Cessna Model 152 152, 0-235-N2C airplane Pilot's Operating Handbook

CESSNA LL SECTION 8 MODEL 152 HANDLING, SERVICE a MAINTENANCE TABLE OF CONTENTS Page Introduction . Identification Plate . Owner Follow-Up System Publications . Airplane File . Airplane Inspection Periods FAA Required Inspections Cessna Progressive Care . Cessna Customer Care Program . Pilot Conducted Preventive Maintenance Alterations Or Repairs Ground Handling Towing . Parking Tie-Down Jacking Leveling . Fiyable Storage Servicing . . 8 Engine Oil . 8 Fuel . LE 8 4 4 aa e e e e e ae e aa a a e В Landing Gear . . . xx, 2 e e. « a a e. 8 8 ARA AA AE II OD UAB EU ©92 00 00 50 00 00 50 00 90 00 00 00 00 00 00 Co OD CO NNO OOO DEN pi ul ha a Cleaning And Care . Windshield-Windows aaa ae e a Painted Surfaces . . . 212 1144444424 4 4 2 2 8-13 Propeller Care . . 8-43 Engine Care . . . . . . . 4 4 44 4 + vv + ++ +... 814 Interior Care . . . . . . . . . + «vv « « ov «vv «vv .«. .. B14 1 July 1978 - 8-1/(8-2 blank) CESSNA SECTION 8 MODEL 152 HANDLING, SERVICE - DA 8 MAINTENANCE : INTRODUCTION This section contains factory-rec procet res for proper ground handling and routine care and: servicing of your: ‘Cessna. It also identifies certain inspection and maintenancs requirements which must be followed if your airplane is to retain tl plane performance and dependability. It is wise to follow a planned schedule’ of lubrication and preventive maintenance based on + climatic and flying: conditions encountered in your locality, =. 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. IDENTIFICATION PLATE All correspondence regarding your airplane should include the SE- RIAL NUMBER. The Serial Number, Model Number, Production Certifi- cate Number (PC) and Type Certificate Number (TC) can be found on the Identification 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. Located adjacent to the Identification Plate is a Finish and Trim Plate which contains a code describing theinterior color scheme and exterior paint combination of the airplane. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed. OWNER FOLLOW-UP SYSTEM Your Cessna Dealer hag 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 notification, 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 1 July 1978 8-3 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL 152 airplane when delivered from the factory. These items are listed below. * CUSTOMER CARE PROGRAM BOOK | O PILOTS OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL FOR YOUR AIRPLANE io. Tae AVIONICS * PILOT'S CHECKLISTS * POWER COMPUTER = * SALES AND SERVICE DEALER DIRECTOR publications, plus many other supplies that are applicable to your airplane; are available from your Cessna Dealer. * INFORMATION MANUAL (Contai lot’ me | Information) ( on ams Pilots Operating Handbook * SERVICE MANUALS AND PARTS CATAL | VICE MAN OGS FOR YOUR ENGINE AND ACCESSORIES AVIONICS Your Cessna Dealer has a Customer Care S i : : upplies Catalog coverin all available items, many of which he keeps on hand. He will be happy to O place an order for any item which is not in stock, NOTE A Pilots Operating Handbook and FAA Approved Air- plane Flight Manual which is lost or destroyed may be replaced by contacting your Cessna Dealer or Writing directly to the Customer Services Department, Cessna, Aircraft Company, Wichita, Kansas. An affidavit con- taining the owner's name, airplane serial number and registration number must be included in replacement requests since the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual is identifi A airplanes only. ntified for specific AIRPLANE FILE There are miscellaneous data, informati i : | , on and licenses that are a part of the airplane file. The following is a checklist 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. В 8-4 cate (F Form 8100-2). Aircraft Registration Certificate (FAA Form 8050-3). - ‘Aircraft Radio Station License; if transmitterinstalled (FCC Form “B. To be carried in the airplane at all times: i. Pilot’s Operating Handbook and FAA Approved Airplane Flight - Manual. 2. Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, FAA Form 337, if applicable). 3, Equipment List. C. To be made available upon request: 1. Airplane Log Book. 2. Engine Log Book. 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 airplanes not registeredin the United States should check with their own aviation officials to determine their O individual requirements, Cessna recommends that these items, plus the Pilots Checklists, Power Computer, Customer Care Program book and Customer Care Card. be carried in the airplane at all times. AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS As required by Federal Aviation Regulations, all civil aircraft of U.S. registry must undergo a complete inspection (annual) each twelve calend- ar months. In addition to the required ANNUAL inspection, aircraft operated commercially (for hire) must have a complete inspection every 100 hours of operation. The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane, engine, propeller and components. It is the responsibility of the owner/operatorto ensure compliance repetitive, to take appropriate steps to prevent inadvertent noncom- pliance. 0 with all applicable airworthiness directives and, when theinspections are In lieu of the 100 HOUR and ANNUAL inspection requirements. an airplane may be inspected in accordance with a progressive inspection 1 July 1978 8-5 CESSNA MODEL 152 SECTION 8 HANDLING, SERVICE & MAINTENANCE schedule, which allows the work load tobe divided into smaller operations that can be accomplished in shorter time periods. The CESSNA PROGRESSIVE CARE PROGRAM has been developed to provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOUR and ANNUAL inspections as applicable to Cessna airplanes. The program assists the owner in his responsibility to comply with all FAA inspection requirements, while ensuring timely replacement of life-limited parts and adherence to factory-recommended inspection intervals and maintenance procedures. E E CESSNA PROGRESSIVE CARE — The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and downtime. Under this program, the inspection and maintenance work load is divided into smaller operations that can be accomplished in shorter time periods. The operations are recorded in a specially provided Aircraft Inspection Log as each operation is conducted. While Progressive Care may be used on any Cessna, its benefits depend primarily on utilization (hours flown per year) and type of operation. The procedures for both the Progressive Care Program and the 100- hour/annual inspection program have been carefully worked out by the factory and are followed by the Cessna Dealer Organization. Your Cessna Dealer can assist you in selecting the inspection program most suitable for your type of aircraft and operation, The complete familiarity of Cessna Dealers with Cessna equipment and factory-approved procedures provides the highest level of service possible at lower cost to Cessna owners. Regardless of the inspection method selected by the owner, he should keep in mindthat FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required FAA inspections and most of the manufacturer recommended inspections. CESSNA CUSTOMER CARE PROGRAM Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER CARE PROGRAM book supplied with your airplane. You will wantto thoroughly review your Customer Care Program book and keep it in your airplane at all times. Coupons attached to the Program book entitle you to an initial inspection and either a Progressive Care Operation No. 1 or the first 100- hour inspection within the first 6 months of ownership at no charge to you. 8-6 1 July 1978. our Dealer, the initial inspection will have been of the airplane to you. If you pick up your uk e any minor adjustments which may be necessary. 7 You will also want to return to your Dealer either for your first Progressive Care Operation, or at 100 hours for your first 100-hour inspection depending on which program you choose to establish for your airplane. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. PILOT CONDUCTED PREVENTIVE MAINTENANCE A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane. Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed. NOTE Pilots operating airplanes of other than U.S. registry should refer to the regulations of the country of certifica- tion for information on preventive maintenance that may be performed by pilots, A Service Manual should be obtained prior to performing any preventive maintenance to ensure that proper procedures are followed. Your Cessna Dealer should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed personnel. ALTERATIONS OR REPAIRS It is essential that the FAA be contacted prior to any alterations onthe airplane to ensure that airworthiness of the airplane is not violated. Alterations or repairs fo the airplane must be accomplished by licensed personnel. GROUND HANDLING TOWING 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 1 July 1978 8-7 SECTION 8 CESSNA HANDLING, SERVICE MODEL 152 & MAINTENANCE exceed the nose gear turning angle of 30° either side of center, or damage to the gear will result. If the airplane is towed or pushed overa 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 alsg increase tail height PARKING When parking the airplane, head into the wind and set the parking brakes. Do not set the parking brakes during cold weather when accumulated moisture may freeze the brakes, or when the brakes are overheated. Install the control wheel lock and chock the wheels, In severe weather and high wind conditions, tie the airplane down as outlined in the following paragraph. TIE-DOWN Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie-down the airplane securely, proceed as follows: Set the parking brake and install the control wheel lock. Install a surface control lock between each aileron and flap. Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing and tail tie-down fittings and secure gach rope to a ramp tie-down. 4. Install a surface control lock over the fin and rudder. 5. Tie a rope (no chains or cables) to an exposed portion oftheengine mount and secure to a ramp tie-down. 6. Install a pitot tube cover. JACKING We When a requirement exists to jackthe entire airplane off theground, or when wing jack points are used in the jacking operation, refer to the Service Manual for specific procedures and equipment required. Individual main gear may be jacked by using the jack pad which is incorporated in the main landing gear strut step bracket. When using the individual gear strut jack pad, flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised, tilting the jack. The] ack must then be lowered for a second jacking operation. Donot jack both main wheels simultaneously using the individual main gear jack pads. If nose gear maintenance is required, the nose wheel may be raised off the ground by pressing down on a tailcone bulkhead, just forward of the 1978 8-8 1 Joly 1978 CESSNA =~ —.. SECTIONS MODEL 152 | HANDLING, SERVICE - ' & MAINTENANCE horizontal stabilizer, and allowing the tail to rest on the tail tie-down rin g. NOTE Do not apply pressure on the elevator or outboard stabilizer surfaces. When pushing on the tailcone, always apply pressure at a bulkhead to avoid buckling the skin. To assist in raising and holding the nose wheel off the ground, weight down the tail by placing sand-bags, or suitable weight, on each side of the horizontal stabilizer, next to the fuselage. If ground anchors are available, the tail should be securely tied down, à A NOTE Ensure that the nose will be held off the ground under all conditions by means of suitable stands or supports under weight supporting bulkheads near the nose of the airplane. LEVELING Longitudinal leveling of the airplane is accomplished by placing a level on leveling screws located at stations 94.63 and 132.94 on the left side of the tailcone. Deflate the nose tire and/or lower or raise the nose strut to properly center the bubble iñ the level, Corrésponding points on both upper door sills may be used to level the airplane laterally. FLYABLE STORAGE Airplanes placed in non-operational storage for amaximum 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 revolutions. This action “limbers” the oil and prevents any accumulation of corrosion on engine cylinder walls. | WARNING | For maximum safety, check that the ignition switch is OFF, the throttle is closed, the mixture control isin theidle cut-off position, andthe airplaneis 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 airplane 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. 1 July 1978 8-9 THIS DATA APPLICABLE ONLY TO AIRPLANES WITH LYCOMING 0-245-L2C ENGINE. FOR AIRPLANES WITH ENGINE MODIFIED TO 0-235-N2C, REFER TO DATA IN SECTION 9 SUPPLEMENT. CESSNA MODEL 152 SECTION 8 HANDLING, SERVICE & MAINTENANCE 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 airplane isto be stored temporarily, or indefinitely, refer to the Service Manual for proper storage procedur Die Do In addition to thé PREFLIGHT INSPECTION covered in Section 4, COMPLETE servicing, inspection, and test requirements for your airplane are detailed in the Service Manual. The Service Manual outlines all items “which require attention at specific intervals plus those items which require servicing, inspection, and/or testing at special intervals. Since Cessna Dealers conduct all service, inspection, and test procedures in accordance with applicable Service Manuals, it is recommended that you contact your Cessna Dealer concerning these requirements and begin scheduling your airplane for service at the recommended intervals. Cessna Progressive Care ensures thatthese requirements are accomplished at the required intervals to comply with the 100-hour or ANNUAL inspection as previously covered. Depending on various flight operations, your local Government Aviation Agency may require additional service, inspections, or tests. For these regulatory requirements, owners should check with local aviation officials where the airplane is being operated. For quick and ready reference, quantities, materials, and specifications for frequently used service items are as follows. ENGINE OH GRADE AND VISCOSITY FOR TEMPERATURE RANGE -- The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation, and the following oils used as specified for the average ambient air temperature in the operating area. MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish : supply during the first 25 hours and at the first 25-hour oil change. . Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. SAE 50 above 16°C (60°F). -. BAE 40 between -1°C (30°F) and 32°C (90°F). . SAE 30 between -18°C (0°F) and 21°C (70°F). 1 July 1978 Revision 1 - 31 March 1983 THIS DATA APPLI LYe COMING 0-235-L2C ENGINE. FOR AIRPLANES: WITH ENGINE MODIFIED TO 0-235-N2C; REFER TO DATA IN- SECTION 8 SUPPLEMEN MS CESSNA . = 7 MODEL 1 СНА ANDLING, SERVICE 3 MAINTENANCE SAE 20 below 12 С (10 в); MIL-L-22851 Ashless Dispersant Oil: This oil must be used after the first 50 hours or oil consumption has stabilized. SAE 40 or SAE 50 above 18°C (60°F). SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 30 or SAE 40 between -18°C (0°F) and 21°C (70°F). SAE 30 below -12°C (10°F). 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 3hours. For extended flight, fill to 6 quarts. These quantities refer to oil dipstick level readings. During oil and cil filter changes, one additional quartis required when the filter is changed. OIL AND OIL FILTER CHANGE -- After the first 25 hours of operation, drain the engine oil sump and clean the oil pressure screen, If an oil filter is installed, change the filter at this time, Refill sump with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized; then change to dispersant oil. On airplanes not equipped with an oil filter, drain the engine oil sump and clean the oil pressure screen each 50 hours thereafter. On airplanes which have an oil filter, drain the engine oil sump and change the oil filter again at the first 50 hours; thereafter, the oil and filter change interval may be extended to 100-hour intervals. Change engine oil at least every 6 months even though less than the recommended hours have accumulated, Reduce intervals for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. NOTE During the first 25-hour oil and filter change, a general inspection of the overall engine compartment is required. Items which are not normally checked during a preflight inspection should be given special attention. Hoses, metal lines and fittings should be inspected for signs of oil and fuel leaks, and checked for abrasions, chafing, security, proper routing and support, and evidence of deterioration. Inspect the intake and exhaust systems for cracks, evidence of leakage, and security of attachment. Engine controls and linkages should be checked for freedom of movement through their full range, security of attachment and evidence of wear. Inspect wiring for security, chafing. 1 July 1978 Revision 1 - 31 March 1983 SECTION 8 CESSNA HANDLING, SERVICE MODEL 152 & MAINTENANCE burning, defective insulation, loose or broken terminals, heat deterioration, and corroded terminals. Check the alternator belt in accordance with Service Manual instructions, and retighten if necessary. A periodic check of these items during subsequent servicing operations is recommended. FUEL APPROVED FUEL GRADES (AND COLORS) -- 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). CAPACITY EACH STANDARD TANK -- 13 Gallons. CAPACITY EACH LONG RANGE TANK -- 19.5 Gallons. NOTE Due to cross-feeding between fuel tanks, the tanks should be re-topped after each refueling to assure maximum capacity. LANDING GEAR NOSE WHEEL TIRE PRESSURE -- 30 PSI on 5.00-5, 4-Ply Rated Tire. MAIN WHEEL TIRE PRESSURE -- 21 PSI on 6.00-8, 4-Ply Rated Tires. NOSE GEAR SHOCK STRUT -- Keep filled with MIL-H-5606 hydraulic fluid and inflated with air to 20 PSI. Do not over-inflate. CLEANING AND CARE 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 removed. 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 use gasoline, benzine, alcohol, acetone, fire extin- guisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These materials will attack the plastic and may cause it to craze, 8-12 1 July 1978 © 500 SECTION 8 HANDLING, SERVICE & MAINTENANCE w by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the stic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning “job, A thin, even coat of wax, polished out by hand with clean soft flannel 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 10 days are required for the paint to cure completely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is required within the curing period, it is recommended that the work be done 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 corrosion 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 onthe 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 necessary to remove ice before flight, care should be taken to protect the painted surfaces during ice removal with chemical liquids. Isopropyl alcohol will satisfactorily remove ice accumulations without damaging the paint. 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 itto craze, PROPELLER CARE Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will assure long. trouble-free service. Small nicks on the propeller, particularly near the tips and on the leading edges, should be dressed out as soon as possible 1 July 1978 8-13 SECTION 8 CESSNA HANDLING, SERVICE MODEL 152 & MAINTENANCE since these nicks produce stress concentrations, and if ignored, may result in cracks, Never use an alkaline cleaner on the blades; remove grease and dirt with Stoddard solvent. ENGINE CARE The engine may be cleaned with Stoddard solvent, or equivalent, then dried thoroughly. REO a EIA CAUTION _ Particular care should be given to electrical equipment before cleaning. Cleaning fluids should not be allowed to enter magnetos, starter, alternator and the like. Protect these components before saturating the engine with solvents. All other openings should also be covered before cleaning the engine assembly. Caustic cleaning solutions should be used cautiously and should always be properly neutralized after their use, INTERIOR CARE To remove dust and loose dirt from the upholstery and carpet, cleanthe interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly with cleansing {issue or rags. Don’t pat the spot; press the blotting material firmly and hold itfor several 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 sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing 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, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the. windshield, must never be used since they soften and craze the plastic. 8-14 ~ SUPPLEMENTS ; SE CTI ON 9 SUPPLEMENTS (Optional Systems Description & Operating Procedures) TABLE OF CONTENTS Introduction Major Configuration Variations: E O-235-N2C Engine Modification , . . . . . . . . . (24 pages) E General: E Ground Service Plug Receptacle . . . . +. . . . . . . {2 pages) O Strobe Light System . . . . . . . . . . . . . . .(2pages) Winterization Kit . . . . . . . . . . . . . . . . (2 pages) Avionies: E Emergency Locator Transmitter (ELT) . . . . . . . . (4 pages) 300 ADF (Type R-546E) . . 2. . . . . . . . . . . . (8 pages) 300 Nav/Com (Type RT-385A} . . . . . . . … (8 pages) 300 Transponder (Type RT-359A) And Optional | Altitude Encoder (Blind) . . . + + . . (6 pages) € 300 Transponder (Type RT- -359A) And Optional Encoding Altimeter (Type EA-401A). . . . . . . . (6 pages) 400 Glide Slope (Type R-443B) . . . . . . . . . . . (4 pages) 400 Marker Beacon (Type R-402A) . . . + + + . {4 pages) 400 Transponder (Type RT-459A) And Optional Altitude Encoder (Blind) . ,. . + + + . . (6 pages) 400 Transponder (Type RT-459A) And Optional Encoding Altimeter (Type EA-401A). . . . . . . . . (6 pages) 1 July 1978 Revision 1 - 31 March 1983 9-1 CESSNA MODEL 152 Mhis section consists of a series of supplements, each covering a nz AD al system ‘which may be installed in the airplane. Each supplement ‘contains a brief description, and when applicable, operating limitations, emergency and normal procedures, and performance. As listed in the Table of Contents, the supplements are classified under the headings of Major Configuration Variations, General and Avionics, and are arranged al- phabetically and numerically to make it easier to locate a particular supplement. Other routinely installed items of optional equipment, whose function and operational procedures do not require detailed instructions, are discussed in Section 7. Limitations contained in the following supplements are FAA approved. Observance of these operating limitations is required by Federal Aviation Regulations. 9-2 . Revision 1 - 31 PILOTS OPERATING HANDBOOK O- 235-N20 ENGINE SUPPLEMENT MODEL 152 SUPPLEMENT 0-235-N2C ENGINE MODIFICATION SECTION 1 GENERAL INTRODUCTION This supplement, written especially for operators of the Model 152, provides information not found in the basic handbook. It contains procedures and data required for safe and efficient operation of Model 152 airplanes modified with an 0-235-N2C engine. Information contained in the basic handbook for unmodified Model 152 airplanes, which is the same as that for Model 152 airplanes modified with an 0-235-N2C engine, is generally not repeated in this supplement. 1 July 1978 Revision 1 - 31 March 1988 cl , - -N2C ENGINE 0-235-N2C ENGINE PILOT'S OPERATING HANDBOOK SUPPLEMENE LC HANDBOOK: 1. OB ODEL 152 MODEL 152 SUPPLEMENT E В PERFORMANCE-SPECIFICATIONS e DESCRIPTIVE DATA +SPEED: ENGINE Maximum at Sea Level. . aaa aaa a 109 KNOTS N . Cruise, 75% Power at 8500 Ft . . + + . . . . 106 KNOTS Number of Engines: 1. CRUISE: Recommended lean mixture with fuel allowance for Engine Manufacturer: Aveo Lycoming. engine start, taxi, takeoff, climb and 45 minutes Engine Model Number: 0-235-N2C. 750% O O R 235 NM Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally-op- > Powe aa ae a aa 5 : ; : : : 54.5 Gallons Usable Fuel DN Timo” 33HES posed, carburetor equipped, four-cylinder engine with 233.3 cu. in. 75% Power at 8500 Ft . 2 2 2 2 2 4 ee 101 2 1°, Range . 560 NM displacement. 37.5 Gallons Usable Fuel : г)’ . Time. 5.4 HRS Horsepower Rating and Engine Speed: 108 rated BHP at 2550 RPM. Maximum Range at 10,000 Ft . . . . '. . . . ,'.". , Range 375 NM ` + 24.5 Gallons Usable Fuel — 1 Time 4.2 HRS OIL Maximum Range at 10,000 Ft . . . . . .. . . .... : Range 630 NM 37.5 Gallons Usable Fuel Time 6.9 HRS RATE OF CLIMB AT SFA LEVEL . , . . . . . + « « + « « . . . TI5FPM Qil Specification: SERVICE CEILING . . . . . . . . . . . .. . ....... 14700FT MIL-L-6082 Aviation Grade Straight Mineral Oil: Used when the ТАКНОРЕ © ERFORMANCE: 725 FT airplane is modified with an 0-235-N2C engine and should be used to Total Distance Over 50-Ft Obstacle . . . . . . . . . . . . . . 1340 FT replenish the supply during the first 25 hours. This oil should be LANDING PERFORMANCE: drained after the first 25 hours of operation. Refill the engine and con- Ground Roll dv. YT 475 er tinue to use until a total of 50 hours has accumulated or oil consump- Total Distance Over 50- Ft Obstac E) : РР ‘STALL SPEED (CAS): tion has stabilized. : Flaps Up, Power Off. . . . . , , . . . . . . . . . . . . . 48 KNOTS y . , ‚ . , Flaps Down, Power Off . . . . aaa aa . . . 43KNOTS MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil conforming to MAXIMUM WEIGHT: Avco Lycoming Service Instruction No. 10:4, and all revisions and Ramp . . Pose + se + eo... + 1675 LBS d after first 50 hours or oil con- Takeoff or Landing . . . . . . . . . . . . . . 1670LBS supplements thereto. oust be use STANDARD EMPTY WEIGHT: - sumption has stabilized. ‚ 158. . .. aaa aaa a 1101 LBS 152 H. . EN aa e a a a e + 11833 LBS Recommended Viscosity for Temperature Range: MAXIMUM USEFUL LOAD: All temperatures, use multi-viscosity oil or a III II Dr Above 16° C (60° F), use SAE 50 BAGGAGE ALLOWANCE . . . . . . . . . . . . ll 190LBS | -1° С (30° F) to 32° C (90° F), use SAE 40 WING LOADING: Pounds/Sq Ft . . . . . . . . . . . . . . . . . 105 -18° C (0° F) to 21° C (70° F), use SAE 30 POWER LOADING: Pounds/HP . . . . , . . , , . +. . . . . . . 15.5 FURL CAPACITY: Total NOTE Standard Tanks . . . . . . , . , . . . . . . . . . .. . 28GAL. Long Range Tanks . . . . , . . . . . . . . . . . . . . . 88 GAL, , ‚ OIL CAPACITY . . . aaa aaa ea. BOTE ; When operating temperatures overlap, use the lighter ENGINE: Avco Lycoming 44 4 4444 a O-285-N2C grade of oil. 108 BHP at 2550 RPM | PROPELLER: Fixed Pitch, Diameter . . . . . . . . . . . . . . BIN. Oil Capacity: Sump: 6 Quarts. Total: 7 Quarts (if oil filter is installed). 0 SPECIFIC LOADINGS Wing Loading: 10.5 1bs./sq. ft. Power Loading: 15.5 lbs./hp. *Speed performance is shown for an airplane equipped with optional speed fairings, « which increase the speeds by approximately 2 knots. There is a corresponding difference in range, while all other performance figures are unchanged when speed fairings are installed. 1 i 1 July 1978 2 Revision 1 - 31 March 19 Revision 1 - 31 March 1983 3/(4 blank) PILOT'S OPERATING HANDBOOK 0-235-N2C ENGINE SUPPLEMENT MODEL 152 SECTION 2 LIMITATIONS INTRODUCTION Except as shown in this section, the operating limitations for Model 152 airplanes modified with an 0-235-N2C engine are the same as those for Model 152 airplanes which are not modified. The limitations in this section apply only to operations of Model 152 airplanes modified with an 0-235-N2C engine. The limitations included in this section have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. POWER PLANT LIMITATIONS ~~ Engine Manufacturer: Aveo Lycoming. Engine Model Number: 0-235-NaC. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 108 BHP rating. Maximum Engine Speed: 2550 RPM. NOTE The static RPM range at full throttle (carburetor heat off and mixture leaned to maximum RPM) is 2280 to 2380 RPM. Maximum Oil Temperature: 245°F (118°C). Oil Pressure, Minimum: 25 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1A103/TCM6958. Propeller Diameter, Maximum: 69 inches. Minimum:67.5 inches. PLACARDS The following information must be displayed in the form of composite or individual placards in addition to those in the basic handbook, 1. On right side of the instrument panel. THIS AIRCRAFT IS EQUIPPED WITH A LYCOMING 0-235-N2C EN- GINE. SEE SPECIAL POH REVISION FOR OPERATING INSTRUC- TIONS. 1 July 1978 Revision 1 - 31 March 1983 5/(6 blank) | | 0-285-N2C ENGINE PILOTS OPERATING HANDBOOK SUPPLEMENT Ta MODEL 152 Е SECTION 3 A — EMERGENCY PROCEDURES INTRODUCTION Checklist and amplified procedures contained in the basic handbook should be followed. There is no change to the airplane emergency procedures when the Model 152 is modified with an 0-235-N2C engine, 1 July 1978 Revision 1 - 31 March 1983 7/(8 blank) | 235-N2C ENGINE MODEL 152 "PILOT'S OPERATING HANDBOOK 5 SECTION 4 NORMAL PROCEDURES INTRODUCTION Checklist and amplified procedures contained in the basic handbook generally should be followed. The additional or changed procedures specifically required for operation when the Model 152 is modified with an O- 235-N2C engine are presented in this section. CHECKLIST PROCEDURES ENROUTE CLIMB 1. Airspeed -- 70-80 KIAS. NOTE If a maximum performance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5 of the basic handbook. 2. Throttle -- FULL OPEN. 3. Mixture -- RICH below 3000 feet, LEAN for maximum RPM above 3000 feet (after a total of 50 hours has accumulated). CRUISE 1. Power -- 1900-2550 RPM, 2, Elevator Trim -- ADJUST. 3. Mixture -- LEAN. AMPLIFIED PROCEDURES ENROUTE CLIMB Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate-of-climb speeds for the best combination of performance, visibility and engine cooling. The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM. NOTE Leaning is not recommended until a total of 50 hours has accumulated. 1 July 1978 Revision 1 - 31 March 1983 ° 9 0-235-N2C ENGINE MODEL 152 PILOT'S OPERATING HANDBOOK SUPPLEMENT the Rate Of Climb chart in Section 5 of the basic handbook. If an obstruc- tion dictates the use of a steep climb angle, the best angle- -of-climb speed should be used with flaps up and maximum power. Climbs at speeds lower than the best rate-of-climb speed should be of short duration to improve engine cooling. a Ds For maximum rate of climb, use the best rate-of-climb speeds shown in e CRUISE Normal cruising is performed between 55% and oe power, To engine RPM and corresponding fuel consumption for various altitudes can be. of determined by using your Cessna Power Computer or data in Section this supplement. Ds NOTE Cruising should be done at 75% power as much as practic- able until a total of 50 hours has accumulated or oil consumption has stabilized. Operation at this higher power will ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders. The data in Section 5 shows the increased range and improved fuel economy that is obtainable when operating at lower power settings. The use of lower power settings and the selection of cruise altitude on the basis - of the most favorable wind conditions are significant factors that should be considered on every trip to reduce fuel consumption. The Cruise Performance Table, figure 1, shows the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG 2500 Feet 101 16.4 95 17.6 87 18.6 5500 Feet 103 16.9 97 18.0 89 19.0 8500 Feet 106 17.3 99 18.4 91 19.4 Standard Conditions Zero Wind Figure 1. Cruise Performance Table 1 Jui; 10 Revision 1 - 31 Marcl 0-235-N2C ENGINE MODEL 152 PILOT'S OPERATING HANDBOOK SUPPLEMENT To achieve the recommended lean mixture fuel consumption figures shown in Section 5, the mixture should be leaned until engine RPM peaks and drops 10-25 RPM. At lower powers it may be necessary to enrichen the mixture slightly to obtain smooth operation. An alternate method for obtaining the above cruise mixture setting in rough air is to lean until engine roughness or a sharp drop off in power is experienced and then immediately enrichen the mixture by rotating the mixture control vernier approximately 3/4 of a turn clockwise. —. Use of recommended lean mixture rather than that for maximum RPM can provide fuel savings of up to 10% and an increase in flight endurance of approximately 20 minutes based on standard fuel tanks and 75% power. Use of recommended lean mixture rather than full rich mixture can provide fuel savings’ as high as 34% and an increase in flight endurance of approximately one hour when operating at an altitude of 7500 feet with 75% power and standard fuel tanks. Carburetor i ice, Cas evidericed by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the original RPM (with heat off); use the minimum amount of heat (by trial and error) to prevent ice from forming: Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation. FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING OPERATIONS For best fuel economy during flight training operations, the following procedures are recommended. 1. Lean the mixture for maximum RPM during climbs above 3000 feet (after 50 hours has accumulated). The mixture may be left leaned for practicing such maneuvers as stalls, 2. Lean the mixture for maximum RPM during all operations at any altitude, including those below 3000 feet, when using 75% or less power. NOTE When cruising at 75% or less power, the mixture may be further leaned until the RPM peaks and drops 10-25 RPM. This is especially applicable to cross-country training flights, but may also be practiced during transition flights 1 July 1978 Revision 1 - 31 March 1983 11 0-235-N2C ENGINE PILOTS OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK 0-235-N2C ENGINE MODEL 152 SUPPLEMENT SUPPLEMENT MODEL 152 to and from the practice area. o SECTION 5 5 Using the above recommended procedures can provide fuel savings in O O ie - PERFORMANCE excess of 5% when compared to typical training operations at full rich mixture. ' INTRODUCTION The procedures presented in the Introduction, Use of Performance Charts, and Sample Problem paragraphs in Section 5 of the basic handbook generally are applicable to Model 152 airplanes modified with an 0-235- N2C engine. Also, all Pilots Operating Handbook performance charts are applicable except the Cruise Performance, Range Profile, and Endurance Profile charts. Using this information and the replacement cruise, range, and endurance charts in this supplement, complete flight planning may be accomplished, 1 July 19 7:19 1 July 1978 | 12 Revision 1 - 31 March 198: Revision 1 - 31 March 1983 PILOT'S OPERATING HANDBOOK 0-235-N2C ENGINE SUPPLEMENT MODEL 152 CONDITIONS: - 1670 Pounds Recommended Lean Mixture (See Section 4, Cruise} ЕЕ CONDITIONS: © PILOT'S OPERATING HANDBOOK SUPPLEMENT CRUISE PERFORMANCE NOTE: 1670 Pounds * + iia LETAL Cruise speeds are shown for an airplane equipped with speed fairings which increase the speeds | Recommended Lean Mixture for Cruise: ©: by approximately two knots. Standard Temperature ВЕ | Zero Wind CL 20°C BELOW STANDARD 20°C ABOVE | ; PRESSURE STANDARD TEMP | TEMPERATURE STANDARD TEMP NOTES: ALTITUDE | RPM = x ” 1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the FT sup KTAS | GPH BHP KTAS | GPH ВНР KTAS | GPH distance during climb as shown in figure 5-6. 2. Reserve fuel is based on 45 minutes at 45% BHP and is 3.2 gallons. 2000 2400| --- 2.1} -_- 77 102 6.3 73 101 6.0 3. Performance is shown for an airplane equipped with speed fairings which increase 2300| 73 97 6.0 69 97 5.7 66 96 5.4 the cruise speeds by approximately two knots. 2200} 65 93 5.4 62 92 5.1 58 91 4.9 21001 58 88 4.9 55 87 4.7 52 85 4.5 20004 51 82 4.5 48 81 4.3 45 79 4.2 12, a000 |2450] --- | --- | --- | 78 | 104 | 64 | 74 | 103 | 60 900 2400| 78 | 102 | 64 | 74 | 101 | 60 | 70 | 101 | 58 2300! 70 | 97 | 58 | 66 | 97 | 55 | 62 | 96 | 52 2200| 62 | 92 | 52 $ 59 | 91 | 49 | 55 | 90 | 47 10,000 21007 55 87 4.7 52 86 4.5 49 84 4.4 6000 25001 --- 1 --- 4 --- 78 106 6.4 74 105 6.1 2400 | 75 101 6.1 70 101 5.8 66 100 5.5 2300) 67 97 5.5 63 96 5.2 59 95 5.0 2200] 59 91 5.0 56 90 4.7 53 89 4.6 21001 53 86 4.6 49 84 4.4 47 82 4.3 8000 8000 2650} --- | -<---} --- 78 108 6.4 74 107 6,1 6000 2500} 79 106 6.4 74 105 6.1 70 105 5.8 2400} 71 101 5.8 67 100 5.5 63 99 5.2 2300 | 64 96 5.3 60 95 5.0 56 94 4.8 22001 57 91 4.8 53 89 4.6 50 87 4.4 ALTITUDE - FEET 4000 10000 |2500| 75 | 105 | 6.2 71 | 105 | 58 $ 67 | 104 | 55 2400| 68 | 101 | 5.6 | 63 | 99 | 5.3 | 60 98 | 5.0 2000 2300| 69 | 95 | 51 57 94 | 48 | 54 | 92 | 46 2200) 54 | 89 | 46 51 87 | 45 | as 84 | 4.3 12,000 |2450| 6s | 102 | 56 | 64 | 101 | 53 | 60 | 100 | 5.0 S.L. 2400 | 64 | 100 | 53 | 60 | 98 | 50 | 57 | 97 | 4.8 0 | O 250 200 250 200 450 2300| 57 | 94 | 49 | 54 | 92 | 46 | 51 | 89 | 45 | 2200) 51 | 88 | 45 | 48 | 84 | 44 | 45 | 79 | 42 ” RANGE - NAUTICAL MILES Figure 2. Cruise Performance Figure 3. Range Profile (Sheet 1 of 2) 1 July 1978 1 July 1978 16 ! Ss 235-N2C ENGINE | MODEL 152 . CONDITIONS: 1670 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTES: 1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during ciimb as shown in figure 5-6. 2. Reserve fuel is based, on 45 minutes at 45% BHP and is 3.2 gallons. 3 Performance is shown for an airplane equipped with speed fairings which increase 5 PERATING HANDBOOK a SUPPLEMENT | “375 GALLONS Us SABLE e the cruise speeds by approximately two knots. 12,000 10,000 8000 6000 ALTITUDE ~ FEET 4000 2000 99 S.L. "a 500 550 ‘600 650 700 O RANGE - NAUTICAL MILES E. Figure 3. Range Profile (Sheet 2 of 2) N 1 July 197 Revision 1 - 31 March 1983 o PILOTS OPERATING HANDBOOK | SUPPLEMENT | ; Le PROFILE 45 MINUTES RESERVE 24.5 GALLONS USABLE FUEL CONDITIONS: 1670 Pounds Recommended Lean Mixture for Cruise Standard Temperature NOTES: 1. This chart allows for the fuel used for ehgine start, taxi, takeoff and climb, and the time during climb as shown in figure 5-6, 2. Reserve fuel is based on 45 minutes at 45% BHP and is 3.2 gallons. 12,000 ‚ 10,000 8000 6000 ALTITUDE - FEET 4000 2000 S.L. 2 3 4 5 6 ENDURANCE - HOURS Figure 4. Endurance Profile (Sheet 1 of 2) 1 July 1978 Revision 1 - 31 March 1983 0-235-N2C ENGINE MODEL 152 17 0-235-N2C ENGINE PILOT'S OPERATING HANDBOOK MODEL 152 SUPPLEMENT ENDURANCE PROFILE 45 MINUTES RESERVE 37.5 GALLONS USABLE FUEL CONDITIONS: 1670 Pounds Recommended Lean Mixture for Cruise Standard Temperature NOTES: E : 1. This chart allows for the fuel used for engine start, taxi, takeoff and cli time during climb as shown in figure 5-6. | : 2. Reserve fuel is based on 45 minutes at 45% BHP and is 3.2 gallons. m ; and the 12,000 10,000 - 8000 [71 - ul u à 6000 > an -- — < 4000 2000 S.L 4 5 6 7 8 ENDURANCE - HOURS Figure 4. Endurance Profile (Sheet 2 of 2) | 1 Jul 18 Revision 1 - 31 Marc U PILOT'S OPERATINC HAND 0-235-N2C ENGINE SUPPLEME = —. MODEL 152 — WEIGHT 8: BALANCE/ — EQUIPMENT LIST INTRODUCTION Airplane weighing and weight and balance information in Section 6 of the basic handbook is applicable to Model 152 airplanes modified with an O-235-N2C engine. Also, the basic handbook equipment list is applicable except for the engine designation listed under the equipment grouping ti- tled “A. Powerplant & Accessories”; when the airplane is modified with an 0-235-N2C engine, the proper engine designation is 0-235-N2C rather than 0-235-L2C. 1 July 1978 Revision 1 - 31 March 1983 19/(20 blank) Е PILOT'S OPERATING HANDBOOK 0-235-N2C ENGINE SUPPLEMENT MODEL 152 — SECTION7 AIRPLANE 8: SYSTEMS DESCRIPTIONS INTRODUCTION. tion contained in Section 7 of Model 152 airplanes mod- “or changed information 2C engine. modification differences are The descriptions. an operational iriforr the basic handbook. gen ified with an 0-235-N2C: which specifically describ presented in this section: y-opposed, four-cylinder, over- ith a wet sump oil system. The nd is rated at 108 horsepower at tinted on the front of the engine) ¿“and an oil cooler. Dual magnetos pad’ on the rear of the engine. Provi- ump and a full flow oil filter. ERATION in at the factory and is ready for the full uggested that cruising be accomplished at acticable until a total of 50 hours has accumu- grade straight mineral ir conforming to Specification No. MIL-L-6082. COOLING SYSTEM Lg пе écoling enters through two intake openings in the front of the: engine cówling.. The cooling air is directed around the cylinders and other: areas of the engine by baffling, and is then exhausted through an opening ‘at the bottom aft edge of the cowling, No manual cooling system control i is > provided. A winterization- Kit‘ is available for the airplane. The kit consists of cover plates to partially cover the cowl nose cap opening (and the oil cooler on those airplanes with an 0-235-N2C engine), placards to be installed on the cover plates, insulation for the engine crankcase breather line, and a placard to be installed on the map compartment door, This equipment 1 July 1978 Revision 1 - 31 March 1983 21 0-235-N2C ENGINE MODEL 152 PILOTS OPERATING HANDBOOK SUPPLEMENT should be installed for operations in temperatures consistently below -7°C (20°F). Once installed, the crankcase breather insulation is approved for permanent use regardless of temperature. Additional operating details of the winterization kit are presented in the Winterization Kit Supplement in Section 9, Supplements. Be: Revision 1 - 31 Marc PILOTS OPERATIN HANDBOOK . 0:285- -N2C ENGINE MODEL 152 CS AIRPLANE HANDLING, “SERVICE 8: MAINTENANCE INTRODUCTION Section 8 of the basic handbook applies, in general, to Model 152 airplanes modified with an 0-235-N2C engine. The additional or changed information which describes 0-235-N2C engine modification differences is presented in this section. SERVICING OIL OIL SPECIFICATION -- MIL-L-6082 Aviation Grade Straight Mineral Oil; Used when the airplane is modified with an O-235-N2C engine and should be used to replenish the supply during the first 25 hours. This oil should be drained after the first 25 hours of operation. Refill the engine and continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil conforming to Avco Lycoming Service Instruction No, 1014, and all revisions and supplements thereto, must be used after first 50 hours or oil consumption has stabilized. RECOMMENDED VISCOSITY FOR TEMPERATURE RANGE -- All temperatures, use multi-viscosity oil or Above 186° C {60° F), use SAE 50 -1° C (30° F) to 32° C (90° F), use SAE 40 -18° C (0° F) to 21° C (70° F), use SAE 30 NOTE When operating temperatures overlap, use the lighter grade of oil. 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. These quantities refer to oil dipstick level readings. During oil and oil filter changes, one addi- 1 July 1978 Revision 1 - 31 March 1983 23 0-235-N2C ENGINE MODEL 152 PILOT'S OPERATING HANDBOOK SUPPLEMENT tional quart is required. OIL AND OIL FILTER CHANGE -- 24 After the first 25 hours of operation, drain the engine oil sump and clean the oil pressure screen. If an oil filter is installed, change the filter at this time. Refill sump with: straight. mineral oil and use until a total of 50 hours has acoumulated or: oi consumption has stabilized; then change to dispersant ofl... Di o On airplanek not equipped with an oil filter; drain the nine oil sump and clean the oil pressure screen each 50 hours hereaft ua On airplanes which have an oil filter, drain the engine oil: sump and change the oil filter again at the first 50 hours; thereafter, the oil and filter change interval may be extended to 100-hour intervals.. Change engine oil at least every 6 months even though less fhan the recommended hours have accumulated. Reduce intervals for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. NOTE During the first 25-hour oil and filter change, a general inspection of the overall engine compartment is required. Items which are not normally checked during a preflight inspection should be given special attention. Hoses, metal . lines and fittings should be inspected for signs of oil and fuel leaks, and checked for abrasions, chafing, security, proper routing and support, and evidence of deterioration. Inspect the intake and exhaust systems for cracks, evidence of leakage, and security of attachment. Engine controls and linkages should be checked for freedom of movement through their full range, security of attachment, and evidence of wear. Inspect wiring for security, chafing, burning, defective insulation, loose or broken terminals, heat deterioration, and corroded terminals. Check the alternator belt in accordance with Service Manual instructions, and retighten if necessary, A periodic check of these items during subsequent servicing operations is recommended. 1 July 1978... Revision 1 - 31 March 1983. 1 July 1978 GROUND SERVICE PLUG RECEPTACLE MODEL 152 SUPPLEMENT GROUND SERVICE PLUG RECEPTACLE SECTION 1 GENERAL The ground service plug receptacle permits the use of an external power source for cold weather starting and lengthy maintenance work on the electrical and electronic equipment. The receptacle is located behind a door on the left side of the fuselage near the aft edge of the cowling. The battery and external power circuits have been designed to completely eliminate the need to “jumper” across the battery contactor to close it for charging a completely “dead” battery. A special fused circuit 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. y SECTION 2 LIMITATIONS The following information must be presented in the form of a placard located on the inside of the ground service plug access door: CAUTION 24 VOLTS D.C. This aircraft is equipped with altérnator and a negative ground system. OBSERVE PROPER POLARITY Reverse polarity will damage electrical components. 10f2 PILOT'S OPERATING HANDBOOK GROUND SERVICE PLUG ; SUPPLEMENT RECEPTACLE MODEL 152 SECTION 3 EMERGENCY PROCEDURES O There is no change to the airplane emergency procedures when the ground service plug receptacle is installed. SECTION 4 NORMAL PROCEDURES Just before connecting an external power source (generator type or battery cart), the master switch should be turned ON, В | WARNING | When turning on the master switch, using an external power source, or pulling the propeller through by hand, e Ш treat the propeller as if the ignition switch were ON. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate. Turning on the master switch is especially important since it will enable the battery to absorb transient voltages which otherwise might damage the transistors in the electronic equipment. SECTION 5 PERFORMANCE There is no change to the airplane performance when the ground service plug receptacle is installed. STROBE LIGHT SYSTEM MODEL 152 : SUPPLEMENT STROBE LIGHT SYSTEM SECTION 1 GENERAL The high intensity strobe light system enhances anti-collision protec- tion for the airplane. The system consists of two wing tip-mounted strobe lights (with integral power supplies), a two-position rocker switch labeled STROBE LTS on the left switch and control panel, and a 5-ampere push-to- reset circuit breaker, located on the right switch and control panel. SECTION 2 LIMITATIONS Strobe | > lights must be turned off when taxiing in the vicinity of other airplanes, or during night flight through clouds, fog or haze, - ~~... SECTION 3 0 ВЕ EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when strobe lights are installed. 1 July 1978 я 1012 STROBE LIGHT SYSTEM PILOT'S OPERATING HANDBOGCK MODEL 152 SUPPLEMENT PILOT'S OPERATING HANDBOOK : WINTERIZATION KIT SUPPLEMENT * MODEL 152 NORMAL PROCEDURES © : 0 ETE | To operate the strobe light system, proceed as follows: о WI NTE R IZ ATI O N KIT 1. Master Switch -- ON, 0 2. Strobe Light Switch -- ON. un SECTION 5 SECTION 1 PERFORMANCE GENERAL The winterization kit consists of two cover plates to partially cover the cowl nose cap opening, two placards to be installed on the cover plates, insulation for the engine crankcase breather line, and a placard to be installed on the map compartment door. This equipment should be installed for operations in temperatures consistently below 20°F (-7°C). Once installed, the crankcase breather insulation is approved for permanent use, regardless of temperature. . = The installation of strobe lights will result in a minor reduction in cruise performance. | SECTION 2 LIMITATIONS | The following information must be presented in the form of placards when the airplane is equipped with a winterization kit. 1. On each cover plate: REMOVE WHEN OAT EXCEEDS 20°F 2. On the map compartment door in the cabin: O O WINTERIZATION KIT MUST BE REMOVED > . WHEN OUTSIDE AIR TEMPERATURE IS : ABOVE 26°F. > . | 1 July 1978 1 July 1978 ’ 1012 PILOT" s OPERATING HANDBOOK EMERGENCY LOCATOR eo TION KIT PILOT'S OP A TING EA oe ‘SUPPLEMENT 5 Oh TRANSMITTER (ELT) | SECTION 3 © © 5 Co | s UPPLEM E NT EMERGENCY PROCEDURES o e There is no change to the airplane emergency procedures when the E M E R G E N CY LO CATO R winterization kit is installed. CLE ра TR A N S M ITTE R ( E LT) SECTION 4 SECTION 1 NORMAL PROCEDURES GENERAL There is no change to the airplane normal procedures when the The ELT consists of a self-contained dual-frequency radio transmitter winterization kit is installed. | and battery power supply, and is activated by an impact of 5g or more as may be experienced in a crashlanding. The ELT emits an omni-directional signal on the international distress frequencies of 121.5 and 243.0 MHz. {Some ELT units in export aircraft transmit only on 121.5 MHz.) General SECTION 5 aviation and commercial aircraft, the FAA, and CAP monitor 121.5 MHz, and 243.0 MHz is monitored by the military. Following a crash landing, the PERFORMANCE BELT will provide line-of-sight transmission up to 100 miles at 10,000 feet. - ~The ELT supplied in domestic aircraft transmits on both distress frequen- There is no change to the airplane performance when the winterization cies simultaneously at 75 mw rated power output for 50 continuous hours kit is installed. in the temperature range of -4°F to +131°F (-20°C to +55°C). The ELT unitin export aircraft transmits on 121.5 MHz at 25 mw rated power output for 50 continuous hours in the temperature range of -4°F to +131°F (-20°C to *55%C).- | The ELT A lat identified as a bright orange unit mounted behind the baggage compartment wall in the tailcone. To gain access to the unit, remove the baggage compartment wall. The ELT is operated by a control panel at the forward facing end of the unit (see figure 1). SECTION 2 LIMITATIONS The following information must be presented in the form of a placard located on the baggage compartment wall. EMERGENCY LOCATOR TRANSMITTER INSTALLED BEHIND THIS COVER. MUST BE SERVICED IN ACCORDANCE WITH FAR 91.52 1 July 1978 10f4 EMERGENCY LOCATOR TRANSMITTER (ELT) PILOT'S OPERATING HANDBOOK SUPPLEMENT ( 3) 3 Г. _ REMOTE © AUTO-GFF-ONj. REPLAGE BATTERY BY {QEC DE] | 1. FUNCTION SELECTOR SWITCH (3-position toggle switch); ON - Activates transmitter instantly. Used for test purposes andif"g” switch is inoperative. - Deactivates transmitter. Used during shipping, storage and following rescue. OFF AUTO - Activates transmitter only when “g” switch receives 5g or more impact. 2. COVER - Removable for access to battery pack. 3. ANTENNA RECEPTACLE - Connects to antenna mounted on top of tailcone. Figure 1, ELT Control Panel SECTION 3 EMERGENCY PROCEDURES Immediately after a forced landing where emergency assistance is required. the ELT should be utilized as follows. 1. ENSURE ELT ACTIVATION --Turn a radio transceiver ON and select 121.5 MHz. If the ELT can be heard transmitting, it was activated by the “g” switch and is functioning properly. If ne emergency tone is audible, gain access to the ELT and place the В function selector switch in the ON position. 2 1 July 197 EMERGENCY LOCATOR TRANSMITTER (ELT) "ING RESCUE AIRCRAFT -- Conserve airplane o not activate radio transceiver. IGHTING RESCUE AIRCRAFT -- Place ELT function ctôr switch in the OFF position, preventing radio interference. Attempt contact with rescue aircraft with the radio transceiver set “to a frequency of 121.5 MHz. If no contact is established, return the function selector switch to ON immediately. FOLLOWING RESCUE -- Place ELT function selector switch in the OFF posifion, terminating emergency transmissions. SECTION 4 NORMAL PROCEDURES As long as the function selector switch remains in the AUTO position, the ELT automatically activates following an impact of 5g or more over a short period of time. Following a lightning strike, or an exceptionally hard landing, the ELT may activate although no emergency exists. To check your ELT for inadvertent activation, select 121.5 MHz on your radio transceiver and listen for an emergency tone transmission. If the ELT can be heard transmitting, place the function selector switch in the OFF position and the tone should cease. Immediately place the function selector switch in the AUTO position to re-set the ELT for normal operation. SECTION 5 PERFORMANCE There is no change to the airplane performance data when this equipment is installed. 3/(4 blank) CESSNA 300 ADF PILOT'S OPER SNA NT (TYPE R-546E) SUPPLEME CESSNA 300 ADF (Type R-546E) SECTION 1 GENERAL The Cessna 300 ADF is a panel-mounted, digitally tuned automatic direction finder. It is designed to provide continuous 1 kHz digital tuning in the frequency range of 200 kHz to 1,699 kHz and eliminates the need for mechanical band switching. The system is comprised of a receiver, a bearing indicator, a loop antenna, and a sense antenna. Operating controls and displays for the Cessna 300 ADT are shown and described in Figure 1. The audio system used in conjunction with this radio for speaker-phone selection is shown and described in Section 7 of this handbook. The Cessna 300 ADF can be used for position piotting and homing procedures, and for aural reception of amplitude-modulated (AM) signals. With the function selector knob at ADF, the Cessna 3060 ADF provides a visual indication, on the bearing indicator, of the bearing to the transmitting station relative to the nose of the airplane. This is done by combining signals from the sense antenna with signals from the loop antenna. With the function selector knob at REC, the Cessna 300 ADF uses only the sense antenna and operates as a conventional low-frequency receiver. The Cessna 300 ADF is designed to receiver transmission {rom the following radio facilities: commercial broadcast stations, low-frequency range stations, non-directional radio beacons, ILS compass locators. SECTION 2 — LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. 1 July 1978 iof6 © PILOT'S OPERATING HANDBOOK OFF/ VOL CONTROL - Controls primary power and audio output level. Clock- wise rotation from OFF position applies primary power to receiver; further clockwise rotation increases audio level. FREQUENCY SELECTORS - Knob (A) selects 100-kHz increments of receiver frequency, knob (В) selects 10-kHz -increments, and knob (C) selects 1 kHz increments. Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 1 of 2). 1 July 1978: PILOT'S OPERATING HANDBOOK SUPPLEMENT “CESSNA 300 ADF (TYPE R-546E) 3. РОСТОМ SWITCH: 1 July 1978 ~ BFO: Selects operation as communication receiver using only sense antenna and activates 1000-Hz tone beat frequency osciliator to permit coded jdentifier of stations transmitting keyed CW signals (Morse Code) to be heard. REC: Selects operation as standard communication receiver using only sense antenna, ADF: Set operates as automatic direction finder using loop and sense antennas. TEST: Momentary-on position used during ADF operation to test bearing reliability, When held in TEST position, slews indicator pointer clockwise, when released, if bearing is reliable, pointer returns to original bearing position. INDEX (ROTATABLE CARD) - Indicates relative, magnetic, or true heading of aircraft, as selected by HDG conirol. POINTER - Indicates station bearing in degrees of azimuth, relative to the nose of the aircraft. When heading control is adjusted, indicates relative, magnetic, or true bearing of radio signal HEADING CONTROL (HDG) - - Rotates card to set in relative, magnetic, or true bearing information. | CESSNA 300 ADF CESSNA 300 ADF PILOT'S OPERATING HANDBOOK (TYPE R-546E) (TYPE R-546E) SUPPLEMENT SECTION 3 ADJUST to desired listening level. “NOTE | EMERGENCY PROCEDURES O : ime ata АН . 300- à tone is heard in the audio output when a CW There is no change to the airplane emergency procedures when this ional M orse Code) is tuned in properly. avionic equipment is installed. .. A. SECTIONA NORMAL PROCEDURES TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY: SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed, However, the installation ofan externally mounted 1. OFF/ VOL Control -- ON. antenna or related external antennas, will result in a minor reduction in 2. Function Selector Knob -- REC. ruise performance 3. Frequency Selector Knobs -- SELECT operating frequency. cruise p 4. ADF SPEAKER/PHONE Switch -- SELECT speaker or phone | position as desired. mos 5. VOL Control -- ADJUST to desired listening level, o TO OPERATE AS AN AUTOMATIC DIRECTION FINDER: O — 0 1. OFF/VOL Control -- ON. 2. Frequency Selector Knobs -- SELECT operating frequency. 3. ADF SPEAKER/PHONE Switch -- SELECT speaker or phone position. 4. Function Selector Knob -- ADF position and note relative bearing on indicator. 5. VOL Control -- ADJUST to desired listening level. TO TEST RELIABILITY OF AUTOMATIC DIRECTION FINDER: 1. Function Selector Knob -- ADF position and note relative bearing on indicator, 2. Function Selector Knob -- TEST position and observe that pointer moves away from relative bearing at least 10 to 20 degrees. 3. Function Selector Knob -- ADF position and observe that pointer returns to same relative bearing as in step (1). TO OPERATE BFO: OFF/VOL Control -- ON. O : Function Selector Knob -- BFO. Frequency Selector Knobs -- SELECT operating frequency. ADF SPEAKER/PHONE Switch -- SELECT speaker or phone ce position. Во RENE 1 July 1978 00 5/(6 blank) CESSNA 300 NAV/COM (TYPE RT-385A) SUPPLEMENT CESSNA 300 NAV/COM (720-Channel - Type RT-385A) SECTION 1 GENERAL The Cessna 300 Nav/Com (Type RT-385A), shown in figure 1, consists of a panel-mounted receiver-transmitter and a single or dual-pointer remote course deviation indicator. The set includes a 720-channel VHF communications receiver- transmitter and a 200-channel VHF navigation receiver, both of which may be operated simultaneously. The communications receiver-transmitter --- receives and transmits signals between 118.000 and 135.975 MHz in 25-k Hz — steps.: The navigation receiver receives omni and localizer signals - between 108.00 and 117.95 MHz in 50-kHz steps. The circuits required to interpret the omni and localizer signals are located in the course deviation “indicator, Both the communications and navigation operating frequencies are digitally displayed by incandescent readouts on the front panel of the A DME receiver-transmitter or a glide siope receiver, or both, may be - intercorinected with the Nav/Com set for automatic selection of the associated: DME or glide slope frequency. When a VOR frequency is selected on: the Nav/Com, associated VORTAC or VOR-DME station frequency will" also be selected automatically; likewise, if a localizer frequency is selected, the associated glide slope will be selected automatically. : “The course deviation indicator includes either a single-pointer and related NAV ‘flag for VOR/LOC indication only, or dual pointers and related NAV and GS flags for both VOR/LOC and glide slope indications. Both types of course deviation indicators incorporate a back-course lamp (BC) which lights when optional back course (reversed sense) operation is selected. Both types may be provided with Automatic Radial Centering which, depending on how it is selected, will automatically indicate the bearing TO or FROM the VOR station. 1 July 1978 10f8 CESSNA 300 NAV/COM PILOT'S OPERATING HANDBOOK (TYPE RT-385A) SUPPLEMENT 1. COMMUNICATION OPERATING FREQUENCY READOUT (Third-decimal- place is shown by the position of the *5-0” switch}. 2. 5-0 SWITCH - Part of Com Receiver-Transmiiter Fractional MHz Frequency Selector. In “5” position, enables Com frequency readout to display and Com Fractional MHz Selector to select frequency in ,05-MHz steps between .025 and 975 MHz. In “0” position, enables COM frequency readout to display and Com Fractional MHz Selector to select frequency in .05-MHz steps between .000 and 950 MHz. NOTE The “5” or “0” may be read as the third decimal digit, which is not displayed in the Com fractional frequency display. Figure 1. Cessna 300 Nav/Com (Type RT- 385A), Operating Controls | XE and Indicators (Sheet 1 of 3 Зы PILOT'S OPERATING | HANDBOOK CESSNA 300 NAV/COM SUPPLEME NT. 11. 12. 13. (TYPE RT-385A) | ll OPERATING FREQUENCY READOUT. ID-VOX-T SWITCH - With VOR or LOC station selected, in ID position, station identifier signal is andible; in VOX (Voice) position, identifier signal is sup- pressed; in T (Momentary On) position, the VOR navigational self-test function is selected. NAVIGATION RECEIVER FRACTIONAL MEGAHERTZ SELECTOR - Selects Nav frequency in .05-MHz steps between .00 and .95 MHz; simultaneously selects paired glide slope frequency and DME channel. NAV VOL CONTROL - Adjusis volume of navigation receiver audio. NAVIGATION RECEIVER MEGAHERTZ SELECTOR - Selects NAV frequency in 1-MHz steps between 108 and 117 MHz; simultaneously selects paired glide slope frequency and DME channel. COMMUNICATION RECEIVER-TRANSMITTER FRACTIONAL MEGAHERTZ SELECTOR - Depending on position of 5-0 switch, selects COM frequency in .05- MHz steps between .000 and .975 MHz, The 5-0 switch identifies the last digit as either 5 or 0. SQUELCH CONTROL - Used to adjust signal threshold necessary to activate COM receiver audio, Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise. COMMUNICATION RECEIVER. TRANSMITTER MEGAHERTZ SELECTOR - Selects COM frequency in 1-MHz steps between 118 and 135 MHz. COM OFF-VOL CONTROL - Combination on/off switch and volume control: turns on NAV/COM set and controls volume of communications receiver audio. BC LAMP - Amber light illuminates when an autopilet’s back-course (reverse sense) function is engaged; indicates course deviation pointer is reversed on selected receiver when tuned to a localizer frequency. COURSE INDEX - Indicates selected VOR course. COURSE DEVIATION POINTER - Indicates course deviation from selected omni course or localizer centerline. GLIDE SLOPE “GS” FLAG - When visible, red GS flag indicates unreliable glide slope signal or improperly operating equipment, Flag disappears when areliable glide slope signal is being received. GLIDE SLOPE DEVIATION POINTER - Indicates deviation from ILS glide slope. La NAV/TO-FROM INDICATOR - Operates only with a VOR or localizer signal. Red NAV position (Flag) indicates unusable signal. With usable VOR signal. indicates whether selected course is TO or FROM station. With usable localizer signal, shows TO. Figure 1. Cessna 300 Nav/Com (Type RT-385A), Operating Controls and Indicators (Sheet 2 of 3) 1 July 1978 ` 3 SUPPLEMENT RECIPROCAL COURSE INDEX - Indicates reciprocal of selected VOR course. OMNT BEARING SELECTOR (OBS) - Rotates course card to select desired ‘course. JL AUTOMATIC RADIAL CENTERING (ARC-PUSH-TO/PULL-FR) SELECTOR - In center detent, functions as conventional OBS. Pushed fo inner (Momentary On) position, turns OBS course card to center course deviation pointer with a TO flag, then returns to conventional OBS selection. Pulled to outer detent, continuously drives OBS course card to indicate bearing from VOR station, keeping course deviation pointer centered, with a FROM flag. ARC function will not operate on localizer frequencies. . AUTOMATIC RADIAL CENTERING (ARC) LAMP - Amber light illuminates when Automatic Radial Centering is in use, COURSE CARD - Indicates selected VOR course ander course index. PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK CESSNA 300 NAV/COM SUPPLEMENT (TYPE RT-385A) The Cessna 300 Nav/Com incorporates avariablethreshold automatic squelch. With this squelch system, you set the threshold level for automatic operation - the further clockwise the lower the threshold - or the more sensitive the set. When the signal is above this level, itis heard even if the noise is very close to the signal. Below this level, the squelch is fully automatic so when the background noise is very low, very weak signals (that are above the noise) are let through. For normal operation of the squelch circuit, just turn the squelch clockwise until noise is heard - then back off slightly until it is quiet, and you will have automatic squelch with the lowest practical threshold. This adjustment should be rechecked periodically during each flight to assure optimum reception. All controls for the Nav/Com, except the standard omni bearing selector (OBS) knob or the optional automatic radial centering (ARC) knob located on the course deviation indicator, are mounted onthe front panel of the receiver-transmitter. Operation and description of the transmitter/audio switching system or audio control panel used in conjunction with this radio are shown and described in Section 7 of this handbook. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. However, if the frequency readouts fail, the radio will remain operational on the last frequency selected. The frequency control should not be moved due to the difficulty of obtaining a known frequency under this condition. 1 July 1978 5 CESSNA 300 NAV/COM (TYPE RT-385A) PILOT'S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES COMMUNICATION RECEIVER. TRANSMITTER OPERATION: ю юн COM OFF/VOL Control - -- TURN ON: adjúst to desired audio level. XMTR SEL Switch (on audio’ control panel) -- SET to desired Nav/Com Radio, - SPEAKER/ PHONE (or AUTO) Swi SET to desired mode. 5-0 Fractional MHz Selector Switch SELECT desired operating frequency (does not affect navigation frequencies): COM Frequency Selector Switch -- SELECT desired operating frequency, SQ Control -- ROTATE counterclockwise to just eliminate background noise, Adjustment should be checked periodically to assure optimum reception. Mike Button: a. To Transmit -- DEPRESS and SPEAK into microphone. idio ontrol panel) -- NOTES When the transmitter/audio switching panel without marker beacon is installed, sidetone is available in both the SPEAKER and PHONE position, A SIDETONE VOL control is provided that may be used to adjust or suppress speaker sidetone. When the audio control panel with marker beacon is installed, sidetone may be selected by placing the AUTO selector switch in either the SPEAKER or PHONE position. Adjustment of sidetone may be accomplished by adjusting the sidetone pot located inside the audio control panel. b. To Receive -- RELEASE mike button. NAVIGATION OPERATION: NOTE The pilot should be aware that on many Cessna airplanes equipped with the windshield mounted glide slope antenna. pilots should avoid use of 2700 + 100 RPM on airplanes equipped with a two-bladed propeller or 1800 + 100 RPM on airplanes equipped with a three-bladed propeller during ILS approaches to avoid oscillations of the 1 July 1978". PILOT'S OPERATING 3 HANDBOOK SUPPLEMENT. ; Br сл к» CESSNA 300 NAV/COM (TYPE RT-385A) mid a deviation pointer caused by propeller interference. COM OFF/VOL Control -- TURN ON, SPEAKER/PHONE (or AUTO) Switch (on audio control panel) -- SET to desired mode. NAV Frequency Selector Knobs -- SELECT desired operating frequency. NAV VOL -- ADJUST to desired audio level. ID-VOX-T Switch: a. To Identify Station -- SET to ID to hear navigation station identifier signal. b. To Filter Out Station Identifier Signal -- SET to VOX to include filter in audio circuit. ARC PUSH-TO/PULL-FROM Knob (If Applicable): a. To Use As Conventional OBS -- PLACE in center detent and select desired course. b. To Obtain Bearing TO VOR Station -- PUSH (ARC/PUSH-TO) knob to inner (momentary on) position. NOTE ARC lamp will illuminate amber while the course card is moving to center with the course deviation pointer. After alignment has been achieved to reflect bearing to VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out. Cc. To Obtain Continuous Bearing FROM VOR Station -- PULL (ARC/PULL-¥FR) knob to outer detent. NOTE ARC lamp will illuminate amber, OBS course card will turn to center the course deviation pointer with a FROM flag to indicate bearing from VOR station. 7. OBS Knob (Tf Applicable) -- SELECT desired course. 1 July 1978 7 PILOT'S OPERATING HANDBOOK NA 300 NAV/COM Com / SUPPLEMENT (TYPE RT-385A) VOR SELF-TEST OPERATION: 1. COM OFF/VOL Control -- TURN ON. 2. NAV Frequency Selector Switches -- SELECT usable VOR station signal. Co 3. OBS Knob -- SET for 0° course at course index; course deviation pointer centers or deflects left or right, depending on bearing of signal; NAV/TO-FROM indicator shows TO or FROM. 4. ID/VOX/T Switch -- PRESS to T and HOLD at T; course deviation pointer centers and NAV/TO-FROM indicator shows FROM. 5. OBS Knob-- TURN to displace course approximately 10° to either side of 0° (while holding ID/VOX/T to T). Course deviation pointer deflects full scale in direction corresponding to course displacement. NAV/TO-FROM indicator shows FROM: :- - 6. ID/VOX/T Switch -- RELEASE for normal operation. NOTE This test does not fulfill the requirements of FAR 91.25. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipmentisinstalled. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. 8 1 July 1978 CESSNA 300 TRANSPONDER PILOT'S OPERATING HANDBOOK _ у оО г 1. ANDALTITUDE ENCODER (BLIND) SUPPLEMENT OPTIONAL ALTITUDE ENCODER (BLIND) SECTION 1 GENERAL The Cessna 300 Transponder (Type RT-359A), shown in Figure 1, is the airborne component of an Air Traffic Control Radar Beacon System (ATCRBS). The transponder enables the ATC ground controller to "see" and identify the aircraft, while in flight, on the control center's radarscope more readily, The Cessna 300 Transponder system consists of a panel-mounted unit and an externally-mounted antenna. The transponder receives interroga - tion pulse signals on 1030 MHz and transmits pulse-train reply signals on 1090 MHz. The transponder is capable of replying to Mode A (aircraft identification) and also-Mode C (altitude reporting) when coupled to an optional altitude encoder system. The transponder is capable of replying on both modes of interrogation on a selective reply basis on any of 4, 096 information code selections.. The optional altitude encoder system (not part of a standard 300 Transponder system) required for Mode C (altitude reporting} operation consists of a completely independent remote-mounted digitizer that is connected to the static system and supplies encoded altitude information to the transponder. When the altitude encoder system is coupled to the 300 Transponder system, altitude reporting capabilities . are available in 100-foot increments between -1000 and +20, 000 feet. All Cessna 300 Transponder operating controls are located on the front panel of the unit. Functions of the operating controls are described in Figure 1. : 1 July 1978 1 of 6 CESSNA 300 TRANSPONDER PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK CESSNA 300 TRANSPONDER (1) (2) (3) (4) (5) (6) (7) 3. IDENT (ID) SWITCH - When depressed, selects special pulse identifier to be transmitted with transponder reply to effect eye | immediate identification of aircraft on ground controller's display. (Reply lamp will glow steadily during duration of IDENT pulse transmission, ) 4. DIMMER (DIM) CONTROL - Allows pilot to control brilliance of reply lamp, ; 5. SELF-TEST (TST) SWITCH - When depressed, causes transponder to generate a self-interrogating signal to provide a check of transponder operation, (Reply lamp will glow steadily to verify self-test operation.) 6. REPLY-CODE SELECTOR KNOBS (4) - Select assigned Mode A reply code. 7. REPLY-CODE INDICATORS (4) ~ Display selected Mode A reply code, 8. REMOTE-MOUNTED DIGITIZER - Provides an altitude reporting ВЕ code range of -1000 feet up to the airplane's maximum service ceiling. 2 1, FUNCTION SWITCH - Controls application of power and selects transponder operating mode as follows: OFF - Turns set off. SBY - Turns set on for equipment warm-up or standby power. ON - Turns set on and enables transponder to transmit Mode A (aircraft identification) reply pulses. ALT - Turns set on and enables transponder to transmit either Mode A (aircraft identification) reply pulses or Mode C (altitude reporting) pulses selected automatically by the interrogating signal. 2. REPLY LAMP - Lamp flashes to indicate transmission of reply pulses; glows steadily to indicate transmission of TDENT pulse or satisfactory self-test operation. (Reply lamp will aiso glow ; steadily during initial warm-up period. ) 4 Figure 1. Cessna 300 Transponder and Altitude Encoder (Blind) ~~ = (Sheet 1 of 2) Нат Шо Figure 1. Cessna 300 Transponder and Altitude Encoder (ВНод` {Sheet 2 of 2) 1 July 1 1 July 1978 3 CESSNA 300 TRANSPONDER AND ALTITUDE ENCODER (BLIND) PILOT'S OPERATING HANDBOOK SUPPLEMENT SECTION 2 Ll M i T A Ti о № There is no change to the airplane limitations when this avionic equipment is installed. However, the following information must be displayed in the form of a placard located n ar the altimeter. ALTITUDE ENCODE! oes D SECTION 3 EMERGENCY PROCEDURES TO TRANSMIT AN EMERGENCY SIGNAL: (1) Function Switch -- ON. (2) Reply - Code Selector Knobs -- SELECT 7700 operating code, TC TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT): (1) Function Switch -- ON. (2) Reply-Code Selector Knobs -- SELECT 7700 operating code for 1 minute; then SELECT 7600 operating code for 15 minutes and then REPEAT this procedure at same intervals for remainder of flight. SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF: (1) Function Switch -- SBY, TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN FLI (1) Reply-Code Selector Knobs -- SELECT assigned code. (3) o e CESSNA 300 TRANSPONDER PILOT'S OPERATING HANDBOOK - AND ALTITUDE ENCODER (BLIND) SUPPLEMENT © Function Switch -- ON. DIM Control -- ADJUST light brilliance of reply lamp. NOTE During normal operation with function switch in ON position, reply lamp flashes indicating transponder replies to interrogations. (4) ID Button -- DEPRESS momentarily when instructed by ground controller to "squawk IDENT" (reply lamp will glow steadily, indicating IDENT operation). TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT: (1) Reply-Code Selector Knobs -- SELECT assigned code. (2) Function Switch -- ALT. E - NOTE irected by ground controller to ‘stop altitude squawk'!,. turn Function Switch to ON for Mode À operation only, NOTE Pressure altitude is transmitted by the transponder for: altitude squawk and conversion to indicated alti- SRN tude is’ done in ATC computers. Altitude squawked -... will only agree with indicated altitude when the local - - altimeter setting in use by the ground controller is set i in the aircraft altimeter. ® DIM Jontrol - - - ADJUST light brilliance of reply lamp. TO SELF- TEST TRA NSPONDER OPERATION: (1) Function Switch : - spy; and wait 30 seconds for equipment to warm-up. ce (2) Function Switch - -- ON or ALT, (3) TST Button -- DEPRESS (reply lamp should light brightly regardless of DIM control setting). (4) TST Button -- Release for normal operation. 1 July 1978 5 CESSNA 300 TRANSPONDER PILOT'S OPERA TING HANDBOOK AND ALTITUDE ENCODER (BLIND) SUPPLEMENT SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, y will result in a minor reduction in cruise performance. 1 July 1978 CESSNA 300 TRANSPONDER AND ENCODING ALTIMETER PILOT'S OPERATING HANDBOOK SUPPLEMENT “ SUPPLEMENT CESSNA 300 TRANSPONDER (Туре RT-359A) AND OPTIONAL ENCODING ALTIMETER (Type EA-401A) SECTION 1 GENERAL The Cessna 300 Transponder (Type RT-359A), shown in Figure 1, is the airborne component of an Air Traffic Control Radar Beacon System (ATCRBS), The transponder enables the ATC ground controller to "see" and identify the aircraft, while i in " flight, on the control center's radarscope more readily. e IEA The Cessna 300 Transponder c consists of a panel-mounted unit and an externally-mounted antenna. The transponder receives interrogating pulse signals on 1030 MHz and transmits coded pulse-train reply signals on 1090 MHz. It is capable of replying to Mode A {aircraft identification) and Mode C (altitude reporting) interrogations on a selective reply basis on any of 4,096 information code selections. When an optional panel-mounted EA-401A Encoding Altimeter {not part of a standard 300 Transponder system) is included in the avionic configuration, the transponder can provide altitude reporting in 100-foot increments between -1000 and +35, 000 feet. All Cessna 300 Transponder operating controls, with the exception of the optional altitude encoder’s altimeter setting knob, are located on the front panel of the unit. The altimeter setting knob is located on the encoding altimeter. Functions of the operating controls are described in Figure 1. 1 July 1978 lof6 CESSNA 300 TRANSPONDER PILOT'S OPERATING HANDBOOK AND ENCODING ALTIMETER SUPPLEMENT 1. Figure 1. FUNCTION SWITCH - Controls application of power and selects transponder operating mode, as follows: OFF - Turns set off. SBY ~ Turns set on for equipment warm-up. ON - Turns set on and enables transponder to transmit Mode A (aircraft identification) reply pulses. ALT - Turns set on and enables transponder to transmit either Mode A (aircraft identification) reply pulses or Mode C (altitude reporting) pulses selected automatically by the interrogating signal, REPLY LAMP - Lamp flashes to indicate transmission of reply pulses: glows steadily to indicate transmission of IDENT pulse or satisfactory self-test operation. (Reply Lamp will also glow steadily during initial warm-up period.) : Cessna 300 Transponder and Encoding Altimeter (Sheet 1 ot 2) 10. 11, 12. 13. . IDENT т (0) SWITCH - When depressed, selects special pulse identifier to be transmitted with transponder reply to effect immediate identification of aircraft on ground controller's display. (Reply Lamp will glow steadily during duration of IDENT pulse transmission. ) DIMMER (DIM) CONTROL - Allows pilot to control brilliance of reply lamp. SELF-TEST (TST) SWITCH -- When depressed, causes transponder to generate a self-interrogating signal to provide a check of transponder operation, (Reply Lamp will glow steadily to verify self test operation.) REPLY-CODE SELECTOR KNOBS (4) - Select assigned Mode A reply code. REPLY-CODE INDICATORS (4) - Display selected Mode A reply code. 1000-FOOT DRUM TYPE INDICATOR - Provides digital altitude readout in 1000-foot increments between -1000 feet and +35, 000 feet. When altitude is below 10, 000 feet, a diagonally striped flag appears in the 10, 000 foot window, OFF INDICATOR WARNING FLAG - Flag appears across altitude readout when power is removed from the altimeter to indicate that readout is not reliable. 100-FOOT DRUM TYPE INDICATOR - Provides digital altitude readout in 100-foot increments between 0 feet and 1000 feet, 20-FOOT INDICATOR NEEDLE - Indicates altitude in 20-foot increments between 0 feet and 1000 feet. ALTIMETER SETTING SCALE - DRUM TYPE - Indicates selected altimeter setting in the range of 27.9 to 31, 0 inches of mercury on the standard altimeter or 950 to 1050 millibars on the optional altimeter, ALTIMETER SETTING KNOB - Dials in desired altimeter setting in the range of 27,9 to 31, 0 inches of mercury on the standard altimeter or 950 to 1050 millibars on the optional altimeter. Figure 1. Cessna 300 Transponder and Encoding Altimeter (Sheet 2 of 2° PILOT'S OPERATING HANDBOOK SUPPLEMENT SECTION 2 rei no change to the airplane limitations when this avionic equip- installed. SECTION 3 5 EMERGENCY PROCEDURES O TRANSMIT AN EMERGENCY SIGNAL: - (1) Function Switch -- ON. > (2) Reply-Code Selector Knobs -- SELECT 7700 operating code. TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL ‘COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT: O (1) Function Switch -- ON. (2) Reply-Code Selector Knobs -- SELECT 7700 operating code for 1 minute; then SELECT 7600 operating code for 15 minutes and then REPEAT this procedure at same intervals for remainder of flight, SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF: (1) Function Switeh -- SBY, TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN O FLIGHT: (1) Repiy-Code Selector Knobs -- SELECT assigned code. 4 1 July 1978 LIMITATIONS O — CESSNA 300 TRA NSPONDER AND ENCODING ALTIMETER trol == ADJUST light brilliance of reply lamp. NOTE ‘During normal operation with function switch in ON posi- "tion, reply lamp flashes indicating transponder replies to interrogations. (4) ID Button -- DEPRESS momentarily when instructed by ground controller to "squawk IDENT" (reply lamp will glow steadily, indicating IDENT operation). TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT: (1) Off Indicator Warning Flag -- VERIFY that flag is out of view on encoding altimeter. (2) Altitude Encoder Altimeter Setting Knob -- SET IN assigned local altimeter setting, (3) Reply-Code Selector Knobs -- SELECT assigned code. e (4) Function Switch -- ALT, NOTE When directed by ground controller to "stop altitude squawk'", turn Function Switch to ON for Mode A operation only. NOTE Pressure altitude is transmitted by the transponder for altitude squawk and conversion to indicated altitude is done in ATC computers. Altitude squawked will only agree with indicated altitude when the local altimeter setting in use by the ground controller is set in the encoding altimeter. (5) DIM Control -- ADJUST light brilliance of reply lamp. O TO SELF-TEST TRANSPONDER OPERATION: (1) Function Switch -- SBY and wait 30 seconds for equipment to warni-up. 2) Function Switch -- ON or ALT, 1 July 1978 | 5. CESSNA 300 TRANSPONDER AND ENCODING ALTIMETER PILOT'S OPERATING HANDBOOK SUPPLEMENT (3) TST Button -- DEPRESS and HOLD (reply lamp should light with full brilliance regardless of DIM control setting). (4) TST Button -- Release for normal operation. There is no change o the airp р equipment is installed... However; the installation: of an: externally mounted antenna or several related external antennas, will result i in à minor reduction i in cruise Performance. AMAN ETA e DE SLOPE PILOT'S | axes R-443B) SUPPLEMENT “ CESSNA 400 GLIDE SLOPE (Type R-4438) SECTION I GENERAL The Cessna 400 Glide Slope is an airborne navigation receiver which receives and interprets glide slope signals Irom a ground-based Instru- ment Landing System (ILS), It is used with the localizer function of a VHF navigation system when making instrument approaches to an airport, The glide slope provides vertical path guidance while the localizer provides horizontal track guidance, The Cessna 400 Glide Slope system consists of a remote-mounted receiver coupled to an existing navigation system, a panel-mounted indicator and an externally-mounted antenna. The glide slope receiver is designed to receive ILS glide slope signals on any of 40 channels, The channels are spaced 150 kHz apart and cover a frequency range of 329, 15 MHz through 335.0 MHz, When a localizer frequency is selected on the NAV receiver, the associated glide slope frequency is selected automatically. Operation of the Cessna 400 Glide Slope system is controlled by the associated navigation system, The functions and indications of typical 300 series glide slope indicators are pictured and described in Figure 1. The 300 series glide slope indicators shown in Figure 1 depict typical indications for Cessna-crafted glide slope indicators. However, refer to the 400 Nav/Com or HSI write-ups if they are listed in this section as options for additional 1 glide slope indicators. — SECTION 2 O LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. 1 July 1978 1 of 4 PILOT'S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 GLIDE SLOPE (TYPE R-443B) TYPICAL 300 SERIES GLIDE SLOPE INDICATORS 1. GLIDE SLOPE DEVIATION POINTER - Indicates deviation from normal glide slope. 9. GLIDE SLOPE "OFF" OR "GS" FLAG - When visible, indicates unreliable glide slope signal or improperly operating equipment. The flag disappears when a reliable glide slope signal ig being received, [CAUTION Spurious glide slope signals may exist in the area of the localizer back course approach which can cause the glide slope "OFF" or "G8" flag to dis- appear and present unreliable glide slope information, Disregard all glide slope signal indications when making a localizer back course approach unless a glide slope {ILS BC) is specified on the approach and landing chart. Figure 1. Typical 300 Series VOR/LOC/ILS Indicator CESSNA 400 GLIDE SLOPE (TYPE R-443B) PILOT'S OPERATING HANDBOOK SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES TO RECEIVE GLIDE SLOPE SIGNALS: NOTE The pilot should be aware that on many Cessna airplanes equipped with the windshield mounted glide slope antenna, pilots should avoid use of 2700 100 RPM on airplanes equipped with a two-bladed propeller or 1800 +100 RPM on airplanes equipped with a three-bladed propeller during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference. © NAV Frequency Select Knobs -~ SELECT desired localizer . frequency (glide slope frequency is automatically selected). NAV/COM VOX-ID-T Switch -- SELECT ID position to disconnect filter from audio circuit, NAV VOL Control -- ADJUST to desired listening level to confirm proper localizer station, [CAUTION] When glide slope "OFF" or "GS" flag is visible, glide slope indications are unusable, SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. 1 July 1978 3/(4 blank)

Cessna Model 152 152, 0-235-N2C airplane Pilot's Operating Handbook

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What is the maximum speed of the Cessna 152 with the 0-235-N2C engine?

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Cessna Model 152 152, 0-235-N2C airplane Pilot's Operating Handbook

Assistant Bot

Key Features

Frequently Answers and Questions

What is the maximum speed of the Cessna 152 with the 0-235-N2C engine?

What is the recommended oil viscosity for the 0-235-N2C engine?

What is the fuel capacity of the Cessna 152 with standard tanks?

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