OFF."
(6) Land in a slightly tail-low attitude.
EMERGENCY LANDING WITHOUT ENGINE POWER.
If an engine stoppage occurs, establish a flaps up glide at 70 MPH,
If time permits, attempt to restart the engine by checking for fuel quan-
tity, proper fuel shutoff valve position, and mixture control setting.
Also check that engine primer is full in and locked and ignition switch is
properly positioned.
If all attempts to restart the engine fail and a forced landing is im-
minent, select a suitable field and prepare for the landing as follows:
~ Pull mixture control to idle cut-off position.
Turn fuel shutoff valve to "OFF."
Turn all switches "OFF", except master switch.
Approach at 70 MPH.
Extend wing flaps as necessary within gliding distance of field.
Turn master switch "OFF."
Unlateh cabin doors prior to final approach.
Land in a slightly tail-low attitude.
Apply heavy braking.
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DITCHING.
Prepare for ditching by securing or jettisoning heavy objects located
in the baggage area, and collect folded coats or cushions for protection of
occupant's face at touchdown. Transmit Mayday message оп 121,5 MHz.
giving location and intentions.
(1) Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel to swells.
(2) Approach with flaps 40° and sufficient power for a 300 it. / min.
rate of descent at 656 MPH.
(3) Unlateh the cabin doors.
(4) Maintain a continuous descent until touchdown in level attitude.
Avoid a landing flare because of difficulty in judging airplane height
over a water surface,
(5) Place folded coat or cushion in front of face at time of touchdown.
(6) Evacuate airplane through cabin doors. If necessary, open win-
dow to flood cabin compartment for equalizing pressure so that door
can be opened,
(7) Inflate life vests and raft (if available) after evacuation of cabin,
The aircraft can not be depended on for flotation for more than a
few minutes.
ca
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DISORIENTATION IN CLOUDS.
When flying in marginal weather, the pilot should make sure that the
Wing Leveler (if installed) control knob is "ON." However, if the air-
plane is not equipped with this device or gyro horizon and directional oyro
instruments, the pilot will have to rely on the turn coordinator (or turn
and bank indicator) if he inadvertently flies into clouds. The following in-
structions assume that only one of the latter two instruments is available.
EXECUTING A 180° TURN IN CLOUDS.
Upon entering the clouds, an immediate plan should be made to turn
back as follows:
(1) Note the time of the minute hand and observe the position of the
sweep second hand on the clock. |
(2) When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator sy m-
bolic airplane wing opposite the lower left index mark for 60 seconds.
Then roll back to level flight by leveling the miniature airplane.
(3) Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.
(4) If necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more ac-
curately,
(5) Maintain altitude and airspeed by cautious application of elevator
control. Avoid overcontrolling by keeping the hands off the control
wheel and steering only with rudder,
EMERGENCY LET-DOWNS THROUGH CLOUDS.
Ii 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 approxi-
mate course, Before descending into the clouds, set up a stabilized let-
down condition as follows:
(1) Apply full rich mixture.
(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 lab for a stabilized descent at 80 MDF.
3-5
(5) Keep hands off the control wheel.
(6) Monitor turn coordinator and make corrections by rudder alone.
(7) Check trend of compass card movement and make cautious cor-
rections with rudder to stop the 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 in-
dicated airspeed to 80 MPH.
(4) Adjust the elevator trim control to maintain an 80 MPH glide.
(5) Keep hands off the control wheel, using rudder control to holda
straight heading.
(6) Apply carburetor heat.
(7) Clear engine occasionally, but avoid using enough power to dis-
turb the trimmed glide.
(8) Upon breaking out of clouds, apply normal cruising power and
resume flight.
FIRES.
ENGINE FIRE DURING START ON GROUND.
Improper starting procedures such as pumping the throttle during a
difficult cold weather start can cause a backfire which could ignite fuel
that has accumulated in the intake duct. In this event, proceedas follows:
(1) Continue cranking in an attempt to get a start which would suck
the flames and accumulated fuel through the carburetor and into the
engine.
(2) If the start is successful, run the engine at 1700 RPM [or a few
minutes before shutting it down to inspect the damage.
(3) If engine start is unsuccessful, continue cranking for two or
three minutes with throttle full open while ground attendants obtain
3-6
fire extinguishers.
(4) When ready to extinguish fire, release the starter switch and
turn off master switch, ignition switch, and fuel shutoff valve.
(5) Smother flames with fire extinguisher, seat cushion, wool blan-
ket, or loose dirt. If practical,try to remove carburetor air filter
if it is ablaze,
(6) Make a thorough inspection of fire damage, and repair or re-
place damaged components before conducting another flight.
ENGINE FIRE IN FLIGHT.
Although engine fires are extremely rare in flight, the following steps
should be taken if one is encountered:
(1) Pull mixture control to idle cut-off.
(2) Turn fuel shutoff valve "OFF."
(3) Turn master switch "OFF."
(4) Establish a 100 MPH glide.
(5) Close cabin heat control.
(6) Select a field suitable for a forced landing.
(7) If fire is not extinguished, increase glide speed in an attempt to
find an airspeed that will provide an incombustible mixture.
(8) Execute a forced landing as described in paragraph Emergency
Landing Without Engine Power. Do not attempt to restart the engine.
ELECTRICAL FIRE IN FLIGHT.
The initial indication of an electrical fire is the odor of burning in-
sulation, The immediate response should be to turn the master switch
"OFF." Then close off ventilating air as much as practicable to reduce
the chances of a sustained fire.
If electrical power is indispensable for the flight, an attempt may be
made to identify and cut off the defective circuit as follows:
1) Master Switch -- "OFF."
2) All other switches (except ignition switch) -- "OFF."
3) Check condition of fuses and circuit breaker to identily faulty
circuit if possible. Leave faulty circuit deactivated.
(4) Master Switch -- "ON."
(5) Select switches "ON" successively, permitting a short time de-
Jay to elapse after each switch is turned on until the short circuit is
localized.
(6) Make sure fire is completely extinguished before opening vents.
(
(
(
3-7
FLIGHT IN ICING CONDITIONS.
Although flying in known icing conditions is prohibited, an unexpected
icing encounter should be handled as follows:
3-8
(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 windshield defroster air-
flow. Adjust cabin air control to get maximum defroster heat and
airflow,
(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 unexplained 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.
(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 effectiveness.
(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 70 to 80 MPH, depending upon the amount of ice
accumulation.
(12) Perform a landing in level attitude.
Section lV
I \
OPERATING LIMITATIONS
OPERATIONS AUTHORIZED.
Your Cessna exceeds the requirements of airworthiness as set forth
by the United States Government, and is certificated under FAA Type Cer-
tificate No. 3A19 as Cessna Model No, 150L,
The airplane may be equipped for day, night, VFR, or IFR operation.
Your Cessna Dealer will be happy to assist you in selecting equipment
best suited to your needs.
Your airplane must be operated in accordance with all FAA-approved
markings and placards in the airplane. If there is any information in this
section which contradicts the FAA-approved markings and placards, itis
to be disregarded.
MANEUVERS-UTILITY CATEGORY.
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
maneuvers are required by the FAA. All of these maneuvers are per-
mitted in this airplane. In connection with the foregoing, the following
gross weight and flight load factors apply, with maximum entry speeds
for maneuvers as shown:
Gross Weight . . . . . . . . . . . . . .. .. . . 1600 lbs
Flight Load Factor, *Flaps Up. . . . . . . . . . +44 -1.76
Flight Load Factor, *Flaps Down . . . . . . . . 43.5
*The design load factors are 150% of the above, and in
all cases, the structure meets or exceeds design loads.
down.
No aerobatic maneuvers are approved except those listed below:
MANEUVER
Chandelles
Lazy Eights
Steep Turns
Spins . . . .
Stalls (Except Whip Stalls).
MAXIMUM ENTRY SPEED*
‚ 109 MPH (95 knots)
. 109 MPH (95 knots)
‚ 109 MPH (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
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.
AIRSPEED LIMITATIONS (CAS).
The following is a list of the certificated calibrated airspeed (CAS)
limitations for the airplane.
Never Exceed Speed (glide or dive, smooth air) . . . . . 162 MPH
Maximum Structural Cruising Speed
Maximum Speed, Flaps Extended.
*Maneuvering Speed .
120 MPH
100 MPH
109 MPH
*The maximum speed at which you may use abrupt control travel.
AIRSPEED INDICATOR MARKINGS.
The following is a list of the certificated calibrated airspeed mark-
ings (CAS) for the airplane.
4-2
Never Exceed (glide or dive, smooth air) .
Caution Range . . . . .
Normal Operating Rang
Flap Operating Range .
162 MPH (red line)
120-162 MPH (yellow arc)
56-120 MPH (green arc)
49-100 MPH (white arc)
ENGINE OPERATION LIMITATIONS.
Power and Speed . . . « + » e. e e e 100 BHP at 2750 RPM
ENGINE INSTRUMENT MARKINGS.
OIL TEMPERATURE GAGE.
Normal Operating Range . . . . . « . «+ « «+ + Green Arc
Maximum Allowable . . . . + + v « + « « « . . 240°F (red line)
OIL PRESSURE GAGE.
Minimum Idling , . . aa a e aa. 10PSI (red line)
Normal Operating Range a e 30-60 PSI (green arc)
Maximum . . . . ae aa a aaa» .100PSI (red line)
FUEL QUANTITY INDICATORS.
Empty (1.75 gallons unusable each standard tank) . . . E (red line)
(1.50 gallons unusable each long range tank)
TACHOMETER.
Normal Operating Range:
At sea level . . . . . . . . 2000-2550 RPM (inner green arc)
At 5000 feet . . . . . . . 2000-2650 RPM (middle green arc)
At 10,000 feet . . . . . . . 2000-2750 RPM (outer green arc)
Maximum Allowable . . . . . +. « + + « . . 2750 RPM (red line)
SUCTION GAGE (GYRO SYSTEM).
Normal Operating Range . . . . . . 4.6- 5.4 in. Hg (green arc)
4-3
WEIGHT AND BALANCE.
The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
the weight and balance for your particular airplane, use the Sample Prob-
lem, Loading Graph, and Center of Gravity Moment Envelope as follows:
Take the licensed empty weight and moment from the Weight and
Balance and Installed Equipment Data sheet (or changes noted on FAA
Form 337) carried in your airplane, and write them down in the column
titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
The Weight and Balance and Installed Equipment Data sheet
is included in the aircraft file. In addition to the licensed
empty weight and moment noted on this sheet, the c.g. arm
(fuselage station) is also shown, but need not be used on the
Sample Loading Problem. The moment shown on the sheet
must be divided by 1000 and this value used as the moment/
1000 on the loading problem.
Use the Loading Graph to determine the moment/1000 for each addi-
tional item to be carried, then list these on the loading problem.
NOTE
Loading Graph information is based on seats positioned
for average occupants and baggage loaded in the center
of the baggage area. For other than average loading
situations, the Sample Loading Problem lists fuselage
stations for these items to indicate their forward and
aft c.g. range limitation (seat travel or baggage area
limitation). Additional moment calculations, based on
the actual weight and c.g. arm (fuselage station) of the
item being loaded, must be made if the position of the
load is different from that shown on the Loading Graph,
Total the weights and moments/1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls
within the envelope, and if the loading is acceptable.
4-4
LOADING ARRANGEMENTS
STATION
(C.G. ARM)
STATION
(C.G. ARM)
(33 TO 41) —
**84 ——|- AREA 2
* Pilot or passenger center of
gravity on adjustable seats
positioned for average occu-
pant. Numbers in parentheses
indicate forward and aft limits
of occupant center of gravity я
range. 37 —
(33 TO 41)
** Arms measured to the center
of the areas shown.
**64 —|- AREA 64 -—
NOTE
The alt baggage wall (approx-
imate station 94) can be used ** ВА — —\- AREA 2
as a convenient interior refer-
ence point {or determining the Gf ——
location of baggage area fuselage
stations.
94 —
STANDARD OPTIONAL
SEATING SEATING
BAGGAGE LOADING anD TIE-DOWN
UTILITY SHELF
BAGGAGE AREA
MAXIMUM ALLOWABLE LOADS
AREA (1) = 120 POUNDS
AREA (2) = 40 POUNDS
/ AREAS (1)+ (0) = 120 POUNDS
Ж TIE-DOWN NET ATTACH POINTS
# A tie-down net is provided to secure baggage in the baggage area.
The net attaches to six tie-down rings. Two rings are located on the floor
just aft of the seat backs and one ring is located two inches above the floor
on each cabin wall at the alt end of area (1) Two additional rings are
located at the top, aft end of area (2). At least four rings should be used
to restrain the maximum baggage load of 1204,
If the airplane is equipped with an optional utility shelf, it should be re-
moved prior to loading and lying down large baggage ilems, (Slide the tab of
the locking clips on each end of the shell to disengage the shell from the
aireraft structure.) After baggage is loaded and secured, either stow the
shelf or, if space permits, install it for storing small articles.
4-5
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4-8
Section y
e Ee E
CARE OF THE AIRPLANE
If your airplane is to retain that new-plane performance and depend-
ability, certain inspection and maintenance requirements must be followed,
It is wise to follow a planned schedule of lubrication and preventive main-
tenance based on climatic and flying conditions encountered in your lo-
cality.
Keep in touch with your Cessna Dealer, and take advantage of his
knowledge and experience. He knows your airplane and how to maintain
it. He will remind you when lubrications and oil changes are necessary
and about other seasonal and periodic services,
GROUND HANDLING.
The airplane is most easily and safely maneuvered by hand with the
tow-bar attached to the nose wheel. When towing with a vehicle, do not
exceed the nose gear turning angle of 30° either side of center, or dam-
age to the gear will result. If the airplane is towed or pushed over a
rough surface during hangaring, watch that the normal cushioning action
of the nose strut does not cause excessive vertical movement of the tail
and the resulting contact with low hangar doors or structure. A flat nose
tire or deflated strut will also increase tail height.
MOORING YOUR AIRPLANE.
Proper tie-down is the best precaution against damage to your parked
airplane by gusty or strong winds. To tie down your airplane securely,
proceed as follows:
(1) Set parking brake and install control wheel lock.
(2) Install a surface control lock between each aileron and flap.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to wing and tail tie-down fittings, and secure each rope
to ramp tie-down.
(4) Install a surface control lock over the fin and rudder.
(5) Install a pitot tube cover.
(6) Tie a rope to an exposed portion of the engine mount and secure
the opposite end to a ramp tie-down.
WINDSHIELD-WINDOWS.
The plastic windshield and windows should be cleaned with an aircraft
windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
with moderate pressure until all dirt, oil scum and bug stains are re-
moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield cleaner is not available, the plastic can be cleaned
with soft cloths moistened with Stoddard solvent to remove oil and grease.
NOTE
Never usc gasoline, benzine, alcohol, acetone, carbon
thinner or glass cleaner to clean the plastic. These ma-
terials will attack the plastic and may cause it to craze,
Follow by carefully washing with a mild detergent and plenty of water.
Rinse thoroughly, then dry with a clean moist chamois. Do not rub the
plastic with a dry cloth since this builds up an electrostatic charge which
attracts dust. Waxing with a good commercial wax will finish the clean-
ing job. A thin, even coat of wax, polished out by hand with clean soft flan-
nel cloths, will fill in minor scratches and help prevent further scratching.
Do not use a canvas cover on the windshield unless freezing rain or
sleet is anticipated since the cover may scratch the plastic surface.
PAINTED SURFACES.
The painted exterior surfaces of your new Cessna have a durable,
long lasting finish and, under normal conditions, require no polishing or
buffing. Approximately 15 days are required for the paint to cure com-
pletely; in most cases, the curing period will have been completed prior
to delivery of the airplane. Tn the event that polishing or buffing is re-
quired within the curing period, it is recommended that the work be done
5-2
by someone experienced in handling uncured paint. Any Cessna Dealer
can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with
water and mild soap, followed by a rinse with water and drying with cloths
or a chamois. Harsh or abrasive soaps or detergents which cause cor-
rosion or scratches should never be used. Remove stubborn oil and
grease with a cloth moistened with Stoddard solvent.
Waxing is unnecessary to keep the painted surfaces bright. However,
if desired, the airplane may be waxed with a good automotive wax. A
heavier coating of wax on the leading edges of the wings and tail and on
the engine nose cap and propeller spinner will help reduce the abrasion
encountered in these areas. |
When the airplane is parked outside in cold climates and it is neces-
sary to remove ice before flight, care should be taken to protect the paint-
ed surfaces during ice removal with chemical liquids. A 50-50 solution
of isopropyl alcohol and water will satisfactorily remove ice accumula-
tions without damaging the paint, À solution with more than 50% alcohol
is harmful and should be avoided. While applying the de-icing solution,
keep it away from the windshield and cabin windows since the alcohol will
attack the plastic and may cause it to craze.
ALUMINUM SURFACES.
The clad aluminum surfaces of your Cessna require only minimum care
to keep them bright and clean. The airplane may be washed with water to
remove dirt; oil and grease may be removed with gasoline, naphtha, car-
bon tetrachloride or other non-alkaline solvents. Dulled aluminum sur-
faces may be cleaned effectively with an aircraft aluminum polish.
After cleaning, and periodically thereafter, waxing with a good auto-
motive wax will preserve the bright appearance and retard corrosion.
Regular waxing is especially recommended lor airplanes operated in salt
water areas as a protection against corrosion.
PROPELLER CARE.
Preflight inspection of propeller blades for nicks, and wiping them
5-3
occasionally with an oily cloth to clean off grass and bug stains will as-
sure long, trouble-free service. Small nicks on the blades, particularly
near the tips and on the leading edges, should be dressed out as soon as
possible since these nicks produce stress concentrations, and if ignored,
may result in cracks. Never use an alkaline cleaner on the blades: re-
move grease and dirt with carbon tetrachloride or Stoddard solvent.
- INTERIOR CARE.
To remove dust and loose dirt from the upholstery, headliner, and
carpet, clean the interior regularly with a vacuum cleaner,
Blot up any spilled liquid promptly, with cleansing tissue or rags,
Don't pat the spot; press the blotting material firmly and hold it for sev-
eral seconds. Continue blotting until no more liquid is taken up. Scrape
off sticky materials with a dull knife, then spot-clean the area.
Oily spots may be cleaned with household spot removers, used spar-
ingly. Before using any solvent, read the instructions on the container
and test it on an obscure place on the fabric to be cleaned. Never satu-
rate the fabric with a volatile solvent; it may damage the padding and back-
ing materials.
Soiled upholstery and carpet may be cleaned with foam~type detergent,
used according to the manufacturer's instructions. To minimize wetting
the fabric, keep the foam as dry as possible and remove it with a vacuum
cleaner.
The plastic trim, instrument panel and control knobs need only be
wiped off with a damp cloth, Oil and grease on the control wheel and con-
trol knobs can be removed with a cloth moistened with Stoddard solvent.
Volatile solvents, such as mentioned in paragraphs on care of the wind-
shield, must never be used since they soften and craze the plastic.
FLYABLE STORAGE.
Aircraft placed in non-operational storage for a maximum of 30 days
or those which receive only intermittent operational use for the first 25
hours are considered in flyable storage status. Every seventh day during
these periods, the propeller should be rotated by hand through five revolu-
5-4
tions. This action "limbers" the oil and prevents any accumulation of cor-
rosion on engine cylinder walls.
IMPORTANT
For maximum safety, check that the ignition switch is
OFF, the throttle is closed, the mixture control is in
the idle cut-off position, and the airplane is secured
before rotating the propeller by hand. Do not stand
within the arc of the propeller blades while turning the
propeller.
After 30 days, the aircraft should be flown for 30 minutes or a ground
runup should be made just long enough to produce an oil temperature within
the lower green arc range. Excessive ground runup should be avoided.
Engine runup also helps to eliminate excessive accumulations of water
in the fuel system and other air spaces in the engine. Keep fuel tanks full
to minimize condensation in the tanks. Keep the battery fully charged to
prevent the electrolyte from freezing in cold weather. If the aircraft is to
be stored temporarily, or indefinitely, refer to the Service Manual for
proper storage procedures.
INSPECTION SERVICE AND INSPECTION PERIODS.
With your airplane you will receive a Customer Care Program book.
Coupons attached to the Program book entitle you to an initial inspection
and the first 100-hour inspection at no charge. If you take delivery from
your Dealer, he will perform the initial inspection before delivery of the
airplane to you. If you pick up the airplane at the factory, plan to take it
to your Dealer reasonably soon after you take delivery on it. This will
permit him to check it over and to make any minor adjustments that may
appear necessary. Also, plan an inspection by your Dealer at 100 hours or
180 days, whichever comes first, This inspection also is performed by
your Dealer for you at no charge. While these important inspections will
be performed for you by any Cessna Dealer, in most cases you will pre-
fer to have the Dealer from whom you purchased the airplane accomplish
this work.
Federal Aviation Regulations require that all airplanes have a periodic
(annual) inspection as prescribed by the administrator, and performed by
a person designated by the administrator, In addition, 100-hour periodic
9-0
inspections made by an "appropriately-rated mechanic are required if
the airplane is flown for hire. The Cessna Aircraft Company recom-
mends the 100-hour periodic inspection for your airplane. The procedure
for this 100-hour inspection has been carefully worked out by the factory
and is followed by the Cessna Dealer Organization. The complete famil-
iarity of the Cessna Dealer Organization with Cessna equipment and with
factory-approved procedures provides the highest type of service possible
at lower cost.
AIRCRAFT FILE.
There are miscellaneous data, information and licenses that are a
part of the aircraft file, The following is a check list for that file. In
addition, a periodic check should be made of the latest Federal Aviation
Regulations to ensure that all data requirements are met.
A. To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate (FAA Form 8100-2).
(2) Aircraft Registration Certificate (FAA Form 8050-3).
(3) Aircraft Radio Station License, if transmitter installed
(FCC Form 556).
B. To be carried in the aircraft at all times:
(1) Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if applicable).
(2) Aircraft Equipment List,
C. To be made available upon request:
(1) Aircraft Log Book.
(2) Engine Log Book.
NOTE
Cessna recommends that these items, plus the Owner's
Manual, Power Computer, Pilot's Check List, Customer
Care Program book and Customer Care Card, be carried
in the aircraft at all times,
Most of the items listed are required by the United States Federal
Aviation Regulations. Since the regulations of other nations may require
other documents and data, owners of exported aircraft should check with
5-6
their own aviation officials to deter mine their individual requirements.
MAA PLATE/FINISH AND TRIM PLATE.
Information concerning the Type Certificate Number (TC), Produc-
tion Certificate Number (PC), Model Number and Serial Number of your
particular aircraft can be found on the MAA (Manufacturers Aircraft
Association) plate located on the cabin floor below the left rear corner of
the pilot's seat. The plate is accessible by sliding the seat forward and
lifting the carpet in this area.
A Finish and Trim plate contains a code describing the interior color
scheme and exterior paint combination of the aircraft. The code may be
used in conjunction with an applicable Parts Catalog if finish and trim in-
formation is needed. This plate is also located on the cabin floor near the
left rear corner of the pilot's seat.
5-7
LUBRICATION AND SERVICING
PROCEDURES
Specific servicing information is provided here for items requiring daily
attention. A Servicing Intervals Check List is included to inform the pilot
when to have other items checked and serviced,
DAILY
FUEL TANK FILLERS:
Service after each flight with 80/87 minimum grade fuel, The capac-
ity of each wing tank is 13 gallons for standard fuel tanks, 19 gallons
for optional long range tanks. Due to crossfeeding between fuel tanks,
the tanks should be re-topped after each refueling to assure maximum
capacity.
FUEL STRAINER:
Before first flight of the day and after each refueling, pull out fuel
strainer drain knob (located just inside cowl access door) for about
four seconds, to clear fuel strainer of possible water and sediment.
Release drain knob, then check that strainer drain is closed after
draining. If water is observed, there is a possibility that the wing
tank sumps contain water. Thus, the wing tank sump drain plugs and
fuel line drain plug should be removed to check for presence of water.
OIL DIPSTICK:
Check oil level before each flight. Do not operate on less than 4
quarts, To minimize loss of oil through breather, fill to 5 quart
level for normal flights of less than 3 hours. For extended flight,
fill to 6 quarts. If optional oil filter is installed, one additional
quart is required when the filter element is changed.
OIL FILLER:
When preflight check shows low oil level, service with aviation grade
engine oil; SAE 40 above 40°F and SAE 10W30 or SAE 20 below 40°F.
(Multi-viscosity oil with a range of SAE 10W30 is recommended for
improved starting in cold weather.) Detergent or dispersant oil, con-
forming to Continental Motors Specification MHS-24A, must be used.
Your Cessna Dealer can supply approved brands of oil.
NOTE
Y our Cessna was delivered from the factory with a cor-
rosion preventive aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
straight mineral oil (non-detergent) conforming to
Specification No. MIL-L-6082.
5-8
SERVICING INTERVALS CHECK LIST
FIRST 25 HOURS
ENGINE OIL SUMP AND OIL FILTER -- After first 25 hours of operation,
drain engine oil sump and clean the oil pressure screen. If an optional oil
filter is installed, change filter element at this time. Refill sump with
straight mineral oil (non- detergent) and use until a total of 50 hours have
accumulated or oil consumption has stabilized, then change to detergent
oil.
EACH 50 HOURS
BATTERY -- Check and service. Check more often (at least every 30
days) if operating in hot weather.
ENGINE OIL SUMP AND OIL FILTER -- Change engine oil and replace
filter element. If optional oil filter is not installed, change oi! and clean
the oil pressure screen every 95 hours. Change engine oil at least every
four months even though less than the recommended hours have accumu-
lated. Reduce periods for prolonged operation in dusty areas, cold cli-
mates, or when short flights and long idle periods result in sludging con-
ditions.
CARBURETOR AIR FILTER -- Clean or replace. Under extremely dusty
conditions, daily maintenance of the filter is recommended.
NOSE GEAR TORQUE LINKS -- Lubricate. When operating under dusty
conditions, more frequent lubrication is recommended.
EACH 100 HOURS
SPARK PLUGS -- Clean, test and regap.
BRAKE MASTER CYLINDERS -- Check and fill.
SHIMMY DAMPENER -- Check and fill.
FUEL STRAINER -- Disassemble and clean.
FUEL TANK SUMP DRAINS -- Drain water and sediment.
FUEL LINE DRAIN PLUG -- Drain water and sediment.
SUCTION RELIEF VALVE INLET FILTER (OPT) -- Clean. Replace at
engine overhaul period.
5-9
SERVICING INTERVALS CHECK LIST
(Continued)
EACH 500 HOURS
VACUUM SYSTEM AIR FILTER (OPT) -- Replace filter element. Re-
place sooner if suction gage reading drops to 4.6 in. Hg.
WHEEL BEARINGS -- Lubricate at first 100 hours and at 500 hours there -
after. Reduce lubrication interval to 100 hours when operating in dusty
or seacoast areas, during periods of extensive taxiing, or when numerous
take -offs and landings are made.
AS REQUIRED
NOSE GEAR SHOCK STRUT -- Keep filled with hydraulic fluid and in-
flated with air to 20 psi. Do not over-inflate.
ADDITIONAL SERVICE AND TEST REGULATIONS
Servicing Intervals of items in the preceding check list are
recommended by The Cessna Aircraft Company. Govern-
ment regulations may require that additional items be in-
spected, serviced or tested at specific intervals for various
types of flight operations. For these regulations, owners
should check with aviation officials in the country where the
aircraft is being operated.
OWNER FOLLOW-UP SYSTEM
a —
Your Cessna Dealer has an owner follow-up system to notify you
when he receives information that applies to your Cessna. In
addition, if you wish, you may choose to receive similar notifi-
cation, in the form of Service Letters, directly from the Cessna
Customer Services Department. A subscription form is supplied
in your Customer Care Program book for your use, should you
choose to request this service. Your Cessna Dealer will be glad
to supply you with details concerning these follow-up programs,
and stands ready through his Service Department to supply you
with fast, efficient, low cost service.
PUBLICATIONS
Various publications and flight operation aids are furnished in the air-
craft when delivered from the factory. These items are listed below.
o OWNER'S MANUALS FOR YOUR
AIRCRAFT
ELECTRONICS
o POWER COMPUTER
e SALES AND SERVICE DEALER DIRECTORY
® DO'S AND DON'TS ENGINE BOOKLET
The following additional publications, plus many other supplies that are
applicable to your aircraft, are available from your Cessna Dealer.
e SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRCRAFT
ENGINE AND ACCESSORIES
ELECTRONICS
Your Cessna Dealer has a current catalog of all available Customer
Services Supplies, many of which he keeps on hand. If supplies are
not in stock, your Cessna Dealer will be happy to order for you.
Section Vl
г _ т
OPERATIONAL DATA
The operational data shown on the following pages are compiled from
actual tests with the airplane and engine in good condition, and using
average piloting technique and best power mixture. You will find this
data a valuable aid when planning your flights.
To realize the maximum usefulness from your Cessna, you should
take advantage of its high cruising speeds. However, if range is of pri-
mary importance, it may pay you Lo fly at a low cruising RPM, thereby
increasing your range and allowing you to make the trip non-stop with
ample fuel reserve. The cruise performance table (figure 6-4) should be
used to solve flight planning problems of this nature.
In the table (figure 6-4), range and endurance are given for lean mix-
ture from 2500 feet to 12, 500 feet. All figures are based on zero wind,
22.5 and 35.0 gallons of fuel for cruise, McCauley 1A101/HCM6948 pro-
peller, 1600 pounds gross weight, and standard atmospheric conditions.
Mixture is leaned to maximum RPM. Allowances for fuel reserve, head-
winds, take-offs and climb, and variations in mixture leaning technique
should be made as no allowances are shown on the chart. Other indeter-
minate variables such as carburetor metering characteristics, engine and
propeller conditions, externally-mounted optional equipment and turbu-
lence of the atmosphere may account for variations of 10% or more in
maximum range.
Remember that the charts contained herein are based on standard day
conditions. For more precise power, fuel consumption, and endurance in-
formation, consult the Power Computer supplied with your aircraft, With
the Power Computer, you can easily take into account temperature varia-
tions from standard at any flight altitude.
6-1
AIRSPEED CORRECTION TABLE
FLAPS UP
IAS-MPH 50 | 60 | 70 | 80 | 90 | 100 | 110 | 120 | 130 | 140
CAS-MPH 53 | 60 | 69 | 78 | 87 | 97 | 107 |117 | 128 | 138
FLAPS DOWN
IAS-MPH 40 | 50 | 60 | 70 | 80 | 90 | 100
CAS-MPH 40 | 50 | 61 | 72 | 83 | 94 | 105
Figure 6-1.
STALL SPEEDS - MPH CAS
6-2
Gross Weight ANGLE OF BANK
1600 lbs. de pre A
| À A;
CONDITION n° 2g° 40 “60”
Flaps
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Fi
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Flaps
do 7 || 48 | 4 | 54 | 67
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Figure 6-2.
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6-3
—CRUISE PERFORMANCE — mixture,
MIXTURE
END. HOURS RANGE, MILES
ALTITUDE RPM KBHP | TAS MPH GAL/HR. STANDARD | LONG RANGE! STANDARD LONG RANGE
22.5 GAL, | 35 GAL, 22.5 GAL.) 35 GAL.
2500 2750 92 121 7.0 3.2 5.0 390 605
2700 87 118 6.6 3.4 5.3 410 635
2600 77 114 5.8 3.9 6.1 445 690
2500 68 108 5.1 4.4 6.9 475 740
2400 60 103 4.6 4.9 7.7 505 790
2300 53 96 4.1 5.5 8.6 535 830
2200 46 89 3.6 6.2 9.1 550 860
2100 40 79 3.2 7.0 10.9 555 865
5000 2750 85 121 6.4 3.5 5.5 425 660
2700 80 118 6.0 3.8 5.8 445 690
2500 71 113 5,3 4,2 -6.6 475 40
2500 63 107 4.8 4.7 7.4 505 790
2400 56 101 4,3 2.3 В. 2 530 830
2300 49 93 3.8 5.9 9.2 550 860
2200 43 84 3.4 6.6 10.3 560 870
2100 37 71 3.0 7.5 11.7 540 835
7500 2700 74 117 5.5 4.1 6.3 480 745
2600 66 111 4.9 4.6 7.1 505 790
2500 58 105 4.4 2.1 1,9 535 830
2400 52 98 4,0 5,7 8.8 555 860
2300 45 89 3.6 6.3 9.8 360 875
2200 40 17 3.2 7.1 11.1 550 850
10,000 2700 68 116 5.1 4.4 6.8 510 790
2600 61 109 4.6 4.9 7,6 535 830
2500 54 102 4.1 5.4 8.5 555 865
2400 48 93 3,7 6.1 9.4 565 880
2300 42 BZ 3.3 6.8 10.6 555 860
12,500 2850 60 110 4,5 5.0 7.8 550 B55
2600 56 106 4.3 5.3 8.2 555 865
2500 50 97 3.9 5.8 9.1 565 880
2400 44 86 3.5 6.5 10.1 560 870
NOTES: 1. Maximum cruise is normally limited to 75% power.
2, In the above calculations of endurance in hours and range in miles, no allowances were made
for take - off or reserve,
Figure 6-4,
HEIGHT ABOVE TERRAIN (FEET)
* SPEED 70 MPH (IAS)
MAXIMUM GLIDE
* FLAPS UP
* PROPELLER WINDMILLING
e ZERO WIND
12,000
10,000
8000 mee
6000
4000
A
A
2000
20
GROUND DISTANCE (STATUTE MILES)
Figure 6-5.
Section Vil
OPTIONAL. SYSTEMS
This section contains a description, operating procedures, and per-
formance data (when applicable) for some of the optional equipment which
may be installed in your Cessna. Owner's Manual Supplements are pro-
vided to cover operation of other optional equipment systems when in-
stalled in your airplane. Contact your Cessna Dealer for a complete
list of available optional equipment.
LONG RANGE FUEL TANKS
Special wings with long range fuel tanks are available to replace the
standard wings and fuel tanks for greater endurance and range. Each
tank has a total capacity of 19 gallons. Usable fuel in each long range
tank, for all flight conditions, is 17.5 gallons.
COLD WEATHER EQUIPMENT
WINTERIZATION KIT.
For continuous operation in temperatures consistently below 20°F,
the Cessna winterization kit should be installed to improve engine opera-
tion. The kit consists of two shields to partially cover the cowl nose cap
opening, the addition of heat ducting from the right exhaust manifold for
additional cabin heat, a carburetor airbox heat outlet cap, and insulation
for the engine crankcase breather line. Once installed, the crankcase
breather insulation is approved for permanent use in both cold and hot
weather,
7-1
GROUND SERVICE PLUG RECEPTACLE.
A ground service plug receptacle may be installed to permit the use
of an external power source for cold weather starting and during lengthy
maintenance work on the electrical and electronic equipment,
Just before connecting an external power source (generator type or
battery cart), the master switch should be turned "ON," This is especi-
ally important since it will enable the battery to absorb transient voltages
which otherwise might damage the transistors in the electronic equipment.
The battery and external power circuits have been designed to com-
pletely eliminate the need to "jumper" across the battery contactor to
close it for charging a completely "dead" battery. A special fused cir-
cuit in the external power system supplies the needed "jumper" across
the contacts so that with a "dead" battery and an external power source
applied, turning the master switch "ON" will close the battery contactor,
RADIO TRANSMITTER SELECTOR SWITCH
Operation of the radio equipment is normal as covered in the respec-
tive radio manuals. When the aircraft is equipped with more than one
radio having transmitter capabilities, a transmitter selector switch is
installed to switch the microphone to the radio unit the pilot desires to
use for transmission, The switch is located in the upper left portion
of the instrument panel and is labeled "TRANS, 1 and 2." Placing the
switch in the upper position, labeled "1," switches the microphone to the
upper transmitter; the lower position, labeled "2,' switches the micro-
phone to the lower transmitter,
BOOM MICROPHONE
A boom microphone may be mounted in the center of the cabin ceiling.
Clips are provided just back of the upper edge of the windshield to stow
the microphone when not in use. The boom microphone allows radio com-
munication without the necessity of releasing any controls to handle the
normal hand microphone. The microphone keying switch is a push button
located on the left side of the pilot's control wheel.
7-2
WING LEVELER
A wing leveler may be installed to augment the lateral and directional
stability of the airplane. The system uses the Turn Coordinator for roll
and yaw sensing. Vacuum pressure, from the engine-driven vacuum
pump, is routed from the Turn Coordinator to cylinder-piston servo units
attached to the aileron and rudder control systems. As the airplane de-
viates from a wing level attitude or a given direction, vacuum pressure
in the servo units is increased or relieved as needed to actuate the ailerons
and rudder to oppose the deviations, The rudder action effectively cor-
rects adverse yaw induced by the ailerons.
A separately mounted push-pull control knob, labeled "WING LVLR, "
is provided at the lower center of the instrument panel to turn the system
on and off. A "ROLL TRIM" control knob on the Turn Coordinator is
used for manual roll trim control to compensate for asymmetrical load-
ing of fuel and passengers, and to optimize system performance in climb,
cruise and let-down.
OPERATINC CHECK LIST
TAKE-OFF.
(1) "WING LVLR" Control Knob -- Check in off position (full in).
CLIMB.
(1) Adjust elevator trim for climb.
(2) "WING LVLR'" Control Knob -- Pull control knob "ON",
(3) "ROLL TRIM'" Control Knob -- Adjust for wings level attitude.
CRUISE.
(1) Adjust power and elevator trim for level flight.
(2) "ROLL TRIM" Control Knob -- Adjust as desired.
7-3
DESCENT.
(1) Adjust power and elevator trim for desired speed and rate cf
descent, о
(2) "ROLL TRIM" Control Xnob -- Adjust as desired.
LANDING.
(1) Before landing, push "WING LVLR" control knob full in to fie off
position,
EMERGENCY PROCEDURES
If a malfunction should occur, the system is easily overpowered with
pressure on the control wheel. The system should then be turned off. In
the event of partial or complete vacuum failure, the wing leveler will auto-
matically become inoperative. However, the Turn Coordinator used with
the wing leveler system will not be affected by loss of vacuum since it is
designed with a "back-up" system enabling it to operate from either vac-
uum or electrical power in the event of failure of one of these sources.
OPERATING NOTES
(1) The wing leveler system may be overpowered at any time without
damage or wear. However, for extended periods of maneuvering it may
be desirable to turn the system off.
(2) It is recommended that the system not be engaged during take-off
and landing. Although the system can be easily overpowered, servo forces
could significantly alter the manual "feel" of the aileron control, especially
should a malfunction occur.
7-4
FUEL TANK QUICK-DRAIN VALVE KIT
Two fuel tank quick-drain valves and a fuel sampler cup are available
as a kit to facilitate daily draining and inspection of fuel in the main tanks
for the presence of water and sediment. The valves replace existing fuel
tank drain plugs located at the lower inboard area of the wing. The fuel
sampler cup, which may be stowed in the map compartment, is used to
drain the valves. The sampler cup has a probe in the center of the cup.
When the probe is inserted into the hole in the bottom of the drain valve
and pushed upward, fuel flows into the cup to facilitate visual inspection
of the fuel. As the cup is removed, the drain valve seats, stopping the
flow of fuel.
OIL QUICK-DRAIN VALVE
An oil quick-drain valve is optionally offered to replace the drain
plug in the oil sump drain port. The valve provides a quicker and cleaner
method of draining engine oil. To drain the oil with this valve installed,
slip a hose over the end of the valve, route the hose to a suitable con-
tainer, then push upward on the end of the valve until it snaps into the
open position. Spring clips will hold the valve open. After draining, use
a screwdriver or suitable tool to snap the valve into the extended (closed)
position and remove the drain hose.
7-5
TRUE AIRSPEED INDICATOR
A true airspeed indicator is available to replace the standard airspeed
indicator in your airplane. The true airspeed indicator has a calibrated
rotatable ring which works in conjunction with the airspeed indicator dial
in a manner similar to the operation of a flight computer,
TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude
is aligned with outside air temperature in degrees Fahrenheit. Then
read true airspeed on rotatable ring opposite airspeed needle.
NOTE
Pressure altitude should not be confused with indicated
altitude. To obtain pressure altitude, set barometric
scale on altimeter to "29.92" and read pressure altitude
on altimeter. Be sure to return altimeter barometric
scale to original barometric setting after pressure alti-
tude has been obtained.
+ 7-6
© nt A O и *
+k terme,
SERVICING REQUIREMENTS
FUEL:
AVIATION GRADE -- 80/87 MINIMUM GRADE
CAPACITY EACH STANDARD TANK -- 13 GALLONS
CAPACITY EACH LONG RANGE TANK -- 19 GALLONS
(DUE TO CROSS FEEDING BETWEEN FUEL TANKS, THE TANKS
SHOULD BE RE-TOPPED AFTER EACH REFUELING TO ASSURE
MAXIMUM CAPACITY.)
ENGINE OIL:
AVIATION GRADE -- SAE 40 ABOVE 40” F.
SAE 10W30 OR SAE 20 BELOW 40” Е.
(MULTI-VISCOSITY OIL WITH A RANGE OF SAE 10W30
IS RECOMMENDED FOR IMPROVED STARTING IN COLD
WEATHER. DETERGENT OR DISPERSANT OIL, CON-
FORMING TO CONTINENTAL MOTORS SPECIFICATION
MHS-24A, MUST BE USED.)
CAPACITY OF ENGINE SUMP -- 6 QUARTS
(DO NOT OPERATE ON LESS THAN 4 QUARTS. TO
MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL
TO 5 QUART LEVEL FOR NORMAL FLIGHTS OF LESS
THAN 3 HOURS. FOR EXTENDED FLIGHT. FILL TO
6 QUARTS, IF OPTIONAL OIL FILTER IS INSTALLED,
ONE ADDITIONAL QUART IS REQUIRED WHEN THE
FILTER ELEMENT IS CHANGED.)
HYDRAULIC FLUID:
MIL-H-5606 HYDRAULIC FLUID
TIRE PRESSURE:
NOSE WHEEL --- 30 PSION 5.00 - 5, 4-PLY RATED TIRE
MAIN WHEELS -- 21 PSION 6.00 - 6, 4-PLY RATED TIRES
NOSE GEAR SHOCK STRUT:
KEE? FILLED WITH HYDRAULIC FLUID AND INFLATED
WITH AIR TO 20 PSI, DO NOT OVER-INFLATE,
(ESSNA
"TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD".
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS
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