Cessna A150M Pilot Operating Handbook

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PILOT'S OPERATING HANDBOO-K
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150 AEROBAT
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1977 MODEL A150M
Serial N o . - - - - - - Registration N o . - - - - -
THIS HANDBOOK INCLUDES THE MATERIAL
REQUIRED TO BE FURNISHED TO THE PILOT
BY CAR PART 3
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
\.--
CONGRATULATIONS
CESSNA
MODELA150M
CONGRATULATIONS ....
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Welcome to the ranks of Cessna owners! Your Cessna has been designed and constructed
to give you the most in performance, economy, and comfort. It is our desire that you will find
flying it, either for business or pleasure, a pleasant and profitable experience.
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This Pilot's Operating Handbook has been prepared as a guide to help you get the most
pleasure and utility from your airplane. It contains information about your Cessna's equipment, operating procedures, and performance; and suggestions for its servicing and care. We
urge you to read it from cover to cover, and to refer to it frequently.
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Our interest in your flying pleasure has not ceased with your purchase of a Cessna. Worldwide, the Cessna Dealer Organization backed by the Cessna Customer Services Department
stands ready to serve you. The following services are offered by most Cessna Dealers:
THE CESSNA WARRANTY, which provides coverage for parts and labor, is available
at Cessna Dealers worldwide. Specific benefits and provisions of warranty, plus other
important benefits for you, are contained in your Customer Care Program book, supplied with your airplane. Warranty service is available to you at authorized Cessna
.Dealers throughout the world upon presentation of your Customer Care Card which
establishes your eligibility under the warranty.
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FACTORY TRAINED PERSONNEL to provide you with courteous expert service.
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FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate
workmanship.
•
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them.
•
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA
Al RP LANES, since Cessna Dealers have all of the Service Manuals and Parts
Catalogs, kept current by Service Letters and Service News Letters, published by
Cessna Aircraft Company.
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We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
A current Cessna Dealer Directory accompanies your new airplane. The Directory is
revised frequently, and a current copy can be obtained from your Cessna Dealer. Make
your Directory one of your cross-country flight planning aids; a warm welcome awaits you
at every Cessna Dealer.
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TABLE OF CONTENTS
CESSNA
MODELA150M
TABLE OF CONTENTS
SECTION
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•
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GENERAL . . .
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LIMITAT IONS
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EMERGENCY PROCEDURES
PERFORMANCE . . . .
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NORMAL PROCEDURES •
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3
4
. . • • . 5
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WEIGHT & BALANCE/
EQUIPMENT LIST • . • • . • • • • • • • . . 6
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AIRPLANE & SYSTEMS
DESCRIPTIONS • . . • . • • . • • • • • . • 7
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AIRPLANE HANDLING,
SERVICE & MAINTENANCE . • • . • • • . • 8
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SUPPLEMENTS
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(Optional Systems Description
& Operating Procedures ) • . • • . • . • • • 9
This handbook will be kept current by Service Letters published by Cessna Aircraft
Company. These are distributed to Cessna Dealers and to those who subscribe
through the Owner Follow-Up System. If you are not receiving subscription service,
you will want to keep in touch with your Cessna Dealer for information concerning
the change status of the handbook. Subsequent changes will be made in the form
of stickers. These should be examined and attached to the appropriate page in the
handbook immediately after receipt; the handbook should not be used for operational purposes until it has been updated to a current status.
iii/(iv blank)
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SECTION 1
GENERAL
CESSNA
MODELA150M
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SECTION 1
GENERAL
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TABLE OF CONTENTS
1-2
1-3
1-3
1-3
1-3
1-3
1-4
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-6
1-7
1-7
1-7
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Three View . . .
Introduction . . . .
Descriptive Data . .
Engine . .
Propeller . .
F\lel . . . .
Oil . . . . . .
Maximum Certificated Weights
Standard Airplane Weights
Cabin and En try Dimensions . . .
Baggage Space Dimensions . . .
Specific Loadings . . . . . .
Symbols, Abbreviations and Terminology .
General Airspeed Terminology and Symbols .
Meteorological Terminology . . . . . . . . .
Engine Power Terminology . . . . . . . .
Airplane Performance and Flight Planning Terminology
Weight and Balance Terminology . . . . . . . . . . .
Page
1-1
SECTION 1
GENERAL
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CESSNA
MODEL Al50M
NOTES:
Wing span shown with conical camber
wing tips and strobe lights installed. If
standard wing tips without strobe lights
are installed, wing span is 32' BY.",
2.
Maximum height shown with nose gear
depressed, all tires and nose strut properly inflated and flashing beacon installed.
3.
Wheel base length is 58".
4.
Propel.ler ground clearance is 12".
5.
Wing area is 157 square feet.
6.
Minimum turning radius (*pivot point
to outboa.rd wing tip) is 24' 8".
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1.
...
Figure 1-l. Three View
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SECTION 1
GENERAL
CESSNA
MODEL A150M
INTRODUCTION
This handbook contains 9 sections, and includes the material required
to be furnished to the pilot by CAR Part 3. It also contains supplemental
data supplied by Cessna Aircraft Company.
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Section 1 provides basic data and information of general interest. It
also contains definitions or explanations of symbols, abbreviations, and
terminology commonly used.
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DESCRIPTIVE DATA
ENGINE
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PROPELLER
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Number of Engines: 1.
Engine Manufacturer: Teledyne Continental.
~l!filne Model Nu_mbet:_~0-200.:..A.
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Engine Type: .Normally-aspirated, direct-drive, air-cooled, horizontallyopposed, carburetor equipped, four-cylinder engine with 201 cu. in.
displacement.
Horsepower Rating and Engine Speed: 100 rated BHP at 2750 RPM.
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Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: 1Al02/0CM6948.
Number of Blades: 2.
Propeller Diameter, Maximum: 69 inches.
Minimum: 67. 5 inches.
Propeller Type: Fixed Pitch.
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FUEL
Approved Fuel Grades (and Colors):
80 (Formerly 80/87) Grade Aviation Fuel (Red).
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green).
1-3
SECTION 1
GENERAL
CESSNA
MODELA150M
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Fuel Capacity:
standard Tanks:
Total Capacity: 26 gallons.
Total Capacity Each Tank: 13 gallons.
Total Usable: 22. 5 gallons.
Long Range Tanks:
Total Capacity: 38 gallons.
Total Capacity Each Tank: 19 gallons.
Total Usable: 35 gallons.
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Due to cross-feeding between fuel tanks, the tanks should
be re-topped after each refueling to assure maximum
capacity.
OIL
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Oil Grade (Specification):
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to r~plenish
supply during first 25 hours and at the first 25-hour oil change.
Continue to use until a total of 50 hours has accumulated or oil
consumption has stabilized.
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NOTE
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The airplane was delivered from the factory with a corrosion prevehtive aircraft engine oil. This oil should be
drained after the first 25 hours of operation.
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Continental Motors Specification MHS-24A, Ashless Dispersant Oil:
This oil must be used after first 50 hours or oil consumption has
stabilized.
Recommended Viscosity For Temperature Range:
SAE 40 above 4°C (40°F).
SAE 10W30 or SAE 20 below 4°C (40°F).
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Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather.
Oil Capacity:
Sump: 6 Quarts.
Total: 7 Quarts (if oil filter installed).
1-4
SECTION 1
GENERAL
CESSNA
MODELA150M
MAXIMUM CERTIFICATED WEIGHTS
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The maximum combined weight capacity for baggage
areas 1 and 2 is 120 lbs.
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Standard Empty Weight: 1093 lbs.
Maximum Useful Load: 507 lbs.
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STANDARD AIRPLANE WEIGHTS
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CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 6.
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BAGGAGE SPACE /DIMENSIONS
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Dimensions of the baggage area are illustrated in detail in Section 6.
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SPECIFIC LOADINGS
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Wing Loading: 10. 2 lbs. /sq. ft.
Power Loading: 16. 0 lbs. /hp.
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Takeoff: 1600 lbs.
Landing: 1600 lbs.
Weight in Baggage Cqmpartment:
Baggage Area l(or passenger on child's seat)-Station 50 to 76:
120 lbs. See note below.
Baggage Area 2-Station 76 to 94: 40 lbs.
See note below.
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS
Knots Calibrated Airspeed is indicated airspeed corrected
for position and instrument error and expressed in knots.
Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level.
1-5
SECTION 1
GENERAL
CESSNA
MODELA150M
KIAS
Knots Indicated Airspeed is the speed shown on the airspeed
indicator and expressed in knots.
KTAS
Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude
and temperature.
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Maneuvering Speed is the maximum speed at which you may
use abrupt control travel.
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Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.
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Maximum Structural Cruising Speed is the speed that should
not be exceeded except in smooth air, then only with caution.
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Never Exceed Speed is the speed limit that may not be exceeded at any time.
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Stalling Speed or the minimum steady flight speed at which
the airplane is controllable.
Stalling Speed or the minimum steady flight speed at which
~.the airplane is controllable in the landing configuration at
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the most forward center of gravity.
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Best Angle-of-Climb Speed is the speed which results in the
greatest gain of altitude in a given horizontal distance.
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Best Rate-of-Climb Speed is the spee<;l which results in the
greatest gain in altitude in a given time.
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METEOROLOGICAL TERMINOLOGY
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Outside Air Temperature is the free air static temperature.
It is expressed in either degrees Celsius (formerly Centi-
grade) or degrees Fahrenheit.
Standard
Temperature
Standard Temperature is 15°C at sea level pressure altitude
and decreases by 26 C for each 1000 feet of altitude.
Pressure
Altitude
Pressure Altitude is the altitude read from an altimeter
when the altimeter's barometric scale has been set to
29. 92 inches of mercury (1013 mb).
1-6
SECTION 1
GENERAL
CESSNA
MODEL Al50M
ENGINE POWER TERMINOLOGY
Brake Horsepower is the power developed by the engine.
RPM
Revolutions Per Minute is engine speed.
Static
RPM
Static RPM is engine speed attained during a full-throttle engine run up when the airplane is on the ground and stationary.
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BHP
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Demonstrated Crosswind Velocity is the velocity of the crosswmd component for which adequate control of the airplane
during takeoff and landing was actually demonstrated during
certification tests. The value shown is not considered to be
limiting.
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Demonstrated
Crosswind
Velocity
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AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY
Usable Fuel Usable Fuel is the fuel available for flight planning.
Unusable Fuel is the quantity of fuel that can not be safely
used in flight.
GPH
Gallons Per Hour is the amount of fuel (in gallons) consumed
per hour.
NMPG
Nautical Miles Per Gallon is the distance (in nautical miles)
which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration.
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g_ is acceleration due to gravity.
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Unusable
Fuel
-WEIGHT AND BALANCE TERMINOLOGY
Reference Datum is an imaginary vertical plane from which
all horizontal distances are measured for balance purposes.
Station
Station is a location along the airplane fuselage given in
terms of the distance from the reference datum.
Arm
Arm is the horizontal distance from the reference datum to
the center of gravity (C. G.) of an item.
Moment
Moment is the product of the weight of an item multiplied by
its arm. (Moment divided by the constant 1000 is used in
this handbook to simplify balance calculations by reducing
the number of digits. )
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Reference
Datum
1-7
SECTION 1
GENERAL
CESSNA
MODEL A150M
Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the
reference datum is found by dividing the total moment by the
total weight of the airplane.
C.G.
Arm
Center of Gravity Arm is the arm obtained by adding the
airplane's individual moments and dividing the sum by the
total weight.
C.G.
Limits
Center of Gravity Limits are the extreme center of gravity
locations within which the airplane must be operated at a
given weight.
Standard
Empty
Weight
Standard Empty Weight is the weight of a standard airplane,
including unusable fuel, full operating fluids and full engine
oil.
Basic
Empty
Weight
Basic Empty Weight is the standard empty weight plus the
weight of optional equipment.
Useful
Load
Useful Load is the difference between takeoff weight and the
basic empty weight.
Gross
(Loaded)
Weight
Gross (Loaded) Weight is the loaded weight of the airplane.
Maximum
Takeoff
Weight
Maximum Takeoff Weight is the maximum weight approved
for the start of the takeoff run.
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Maximum Landing Weight is the maximum weight approved
for the landing touchdown.
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Maximum
Landing
Weight
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Center of
Gravity
(C. G.)
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Tare
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Tare is the weight of chocks, blocks, stands, etc. used
when weighing an airplane, and is included in the scale
readings. Tare is deducted from the scale reading to ob-.
tain the actual (net) airplane weight.
SECTION 2
LlMITA TIONS
CESSNA
MODEL A150M
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SECTION 2
LIMITATIONS
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Page
2-3
2-3
2-4
2-4
2-5
2-5
2-5
2-6
2-6
2-6
2-7
2-7
2-7
2-7
2-9
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Introduction . . . . . . . . .
Airspeed Limitations . . . . .
Airspeed Indicator Markings
Power Plant Limitations . .
Power Plant Instrument Markings
Weight Limits . . . . . . . . .
Center of Gravity Limits . . .
Maneuver Limits . . . . . . . .
Inverted Flight Limitations
Engine Speed Limitations .
Flap Extension Limitations
Flight Load Factor Limits.
Kinds of Operation Limits .
Fuel Limitations
Placards . . . . . . . .
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TABLE OF CONTENTS
2-1/(2-2 blank)
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SECTION 2
LIMITATIONS
CESSNA
MODELA150M
INTRODUCTION
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Section 2 includes operating limitations, instrument markings, and
basic placards necessary for the safe operation of the airplane, its engine,
standard systems and standard equipment. The limitations included in
this section have been approved by the Federal Aviation Administration.
When applicable, limitations associated with optional systems or equipment are included in Section 9.
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.AIRSPEED LIMITATIONS
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Your Cessna is certificated under FAA Type Certificate No. 3A19 as
Cessna Model No. A150M .
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Airspeed limitations and their operational significance are shown in
figure 2-1.
KCAS
KIAS
REMARKS
Never Exceed Speed
168
164
Do not exceed this speed in
any operation.
VNO
Maximum Structural
Cruising Speed
122
123
Do not exceed this speed
except in smooth air, and
then only with caution.
103
103
103
105
105
105
Do not make full or abrupt
control movements above
this speed.
Maximum Flap Extended
Speed
87
85
Maximum Window Open
Speed
---
143
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SPEED
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Maneuvering Speed:
1600 Pounds
1450 Pounds
1300 Pounds
Do not exceed th is speed
with flaps down.
Do not exceed this speed with
windows open.
Figure 2-1. Airspeed Limitations
2-3
CESSNA
MODEL A150M
SECTION 2
LIMITATIONS
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in figure 2- 2.
MARKING
KIAS VALUE
OR RANGE
White Arc
44 - 85
Full Flap Operating Range. Lower
limit is maximum weight Vs 0 in
landing configuration. Upper limit
is maximum speed permissible with
flaps extended.
Green Arc
50 - 123
Normal Operating Range. Lower
limit is maximum weight Vs at
most forward C.G. with flaps retracted. Upper limit is maximum
structur?I cruising speed.
Yellow Arc
123 - 164
164
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Operations must be conducted with
caution and only in smooth air.
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Red Line
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SIGNIFICANCE
Maximum speed for all operations.
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Figure 2-2. Airspeed Indicator Markings
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POWER PLANT LIMITATIONS
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Engine Manufacturer: Teledyne Continental.
Engine Model Number: 0-200-A.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Power: 100 BHP.
Maximum Engine Speed: 2750 RPM.
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The static RPM range at full throttle (carburetor heat off
and full rich mixture) is 2460 to 2569 RPM.
Maximum Oil Temperature: 116°C (240°F).
Oil Pressure, Minimum: 10 psi.
Maximum: 100 psi.
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: 1A102/0CM6948.
Propeller Diameter, Maximum: 69 inches.
Minimum: 67. 5 inches.
2-4
SECTION 2
IJMITA TIONS
CESSNA
MODEL A150M
POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings and their color code significance
are shown in figure 2-3.
--
Tachometer
-
Oil Temperature
-- -
Oil Pressure
10 psi
MAXIMUM
LIMIT
2000 - 2750 RPM
2750 RPM
100° - 240°F
240°F
30 - 60 psi
100 psi
Power Plant Instrument Markings
WEIGHT LIMITS
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Figure 2-3.
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NORMAL
OPERATING
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MINIMUM
LIMIT
RED LINE
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INSTRUMENT
RED LINE
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NOTE
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Maximum Takeoff Weight: 1600 lbs.
Maximum Landing Weight: 1600 lbs.
Maximum Weight in Baggage Compartment:
Baggage Area 1 (or passenger on child's seat)-Station 50 to 76:
120 lbs. See note below.
Baggage Area 2 - Station 76 to 94: 40 lbs. See note below.
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The maximum combined weight capacity for baggage
areas 1 and 2 is 120 lbs.
CENTER OF GRAVITY LIMITS
Center of Gravity Range:
Forward: 31. 5 inches aft of datum at 1280 lbs. or less, with
straight line variation to 32. 9 inches aft of datum at 1600 lbs.
Aft: 37. 5 inches aft of datum at all weights.
Reference Datum: Front face ot firewall.
2-5
'-
SECTION 2
LIMITATIONS
CESSNA
MODEL Al50M
MANEUVER LIMITS
This airplane is certificated in the acrobatic category. The following
maneuvers are approved:
MANEUVER
RECOMMENDED ENTRY SPEED
Chandelles
Lazy Eights
Steep Turns
Stalls (Except Whip Stalls).
Spins . . . .
Loops . . . .
Cuban Eights
Immelmanns
Aileron Rolls
Barrel Rolls
Snap Rolls
Vertical Rev~rsements
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INVERTED FLIGHT LIMITATIONS
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105 knots
105 knots
100 knots
. . Use Slow Deceleration
. Use Slow Deceleration
115 knots
130 knots
130 knots
115 knots
115 knots
80 knots
80 knots
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During training operations, momentary negative g flight may sometimes be encountered. Since this will cause a slight amount of engine oil
to be lost from the oil breather line, it is recommended that a minimum
of 5 quarts of oil be carried as a matter of good operating practice (actual
minimum allowable is 4 quarts). Continuous inverted flight maneuvers
are not approved because the gravity fuel system and conventional carburetor will not permit continuous engine operation in this negative g condition. In addition, the loss of oil pressure (with a windmilling propeller)
and a loss of a quart or more of oil through the breather could be harmful
to the engine.
ENGINE SPEED LIMITATIONS
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The fixed-pitch propeller installation, combined with high entry
speeds required for some maneuvers, can result in engine overspeeds at
higher power settings. To prevent the possibility of excessive engine
wear or damage, the throttle setting should be reduced as required during
maneuvering flight to prevent the engine speed from exceeding 2750 RPM.
A complete throttle reduction to the idle position at high speed will
never be needed during the execution of the approved maneuvers. Poweroff dives can produce undesirable engine/propeller roughness characteristics at speeds above 130 knots. This condition should be avoided as
much as practicable.
2-6
<'
SECTION 2
LIMITATIONS
CESSNA
MODEL A150M
FLAP EXTENSION LIMITATIONS
The use of flaps in the execution of approved aerobatic maneuvers is
prohibited.
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Flight Load Factors:
*Flaps Up: +6.0g, -3.0g
*Flaps Down: +3.5g
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FLIGHT LOAD FACTOR LIMITS
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*The design load factors are 150% of the above, and in all cases, the
structure meets or exceeds design loads.
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KINDS OF OPERATION LIMITS
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The airplane is equipped for day VFR and may be equipped for night
VFR and/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance.
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Flight into known icing conditions is prohibited.
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FUEL LIMITATIONS
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2 Standard Tanks: 13 U.S. gallons each.
Total Fuel: 26 U.S. gallons.
Usable Fuel (all flight conditions): 22. 5 U.S. gallons.
Unusable Fuel: 3. 5 U. S. gallons.
2 Long Range Tanks: 19 U.S. gallons each.
Total Fuel: 38 U.S. gallons.
Usable Fuel (all flight conditions): 35 U.S. gallons.
Unusable Fuel: 3. 0 U. S. gallons.
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Due to cross-feeding between fuel tanks, the tanks should
be re-topped after each refueling to assure maximum
capacity.
2-7
SECTION 2
LIMITATIONS
CESSNA
MODELA150M
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Approved Fuel Grades (and Colors):
80 (Formerly 80/87) Grade Aviation Fuel (Red).
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green).
2-8
SECTION 2
LIMITATIONS
CESSNA
MODEL A150M
PLACARDS
The following information is displayed in the form of composite o:r
individual placards.
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(1) In full view of the pilot: (The "DA Y-NIGHT-VFR-IFR" entry:,
shown on the example below, will vary as the airplane is equipped. )
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MAXIMUMS
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This airplane is approved in the acrobatic category and must
be operated in compliance with the operating limitations as
stated in the form of placards, markings and manuals.
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MANEUVERING SPEED (IAS) . .
. 105 knots
GROSS WEIGHT . . . .
1600 lbs
FLIGHT LOAD FACTOR . Flaps Up .
. +6. 0, -3. 0
Flaps Down . . . . .+3. 5
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Aerobatic maneuvers with flaps extended are prohibited. Inverted flight is prohibited. Baggage compartment and/or child's
seat must not be occupied during aerobatics.
Reem. Entry Speed
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Maneuver
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THE FOLLOWING AEROBATIC MANEUVERS ARE APPROVED
105
100
. 115
80
115
knots
knots
knots
knots
knots
80 knots
Reem. Entry Speed
Lazy Eights . . . . 105 knots
Spins . . . . Slow Deceleration
Aileron Rolls
115 knots
Immelmanns .
130 knots
Cuban Eights.
130 knots
Stalls (Except
Whip Stalls) . Slow Deceleration
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Chandelles .
Steep Turns
Barrel Rolls
Snap Rolls .
Loops . . .
Vertical
Reversements.
Maneuver
Abrupt use of controls prohibited above 105 knots.
Spin Recovery: opposite rudder - forward elevator - neutralize
controls. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of
original airworthiness certificate.
DAY-NIGHT-VFR-IFR
2-9
SECTION 2
LIMITATIONS
CESSNA
MODELA150M
(2) In the baggage compartment:
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120 lbs. maximum baggage and/or auxiliary seat passenger.
For additional loading instructions see Weight and Balance Data.
22. 5 GALS
ON-OFF
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(3) Near fuel shut-off valve (standard tanks):
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Near fuel shut-off valve (long range tanks):
35. 0 GALS
ON-OFF
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FUEL
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(4) Near fuel tank filler cap (standard tanks):
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FUEL
80/87 MIN. GRADE AVIATION GASOLINE
CAP. 13 U.S. GAL.
Near fuel tank filler cap (long range tanks):
FUEL
80/87 MIN. GRADE AVIATION GASOLINE
CAP. 19 U.S. GAL.
2-10
SECTION 2
LIMITATIONS
CESSNA
MODEL A150M
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{5) On front door posts:
EMERGENCY DOOR RELEASE
2.
UNLATCH DOOR
PULL "D" RING
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(6) On door near window latch:
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DO NOT OPEN WINDOW ABOVE 143 KNOTS IAS
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(7) On the instrument panel near over -voltage light:
---~~~-------------H-I_G_H_v
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o_L_T_A_G_E________________
2-11/(2-12 blank)
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CESSNA
MODEL A150M
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SECTION 3
EMERGENCY PROCEDURES
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Introduction . . . . . . . . . . . .
Airspeeds For Emergency Operation
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TABLE OF CONTENTS
Page
3-3
. 3-3
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OPERATIONAL CHECKLISTS
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Engine Failures . . . . . . . . . . . . . .
Engine Failure During Takeoff Run . . .
Engine Failure Immediately After Takeoff
Engine Failure During Flight . . . . . .
Forced Landings . . . . . . . . . . . . . .
Emergency Landing Without Engine Power
Precautionary Landing With Engine Power
Ditching . . . . . . . .
Fires . . . . . . . . . . .
During Start On Ground
Engine Fire In Flight
Electrical Fire In Flight
Cabin Fire
Wing Fire . . . . . . .
Icing
...... .
Inadvertent Icing Encounter
Landing With A Flat Main Tire .
Electrical Power Supply System Malfunctions
Over-Voltage Light Illuminates . . . . .
Ammeter Shows Discharge . . . . . . .
Fo
",
SECTION 3
EMERGENCY PROCEDURES
3-3
3-3
3-3
3-4
3-4
3-4
3-4
3-4
3-5
3-5
3-5
3-6
3-6
3-6
3-7
3-7
3-7
3-8
3-8
3-8
AMPLIFIED PROCEDURES
Engine Failure
....... .
Forced Landings
. . . . . . . .
Landing Without Elevator Control
Fires . . . . . . . . . . . . . .
. 3-9
. 3-10
. 3-10
. 3-10
3-1
-------~------_./~-
CESSNA
SECTION 3
EMERGENCY PROCEDURES
MODELA150M
TABLE OF CONTENTS {Continued)
Page
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. 3-10
. 3-11
. 3-11
. 3-12
. 3-12
. 3-12
. 3-13
. 3-13
. 3-13
. 3-13
. 3-14
. 3-14
. 3-14
. 3-15
. 3-15
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Emergency Operation In Clouds (Vacuum System Failure)
Executing A 180° Turn In Clouds . .
Emergency Descent Through Clouds
Recovery From A Spiral Dive
Flight In Icing Conditions . . . . . . .
Spins . . . . . . . . . . . . . . . . . .
Rough Engine Operation Or Loss Of Power
Carburetor Icing . .
Spark Plug Fouling
Magneto Malfunction
Low Oil Pressure
Electrical Power Supply System Malfunctions
Excessive Rate Of Charge
Insufficient Rate Of Charge
Bail-Out . . . . . . . . . . .
3-2
SECTION 3
EMERGENCY PROCEDUHES
CESSNA
MODELA150M
INTRODUCTION
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Section 3 provides checklist and amplified procedures for coping
with emergencies that may occur. Emergencies caused by airplane or
engine malfunctions are extremely rare if proper preflight inspections
and maintenance are practiced. Enroute weather emergencies can be
minimized or eliminated by careful flight planning and good judgement
when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be
considered and applied as necessary to correct the problem. Emergency procedures associated with the ELT and other optional systems can
be found in Section 9.
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AIRSPEEDS FOR EMERGENCY OPERATION
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Engine Failure After Takeoff . . . . . . .
Maneuvering Speed (At All Weights)
Maximum Glide . . . . . . . . . . . . .
Precautionary Landing With Engine Power
Landing Without Engine Power:
Wing Flaps Up . .
Wing Flaps Down . . . . .
60
105
60
55
KIAS
KIAS
KIAS
KIAS
65 KIAS
55 KIAS
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OPERATIONAL CHECKLISTS
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ENGINE FAILURES
Throttle -- IDLE.
Brakes -- APPLY.
Wing Flaps -- RETRACT.
Mixture -- IDLE CUT-OFF.
Ignition Switch -- OFF.
Master Switch -- OFF.
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(1)
(2)
(3)
(4)
(5)
(6)
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ENGINE FAILURE DURING TAKEOFF RUN
ENGINE FAILURE IMMEDIATELY AFTER TAK EOFF
(1)
(2)
(3)
(4)
(5)
(6)
Airspeed -- 60 KIAS
Mixture -- IDLE CUT-OFF.
Fuel Shutoff Valve -- OFF.
Ignition Switch -- OFF.
Wing Flaps -- AS REQUIRED.
Master Switch --OFF.
3-3
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL A150M
ENGINE FAILURE DURING FLIGHT
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Airspeed -- 60 KIAS
Carburetor Heat -- ON.
Primer -- IN and LOCKED.
Fuel Shutoff Valve -- ON.
Mixture -- RICH.
Ignition Switch -- BOTH (or STA RT if propeller is stopped).
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(1)
(2)
(3)
(4)
(5)
(6)
FORCED LANDINGS
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EMERGENCY LANDING WITHOUT ENGINE POWER
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(1) Airspeed -- 65 KIAS (flaps UP).
55 KIAS (flaps DOWN).
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Shutoff Valve -- OFF.
(4) Ignition Switch -- OFF.
(5) Wing Flaps -- AS REQUIRED (40° recommended).
(6) Master Switch - - OFF.
(7) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(8) Touchdown -- SLIGHTLY TAIL LOW.
(9) Brakes -- APPLY HEAVILY.
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PRECAUTIONARY LANDING WITH ENGINE POWER
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(1) Airspeed -- 60 KIAS.
(2) Wing Flaps -- 20°.
(3) Selected Field -- FLY OVER, noting terrain and obstructions,
then retract flaps upon reaching a safe altitude and airspeed.
(4) Radio and Electrical Switches -- OFF.
(5) Wing Flaps -- 40° (on final approach).
(6) Airspeed -- 55 KIAS.
(7) Master Switch -- OFF.
(8) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(9) Touchdown -- SLIGHTLY TAIL LOW.
(10) Ignition Switch -- OFF.
(11) Brakes -- APPLY HEAVILY.
DITCHING
(1) Radio -- TRANSMIT MAYDAY on 121. 5 MHz, giving location
and intentions.
(2) Heavy Objects (in baggage area) -- SECURE or JETTISON.
3-4
SECTION__3
EMERGENCY PROCEDUHES
CESSNA
MODEL A150M
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(3) Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
SWELLS.
(4) Wing Flaps -- 40°.
(5) Power -- ESTABLISH 300 FT/MIN DESCENT at 55 KIAS.
(6) Cabin Doors - - UNLATCH.
(7) Touchdown -- LEVEL ATTITUDE at 300 FT/MIN DESCENT.
(8) Face -- CUSHION at touchdown with folded coat or seat cushion.
(9) Airplane -- EVACUATE through cabin doors. If necessary,
open window and flood cabin to equalize pressure so doors can
be opened.
(10) Life Vests and Raft -- INFLATE.
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FIRES
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DURING START ON GROUND
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(1) Cranking -- CONTINUE, to get a start which would suck the
flames and accumulated fuel through the carburetor and into the
engine.
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If engine starts:
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(2) Power -- 1700 RPM for a few minutes.
(3) Engine -- SHUTDOWN and inspect for damage.
Cranking -- CONTINUE in an effort to obtain a start.
Fire Extinguisher -- OBTAIN (have ground attendants obtain, if
installed).
Engine -- SECURE.
a. Master Switch -- OFF.
b. Ignition Switch -- OFF.
c. Fuel Shutoff Valve -- OFF.
(7) Fire -- EXTINGUISH using fire extinguisher, wool blanket, or
dirt.
(8) Fire Damage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight.
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(4)
(5)
not
(6)
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If engine fails tq start:
ENGINE FIRE IN FLIGHT
(1)
(2)
Mixture -- IDLE CUT-OFF.
Fuel Shutoff Valve -- OFF.
:3-5
CESSNA
MODEL A150M
_SECTION 3
EMERGENCY PROCEDURES
ELECTRICAL FIRE IN FLIGHT
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(1) Master Switch -- OFF.
(2) All Other Switches (except ignition switch) -- OFF.
(3) Vents/Cabin Air/Heat -- CLOSED.
(4) Fire Extinguisher -- ACTIVATE (if available).
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(3) Master Switch -- OFF.
(4) Cabin Heat and Air -- OFF (except wing root vents).
(5) Airspeed -- 85 KIAS (If fire is not extinguished, increase glide
speed to find an airspeed which will provide an incombustible mixture).
(6) Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power).
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After discharging an extinguisher within a closed cabin,
ventilate the cabin.
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If fire appears out and electrical power is necessary for continuance
of flight:
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CABIN FIRE
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(5) Master Switch -- ON.
(6) Circuit Breakers -- CHECK for faulty circuit, do not reset.
(7) Radio/Electrical Switches -- ON one at a time, with delay after
each until short circuit is localized.
(8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire
is completely extinguished.
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(1) Master Switch -- OFF.
(2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).
(3) Fire Extinguisher -- ACTIVATE (if available).
IWARNINGa
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
(4)
Land the airplane as soon as possible to inspect for damage.
WING FIRE
{1) Navigation Light Switch -- OFF.
3-6
--
--------
CESSNA
MODELA150M
SECTION 3
EMERGENCY PROCEDUHES
(2) Strobe Light Switch -- OFF (if installed).
(3) Pitot Heat Switch -- OFF (if installed).
NarE
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Perform a sideslip to keep flames away from the fuel
tank and cabin, and land as soon as possible with flaps
retracted.
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ICING
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INADVERTENT ICING ENCOUNTER
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(1) Turn pitot heat switch ON (if installed).
(2) Turn back or change altitude to obtain an outside air temperature
that is less conducive to icing.
( 3) Pull cabin heat control full out to obtain maximum defroster ailr
temperature. For greater air flow at reduced temperatures, adjust
the cabin air control as required.
(4) Open the throttle to increase engine speed and minimize ice
build-up on propeller blades.
(5) Watch for signs of carburetor air filter ice and apply carburetor
heat as required. An unexpected loss in engine speed could be caused
by carburetor ice or air intake filter ice. Lean the mixture for maxim~m RPM, if carburetor heat is used continuously.
(6) Plan a landing at the nearest airport. With an extremely rapid
ice build-up, select a suitable "off airport" landing site.
(7) With an ice accumulation of 1/4 inch or more on the wing leading
edges, be prepared for significantly higher stall speed.
(8) Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail, the change in wing wake air flow direction caused by
wing flap extension could result in a loss of elevator effectiveness.
(9) Open left window and, if practical, scrape ice from a portion of
the windshield for visibility in the landing approach.
(10) Perform a landing approach using a forward slip, if necessary,
for improved visibility.
(11) Approach at 65 to 75 KIAS depending upon the amount of ice
accumulation.
(12) Perform a landing in a level attitude.
LANDING WITH A FLAT MAIN TIRE
(1) Wing Flaps -- AS DESIRED.
(2) Approach -- NORMAL.
3,_7
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL A150M
(3) Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as
long as possible with aileron control.
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ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
Flight -- TERMINATE .
Alternator -- OFF.
Nonessential Electrical Equipment -- OFF.
Flight -- TERMINATE as soon as practical.
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(1)
(2)
(3)
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. AMMETER SHOWS DISCHARGE
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(4)
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If over-voltage light illuminates again:
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(1) Master Switch -- OFF (both sides).
(2) Master Switch -- ON.
(3) Over-Voltage Light -- OFF.
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OVER-VOLTAGE LIGHT ILLUMINATES
CESSNA
MODEL A150M
SECTION 3
EMERGENCY PROCEDURES
AMPLIFIED PROCEDURES
ENGINE FAILURE
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If an engine failure occurs during the takeoff run, the most important
thing to do is stop the airplane on the remaining runway. Those extra
items on the checklist will provide added safety during a failure of this
type.
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Prompt lowering of the nose to maintain airspeed and establish a
glide attitude is the first response to an engine failure after takeoff. In
most cases, the landing should be planned straight ahead with only small
changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° gliding turn necessary to return to the
runway. The checklist procedures assume that adequate time exists to
secure the fuel and ignition systems prior to touchdown.
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After an engine failure in flight, the best glide speed as shown in Figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the
cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced
landing without power must be completed.
10,000
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4000
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*SPEED 60 KIAS
2000 -----------·*PROPELLER WINDMILLING
jffJ'"···
*FLAPS UP *ZERO WIND
o-------------------------~------~---~------------------------~
14
10
12
16
0
2
4
6
8
18
20
GROUND DISTANCE - NAUTICAL MILES
Figure 3-1. Maximum Glide
3-9
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL A150M
FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is
imminent, select a suitable field and prepare for the landing as discussed in the checklist for engine-off emergency landings.
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Before attempting an "off airport" landing with engine power available,
one should drag the landing area at a safe but low altitude to inspect the
terrain for obstructions and surface conditions, proceeding as discussed
under the Precautionary Landing With Engine Power checklist.
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Prepare for ditching by securing or jettisoning heavy objects located
in the baggage area and collect folded coats or cushions for protection of
occupants' face at touchdown. Transmit Mayday message on 121. 5 MHz
giving location and intentions.
LANDING WITHOUT ELEVATOR CONTROL.
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Trim for horizontal flight (with an airspeed of approximately 55 KIAS
and flaps lowered to 20°) by using throttle and elevator trim controls.
Then do not change the elevator trim control setting; control the glide
angle by adjusting power exclusively.
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FIRES
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At flareout, the nose-down moment resulting from power reduction
is an adverse factor and the airplane may hit on the nose ~heeL-Consequenf­
ly, at flareout, the control should be set at the full nose-up-position anc.r-the power adjusted so that the airplane will rotate to the horizontal attitude
for touchdown. Close the throttle at touchdown.
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Although engine fires are extremely rare in flight, the steps of the
appropriate checklist should be followed if one is encountered. After
completion of this procedure, execute a forced landing. Do not attempt
to restart the engine.
The initial indication of an electrical fire is usually the odor of burning insulation. The checklist ·for this problem should result in elimination
of the fire.
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight in marginal
3-10
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELA150M
weather, the directional indicator and attitude indicator will be disabled,
and the pilot will have to rely on the turn coordinator or the turn and bank
indicator if he inadvertently flies into clouds. The following instructions
assume that only the electrically-powered turn coordinator or the turn
and bank indicator is operative, and that the pilot is not completely proficient in instrument flying.
immediate plan should be
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Upon inadvertently entering the
made to turn back as follows:
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EXECUTING A 180° TURN IN CLOUDS
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(1) Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane.
(3) Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.
(4) If necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more
accurately.
(5) Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the
control wheel as much as possible and steering only with rudder.
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EMERGENCY DESCENT THROUGH CLOUDS
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If conditions preclude restablishment of VFR flight by a 180° turn, a
descent through a cloud deck to VFR conditions may be appropriate. If
possible, obtain radio clearance for an emergency descent through clouds.
To guard against a spiral dive, choose an easterly or westerly heading to
minimize compass card swings due to changing bank angles. In addition,
keep hands off the control wheel and steer a straight course with rudder
control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course.
Before descending into the clouds, set up a stabilized let-down condition
as follows:
(1)
(2)
(3)
(4)
(5)
(6)
Apply full rich mixture.
Use full carburetor heat.
Reduce power to set up a 500 to 800 ft/min rate of descent.
Adjust the elevator trim for a stabilized descent at 70 KIAS.
Keep hands off control wheel.
Monitor turn coordinator and make corrections by rudder alone.
_3'.'.'.'.11
CESSNA
MODEL A150M
SECTION 3
EMERGENCY PROCEDURES
(7) Check trend of compass card movement and make cautious corrections with rudder to stop turn.
( 8) Upon breaking out of clouds, resume normal cruising flight.
RECOVERY FROM A SPIRAL DIVE
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If a spiral is encountered, proceed as follows:
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(1) Close the throttle.
(2) Stop the turn by using coordinated aileron and rudder control to
align the symbolic airplane in the turn coordinator with the horizon
reference line.
(3) Cautiously apply elevator back pressure to slowly reduce the
airspeed to 70 KIAS.
(4) Adjust the elevator trim control to maintain a 70 KIAS glide.
(5) Keep hands off the control wheel, using rudder control to hold a
straight heading.
(6) Apply carburetor heat.
(7) Clear engine occasionally, but avoid using enough power to disturb the trimmed glide.
(8) Upon breaking out of clouds, resume normal cruising flight.
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FLIGHT IN ICING CONDITIONS
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Flight into icing conditions is prohibited. An inadvertent encounter
with these conditions can best be handled using the checklist procedures.
The best procedure, of course, is to turn back or change altitude to escape icing conditions.
SPINS
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Should an inadvertent spin occur, the following recovery procedure
should be used:
(1) RETARD THROTTLE TO IDLE POSITION.
(2) PLACE AILERONS IN NEUTRAL POSITION.
(3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION.
(4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK
THE STALL. Full down elevator may be required at aft center of
3-12
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELA150M
gravity loadings to assure optimum recoveries.
(5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs may extend the recovery.
{6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
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NOTE
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If disorientation precludes a visual determination of the
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direction of rotation, the symbolic airplane in the turn
coordinator or the needle of the turn and bank indicator
may be referred to for this information.
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For additional information on spins and spin recovery, see the discussion under SPINS in Normal Procedures (Section 4).
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ROUGH ENGINE OPERATION OR LOSS OF POWER
CARBURETOR ICING
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A gradual loss of RPM and eventual engine roughness may result from
the formation of carburetor ice. To clear the ice, apply full throttle and
pull the carburetor heat knob full out until the engine runs smoothly; then
remove carburetor heat and readjust the throttle. If conditions require
the continued use of carburetor heat in cruise flight, use the minimum
amount of heat necessary to prevent ice from forming and lean the mixture
slightly for smoothest engine operation.
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SPARK PLUG FOULING
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A slight engine roughness in flight may be caused by one or more
spark plugs becoming fouled by carbon or lead deposits. This may be
verified by turning the ignition switch momentarily from BOTH to either
L or R position. An obvious power loss in single ignition operation is
evidence of spark plug or magneto trouble. Assuming that spark plugs
are the more likely cause, lean the mixt'4re to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH
position of the ignition switch unless extreme roughness dictates the use
of a single ignition position.
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of mag3-13
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELA150M
neto problems. Switching from BOTH to either Lor R ignition switch
position will identify which magneto is malfunctioning. Select different
power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto
and proceed to the nearest airport for repairs.
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LOW OIL PRESSURE
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If low oil pressure is accompanied by normal oil temperature, there
is a possibility the oil pressure gage or relief valve is malfunctioning. A
leak in the. line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden
loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble.
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If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field.
Use only the minimum power required to reach the desired touchdown spot.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
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Malfunctions in the electrical power supply system can be detected by
periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine.
Broken or loose alternator wiring is most likely the cause of alternator
failures, although other factors could cause the problem. A damaged or
improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt
with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The
paragraphs below describe the recommended remedy for each situation.
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EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine speeds
(such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However,
after thirty minutes of cruising flight, the ammeter should be indicating
less than two needle widths of charging current. If the charging rate were
to remain above this value on a long flight, the battery would overheat and
evaporate the electrolyte at an excessive rate. Electronic components in
the electrical system could be adversely affected by higher than normal
voltage if a faulty voltage regufator setting is causing the overcharging.
3-14
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELA150M
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To preclude these possibilities, an over-voltage sensor will automatically
shut down the alternator and the over-voltage warning light will illuminate
if the charge voltage reaches approximately 16 volts. Assuming that the
malfunction was only momentary, an attempt should be made to reactivate
the alternator system. To do this, turn both sides of the master switch off
and then on again. If the problem no longer exists, normal alternator
charging will resume and the warning light will go off. If the light illuminates again, a malfunction is confirmed. In this event, the flight should
be terminated and/ or the current drain on the battery minimized because
the battery can supply the electrical system for only a limited period of
time. If the emergency occurs at night, power must be conserved for
later use of the landing light and flaps during landing.
INSUFFICIENT RATE OF CHARGE
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If the ammeter indicates a continuous discharge rate in flight, the
alternator is not supplying power to the system and should be shut down
since- the alternator field circuit may be placing an unnecessary load on
the system. All nonessential equipment should be turned off and the flight
terminated as soon as practical.
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BAIL-OUT
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Unlatch door.
Pull emergency door release D ring.
Push door clear of airplane.
Release seat belt and shoulder harness.
Bail-out.
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(1)
(2)
(3)
(4)
(5)
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If an emergency arises where bail-out is required, proceed as follows:
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The recommended bail-out procedure for the pilot is to grasp the forward doorpost with the right hand and to roll out the door opening head
first. The left hand should be placed on the landing gear step and used as
a support in pushing over the aft side of the landing gear.
3-15/(3-16 blank)
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SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL Al50M
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SECTION 4
NORMAL PROCEDURES
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TABLE OF CONTENTS
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Introduction . . . . . . . . .
Speeds For Normal Operation
Page
4-3
. 4-3
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Preflight Inspection
Cabin . . . . .
Empennage
Right Wing, Trailing Edge
Right Wing
Nose
........ .
Left Wing . . . . . . .
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine
Before Takeoff . . .
Takeoff . . . . . .
Normal Takeoff
Short Field Takeoff
Enroute Climb .
Cruise
Before Landing
Landing . . . .
Normal Landing
Short Field Landing
Balked Landing
After Landing . .
Securing Airplane
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CHECKLIST PROCEDURES
4-5
4-5
4-5
4-5
4-5
4-5
4-6
4-6
4-6
4-6
4-7
4-7
4-7
4-7
4-7
4-8
4-8
4-8
4-8
4-8
4-9
4-9
4-9
4-9
AMPLIFIED PROCEDURES
Starting Engine
. . . . . . . . 4-11
4-1
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
TABLE o·F CONTENTS {Continued)
Page
. 4-11
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. 4-13
. 4-13
. 4-13
. 4-13
. 4-13
. 4-13
. 4-14
. 4-14
. 4-15
. 4-15
. 4-15
. 4-15
. 4-15
. 4-15
. 4-17
. 4-17
. 4-17
. 4-18
. 4-18
. 4-18
. 4-20
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Taxiing . . . . .
Before Takeoff . .
Warm-Up
Magneto Check
Alternator Check
Takeoff . . . . .
Power Check . .
Flap Settings
Short Field Takeoff
Crosswind Takeoff
Enroute Climb . . . .
Normal Climb
Best Rate of Climb
Best Angle of Climb
Cruise
Stalls . . . . . . . . .
Landing . . . . . . . .
Short Field Landing
Crosswind Landing
Balked Landing
Cold Weather Operation
Noise Abatement
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AEROBATIC PROCEDURES
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Recommended Entry Speeds For Aerobatic Maneuvers
Aerobatic Considerations
Maneuver Limitations
Dual Instruction . . .
Physical Condition . .
Loose Equipment and Baggage
Seat Belts and Shoulder Harnesses
Parachutes
. . . . . . . .
Federal Aviation Regulations
Cabin Door Jettison System
Approved Maneuvers
Spins
Loop
Barrel Roll
Aileron Roll
Snap Roll
Cuban Eight
Immelman .
Vertical Reversement
4-2
. 4-21
. 4-22
. 4-22
. 4-22
. 4-22
. 4-22
. 4-22
. 4-22
. 4-23
. 4-23
. 4-23
. 4-24
. 4-27
. 4-28
. 4-29
. 4-30
. 4-31
. 4-32
. 4-33
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
INTRODUCTION
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Section 4 provides checklist, amplified and aerobatic procedures for
the conduct of normal operation. Normal procedures associated with
Optional Systems can be found in Section 9.
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SPEEDS FOR NORMAL OPERATION
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The following speeds are based on a maximum weight of 1600
pounds and may be used for any lesser weight.
60-70 KIAS
. 60 KIAS
65-75
68
62
56
KIAS
KIAS
KIAS
KIAS
60-70 KIAS
50-60 KIAS
52 KIAS
55 KIAS
105 KIAS
13 KNOTS
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Takeoff:
Normal Climb Out . . . . . . . . . . . .
Short Field Takeoff, Flaps Up, Speed at 50 Feet
Climb, Flaps Up:
Normal . . . . . . . . . . .
Best Rate of Climb, Sea Level
Best Rate of Climb, 10,000 Feet
Best Angle of Climb, Sea Level thru 10,000 Feet
Landing Approach:
Normal Approach, Flaps Up
Normal Approach, Flaps 40°
Short Field Approach, Flaps 40°
Balked Landing:
Maximum Power, Flaps 20° . .
Maximum Recommended Turbulent Air Penetration Speed
Maximum Demonstrated Crosswind Velocity . . . . . .
4-3
/_
CESSNA
MODEL A150M
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SECTION 4
NORMAL PROCEDURES
NOTE
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Visually check airplane for general condition during
walk-around inspection. In cold weather, remove
even small accumulations of frost, ice or snow from
wing, tail and control surfaces. Also, make sure
that control surfaces contain no internal accumulations of ice or debris. If a night flight is planned,
check operation of all lights, and make sure a flashlight is available.
Figure 4-1.
4-4
Preflight Inspection
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
CHECKLIST PROCEDURES
PREFLIGHT INSPECTION
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CD CABIN
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(1) Control Wheel Lock -- REMOVE.
(2) Ignition Switch - - OFF.
(3) Master Switch -- ON.
(4) Fuel Quantity Indicators -- CHECK QUANTITY.
(5) Master Switch -- OFF.
(6) Fuel Shutoff Valve -- ON.
(7) Door Release Pins -- CHECK prior to aerobatic flight.
(8) Seat Belts and Shoulder Harnesses -- CHECK condition and
security.
(9) Seat Cushions -- STOW prior to aerobatic flight as required.
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@ EMPENNAGE
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(1) Rudder Gust Lock -- REMOVE.
(2) Tail Tie-Down -- DISCONNECT.
(3) Control Surfaces -- CHECK freedom of movement and security.
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@RIGHT WING Trailing Edge
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(1) Aileron -- CHECK freedom of movement and security.
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©RIGHT WING
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(1) Wing Tie-Down -- DISCONNECT.
(2) Main Wheel Tire -- CHECK for proper inflation.
(3) Before first flight of day and after each refueling, use sampler
cup and drain small quantity of fuel from fuel tank sump quick-drain
valve to check for water, sediment and proper fuel grade.
(4) Fuel Quantity -- CHECK VISUALLY for desired level.
(5) Fuel Filler Cap -- SECURE.
®NOSE
(1) Engine Oil Level -- CHECK, do not operate with less than four
quarts. Fill to six quarts for extended flight.
(2) Before first flight of the day and after each refueling, p.ill out
strainer drain knob for about four seconds to clear fuel strainer of
possible water and sediment. Check strainer drain closed. If water
4-5
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
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is observed, the fuel system may contain additional water and further
draining of the system at the strainer, fuel tank sumps, and fuel line
drain plug will be necessary.
(3) Propeller and Spinner -- CHECK for nicks and security.
(4) Carburetor Air Filter -- CHECK for restrictions by dust or
other foreign matter.
(5) Landing Light(s) -- CHECK for condition and cleanliness.
(6) Nose Wheel Strut and Tire -- CHECK for proper inflation.
(7) Nose Tie-Down -- DISCONNECT.
(8) Static Source Opening (left side of fuselage) -- CHECK for stoppage.
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@LEFT WING
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(1) Main Wheel Tire -- CHECK for proper inflation.
(2) Before first flight of day and after each refueling, use sampler
cup and drain small quantity of fuel from fuel tank sump quick-drain
valve to check for water, sediment, and proper fuel grade.
(3) Fuel Quantity -- CHECK VISUALLY for desired level.
(4) Fuel Filler Cap -- SECURE.
LEFT WING Leading Edge
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(1) Pitot Tube Cover -- REMOVE and check opening for stoppage.
(2) Stall Warning Opening - - CHECK for stoppage. To check the
system, place a clean handkerchief over the vent opening and apply
suction; a sound from the warning horn will confirm system operation.
(3) Fuel Tank Vent Opening -- CHECK for stoppage.
(4) Wing Tie-Down -- DISCONNECT.
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@LEFT WING Trailing Edge
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(1) A Heron -- CHECK freedom of movement and security.
BEFORE STARTING ENGINE
(1) Preflight Inspection -- COMPLETE.
(2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
(3) Fuel Shutoff Valve -- ON.
(4) Radios, Electrical Equipment -- OFF.
(5) Brakes -- TEST and SET.
(6) Circuit Breakers -- CHECK IN.
4-6
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
STARTING ENGINE
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Mixture -- RICH.
Carburetor Heat -- COLD.
Master Switch -- ON.
Prime -- AS REQUIREDo
Throttle -- OPEN 1/4 INCH.
Propeller Area -- CLEAR.
Ignition Switch -- START (release when engine starts).
Oil Pressure -- CHECK.
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(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
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BEFORE TAKEOFF
(1) Cabin Doors -- CLOSED and LATCHED.
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(2) Parking Brake -- SET.
(3) Flight Controls -- FREE and CORRECT.
( 4) Flight Instruments -- SET.
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(5) Fuel Shutoff Valve -- ON.
(6) Mixture -- RICH (below 5000 feet).
(7) Elevator Trim -- TAKEOFF.
(8) Throttle -- 1700 RPM.
a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM
on either magneto or 75 RPM differential between magnetos).
b. Carburetor Heat -- CHECK (for RPM drop).
c. Engine Instruments and Ammeter -- CHECK.
d. Suction Gage -- CHECK.
(9) Radios -- SET.
(10) Flashing Beacon, Navigation Lights and/ or Strobe Lights -- ON
as required.
(11) Throttle Friction Lock -- ADJUST.
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TAKEOFF
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NORMAL TAKEOFF
(1)
(2)
( 3)
(4)
(5)
Wing Flaps -- 0°.
Carburetor Heat -- COLD.
Throttle - - FULL OPEN.
Elevator Control -- LIFT NOSE WHEEL at 50 KIAS.
Climb Speed -- 60-70 KIAS.
SHORT FIELD TAKEOFF
(1) Wing Flaps -- 0°.
4-7
SECTION 4
NORMAL PROCEDURES
Carburetor Heat -- COLDo
Brakes -- APPLY.
Throttle -- FULL OPEN.
Brakes -- RELEASE.
Elevator Control -- SLIGHTLY TAIL LOW.
Climb Speed -- 60 KIAS (with obstacles ahead).
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(2)
(3)
(4)
(5)
(6)
(7)
CESSNA
MODEL A150M
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ENROUTE CLIMB
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(1) Airspeed -- 65-75 KIAS.
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NOTE
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If maximum performance climb is necessary, use speeds
shown in the Rate Of Climb chart in Section 5.
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(2) Throttle -- FULL OPEN.
(3) Mixture -- FULL RICH (mixture may be leaned above 5000 feet).
CRUISE
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Power -- 2000-2750 RPM (no more than 75%).
Elevator Trim -- ADJUST.
Mixture -- LEAN.
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(1)
(2)
(3)
Seats, Belts, Harnesses -- ADJUST and LOCK.
Mixture -- RICH.
Carburetor Heat -- ON (apply full heat before closing throttle).
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(1)
(2)
(3)
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BEFORE LANDING
LANDING
NORMAL LANDING
(1)
(2)
(3)
(4)
(5)
(6)
4-8
Airspeed -- 60-70 KIAS (flaps UP).
Wing Flaps -- AS DESIRED (below 85 KIAS).
Airspeed -- 50-60 KIAS (flaps DOWN).
Touchdown -- MAIN WHEELS FIRST.
Landing Roll -- LOWER NOSE WHEEL GENTLY.
Braking -- MINIMUM REQUIRED.
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
SHORT FIELD LANDING
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Throttle -- FULL OPEN.
Carburetor Heat -- COLD.
Wing Flaps -- RETRACT TO 20°.
Airspeed -- 55 KIAS
Wing Flaps -- RETRACT (slowly).
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BALKED LANDING
(1)
(2)
(3)
(4)
(5)
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(1) Airspeed -- 60-70 KIAS (flaps UP).
(2) Wing Flaps -- 40° (below 85 KIAS).
(3) Airspeed -- MAINTAIN 52 KIAS.
(4) Power -- REDUCE to idle as obstacle is cleared.
(5) Touchdown -- MAIN WHEELS FIRST.
(6) Brakes -- APPLY HEAVILY.
(7) Flaps -- RETRACT.
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AFTER LANDING
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(1) Wing Flaps -- UP.
(2) Carburetor Heat -- COLD.
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Parking Brake -- SET.
Radios, Electrical Equipment -- OFF.
Mixture -- IDLE CUT-OFF (pull full out).
Ignition Switch -- OFF.
Master Switch -- OFF.
Control Lock -- INSTALLo
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(1)
(2)
(3)
(4)
(5)
(6)
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SECURING AIRPLANE
4-9/(4-10 blank)
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SECTION 4
NORMAL PROCEDURES.
CESSNA
MQDEL A150M
AMPLIFIED PROCEDURES
STARTING ENGINE
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Ordinarily the engine starts easily with one or two strokes of primer
in warm temperatures to six strokes in cold weather, with the throttle
open approximately 1/4 inch. In extremely cold temperatures, it may be
necessary to continue priming while cranking.
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Weak intermittent firing followed by puffs of black smoke from the
exhaust stack indicate overpriming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure: Set
mixture control in the idle cut-off position, throttle full open, and crank
the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming.
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If the engine is underprimed (most likely in cold weather with a cold
engine) it will not fire at all, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to keep it
running.
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TAXIING
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After starting, if the oil gage does not begin to show pressure within
30 seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail.
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When taxiing, it is important that speed and use of brakes be held to
a minimum and that all controls be utilized (see Taxiing Diagram, Figure
4-2) to maintain directional control and balance.
The carburetor heat control knob should be pushed full in during all
ground operations unless heat is absolutely necessary. When the knob is
pulled out to the heat position, air entering the engine is not filtered.
Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.
The nose wheel is designed to automatically center straight ahead
when the nose strut is fully extended. In the event the nose strut is overinflated and the airplane is loaded to a rearward center of gravity posi- ·
4-11
-~--
---
-----
-
-
---
SECTION 4
NORMAL PROCEDURES
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CESSNA
MODEL A150M
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CODE
WIND DIRECTION
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NOTE
Strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to
maintain direction.
Figure 4-2.
4-12
Taxiing Diagram
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
tion, it may be necessary to partially compress the strut to permit steering. This can be accomplished prior to taxiing by depressing the airplane
nose (by hand) or during taxi by sharply applying brakes.
BEFORE TAKEOFF
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WARM-UP
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Most of the warm-up will have been conducted during taxi, and additional warm-up before takeoff should be restricted to the checklist procedures. Since the engine is closely cowled for efficient in-flight cooling,
precautions should be taken to avoid overheating on the ground.
MAGNETO CHECK
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The magneto check should be made at 1700 RPM at follows. Move
ignition switch first to R position and note RPM. Next move switch back
to BOTH to clear the other set of plugs. Then move switch to the L position, note RPM and return the switch to the BOTH position. RPM drop
should not exceed 150 RPM on either magneto or show greater than 75
RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists.
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An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.
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ALTERNATOR CHECK
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Prior to flight where verification of proper alternator and voltage
regulator operation is essential (such as night or instrument flights), a
positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light, or by operating the
wing flaps during the engine runup (1700 RPM). The ammeter will
remain within a needle width of its initial position if the alternator and
voltage regulator are operating properly.
TAKEOFF
POWER CHECK
It is important to check full-throttle engine operation early in the
takeoff run. Any sign of rough engine operation or sluggish engine
4-13
CESSNA
MODEL A150M
SECTION 4
NORMAL PROCEDURES
acceleration is good cause for discontinuing the takeoff. If this occurs,
you are justified in making a thorough full-throttle, static runup before
another takeoff is attempted. The engine should run smoothly and turn
approximately 2460 to 2560 RPM with carburetor heat off and mixture
full rich.
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NOTE
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At higher airport altitudes, this check should be made with
the mixture leaned to provide maximum engine RPM.
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Full throttle runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is
very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be
blown back of the propeller rather than pulled into it. When unavoidable
small dents appear in the propeller blades, they should be immediately
corrected as described in Section 8 under Propeller Care.
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Prior to takeoff from fields above 5000 feet elevation, the mixture
should be leaned to give maximum RPM in full-throttle, static runup.
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FLAP SETTINGS
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After full throttle is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping back from a maximum power
position. Similar friction lock adjustments should be made as required
in other flight conditions to maintain a fixed throttle setting.
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Normal and short field takeoffs are performed with flaps up. The
use of 10° flaps will shorten the ground run approximately 10%, but
this advantage is lost in the climb to a 50-foot obstacle. Therefore, the
use of 10° flaps is reserved for minimum ground runs or for takeoff
from soft or rough fields.
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If 10° of flaps are used on soft or rough fields with obstacles ahead, it
is preferable to leave them extended rather than retract them in the climb
to the obstacle. The exception to this rule would be in a high altitude takeoff in hot weather where climb would be marginal with flaps 10°. Flap deflections greater than 10° are not approved for takeoff.
SHORT FIELD TAKEOFF
If an obstruction dictates the use of a steep climb angle, after liftoff
accelerate to and climb out at an obstacle clearance speed of 60 KIAS with
flaps retracted. This speed provides the best overall climb speed to clear
4-14
CESSNA
MODEL A150M
SECTION 4
NORMAL PROCEDURES
obstacles when taking into account the turbulence often found near ground
level.
CROSSWIND TAKEOFF
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Takeoffs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the drift
angle immediately after takeoff. The airplane is accelerated to a speed
slightly higher than normal, then pulled off abruptly to prevent posslble
settling back to the runway while drifting. When clear of the ground,
make a coordinated turn into the wind to correct for drift.
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ENROUTE CLIMB
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When conducting the following climbs, the mixture should be full rich
below 5000 feet and may be leaned, if necessary, above 5000 feet for
smoother engine operation.
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NORMAL CLIMB
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Normal climbs are conducted at 65 to 75 KIAS with flaps up and full
throttle for best engine cooling.
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BEST RATE OF CLIMB
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The best rate of climb speeds range from 68 KIAS at sea level to 62
KIAS at 10, 000 feet with flaps up and full throttle.
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BEST ANGLE OF CLIMB
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If enroute terrain dictates the use of a steep climb angle, climb at the
best angle of climb speed of 56 KIAS with flaps up and full throttle.
NOTE
Steep climbs at low airspeeds should be of short dura'tion to allow improved engine cooling.
CRUISE
Normal cruising is performed between 55% and 75% power. The engine RPM and corresponding fuel consumption for various altitudes can be
4-15
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
KTAS
NMPG
93
19.0
87
20.7
18.2
96
19.6
90
21.4
18.8
99
20.2
93
Sea Level
99
17.7
3500 Feet
102
7000 Feet
105
KTAS
22.1
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NMPG
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NMPG
KTAS
ALTITU'DE
55% POWER
65% POWER
75% POWER
Zero Wind
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Standard Conditions
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Figure 4-3. Cruise Performance Table
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NOTE
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determined by using your Cessna Power Computer or the data in Section 5.
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Cruising should be done at 65% to 75% power until a total
of 50 hours has accumulated or oil consumption has stabilized. This is to 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.
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The data in Section 5 shows the increased range and improved fuel
economy that is obtainable when operating at lower power settings and
higher altitudes. 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.
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The Cruise Performance Table, Figure 4-3, shows the true airspeed
and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and
power setting for a given trip.
To achieve the recommended lean mixture fuel consumption figures
shown in Section 5, the mixture should be leaned as follows:
(1) Pull the mixture control out until engine RPM peaks and begins to
fall off.
(2) Enrichen slightly back to peak RPM.
4-16
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
For best fuel economy at 65% power or less, operate at the leanest
mixture that results in smooth operation or at 50 RPM on the lean side of
the peak RPM, whichever occurs first. This will result in approximately
5% greater range than shown in this handbook.
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Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the original RPM (with heat off), use the minimum amount of heat (by trial and
error) to prevent ice from forming. Since the heated air causes a richer
mixture, readjust the mixture setting when carburetor heat is to be used
continuously in cruise flight.
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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.
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ST ALLS
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The stall characteristics are conventional for the flaps up and flaps
down condition. Slight elevator buffeting may occur just before the stall
with flaps down. The stall warning horn produces a steady signal 5 to 10
knots before the actual stall is reached and remains on until the airplane
flight attitude is changed. Stall speeds for various combinations of flap
setting and bank angle are summarized in Section 5.
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LANDING
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Normal landing approaches can be made with power-on or power-off
at speeds of 60 to 70 KIAS with flaps up and 50 to 60 KIAS with flaps down.
Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds.
Actual touchdown should be made with power-off and on the main
wheels first. The nose wheel should be lowered smoothly to the runway
as speed is diminished.
SHORT FIELD LANDING
For a short field landing in smooth air conditions, make an approach at 52 KIAS with 40° flaps using enough power to control the
glide path. After all approach obstacles are cleared, progressively re4-17
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
duce power and maintain 52 KIAS by lowering the nose of the airplane.
Touchdown should be made with power-off and on the main wheels
first. Immediately after touchdown, lower the nose wheel and apply
heavy braking as required. For maximum brake effectiveness, retract
the flaps, hold full nose-up elevator, and apply maximum brake pressure without sliding the tires.
air
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turbu~ent
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Slightly higher approach speeds should be used under
conditions.
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CROSSWIND LANDING
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When landing in a strong crosswind, use the minimum flap setting ·
required for the field length. Use a wing low, crab, or a combination
method of drift correction and land in a nearly level attitude.
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BALKED LANDING
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In a balked landing (go-around) climb, the wing flap setting should be
reduced to 20° immediately after full power is applied. Upon reaching a
safe airspeed, flaps should be slowly retracted to the full up position.
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COLD WEATHER OPERATION
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Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil,
thus conserving battery energy.
NOTE
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When pulling the propeller through by hand, treat it as if
the ignition switch is turned on. A loose or broken ground
wire on either magneto could cause the engine to fire.
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In extremely cold (-18°C and lower) weather, the use of an external
preheater is recommended whenever possible to reduce wear and abuse to
the engine and electrical system.
Cold weather starting procedures are as follows:
With Preheat:
(1) With ignition switch OFF and throttle closed, prime the engine
four to ten strokes as the propeller is being turned over by hand.
4-18
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
NOTE
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Propeller Area -- CLEAR.
Master Switch -- ON.
Mixture -- FULL RICH.
Throttle -- OPEN 1/4 INCH.
Ignition Switch -- START.
Release ignition switch to BOTH when engine starts.
Oil Pressure -- CHECK.
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(2)
(3)
(4)
(5)
(6)
(7)
(8)
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Use heavy strokes of primer for best atomization of fuel.
After priming, push primer all the way in and turn to
locked position to avoid possibility of engine drawing fuel
through the primer.
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Without Preheat:
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(1) Prime the engine eight to ten strokes while the propeller is being
turned by hand with throttle closed. Leave primer charged and ready
for a stroke.
(2) Propeller Area -- CLEAR.
(3) Master Switch -- ON.
(4) Mixture -- FULL RICH.
(5) Ignition Switch -- START.
(6) Pump throttle rapidly to full open twice. Return to 1/4 inch
open position.
(7) Release ignition switch to BOTH when engine starts.
(8) Continue to prime engine until it is running smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel.
(9) Oil Pressure -- CHECK.
(10) Pull carburetor heat knob full on after engine has started.
Leave on until engine is running smoothly.
(11) Primer -- LOCK.
NOTE
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If the engine does not start during the first few attempts,
or if engine firing diminishes in strength, it is probable
that the spark plugs have been frosted over. Preheat
must be used before another start is attempted.
ICAUTION\
Pumping the throttle may cause raw fuel to accumulate
in the intake air duct, creating a fire hazard in the event
of a backfire. If this occurs, maintain a cranking action
4-19
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
to suck flames into the engine. An outside attendant with
a fire extinguisher is advised for cold starts without preheat.
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During cold weather operations, no indication will be apparent on the
oil temperature gage prior to takeoff if outside air temperatures are very
cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine
accelerates smoothly and the oil pressure remains normal and steady, the
airplane is ready for takeoff.
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When operating in temperatures below -18°C, avoid using partial
carburetor heat. Partial heat may increase the carburetor air temperature to the 0° to 21°C range, where icing is critical under certain atmospheric conditions.
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NOISE ABATEMENT
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Increased emphasis on improving the quality of our environment
requires renewed effort on the part of all pilots to minimize the effect of
airplane noise on the public.
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We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and
thereby tend to build public support for aviation:
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(1) Pilots operating aircraft under VFR over outdoor assemblies
of persons, recreational and park areas, and other noise-sensitive
areas should make every effort to fly not less than 2000 feet above
the surface, weather permitting, even though flight at a lower level
may be consistent with the provisions of government regulations.
(2) During departure from or approach to an airport, climb after
takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas.
NOTE
The above recommended procedures do not apply where
they would conflict with Air Traffic Control clearances
or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft.
4-20
-~
CESSNA
MODELA150M
SECTION 4
NORMAL PROCEDURES
AEROBATIC PROCEDURES
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RECOMMENDED ENTRY SPEEDS FOR AEROBATIC
MANEUVERS
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The following speeds are based on a maximum weight of 1600 pounds
and may be used for any lesser weight.
RECOMMENDED ENTRY SPEED
105 KIAS
105 KIAS
100 KIAS
Use Slow Deceleration
Use Slow Deceleration
115 KIAS
130 KIAS
130 KIAS
115 KIAS
115 KIAS
80 KIAS
80 KIAS
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Chandelles
. . . . .
Lazy Eights . . . . . .
Steep Turns . . . . . .
Stall (except whip stalls)
Spins . . . .
Loops . . . .
Cuban Eights
Immelmanns.
Aileron Rolls
Barrel Rolls .
Snap Rolls . .
Vertical Reversements
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MANEUVER
4-21
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CESSNA
MODELA150M
SECTION 4
NORMAL PROCEDURES
AEROBATIC CONSIDERATIONS
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The 150 Aero bat is certificated in the Acrobatic Category for the
maneuvers listed in this section. All of these maneuvers and their various combinations can be performed well within the +6. 0 to -3. Og flight
maneuvering envelope approved for the airplane. However, before attempting any of the approved aerobatics, each of the following items
should be considered to assure that the flights will be safe and enjoyable.
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MANEUVER LIMITATIONS
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Aerobatic maneuvers (including spins) with flaps extended are not
approved since the high speeds which may occur during recovery are
potentially damaging to the flap/wing structure. Inverted flight maneuvers are not approved. Refer to Section 2 for additional information on
aerobatic limitations.
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DUAL INSTRUCTION
PHYSICAL CONDITION
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No aerobatic maneuvers should be attempted without first having received dual instruction from a qualified aerobatic instructor.
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The pilot should be in good physical condition and mentally alert.
Initial indoctrination flights should be limited to a maximum of 30 to 45
minutes so that the pilot can become gradually conditioned to the unusual
flight attitudes that are typical of this type of flying.
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LOOSE EQUIPMENT AND BAGGAGE
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The cabin should be clean and all loose equipment (including the microphone) should be stowed. For solo aerobatic flight, the co-pilot's seat
belt and shoulder harness should be secured. Aerobatic maneuvers with
baggage loadings or occupied child's seat are not approved.
SEAT BELTS AND SHOULDER HARNESSES
The seat belts and shoulder harnesses should be adjusted to provide
proper restraint during all anticipated flight conditions. However, care
should be taken to ensure that the pilot can easily reach the flight controls
and produce maximum control travels.
PARACHUTES
It is recommended that parachutes be worn during aerobatic flight,
4-22
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
or as required by government regulations. The parachutes must be inspected to determine that they are in good condition and are within the
packing dates required by government regulations.
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If a back pack parachute is used, the seat backs can be unfastened
and temporarily stowed by attaching them to the aft surfaces of the individual seat backs. If a seat pack is used, the bottom cushion should be
removed Jrom the airplane. This is done by simply pulling the cushion
away from the adhesive material on the seat pan.
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FEDERAL AVIATION REGULATIONS
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The pilot should be familiar with government regulations pertaining
to aerobatic flight. In the United States, 1500 feet above the surface is
the minimum legal altitude for conducting aerobatic maneuvers. However,
higher altitudes are recommended. The selection of aerobatic practice
areas should be in accordance with government regulations and in some
cases, after consulting local aviation authorities.
CABIN DOOR JETTISON SYSTEM
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The cabin door jettisoning mechanism should be actuated on the
ground to demonstrate to each student the sequence of operation and physical results of this action. An outside attendant should be standing by to
catch the door when it is released from inside the cabin.
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The pilot should be thoroughly familiar with the bail-out procedures
listed in Section 3 of this handbook.
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APPROVED MANUEVERS
The same training maneuvers approved for the Model 150 are also
approved for the 150 Aerobat. These include spins, chandelles, lazy
eights, steep turns (over 60° bank), and stalls (except whip stalls).
Additional aerobatic maneuvers authorized for the 150 Aerobat are
loops, barrel rolls, aileron rolls, snap rolls, Cuban 8's, Immelmanns,
and vertical reversements.
Recommended procedures and techniques for performing the more
advanced maneuvers are on the following pages.
4-23
CESSNA
MODELA150M
SECTION 4
NORMAL PROCEDURES
SPIN
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The spiri is a prolonged stall that results in a nose-down rapid rotation of the airplane following a helical path. The rotation. is the result of
a dropping wing experiencing a higher angle of attack than the rising wing
(the dropping wing is in effect "more stalled") which produces an increased
lift on the rising outer wing and increa.sed drag on the dropping inner wing
which leads to a sustained "autorotation. " During the first two to three
turns., the spin accelerates until the aerodynamic forces are balanced by
the centrifugal and gyroscopic forces produced by the airframe. Beyond
this point, the rotation rates tend to be more stable and repeatable. Spin
recovery requires that this balance of forces be broken by a combination
of control inputs which generate aerodynamic forces to oppose the spin.
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It is recommended that, where feasible, entries be accomplished at
high enough altitude that recoveries are completed 4000 feet or more above
ground level. At least 1000 feet of altitude loss should be allowed for a
1-turn spin and recovery, while a 6-turn spin and recovery may require
somewhat more than twice that amount. For example, the recommended
entry altitude for a 6-turn spin would be 6000 feet above ground level. In
any case, entries should be planned so that recoveries are completed well
above the minimum 1500 feet above ground level required by FAR 91. rr:Another reason for using high altitudes for practicing spins is that a greater field of view is provided which will assist in maintaining pilot orientation.
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The normal entry is made from a power-off stall. As the stall is
approached, the elevator control should be smoothly pulled to the full aft
position. Just prior to reaching the stall "break", rudder control in the
desired direction of the spin rotation should be applied so that full rudder
deflection is reached almost simultaneously with reaching full aft elevator.
A slightly greater rate of deceleration than for normal stall entries or the
use of partial power at the entry will assure more consistent and positive
entries to the spin. Care should be taken to avoid using aileron control
since its application can increase the rotation rate and cause erratic rotation. Both elevatqr and rudder controls should be held full with the spin
until the spin recovery is initiated. An inadvertent relaxation of either of
these controls could result in the development of a nose-down spiral.
For the purpose of training in spins and spin recoveries, a 1 to 2turn spin is adequate and should be used. Up to 2 turns~ the spin will
progress to a fairly rapid rate of rotation and a steep attitude. Application of recovery controls will produce prompt recoveries of from 1/4 to
1/2 of a turn.
If the spin is continued beyond the 2 to 3-turn range, some change in
4-24
CESSNA
MODELA150M
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SECTION 4
NORMAL PROCEDURES
Figure 4-4. Spin
4-25
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL A150M
character of the spin may be noted. Rotation rates may vary and some
additional sideslip may be felt. Normal recoveries may take up to a full
turn or more.
Regardless of how many turns the spin is held or how it is entered,
the following recovery technique should be used:
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(1) VERIFY THAT THROTTLE IS IN IDLE POSITION AND AILERONS
ARE NEUTRAL.
(2) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION.
(3) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK
THE STALL. Full down elevator may be required at aft center of
gravity loadings to assure optimum recoveries.
(4) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Prei:iiitlire relaxation of the recovery control inputs may result in
extended recoveries.
(5) AS ROTATION STOPS, NEUTRALlZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
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NOTE
If disorientation precludes a visual determination of the
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direction of rotation, the symbolic airplane in the turn
coordinator or the needle of the turn and bank indicator
may be referred to for this information.
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Variations in basic airplane rigging or in weight and balance due to
installed equipment or cockpit occupancy can cause differences in behavior,
particularly in extended spins. These differences are normal and will result in variations in the spin characteristics and in the recovery lengths
for spins of more than 3 turns. However, the above recovery procedure
should always be used and will result in the most expeditious spin recovery.
4-26
,'
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
LOOP
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The normal loop is basically a 360 degree turn executed in the vertical plane. The maneuver consists of a climb, inverted flight, dive, and
recovery to straight and level flight conducted in a series. The entire
loop should be conducted with a positive g level on the airplane and at maximum power (within 2750 RPM limits).
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The loop is entered from a shallow dive at 115 KIAS. A 2. 5 to 3. Og
pullup is initiated and a continuous elevator back pressure maintained
throughout the inverted position. A slight relaxation of back pressure
may be necessary to prevent stall buffeting from occuring through the
downward side of the loop and to maintain the symmetrical pattern of the
maneuver. Observation of landmarks through the skylight windows will
aid in keeping the pilot oriented throughout the inverted portion of the loop.
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Interesting variations of the basic loop may be performed by (1) including a quarter roll in the recovery dive, and (2) describing a cloverleaf pattern through a series of four consecutive loops with quarter rolls.
SLIGHT RELAXATION OF BACK PRESSURE----TO MAINTAIN CONSTANT RADIUS
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CONSTANT 2. 5 TO 3. Og
,....--PULLUP
..
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IN DIVE RECOVERY
PULLOUT____,../·;~!~'\".,'.--~---! , _ _ _ _,....__ _ ___
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CONSTANT 2. 0 TO 3. Og
ENTRY
Figure 4-5. Loop
.4-2-7
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
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ENTRY
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BARREL ROLL
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Figure 4-6. Barrel Roll
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The barrel roll is a coordinated maneuver in which the airplane is
rolled 360 degrees around the longitudinal axis of the airplane while maintaining a constant radius around a point on the horizon. Particular emphasis is made on actually "flying" the airplane around the reference
point.
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The barrel roll is entered by diving the airplane to 115 KIAS
while simultaneously turning to an entry point approximately 45 degrees
off of a selected reference heading. During the entry, a gradual pullup
is initiated and as the nose passes through the horizon a coordinated turn
begun. After 45 degrees of turn, the airplane should be positioned in a
90 degree bank and the nose at its highest point. The roll is continued at
a constant rate to the inverted position with the nose pointing 90 degrees
from the original direction of entry. The nearly constant roll rate is
continued until reaching the original entry heading in straight and level
flight. A continuous elevator back pressure is required to maintain a
positive g level throughout the maneuver. The recovery should be completed at or below the entry speed of 115 KIAS.
4-28
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
AILERON ROLL
The aileron roll is a coordinated maneuver in which the airplane is
rolled 360 degrees around the longitudinal axis of the airplane. Unlike
the barrel roll, the aileron roll is flown as a "tighter" maneuver and is
accompanied by higher roll rates.
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The maneuver is entered from a straight wings level dive at 115 KIAS.
Then the nose is pulled up to 10 to 15 degrees above the horizon and a
coordinated steep turn entry initiated. Aileron deflection is progressively
increased until maximum deflection is obtained. Rudder and elevator
should be coordinated throughout the maneuver to maintain the airplane
nose position in the desired general direction. Full aileron deflection is
held until a recovery to level flight is initiated. Recovery should be completed at or below the entry speed of 115 KIAS.
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-COORDINATED APPLICATION OF FULL AILERON
~ESIRED DIRECTION OF ROLL
~RY SP~D 115fil~
ENTRY
Figure 4 -7. Aileron Roll
4-29
CESSNA
MODELA150M
SECTION 4
NORMAL PROCEDURES
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~~INITIATED
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\__SIMULTANEOUS FULL AFT ELEVATOR AND
FULL RUDDER DEFLECTION IN DESIRED
DIRECTION OF ROLL
ENTRY
AT 80 KIAS
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CAUTION
If a spin is entered inadvertently from a
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snap roll, close the throttle promptly
before initiating recovery procedure
described on p~e 4-26.
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SNAP ROLL
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Figure 4-8. Snap Roll
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The snap roll is an accelerated stall maneuver in which yaw from full
rudder deflection produces a roll. This results in a "spin" in a horizontal
direction.
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The entry to the snap roll is accomplished from a slight climb at 80
KIAS. At this speed the elevator control is abruptly pulled back to the
full aft position while simultaneously applying full rudder in the desired
direction of roll. The use of aileron in the direction of roll will prevent
the nose from rising too high prior to the stall and will improve control
through the roll. Recovery is accomplished by rapidly applying full rud ..
der in the direction opposite to the roll followed by forward elevator control to break the stall. Timing of the recovery is highly dependent upon
entry techniques. The use of aileron throughout the roll gives more latitude in timing the recovery control inputs which should be initiated after
2/3 to 3/4 of the roll is completed.
4-30
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
CUBAN EIGHT
The Cuban eight consists of approximately three-fourths of a normal
loop and a diving half-roll followed in the opposite direction by another
three-fourths of a loop and a half-roll.
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The maneuver is entered from a dive at 130 KIAS. During the entry,
the throttle is gradually retarded to prevent engine overspeed. A 3. 5 to
4. Og pullup is initiated followed by a progressive throttle application to
full power by the time a vertical position is reached. A positive g level
should be pilled through the inverted portion of the maneuver to a point
where the nose of the airplane is approximately 45 degrees below the horizon. At this point, the back pressure is slightly relaxed and a half aileron roll initiated.
~CONSTANT 3. 5 TO 4. Og
PULL UP
•
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A slight forward control pressure :may be required on the last half of
the roll to hold the nose on the desired heading and to help keep the airplane in a diving configuration. The dive is continued until the entry speed
of 130 KIAS is again reached and the same procedure should be repeated
in the opposite direction. The throttle should be retarded on the diviug
portion of the :maneuvers in the same manner as was done on the initial
entry. The maneuver may be completed by a dive recovery to level flight.
Figure 4-9. Cuban Eight
4-31
CESSNA
MODEL A150M
SECTION 4
NORMAL PROCEDURES
START HALF ROLL TO LEVEL FLIGHT
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;-CONSTANT 3. 5 TO 4. Og
PULL UP
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ENTRY SPEED 130 KIAS
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ENTRY
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IMMELMANN
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Figure 4-10. Immelmann
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The Immelmann is a combination half loop followed by a half roll.
positive g level should be maintained throughout the maneuver.
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The Immelmann is entered from a dive at 130 KIAS. During the entry,
· the throttle is gradually reduced to prevent engine overspeed. A 3. 5 to
4. Og pullup is initiated followed by a progressive throttle application to
full power by the time a vertical position is reached. As the airplane
nears the inverted position, a slight relaxation of elevator back pressure
should be accomplished and full aileron control deflection rapidly made in
the direction of the desired roll. A smoother maneuver can be achieved
by initiating the half roll with the nose approximately 30° above the horizon as viewed through the overhead skylight. As the half roll is executed,
the nose is allowed to move smoothly down to the horizon. A slight forward pressure on the control wheel and bottom rudder are used initially
followed by a smooth application of full top rudder in the final portion of
the half roll.
4-32
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELA150M
VERTICAL REVERSEMENT
The vertical reversement is a half snap roll from a steep turn in one
direction to a steep turn in the opposite direction.
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Entry is accomplished from a 60 to 70-degree bank at 80 KIAS. Full
top rudder should be applied followed by an application of full aft elevator
control. As the airplane snaps over the top, aileron control is added in
the direction of roll. The control wheel should then be eased forward and
appropriate rudder and aileron controls used to J.l'-e-establish a steep turn
in the opposite direction. On recovery, the airplane should smoothly resume a banked turn with no distinct break in the turning motion. This
maneuver may be performed in a sequence by turning 180° between each
vertical reversement.
ENTRY
Figure 4-11. Vertical Reversement
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'~--.......-~--
4-33/(4-34 blank)
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CESSNA
MODELA150M
SECTION 5
PERFORMANCE
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SECTION 5
PERFORMANCE
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TABLE OF CONTENTS
5-3
5-3
5-3
5-4
5-5
5-5
5-7
5-8
5-9
5-10
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
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Introduction . . . . . . .
Use of Performance Charts .
Sample Problem .
Takeoff . . .
Cruise . . .
Fuel Required
Landing • . .
Figure 5-1, Airspeed Calibration
Figure 5-2, Temperature Conversion Chart
Figure 5-3, Stall Speeds . . . . . . . . .
Figure 5-4, Ta.keoff Distance . . . . . . .
Figure 5-5, Rate of Climb . . . . . . . .
Figure 5-6, Time, Fuel, and Distance to Climb .
Figure 5-7, Cruise Performance . . . . . . .
Figure 5-8, Range Profile - 22. 5 Gallons Fuel .
Range Profile - 35. 0 Gallons Fuel .
Figure 5-9, Endurance Profile - 22. 5 Gallons Fuel
Endurance Profile - 35. 0 Gallons Fuel
Figure 5-10, Landing Distance . . . . . . . . .
Page
5-1/(5-2 blank)
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SECTION 5
PERFORMANCE
CESSNA
MODELA150M
INTRODUCTION
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Performance data charts on the following pages are presented so
that you may know what to expect from the airplane under various
conditions, and also, to facilitate the planning of flights in detail and
with reasonable accuracy. The data in the charts has been computed
from actual flight tests with the airplane and engine in good condition
and using average piloting techniques.
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It should be noted that the performance information presented in
the range and endurance profile charts allows for 45 minutes reserve
fuel based on 45% power. Fuel flow data for cruise is based on the
recommended lean mixture setting. Some indeterminate variables
such as mixture leaning technique, fuel metering characteristics,
engine and propeller condition, and air turbulence may account for
variations of 10% or more in range and endurance. Therefore, it is
important to utilize all available information to estimate the fuel
required for the particular flight.
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USE OF PERFORMANCE CHARTS
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Performance data is presented in tabular or graphical form to
illustrate the effect of different variables. Sufficiently detailed
information is provided in the tables so that conservative values can be
selected and used to determine the particular performance figure with
reasonable accuracy.
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SAMPLE PROBLEM
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The following sample flight problem utilizes information from the
various charts to determine the predicted performance data for a
typical flight. The following information is known:
AIRPLANE CONFIGURATION
Takeoff weight
Usable fuel
1525 Pounds
22.5 Gallons
TAKEOFF CONDITIONS
Field pressure altitude
Temperature
Wind component along runway
Field length
1500 Feet
28°C (16°C above standard)
12 Knot Headwind
3500 Feet
5-3
SECTION 5
PERFORMANCE
CESSNA
MODELA150M
330 Nautical Miles
5500 Feet
20°C (16°C above standard)
10 Knot Headwind
LANDING CONDITIONS
Field pressure altitude
Temperature
Field length
2000 Feet
25°0
3000 Feet
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CRUISE CONDITIONS
Total distance
Pressure altitude
Temperature
Expected wind enrou te
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TAKEOFF
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The takeoff distance chart, figure 5-4, should be consulted, keeping
in mind that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart
at the next higher value of altitude and temperature. For example, in
this particular sample problem, the takeoff distance information presented for a pressure altitude of 2000 feet and a temperature of 30°C
should be used and results in the following:
990 Feet
1865 Feet
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Ground roll
Total distance to clear a 50-foot obstacle
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These distances are well within the available takeoff field length.
However, a correction for the effect of wind may be made based on Note
3 of the takeoff chart. The correction for a 12 knot headwind is:
12 Knots o~ _
9 Knots x 1 -10 -13% Decrease
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This results in the following distances, corrected for wind:
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Ground roll, zero wind
Decrease in ground roll
(990 feet x 13%)
Corrected ground roll
Total distance to clear a
50-foot obstacle, zero wind
Decrease in total distance
( 1865 feet x 13%)
Corrected total distance
to clear a 50-foot obstacle
5-4
990
129
861 Feet
1865
1623 Feet
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SECTION 5
PERFORMANCE
CESSNA
MODELA150M
CRUISE
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The cruising altitude should be selected based on a consideration of
trip length, winds aloft, and the airplane's performance. A typical
cruising altitude and the expected wind enroute have been given for
this sample problem. However, the power setting selection for cruise
must be determined based on several considerations. These include the
cruise performance characteristics presented in figure 5-7, the range
profile chart presented in figure 5-8, and the endurance profile chart
presented in figure 5-9.
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The relationship between power and range is illustrated by the
range profile chart. Considerable fuel savings and longer range result
when lower power settings are used.
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The range profile chart indicates that use of 60% power at 5500 feet
yields a predicted range of 381 nautical miles under no wind conditions. The endurance profile chart, figure 5-9, shows a corresponding
4.1 hours.
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The range figure of 381 nautical miles is corrected to account for
the expected 10 knot headwind at 5500 feet.
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Range, zero wind
Decrease in range due to wind
(4.1 hours x 10 knot headwind)
Corrected range
381
-11
340 Nautical Miles
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This indicates that the trip can be made without a fuel stop using
approximately 60% power.
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The cruise performance chart, figure 5-7, is entered at 6000 feet
altitude and 20°C above standard temperature. These values most
nearly correspond to the planned altitude and expected temperature
conditions. The engine speed chosen is 2600 RPM, which results in the
following:
Power
60%
True airspeed
97 Knots
Cruise fuel flow
4.5 GPH
The power computer may be used to determine power and fuel
consumption more accurately during the flight.
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the
5-5
SECTION 5
PERFORMANCE
CESSNA
MODELA150M
x
01
1001
-10 = 20 -10 Increase
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performance information in figures 5-6 and 5-7. For this sample problem, figure 5-6 shows that a climb from 2000 feet to 6000 feet requires
1.1 gallons of fuel. The corresponding distance during the climb is 9
nautical miles. These values are for a standard temperature (as
shown on the climb chart) and are sufficiently accurate for most flight
planning purposes. However, a further correction for the effect of
temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel,
and distance by 10% for each gee above standard temperature, due to
the lower rate of climb. In this case, assuming a temperature 16eC
above standard, the correction would be:
os
With this factor included, the fuel estimate would be calculated as
follows:
Pu
rp
Fuel to climb, standard temperature
Increase due to non-standard temperature
(1.1 x 20%)
Corrected fuel to climb
1.1
0.2
1.3 Gallons
g
Using a similar procedure for the distance to climb. results in 11
nautical miles.
in
The resultant cruise distance is:
330
-11
319 Nautical Miles
ra
in
Total distance
Climb distance
Cruise distance
rT
With an expected 10 knot headwind, the ground speed for cruise is
predicted to be:
Fo
97
-10
g7 '.Knots
Therefore, the time required for the cruise portion of the trip is:
319 Nautical Miles = 3 .7 Hours
g7 Knots
The fuel required for cruise is:
3.7 hours
5-6
x
4.5 gallons/hour= 16.6 Gallons
SECTION 5
PERFORMANCE
CESSNA
MODELA150M
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
Climb
Cruise
Total fuel required
0.8
1.3
16.6
18.7 Gallons
nl
y
This will leave a fuel reserve of:
O
22.5
:1§:.1
3.8 Gallons
os
es
Once the flight is underway, ground speed checks will provide a
more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.
rp
LANDING
Pu
A procedure similar to takeoff should be used for estimating the
landing distance at the destination airport. Figure 5-10 presents landing distances for various airport altitude and temperature combinations using the short field technique. The distances corresponding to
2000 feet and 30°C are as follows:
in
g
Ground roll
Total distance to clear a 50-foot obstacle
505 Feet
1165 Feet
Fo
rT
ra
in
A correction for the effect of wind may be made based on Note 2 of the
landing chart using the same procedure as outlined for takeoff.
5-7
_ _ _ _ _ _ _ _ _ _ _ l_~---------------- - - - - - - -
CESSNA
MODELA150M
SECTION 5
PERFORMANCE
AIRSPEED CALIBRATION
FLAPS UP
50
49
60
58
70
68
80
78
90
88
100
98
110
108
40
39
50
48
60
58
70
68
80
78
85
84
-----
-----
40
38
50
49
60
61
70
72
80
83
--- -
rp
85
87
~
-----
Fo
rT
ra
in
in
g
Pu
Figure 5-1. Airspeed Calibration
5-8
140
139
-----
-----
- ----
-----
-----
es
os
FLAPS 40°
KIAS
KCAS
130
129
O
FLAPS 10°
KIAS
KCAS
120
119
y
40
39
nl
KIAS
KCAS
-----
SECTION 5
PERFORMANCE
CESSNA
MODELA150M
TEMPERATURE CONVERSION CHART
120
.,
I
i/
I
nl
'
II
'I
IJ
,
J
!::
LU
:r:
rp
J
z
IJ
'
LU
a:
<(
J
Pu
:r:
u..
'
os
I
J
60
J
'
es
80
O
'}
J
y
II
I
100
,,
40
I
(/)
v
LU
LU
J
UJ
LU
in
1/
20
I
in
0
'
g
a:
J
f-
ra
J
J
II
Fo
rT
0
-20
I
J
J
I
,
IJ
v
I
II
-40
I
'
-40
-20
0
20
40
60
DEGREES - CELSIUS
Figure 5-2. Temperature Conversion Chart
5-9
SECTION 5
PERFORMANCE
CESSNA
MODEL A150M
STALL SPEEDS
CONDITION:
Power Off
es
O
nl
y
NOTE:
KIAS values are approximate.
MOST REARWARD CENTER OF GRAVITY
FLAP
DEFLECTION
oo
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
53
52
58
57
69
68
45
51
48
56
54
66
64
g
Pu
KIAS
60°
48
47
45
52
50
62
59
UP
49
10°
47
44
42
in
40°
KCAS
in
1600
45°
30°
rp
WEIGHT
LBS
os
ANGLE OF BANK
ra
MOST FORWARD CENTER OF GRAVITY
rT
ANGLE OF BANK
Fo
WEIGHT
LBS
1600
oo
FLAP
DEFLECTION
30°
45°
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
UP
50
49
54
53
59
58
71
69
10°
48
46
52
49
57
55
68
65
40°
44
42
47
45
52
50
62
59
Figure 5-3. Stall Speeds
5-10
60°
'""""
'""""
01
I
g
Pu
FIELD
I
1600
WEIGHT
LBS
es
os
1000
2000
3000
4000
5000
6000
7000
8000
720
790
870
955
1050
1160
1285
1420
775
855
935
1030
1140
1255
1390
1540
Figure 5-4.
1365.
1500
1650
1820
2015
2245
2510
2820
835
920
1010
1115
1230
1360
1505
1670
1575
1735
1915
2125
2360
2640
2970
3370
Takeoff Distance
1465
1615
1780
1965
2185
2435
2730
3080
---
---
y
1690
1865
2065
2290
2555
2870
3240
nl
O
900
990
1090
1200
1325
1465
1625
---
-----
-- -
1815
2005
2225
2475
2770
3120
970
1065
1170
1290
1430
1580
TAKEOFF
o0 c
4o 0 c
10°c
20°c
30°c
PRESS
SPEED
ALT
KIAS
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
FT GRND TO CLEAR
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
LIFT AT
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS
OFF 50 FT
53
1335
1540
60
S.L.
1245
710
765
1435
820
880
1650
655
rp
NOTES:
1. Short field technique as specified in Section 4.
2. Prior to takeoff from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle,
static runup.
3. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10%
for each 2 knots.
4. Where distance value has been deleted, climb performance after lift-off is less than 150 fpm at takeoff speed.
5. For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure.
in
I SHORT
TAKEOFF DISTANCE
in
ra
rT
CONDITIONS:
Flaps Up
Full Throttle Prior to Brake Release
Paved, Level, Dry Runway
Zero Wind
Fo
'\
tz:j
rn
tz:j 01
~@
~B
@tz::l
l'%j
~
"'d
~
~
'""""
>
~>
~Ci
otz::l
ti~
tz:j :z:
SECTION 5
PERFORMANCE
CESSNA
MODEL A150M
RATE OF CLIMB
MAXIMUM
CONDITIONS:
Flaps Up
1600
S.L.
FT
CLIMB SPEED
KIAS
68
67
65
64
63
62
61
-20°c
770
675
580
485
390
295
200
in
g
Pu
2000
4000
6000
8000
10,000
12,000
RATE OF CLIMB - FPM
os
PRESS
ALT
rp
WEIGHT
LBS
es
O
nl
y
Full Throttle
o0 c
20°c
40°c
710
615
520
430
335
240
150
655
560
465
375
280
185
595
500
405
310
215
Fo
rT
ra
in
Figure 5-5. Rate of Climb
5-12
-
--
-- ---
SECTION 5
PERFORMANCE
CESSNA
MODELA150M
TIME, FUEL, AND DISTANCE TO CLIMB
MAXIMUM RATE OF CLIMB
nl
y
CONDITIONS:
Flaps Up
Full Throttle
Standard Temperature
j
CLIMB
SPEED
KIAS
S.L.
15
68
1000
13
FUEL USED
GALLONS
DISTANCE
NM
670
0
0
0
68
630
2
0.2
2
67
590
3
0.5
4
11
9
66
550
5
0.7
6
4000
7
65
510
7
1.0
8
5000
5
65
470
9
1.3
10
6000
3
64
425
11
1.6
13
7000
1
64
385
14
1.9
16
8000
-1
63
345
17
2.3
19
9000
-3
63
305
20
2.7
23
10,000
-5
62
265
23
3.2
27
11,000
-7
62
220
27
3.7
32
12,000
-9
61
180
33
4.3
38
ra
3000
rT
Fo
FROM SEA LEVEL
TIME
MIN
in
2000
RATE OF
CLIMB
FPM
Pu
1600
TEMP
oc
g
PRESSURE
ALTITUDE
FT
in
WEIGHT
LBS
rp
os
es
O
NOTES:
1. Add 0.8 of a gallon of fuel for engine start, taxi and takeoff allowance.
2.
Increase time, fuel and distance by 10% for each 8°C above standard temperature.
3.
Distances shown are based on zero wind.
Figure 5-6.
Time, Fuel, and Distance to Climb
5-13
SECTION 5
PERFORMANCE
CESSNA
MODELA150M
CRUISE PERFORMANCE
CONDITIONS:
1600 Pounds
Recommended Lean Mixture
NOTE:
2750
2700
2600
2500
2400
2300
---
75
66
58
51
45
79
70
62
54
48
--100
95
90
86
81
--5.6
5.0
4.4
3.9
3.5
ra
Fo
10,000
12,000
-- -
O
GPH
102
100
95
90
86
81
5.9
5.5
4.9
4.3
3.9
3.5
68
60
53
47
42
72
KTAS
GPH
101
99
94
90
85
80
5.4
5.1
4.6
4.1
3.7
3.3
78
69
61
54
48
42
104
99
94
90
85
80
5.8
5.2
4.6
4.1
3.7
3.3
64
57
50
45
40
103
98
93
89
84
79
5.4
4.8
4.3
3.9
3.5
3.2
77
72
--104
99
94
90
85
5.9
5.2
4.7
4.2
3.7
73
64
57
51
45
105
103
98
94
89
84
5.8
5.4
4.8
4.3
3.9
3.5
71
67
60
53
48
42
104
102
97
93
88
83
5.3
5.1
4.5
4.1
3.7
3.4
74
65
58
52
46
103
98
94
89
84
5.5
4.9
4.4
4.0
3.6
68
60
54
48
43
102
97
93
88
83
5.1
4.6
4.1
3,7
3.4
63
57
51
45
40
101
97
92
87
81
4.8
4.3
3.9
3.5
3.2
2700
2600
2500
2400
69
61
55
49
102
97
93
88
5.2
4.6
4.2
3.8
64
57
51
45
101
97
92
87
4.8
4.3
3.9
3.6
59
53
43
101
96
91
85
4.5
4.1
3.7
3.4
2650
2600
2500
2400
61
58
52
46
99
97
92
87
4.6
4.4
4.0
3.6
57
54
98
96
91
86
4.3
4.1
3.7
3.4
53
50
45
41
97
95
90
83
4.1
3.9
3.5
3.3
48
43
Figure 5-7. Cruise Performance
5-14
%
BHP
es
--6.0
5.3
4.7
4.1
3.7
KTAS
os
101
96
91
86
82
%
BHP
78
73
65
57
50
44
20°c ABOVE
STANDARD TEMP
2700
2600
2500
2400
2300
rT
8000
GPH
rp
-- -
---
in
6000
2700
2600
2500
2400
2300
2200
KTAS
STANDARD
TEMPERATURE
Pu
4000
2650
2600
2500
2400
2300
2200
%
BHP
--80
70
62
54
47
in
2000
20°c BELOW
STANDARD TEMP
g
PRESSURE
ALTITUDE RPM
nl
y
Cruise speeds are shown for an airplane equipped with speed fairings which increase the speeds
by approximately two knots.
48
SECTION 5
PERFORMANCE
CESSNA
MODELA150M
RANGE PROFILE
45 MINUTES RESERVE
22.5 GALLONS USABLE FUEL
nl
y
CONDITIONS
1600 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
es
O
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 2.6 gallons.
3. Cruise speeds are shown for an airplane equipped with speed fairings which increase
the speeds by approximately two knots.
12,000
97
os
88
KTAS \ KTAS
lJ.J
rp
~
/... ~
10,000
~
=102
Pu
~
KTAS
1111
"""
~
I-
in
w
w
LL
w
Cl
:::>
...J
<(
~
111
100
~
94
KTAS- KTAS
85
KTAS
105
KTAS
in
6000
I
I
ra
Ij::
I
g
8000
103
'~90
97
83
KTAS KTAS ._KTAS- KTAS
Fo
rT
4000
er:,_ '-0::
er:
s:0 ,__:s:
-o
o0... -
w
'-W
0...
0...
.........
,__,__ er:
w .... ......
w
s: : : ,___ s:0
LO
_,__
(C)
93
KTAS KTAS.
I
IA
300
340
*'
LO
"l:t
I
1.1
S.L.
260
0...
LO ,__
LO ,__ .........
LO
99
----
~:: .......
_,__
*'r-.. *'
2000
1111
380
1_
87
'-80
KTAS :KTAS
I
420
460
500
RANGE - NAUTICAL MILES
Figure 5-8. Range Profile (Sheet 1 of 2)
5-15
SECTION 5
PERFORMANCE
CESSNA
MODELAl50M
RANGE PROFILE
45 MINUTES RESERVE
35.0 GALLONS USABLE FUEL
nl
y
CONDITIONS:
1600 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
es
O
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 2.6 gallons.
3. Cruise speeds are shown for an airplane equipped with speed fairings which increase
the speeds by approximately two knots.
12,000
II
""
~
102 KTAS
Pu
..<..~~ ::::
"'-/
v
«~'
8000
ra
~
in
6000
::::>
I<(
~85 KTAS
94 KTAS
"
105 KTAS
I
0
I
in
w
w
u.
w
II
""'"
100 KTAS
g
I-
.......... .....
.......... . . .
88 KTAS
rp
~V111
10,000
97 KTAS-
os
I
103 KTAS ~ 97 KTAS;:: :::: ::::90 KTAS
rT
4000
Fo
.....
2000
~
.......... ::::
~~
a:
a:
........ .... w
a:
w
w
..... s
s
0
.....
..........
..........
.......... .......... Cl..
::::::::o
........... '"""'""*~
~>-~
I
a:
w
s
0
s
0
Cl..
Cl..
Cl..
*
l.O
co
*LO
LO
'*LO
<::I'
11
1
S.L.
520
11
83 KTAS::::
I
99 KTAS
111
560
.. : 93 KTAS ~
600
640
11
87 KTAS: ~
80 KTAS
I
680
720
RANGE - NAUTICAL MILES
Figure 5-8. Range Profile (Sheet 2 of 2)
5-16
760
800
SECTION 5
PERFORMANCE
CESSNA
MODEL A150M
ENDURANCE PROFILE
45 MINUTES RESERVE
22.5 GALLONS USABLE FUEL
nl
y
CONDITIONS:
1600 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
os
es
O
NOTES:
1. This chart allows for the fuel used for engine 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 2.6 gallons.
l-l-l--l-l-l--l-4--1-l-l-+-l-+-HIJ.i1++++1H-++++-l\-l-+++-l-H-+++-++l---l-l-+-l->-+-l--l--I
rp
l-l-l-++-l-l-IH--l--l-l--l-l-l-~H--1-l-+-ll-+-H-+--l--+'IH-+-W--l-l-11--1--l--l-l---W-4-W--l-l-1._j_j
0 1++++-l-l+++-li-t-+~i-t-+++-li-t-+-!-1-i-t-+-!-l-i-t-+-1--1
1--1-1--H-H-+-H-H-+-I- 0: &-1--1-+-+-_._._,H-+-l-l---~-W--l-l-li-l--1--l-l---1-l-l--W--l-l-l--l-l--I
Pu
10,000
1--+-++++-HH-+-l-l--Hf5;m+-+-+4-l--3-++-l--H--H-1-1-+-l-+-H-+-l--1-+-l-+-l--l-+-l-+-l--l-+-I
1--1-1--H-H-+-+-l--t-l--I-
...J l-H.f-+-+-+-hlH-!--l-l---H-+~-l-l-li-l--1--1-1---W-4-W--l-l-li-l--l---l--I
1--+-++++-HH--l-++--J:;;l+--+411--H-++--+l+-H-+-H-+-&-4--l--+--l---l--H-+-H-H-+H--l--l---l--U-J
l-l-+-1-1-1-+++-l-+-I-
0
in
in
u..
w
6000
_J
rT
<(
ra
'.:)
Ij::
LL. 1-+-1++-l---l--.........-H-H-+...j....1&-l-l-IH-+-H-H-+...........j....j....jH-+-l-l-I
g
8000
Iw
w
Fo
4000
S.L.t-t-t-++t-t-1-++++--H-1++++1-+++-1-1-11+++-+-+-1-1-1-_._.__>-+-1---+-+-.1--W--+-l--W-'-l-I
2
3.
4
5
6
7
ENDURANCE - HOURS
Figure 5-9. Endurance Profile (Sheet 1 of 2)
5-17
____ [_
--
SECTION 5
PERFORMANCE
CESSNA
MODELA150M
ENDURANCE PROFILE
45 MINUTES RESERVE
35.0 GALLONS USABLE FUEL
nl
y
CONDITIONS:
1600 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
I I
I
1.1.t
I
rp
;::'I
I
os
12,000
es
O
NOTES:
1. This chart allows for the fuel used for engine 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 2.6 gallons.
I
/.....I
0'
10,000
Pu
~
A::.1
$'"
g
I-
<t:
in
i'_J.=
6000
ra
UJ
in
UJ
UJ
LL
0
::J
I-
I
I
I
"'-
8000
I
ex:
UJ
s0
rT
4000
ex:
UJ
t--t--t--
s0
.............
0-
~=
LO
0-
~~
"#.
t--
LO
Fo
r--
(0
ex:
ex:
s0
s0
UJ
0-
"#.
LO
LO
Ul
0-
"#.
~
2000
S.L.
4
5
6
7
8
ENDURANCE - HOURS
Figure 5-9. Endurance Profile (Sheet 2 of 2)
5-18
9
10
c
::l
pj'
O"
!:-.:>
0
I
01
~
co
......
I
01
g
Pu
SHORT FIELD
in
in
ra
rT
I
I
10°c
es
os
rp
40°c
1600
52
1000
2000
3000
4000
5000
6000
7000
8000
S.L.
425
440
455
470
490
510
530
550
570
1045
1065
1090
1115
1140
1170
1200
1230
1260
1065
1090
1115
1140
1165
1195
1225
1260
1290
455
470
490
505
525
545
565
590
610
1090
1110
1140
1165
1195
1225
1255
1290
1320
Figure 5-10. Landing Distance
440
455
470
490
505'
525
545
570
590
y
1110
1135
1165
1195
1225
1255
1285
1320
1350
nl
O
470
485
505
525
545
565
585
610
630
485
505
520
540
560
585
605
630
655
1135
1165
1185
1215
1245
1285
1315
1350
1385
30°c
20°c
SPEED PRESS
WEIGHT
AT
ALT
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
LBS
50 FT
FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
KIAS
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS
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NOTES:
1.
Short field technique as specified in Section 4.
2. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by
10% for each 2 knots.
3. For operation on a dry, grass runway, increase distances by 45% of the "ground roll" figure.
CONDITIONS:
Flaps 40°
Power Off
Maximum Braking
Paved, Level, Dry Runway
Zero Wind
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LANDING DISTANCE
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SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODELA150M
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SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
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Page
6-3
6-3
6-6
6-14
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Introduction . . . . . . . . .
Airplane Weighing Procedures .
Weight and Balance . .
Equipment List . . . . . . . .
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TABLE OF CONTENTS
6-1/ (6-2 blank)
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SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL A150M
INTRODUCTION
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This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment for various operations are also provided. A comprehensive list of all Cessna equipment
available for this airplane is included at the back of this section.
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It should be noted that specific information regarding the weight, arm,
moment and installed equipment list for this airplane can only be found in
the appropriate weight and balance records carried in the airplane.
Preparation:
a. Inflate tires to recommended operating pressures.
b. Remove the fuel tank sump quick-drain fittings and fuel line
drain plug to drain all fuel.
c. Remove oil sump drain plug to drain all oil.
d. Move sliding seats to the most forward position.
,e. Raise flaps to the fully retracted position.
f.
Place all control surfaces in neutral position.
(2) Leveling:
a. Place scales under each wheel (500# minimum capacity for
scales).
b. Deflate nose tire and/ or lower or raise the nose strut to
center bubble on level (see Figure 6-1).
(3) Weighing:
a. With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare, if any, from each
reading.
(4) Measuring:
a. Obtain measurement A by measuring horizontally (along the
airplane center line) from a line stretched between the main
wheel centers to a plumb bob dropped from the firewall.
b. Obtain measurement B by measuring horizontally and parallel to the airplane center line, from center of nose wheel axle,
left side, to a plumb bob dropped from the line between the main
wheel centers. ,Repeat on right side and average the measurements.
(5) Using weights from (3) and measurements from (4) the airplane
weight and C. G. can be determined.
(6) Basic Empty Weight may be determined by completing Figure 6-1.
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AIRPLANE WEIGHING PROCEDURES
6-3
-------------'-------------- --------
-
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODELA150M
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Datum (Firewall, Front Face)
Sta. 0.0
L& R
Scale Reading
Scale Position
Tare
Symbol
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Left Wheel
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Level on Leveling Screws
(Left Side of Tailcone)
Nose Wheel
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Sum of Net Weights (As Weighed)
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Right Wheel
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Net Weight
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Add Oil:
No Oil Filter (6 Ots at 7.5 Lbs/Gal)
With Oil Filter (7 Ots at 7.5 Lbs/Gal)
-13.5
-13.5
Add Unusable Fuel:
Std. Tanks (3.5 Gal at 6 Lbs/Gal)
40.0
LR. Tanks (3.0 Gal at 6 Lbs/Gal)
40.0
Equipment Changes
Airplane Basic Empty Weight
Figure 6-1.
6-4
Sample Airplane Weighing
Moment/1000
(Lbs.-ln.)
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DATE
In
Out
ITEM NO.
AIRPLANE MODEL
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/1000
Moment
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Arm
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Arm
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(lb.)
Wt.
ADDED(+)
WEIGHT CHANGE
SERIAL NUMBER
Figure 6-2. Sample Weight and Balance Record
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DESCRIPTION
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(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance)
0
Moment
/1000
Wt.
(lb.)
RUNNING BASIC
EMPTY WEIGHT
PAGE NUMBER
SAMPLE WEIGHT AND BALANCE RECORD
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SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL A150M
WEIGHT AND BALANCE
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The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
weight and balance, use the appropriate Sample Problem, Loading Graph,
and Center of Gravity Moment Envelope as follows:
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Take the basic empty weight and moment from appropriate weight and
balance records carried in your airplane, and enter them in the column
titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
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In addition to the basic empty weight and moment noted
on these records, the c. g. arm (fuselage station) is
also shown, but need not be used on the Sample Loading
Problem. The moment which is shown must be divided
by 1000 and this value used as the moment/1000 on the
loading problem.
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Use the Loading Graph to determine the moment/1000 for each additional item to be carried; then list these on the loading problem.
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NITTE
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Loading Graph information for the pilot, passengers and
baggage is based on seats positioned for average occupants and baggage loaded in the center of the baggage
areas as shown on the Loading Arrangements diagram.
For loadings which may differ from these, the Sample
Loading Problem lists fuselage stations for these items
to indicate their forward and aft c. g. range limitation
(seat travel and baggage area limitation). Additional
moment calculations, based on the actual weight and
c. g. arm (fuselage station) of the item being loaded,
must be made if the position of the load is different
from that shown on the Loading Graph.
Total the weights and moments/1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable.
6-6
SECTION 6
CESSNA
MODELA150M
WEIGHT & BALANCE/
EQUIPMENT LIST
I
I
LOADING ARRANGEMENTS
**Arms measured to the center
of the areas shown.
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**64 - - - AREA 1
*39 - (33 TO 41)
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CHILD SEAT
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NOTE
The aft baggage wall (approximate station 94) can be used
**84 - - - AREA 2
as a convenient interior refer94
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ence point for determining the
location of baggage area fuselage
STANDARD
stations.
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STATION
(C.G. ARM)
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(33 TO. 41}
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STATION
*Pilot or passenger center of
(C.G. ARM)
gravity on adjustable seats
positioned for average occupant. Numbers in parentheses
indicate forward and aft limits
of occupant center of gravity
*39 range.
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** 84 - - - AREA 2
94
OPTIONAL
SEATING
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SEA TING
Loading Arrangements
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Figure 6-3.
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BAGGAGE LOADING AND TIE-DOWN
*
=
40 POUNDS
= 120
POUNDS
*TIE-DOWN NET ATTACH POINTS
A tie-down net is provided to secure baggage in the baggage area.
The net attaches to six tie-down rings. Two rings are located on the floor
just aft of the seat backs and one ring is located two inches above the floor
on each cabin wall at the aft end of area
Two additional rings are
located at the top, aft end of area @ . At least four rings should be used
to restrain the maximum baggage load of 120#.
CD .
If the airplane is equipped with a utility shelf, it should be removed prior to loading and tying down large baggage items. (Slide the tab of
the locking clips on each end of the shelf to disengage the shelf from the
aircraft structure.) After baggage is loaded and secured, either stow the
shelf or, if space permits, install it for storing $mall articles.
Figure 6-4.
Baggage Loading and Tie-Down
6-7
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL Al 50M
CABIN HEIGHT MEASUREMENTS
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i-----56"------------38"--56.0
FACE OF INSTRUMENT PANEL
REAR WALL OF CABIN
DOOR OPENING DIMENSIONS
WIDTH
(BOTTOM)
331/.i"
HEIGHT
(FRONT)
HEIGHT
(REAR)
31V2
31"
=WIDTH=
• LWR WINDOW LINE
*CABIN FLOOR
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WIDTH
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CABIN WIDTH MEASUREMENTS
CABIN
STATIONS 0.0
(C.G. ARMS)
Figure 6-5. Internal Cabin Dimensions
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Locate this point (1600 at 56.0) on the Center of Gravity Moment Envelope,
and since this point falls within the envelope, the loading is acceptable.
Baggage and/or Passengers on child's seat not authorized during aerobatic maneuvers.
*
Figure 6-6.
Sample Loading Problem (Without Parachutes)
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Weight
(lbs.)
Moment
(lb.-ins.
/1000)
YOUR AIRPLANE
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56.0
13.3
4.8
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1600
TOTAL WEIGHT AND MOMENT
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. .
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*Baggage - Area 2 (Station 76 to 94) .
.
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*Baggage - Area 1 (Or passenger on child's seat)
(Station 50 to 76) .
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. .
Pilot and Passenger (Station 33 to 41)
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. .
. .
Weight
(lbs.)
Moment
(lb.-ins.
/1000)
SAMPLE AIRPLANE
4.
3.
Reduced Fuel (As limited by maximum weight)
Long Range Tanks (35 Gal. Maximum) .
Usable Fuel (At 6 Lbs./Gal.)
Standard Tanks (22.5 Gal. Maximum)
2.
..
Basic Empty Weight (Use the data pertaining to your
airplane as it is presently equipped. Includes unusable
fuel and full oil)
.. . .
1.
(WITHOUT PARACHUTES)
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SAMPLE
or PROBLEM
LOADING
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Weight
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YOUR AIRPLANE
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Sample Loading Problem (With Parachutes)
Baggage and/or Passengers on child's seat not authorized during aerobatic maneuvers.
*
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56.1
Locate this point (1600 at 56.1) on the Center of Gravity Moment Envelope,
and since this point falls within the envelope, the loading is acceptable.
1600
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TOTAL WEIGHT AND MOMENT
*Baggage - Area 2 (Station 76 to 94) . .
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Weight
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Moment
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SAMPLE AIRPLANE
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6.
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*Baggage - Area 1 (Or passenger on child's seat)
. . .
(Station 50 to 76) . . .
Parachutes (Average weight 20 Lbs. each) .
4.
5.
Pilot and Passenger (Station 33 to 41)
3.
. .
Reduced Fuel (As limited by maximum weight)
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Usable Fuel (At 6 Lbs./Gal.)
Standard Tanks (22.5 Gal. Maximum)
2.
Long Range Tanks (35 Gal. Maximum) .
Basic Empty Weight (Use the data pertaining to your
airplane as it is presently equipped. Includes unusable
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fuel and full oil) .
. .
1.
{WITH PARACHUTES)
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LOADING
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Line representing adjustable seats shows the pilot or passenger
center of gravity on adjustable seats positioned for an average
occupant. Refer to the Loading Arrangements Diagram for forward and aft limits of occupant c. g. range.
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··········*BAGGAGE IN AREA
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FUEL (STANDARD TANKS) AT
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CESSNA
MODEL A150M
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
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31
32
33
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35
36
37
38
AIRCRAFT C.G. LOCATION - INCHES AFT OF DATUM
Figure 6-10.
Center of Gravity Limits
6-13
__ __J __ ---~------SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL A150M
EQUIPMENT LIST
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The following equipment list is a comprehensive list of all Cessna equipment available
for this airplane. A separate equipment list of items installed in your specific airplane
is provided in your aircraft file. The following list and the specific list for your airplane
have a similar order of listing.
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This equipment list provides the following information:
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An item number gives the identification number for the item. Each number is
prefixed with a letter which identifies the descriptive grouping (example:
A. Powerplant & Accessories) under which it is listed. Suffix letters identify
the equipment as a required item, a standard item or an optional item. Suffix
letters are as follows:
-R =required items of equipment for FAA certification
-S =standard equipment items
-0 =optional equipment items replacing required or standard items
-A= optional equipment items which are in addition to required or
standard items
A reference drawing column provides the drawing number for the item.
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If additional equipment is to be installed, it must be done in accordance with the reference drawing, accessory kit instructions, or a
separate FAA approval.
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Columns showing weight (in pounds) and arm (in inches) provide the weight
and center of gravity location for the equipment.
NOTE
Unless otherwise indicated, true values (not net change values) for the
weight and arm are shown. Positive arms are distances aft of the
airplane datum; negative arms are distances forward of the datum.
NOTE
Asterisks(*) after the item weight and arm indicate complete assembly installations. Some major components of the assembly are listed
on the lines immediately following. The summation of these major
components does not necessarily equal the complete assembly installation.
6-14
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804-R
BCH-R
A73-A
A61-A
A41-S
A33-R
A2l-A
Al 7-A
A09-R
AOl-R
A05-R
ITEM NO
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C262003-0l02
C262023-0l0 l
y
nl
Cl63032-0108
Cl,62003-0101
C262023-0l02
Cl63018-0l01
Cl63016-0127
Cl63(Q4-0 i ·:4
·c 163032-0109
O
C668509-010 l
C482001-0401
1701015-4
0450500
121614
C611501-0203
0401020
0450405-2
0450404-3
C294505-0102
Cl6100l-0403
1A102/0CM6948
C4513
0450051
0450042-1
0450046-3
0450050-1
0413466-1
C431003
C294502-0201
REF DRAWING
es
os
LANDING GEAR & ACCESSORIES
rp
Pu
WHEEL, BRAKE & TIRE ASSY, 6.00X6 MAIN (2)
WHEEL ASSYt MCCAULEY tEACH)
BRAKE ASSY, MCCAULfY tLEFT)
BRAKE ASSY, MCCAULEY {RIGHT)
TlRE, 4-PL Y BLACKWALL ( EACHt
TUBE (EACH)
WHEEL & TIRE ASSY, 5.00X5 NOSE
WHEEL ASSY, MCCAULEY
TIRE, 4-PLY BLACKWALL CEACH>
TUBE (EACH>
B.
g
in
in
ENGINEi CONTINENTAL 0-200-~ (INCLUDES
ELE~TRICALLY ENGAGING STARTER) ,
FILTER, CARBURETOR AIR (AIR MAZE)
ALTERNATOR, 60-AMP, 14-VOlT (GEAR DRIVE)
OIL COOLER INSTALLATION
FILTER INSTALLATION, FULL FLOW ENGINE OIL
ADAPTER ASSEMBLY
FILTER ELEMENT KIT
PROPELLER INSTALLATION
PROPELLEP, MCCAULEY FIXED PITCH
3.06 INCH PROP SPACER ADAPTER, MCCAULEY
SPINNER, PROPELLER
SPINNER DOME
AFT SPINNER BULKHEAD ASSY.
FORWARD SPINNER BULKHEAD
VACUUM SYSTEM INSTALLATION, ENGINE DRIVEN
DRY VACUUM PUMP
FILTER ASSEMBLY
VACUUM GAGE
VACUUM RELIEF VALVE, AIRBORNE 133Al4
VALVE ENGINE OIL QUICK DRAIN (NET CHANGE>
A.
POWERPLANT S ACCESSORIES
EQUIPMENT LIST DESCRIPTION
rT
Fo
{ ~ :~
4.7
1.2
2.4
1.8
8-7*
8.5
6.4
1.8
1.8
38.5*
o.5
o.o
0.1
2.8
0.3
5.3*
o.a
0.5
o.3
1.5*
4.4
2.5
4.5*
1.1
0.3
21.2*
20.6
11.5
0.5
210.5
47.1
-to. a
-10. 8
-10.8
-10. a.:
47.l
43. 7
43. 7
47. 1
46.8*
17.6
l. 9
1.3
-33.6
-36.4
-11. 1*
-26.4
-36 .O*
-37. 8
-32.1
-34. 4*
-35.0
-8.0
-5.7
~6.0*
-6.5
-6. 5
-24.5
-1 7. 5
WT LBS I ARM INS'
~
trj
L<
1-(
1-3 """-. 0)
t:f.)
~(')9
a= l:Xj
tr:.l>tr:.l
~f;:~
z
~~
~
tr:.l
tr:.lfil
~ 1-3
~
0
C1I
t:f.)
~>
>
a= (')
otr:.l
~~
tr:.lz
I
0)
.....
0)
~
1016-A-2
016-A-l
1001-0-2
01-0
07-R
007-0-1
01-R
C49-A-l
C49-A-2
LC46-A
C07-A
Clo-A
C25-A
C43-A
COl-R
C04-R
810-A
ITEM ltO
in
in
g
INSTRUMENTS
''
r-,
INDICATOR, AIRSPEED
INDICATOR, TRUE AIRSPEED
ALTIMETER. SENSITIVE
ALTIMETER, SENSITIVE (20 FT. MARKINGS)
(FEET AND MILLIBARS)
ALTIMETER, SENSITIVE (50 FT. MARKINGS}
lFEET AND MILLIBARS}
ENCODING ALTIMETER {INCLUDES RELOCATION
OF CONVENTIONAL ALTIMETER
ENCODING ALTIMETER, FEET & MILLIBARS
(INCLUDES RELOCATION OF CONVENTIONAL
ALTIMETER I
D.
0406003-1
(:661025-0102
~661071-0102
10401013
I
10401013
y
nl
O
~661064-0201
c 661071-010 l
0513279
:0401014
0401010-1
1~622006-010
C594502-0101
0401009-1
l
11--62 2007-010 l
c 62 l 00 l -o l 0 6
0511319
C611001-020 l
0470009-1
0422355-1
0470117-3
0543079-1
0541223-1 &. -2
0441227
0541225-2
REF DRAWING
es
os
rp
SYSTEM
Pu
ELECTRICAL
BATTERY, 12-VOLT, 24 AMP HOUR
REGULATOR, ALTERNATOR 60-AMP, 14-VOLT
GROUND SERVICE PLUG RECEPTACLE
HEATING SYSTEM, PITOT (NET CHANGE)
LIGHT INSTALLATION, CONTROL WHEEL MAP
LIGHT INSTALLATION, OMNIFLASH qEACON
BEACON LIGHT IN FIN TIP
FLASHER POWER SUPPLY IN AFT TAILCONE
LIGHT INSTALLATION, WING TIP STROBE
STROBE LIGHT IN WING TIPS (SET OF 2)
FLASHER POWER SUPPLY IN WING TIPS (SET
OF 2)
~IGHT INSTALLATION, COWL-MOUNTED LANDING
LIGHT INSTALLATION, COWL-MOUNTED LANDING
(DUAL BULB) (NOT USED WITH C49-A-ll
C.
FAIRING INSTALLATION, WHEEL (SET OF 3)
NOSE WHEEL FAIRING
MAIN WHEEL FAIRINGS (EACH)
BRAKE FAIRING FOR MAIN GEAR {EACH)
ra
EQUIPMENT LIST DESCRIPTION
rT
Fo
5.9
l.4*
2.9
2.9
1.0
0.6
1.0
1.0
1.0
1.4
2.0
2.1
0.2
3.1*
0.4
0.5
23.0
0.6
2.1
0.6
0.2
0.6
18.0*
4.1
WT LBS
17.0
17.0
17.6
11.2
18.0
17.6
17.6
-21.4:1
-33. l
37. 8*
35. 5
39. 5
-2.0
21.5
22.5
185. 5*
210.9
173.9
-4.5
-1.0
35.3*
-9.5
49 .5
48.3
ARM INS
l?=:1
trj l?=j
=a ·oo
t:c: -
0 i-3
1-1 (".)
..... 00
00
~~
c.n
t"4 (".)
>~
trj
~
8
""-
(".)
trj
~s:
t-3 z
~
~ ~O)
~i-3~
"d
1-1
c::
£>
-:J
......
I
O')
E09-A
E07-0
E07-S
E05-R
E05-0
088-A-l
088-A-2
091-A
067-A
082-A
085-R
064-A-2
028-R
037-R
040-R
059-A
064-A-l
025-A
019-R
016-A-3
ITEM NO
g
in
in
ra
CABIN ACCOMMODATIONS
SEAT, AEROBATIC W/CUSHION (PILOT)
SEAT, VERTICALLY ADJUSTABLE, PILOT
SEAT. AEROBATIC W/CUSHION tCO-PILOT)
SEAT CUSHION, BOTTOM (RE~OVABLE) (EACH)
SEAT CUSHION, BACK tPEMOVABLE) (EACH)
SEAT. VERTICALLY ADJUSTABLE CO-PILOT
SEAT INSTALLATION, AUXILIARY
UPPER BACK REST CUSHION
LOWER SEAT CUSHION ASSEMBLY
E.
0400134-1
0711080-1
0400136-9
y
nl
O
0414049
0414049
0414058
0414049
0414049
0414058
C66l080-0101
0.6
0.3
l. 3
2.0
C668020-0ll3
S-1605-3
C66 l 003-0504
S-1413N2
1.3
6.4
10.5*
2.2
1.8
13.9
11.4*
13.9
11.4*
l.o
1.0*
0.1
3.l
2.3
1.4
0.6
2.3
1.4
6.7*
0.6
0.6
0.1
6.2*
2.6
c 668507-0101
0401017
0413466
1201126
C661076
0413466-1
C661075
C661076
0413466
0400335-2
o.s
9.0
7.8
72.9
64.5
43. 5*
43. 5
43. 5*
38.0
48.0
43.5
66. 5*
22.0
12. 5*1
17.0
2.0
17.2
16.5
18.0
15. 8
16.6
18.0
17.4
14. 6*
15. 8
16.6
9.0
14. 7*
18. 0
18.l
20.0
18.0
14. 4*
o.5
S-1320-5
0400323-l
c 664508-0101
C660501-0101
C6695ll-Ol0 l
c 669512-010 3
0.4*
0.3
2.0
ARM INS
1.3
WT LBS
0401019
REF DRAWING
es
os
rp
Pu
ENCODING ALTIMETER, USE WITH TRANSPONDER
(BLIND ENCODER-DOES NOT REQUIRE
PANEL MOUNT)
AMMETER
CLOCK INSTALLATION
CLOCK, ELECTRIC
COMPASS
INSTRUMENT CLUSTER tLH FUEL t RH FUEL)
INSTRUMENT CLUSTER (Oil PRES & OIL TEMPt
INDICATOR, G METER
GYRO INSTALLATION (REQUIRES ITEM A61-A)
DIRECTIONAL INDICATOR (AV OF 4)
ATTITUDE INDICATOR (AV. Of 3)
HOSES, FITTINGS, SCREWS
GYRO INSTALLATION, DIRECTIONAL INDICATOR
WITH MOVABLE HEADING POINTER
DIRECTIONAL INDICATOR
ATTITUDE INDICATOR
HOSES, FITTINGS, SCREWS
RECORDER, ENGINE HOURMETER
GAGE, OUTSIDE AIR TEMPERATURE
TACHOMETER INShALLATION, ENGINE
RECORDING TACH INDICATOR
TACH fLfXIBLE SHAFT
INDICATOR, TURN COORDINATOR
INDICATOR, TURN & BANK
INDICATOR, RATE OF CLIMB
rT
Fo
EQUIPMENT UST DESCRIPTION
t;i:j
00 t;i:j ""-<
~ ............ O')
t"4ZO
1-4 0 ...,,.
~>~
Zt'"IO
00
t;i:j)-t;i:j
~~
~ tl:I
§~
t;i:j~
1-4
~
~
at
0
......
>
t:i:!z
t"4 >
g~
~o
-
CX>
I
0)
g
in
in
Pu
G31-A
G34-A
G25-S
Gl6-A
Gl9-A
G22-A
Gl3-A
LIGHTER, CIGARETTE
(STOWED>
CORROSION PROOFING, INTERNAL
STATIC DISCHARGERS (SET Of 10)
STABILIZER ABRASION BOOTS
TOW BAR, AIRCRAFT NOSE WHEEL (STOWED)
PAINT, OVERALL EXTERIOR
OVERALL WHITE BASE
COLORED STRIPE
CABLES, CORROSION RESISTANT CONTROL (NET
CHANGE)
HOOK, TOW <INSTALLED)
HOISTING RINGS. AIRCRAFT CABIN TOP
AUXILIARY EQUIPMENT
G04-A
G.
0405034-6
0405034-4
0405034-5
0450500
0400324-1
2015009-2
0460118-2
0413473-1
S-1746-2
S-1996-7
S-1996-7
0413492
0417005
0400338
O
0513052-16
0400027
0404028
0404028
0404028
0501019-1
0400027-2
0401015
0500228
0541115
0413029-1
y
nl
REF DRAWING
es
os
rp
PLACARDS & WARNING
OPERATIONAL LIMITATION PLACARD, VFR DAY
OPfRATIONAL LIMITATION PLACARO VFR DAY
AND NIGHT
OPERATIONAL LIMITATION PLACARD VfR-IFR
DAY ANO NIGHT
INDICATOR, STALL WARNING AUCIBLE
F.
LAP BELT ASSEMBLY
BELT & HA~NESS ASSY, PILOT
BELT & HARNESS ASSY, CO-PILOT
OVERHEAD SKYLIGHTS
EME~GENCY DOOR RELEASE
MIRROR, REAR VIEW
SUN VISORS (SET OF 2)
WINDOWS, TINTED (SET OF 4)(NET CHANGE)
BAGGAGE NET
.
DUAL CONTROLS (WHEEL, PEDALS & TOE BRAKES)
HEATING SYSTEM, CABIN & CARBURETOR AIR
{INCLUDES EXHAUST SYSTEM)
ra
EQUIPMENT LIST DESCRIPTION
rT
Fo
G07-A
F04-R
FOl-0-2
FOI-R
FOl-0-1
El5-R
E23-S
E39-S
E41-R
E53-A
E55-A
E57-A
E65-S
E85-A
E93-R
ITEM NO
0.1
o.o
8.1
0.6
8.7*
2.5
1.6
4.5
0.4
0.5
0.5
2.0
0.5
NEGL
NEGL
NEGL
9.5
84. 0
18.0
79. 0
67.6
18. 3*
84.0
179.4
42.0
68.0
117. 6
200. 0
21.5
23.0
23.0
4.1
23.0
21.0
84.0
12.1
-21.0
o.o
o.s
l.O
21.0
17.0
49.0
4.5
0.5
0.5
I). 3
66.0
37.5
37.5
ARM INS
1.0
4.5
WT LBS
~
:a
('.)
J-3
0)
00
00
~~
CJ1
>tr:i
~('.)
tr:!
~
'-..
CJ
tr:!
z
~>
J-3 tI1
~>
ztr:i~Z
~1-30
"dt:t:~
~QJ-3
c:::
tr:!
00
£)tr:! tr:!
co
.......
I
0)
Hl9-A
Hl6-A-2
Hl6-A-l
Hl3-A-2
Hl3-A-l
H07-A
HOl-A
G92-A
G55-A
G58-A
G88-A
G49-A
ITEM NO
g
in
in
ra
Pu
AVIONICS & AUTOPILOTS
3910119-1
42100-0000
36450-0000
1200098-2
O
414 70-1114
41530-0001
3910155-13
31390-1814
3910128-20
42410-5114
0770681-1
3910174-1
GM-247A
0770681-1
3910127-1
41420-1114
41530-0001
3910142-1
y
nl
0470400-621
3960104-1
3q50104-14
40980-1001
0470400-91
41240-0101
0420025
0456004
0450409
0450409
0413456-3
0450105-2
0401001
0523565
REF DRAWING
es
os
rp
CESSNA 300 AOF
RECEIVER WITH BFO (R-546E)
INDICATOR (!M-346A)
ANTENNA INSTALLATION
LOOP ANTENNA INSTALLATION
CABLE INSTALLATION
MISC. INSTALLATION COMPONENTS
CESSNA 400 GLIDESLOPE
RECEIVER {R-4438)
MOUNTING, RIGID
ANTENNA
CESSNA 400 MARKER BEACON
RECEIVER tR-402A)
ANTENNA, L SHAPED ROD
BENDIX MARKER BEACON (EXPORT USE)
RECEIVER
ANTENNA, L SHAPED ROC
CESSNA 300 TRANSPONDER
TRANSCEIVER (RT-359A)
ANTENNA (A-1098)
CESSNA 400 TRANSPONDER (EXPORT USE)
TRANSCEIVER ( RT-459A)
ANTENNA tA-1098)
CESSNA 300 VHF TRANSCEIVER, lST UNIT
TRANSCEIVER (RT-524A)
NOT E--I NS TAl LAT ION COMPONENTS ARE AS
H.
WING TIPS. MODIFIED CONICAL (NET CHANGE)
FIRE EXTINGUISHER, HAND TYPE
STEPS & HANDLES, REFUELING ASSIST
WINTERIZATION KIT INSTALLATION, ENGINE
CQVER PLATES, fWO COWL (SET OF 2
INSTALLED)
COVER PLATES. FWD COWL ( 2 STOWED)
CRANKCASE BREATHER TUBE INSULATION
WINGS WITH 38 GALLON CAPACITY, EXTENDED
RANGE FUEL TANKS (SET OF 2){NET CHANGE)
rT
Fo
EQUIPMENT LIST DESCRIPTION
35.4*
86.0
85. 1*
2.2*
3.6*
2.8
0.1
11.8*
7.1
2.1
0.1
12.9
18. 7*
67.0
18. 6*
13.0
67.0
99. 8
86.0
18. 6*
13. 0
12.7
105. 3
100. 0
20. 4
0.6
3.9*
1.5
0.6
3.6*
0.8
2.1
0.3
0.2
4.0*
18. 2*
13. 5
15.5
37.3
84.0
-20. l
-22.0*
-32 .o
96.5
24.2
12. 3
14. 4
80.4*
0.9
0.2
1.4
1.8
0.6
7.3*
2.3
5.9
0.3
0.3
41.0
2.5
3.0
2.1
1.2*
0.3
9.5
9.9
ARM INS
WT LBS
~~
~
oz
>
1-'.3~1-'.3
Ci
1-'.3 . . . ___ 0)
00 l%:I
1--4
t"4z
z
~tom
l%:1>l%:1
t"'4 Ci
§1-'.3
~~
l%:1~
1--4
l%:I
~
gJ
.......
>
t"4
l%:1z
~Ci
ol%:1
t-.:1
0
I
0)
H25-A-l
H22-0-2
H22-0-l
H22-S
H20-A
ITEM NO
g
in
in
rp
Pu
52.4
es
3910151-25
43340-1124
45010-2000
3910152-27
45010-1000
43340-1124
3910150-27
nl
O
3960113-1
3960102-9
3970117-1
3970125-1
3940148-1
9.6*
6.1
15. 9:it
56.2
13.6
11. 8
6.9
0.1
8'°
32.
13.6
17. 8
56.2
12. 9
32. 9*!
18.7
14.0
41.9
153.3
13. 7*
6.9
0.6
6.1
13.6*
1.0
0.2
0.8
1.4
0.6
15. 6
-4.0
1.0
3970123-6
3910152-1
1.0
0.1
13.6
17. 8
6.4
0.6
3910120-1
0470400-723
42450-1114
45010-1000
41.9
15.0
4.0
14.0
12.9
15.4*1
12. 5
15.6
52.4
-4.0
41.9
18. 7
ARM INS
13.0
33. 6*
y
l.O
0.1
0.2
1.0
9.5*
0.8
0.6
1.0
WT LBS
7.1
0.8
0.2
0.1
1.0
13.l*
3960113-2
3970118
REF DRAWING
3960113-1
3970117-1
3930152-1
3970123-6
3940148-1
3970125-1
3910155-14
31390-1814
os
LISTED
VHF ANTENNA & CABLE INSTALLATION
HANO-HELO MICROPHONE INSTALLATION
RADIO COOLING SYSTEM
CABIN SPEAKER INSTALLATION
NOISF FILTER INSTALLATION
HEADPHONE INSTALLATION
MISC. lST UNIT ITEMS
CESSNA 300 VHF TRANSCEIVER, 2NO UNIT
TRANSCEIVER {RT-524A)
RH VHF COM ANTENNA £ CABLE INSTALLATION
RADIO SELECTOR SWITCH INSTALLATION
RELAY INSTALLATION
2NO UNIT MISC. COMPONENTS
CESSNA 300 VHF NAV/COM 160 CHANNEL COM lST
UNIT WITH VOR/LOC
RECEIVER-TRANSMITTER (RT-308C)
VOR/LOC INDICATOR ( IN-5148)
NOTE--lST UNIT INSTL. COMPONENTS APE AS
LISTED-CABIN SPEAKER INSTALLATION
RADIO COOLING SYSTEM
NOISE FILTER INSTALLATION
VHF COM ANTF.NNA & CABLE INSTALLATION
VOR NAV ANTENNA & CABLE INSTALLATION
HANO HELD MICROPHONE INSTALLATION
HEADPHONE INSTALLATION
lST UNIT MISC INSTALLATION ITEMS
CESSNA 300 VHF NAV/COM, 720 CHANNEL COM
lST UNIT WITH VOR/LOC INDICATOR
RECEIVER-TRANSCEIVER (RT-3281)
VOR/LOC INDICATOR (IN-5148)
lST UNIT INSTALLATION COMPONENTS ARE
SIMILAR TO H22-S
CESSNA 300 VHF NAV/COM, 720 CHANNEL COM
lST UNIT WITH VOR/ILS INOICATO~
RECEIVER-TRANSCEIVER (RT-328T)
VOR/ILS INDICATOR (IN-5258~
lST UNIT INSTALLATION COMPONENTS ARE
SIMILAR TO H22-S
CESSNA 300 NAV/COM, 160 CH, SECOND UNIT
ra
EQUIPMENT LIST DESCRIPTION
rT
Fo
(")
t;j
~
0)
~~
C1I tl.l
>t'rj
...... tl.l
t"4 (")
~
'-
t'rj
>
s;:
l-'.3z
(")
~
1-'.3 ttl
t"4
z
~'°"'.3~
"d t:II ~
c::
t'rj~tl.l
Dt'rjtrj
~
~o'°"'.3
~
g:
~
~
I
a;
............
~
.....
I
(j)
H28-A-2
H28-A-l
H25-A-2
ITEM NO
in
ra
g
in
rp
Pu
0401008-4
p89510-0212
es
y
nl
O
1.8*
1.6
0.1
2.0*
1.8
0.1
0401008-1
c589510-0203
C589510-0209
6.9
0.6
2.6
0.2
0.8
0.2
1.0
10.1*
0.1
6.4
0.6
WT LBS
43340-1124
45010-1000
3910150-28
~970118
2450-1114
1640-1000
>470400-723
960111-1
>960113-2
REF DRAWING
J..,589510-0107
os
RELAY INSTALLATION
COUPLER & CABLE ASSY., 2ND VOR RECEIVER
RH VHF COM ANTENNA & CABLE INSTALLATION
RADIO SELECTOR SWITCH INSTALLATION
MISC. 2NO INSTL. ITEMS
tESSNA 300 NAV/COM, 720 CH, SECOND UNIT
WITH VOR/LOC
RECEIVER-TRANSMITTER (RT-328T)
VOR/LOC INDICATOR (IN-514B)
2ND UNIT INSTl. COMPONENTS ARE SAME
AS H25-A-l
~MERGENCY LOCATOR TRANSMITTER
TRANSCEIVER {LEIGH SHARC 7K)
ANTENNA
~MERGENCY LOCATOR TRANSMITTER (CANADIAN»
TRANSCEIVER <LEIGH SHARC 7J)
ANTENNA
RECEIVER-TRANSMITTER (RT-308Ct
VOR/LOC INDICATOR (IN-5148)
WITH VOR/LOC
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EQUIPMENT LIST DESCRIPTION
102. 4*
102. 6
101. 3
102. 4*
102.6
101. 3
13.6
17. 8
21.2
15. 8*
15.0
13.0
41. 9
4.0
1.0
13. 6
17.8
ARM INS
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SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
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SECTION 7
AIRPLANE & SYSTEMS
DESCRIPTIONS
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Introduction . .
Airframe . . . .
Flight Controls
Trim System
Instrument Panel . .
Ground Control
Wing Flap System
Landing Gear System
Baggage Compartment
Seats . . . . . . . . .
Seat Belts and Shoulder Harnesses .
,Seat Belts . . . . . . . . .
Shoulder Harnesses . . . .
Entrance Doors and Cabin Windows
Control Locks . . .
Engine • . . . . . . . . . . . . .
Engine Controls . . . . . . . .
Engine Instruments . . . . . .
New Engine Break-in and Operation
Engine Oil System . . .
Ignition-Starter System .
Air Induction System . . .
Exhaust System . . .... . .
Carburetor and Priming System
Cooling System
Propeller . •
Fuel System . . . .
Brake System . . .
Electrical System
Master Switch
Ammeter . . .
Over-Voltage Sensor and Warning Light
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TABLE OF CONTENTS
Page
7-3
7-3
7-8
7-8
7-8
7-9
7-10
7-10
7-10
7-10
7-11
7-13
7-13
7-13
7-14
7-15
7-15
7-15
7-16
7-16
7-17
7-17
7-18
7-18
7-18
7-19
7-19
7-21
7-22
7-22
7-22
7-24
7-1
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
TABLE OF CONTENTS (Continued}
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7-2
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7-24
7-24
7-25
7-25
7-25
7-26
7-26
7-28
7-28
7-28
7-28
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Circuit Breakers and Fuses . .
Ground Service Plug Receptacle .
Lighting Systems . . . . . . . . .
Exterior Lighting . . . . . .
Interior Lighting . . . . . . .
Cabin Heating, Ventilating and Defrosting System
Pitot-Static System and Instruments
Airspeed Indicator . . . . . .
Rate-of-Climb Indicator. . .
Altimeter . . . . . . . • . .
Vacuum System and Instruments . .
Attitude Indicator . . .
Directional Indicator .
Suction Gage . . . . .
Accelerometer . . . . .
Stall Warning System • . . . . . .
Avionics Support Equipment . .
Audio Control Panel .
Static Dischargers • . .
7-30
7-30
7-30
7-30
7-31
7-31
7-31
7-32
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
INTRODUCTION
This section provides description and operation of the airplane and
its systems. Some equipment described herein is optional and may not be
installed in the airplane. Refer to Section 9, Supplements, for details of
other optional systems and equipment.
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AIRFRAME
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The construction of the fuselage is a conventional formed sheet metal
bulkhead, stringer, and skin design referred to as semi-monocoque.
Major items of structure are the front and rear carry-through spars to
which the wings are attached, a bulkhead and forgings for main landing
gear attachment at the base of the rear doorposts, and a bulkhead with
attaching plates at the base of the forward doorposts for the lower attachment of the wing struts. Four engine mount stringers are also attached
to the forward doorposts and extend forward to the firewall.
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The externally braced wings, containing the fuel tanks, are constructed of a front and rear spar with formed sheet metal ribs, doublers,
and stringers. The entire structure is covered with aluminum skin. The
front spars are equipped with wing-to-fuselage and wing-to-strut attach
fittings. The aft spars are equipped with wing-to-fuselage attach fittings,
and are partial-span spars. Conventional hinged ailerons and single-slotted flaps are attached to the trailing edge of the wings. The ailerons are
constructed of a forward spar containing a balance weight, formed sheet
metal ribs and "V" type corrugated aluminum skin joined together at the
trailing edge. The flaps are constructed basically the same as the ailerons, with the exception of balance weight and the additlon of a formed
sheet metal leading edge section.
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The empennage (tail assembly) consists of a conventional vertical
stabilizer, rudder, horizontal stabilizer, and elevator. The vertical
stabilizer consists of a spar, formed sheet metal ribs and reinforcements,
a wrap-around skin panel, formed leading edge skin and a dorsal. The
rudder is constructed of a formed leading edge skin containing hinge
halves, a wrap-around skin panel and ribs, and a formed- trailing edge
skin with a ground adjustable trim tab at its base. The top of the rudder
incorporates a leading edge extension which contains a balance weight.
The horizontal stabilizer is constructed of a forward spar, main spar,
formed sheet metal ribs and stiffeners, a wrap-around skin panel, and
formed leading edge skins. The horizontal stabilizer also contains the
elevator trim tab actuator. Construction of the elevator consists of a
main spar and bellcrank, left and right wrap-around skin panels, and a
formed trailing edge skin on the left half of the elevator; the entire trail7-3
CESSNA
MODEL Al50M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
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AILERON CONTROL SYSTEM
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RUDDER CONTROL SYSTEM
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Figure 7-1.
7-4
Flight Control and Trim Systems (Sheet 1 of 2)
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
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ELEVATOR CONTROL SYSTEM
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ELEVATOR TRIM CONTROL SYSTEM
Figure 7-1.
Flight Control and Trim Systems (Sheet 2 of 2)
7-5
CESSNA
MODEL Al50M
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SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
Figure 7-2. Instrument Panel {Sheet 1 of 2)
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29.
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37.
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Map Compartment
Cabin Heat Control Knob
Cabin Air Control Knob
Circuit Breakers
Wing Flap Switch and Position
Indicator
Mixture Control Knob.
Throttle (With Friction Lock)
Microphone
Elevator Trim Control Wheel
Carburetor Heat Control
Electrical Switches
Oil Pressure Gage
Oil Temperature Gage
Cigar Lighter
Instrument Panel and Radio
Dial Lights Rheostat
Right Tank Fuel Quantity
Indicator
Ignition Switch
Left Tank Fuel Quantity
Indicator
Master Switch
Primer
Parking Brake Knob
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24.
25.
26.
27.
28.
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Turn Coordinator
Airspeed Indicator
Suction Gage
Directional Indicator
Attitude Indicator
Clock
Airplane Registration Number
Rate-of-Climb Indicator
Encoding Altimeter
Marker Beacon Indicator Lights
and Switches
Omni Course Indicator
Accelerometer
Rear View Mirror and Control
Transponder
Radios
Audio Control Panel
Flight Hour Recorder
Tachometer
ADF Bearing Indicator
Secondary Altimeter
Ammeter
Over-Volta,ge w_ar~in~ L.ight ..
Additional Radio and Instrument
Space
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CESSNA
MODEL Al50M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
ing edge of the right half is hinged and forms the elevator trim tab. The
leading edge of both left and right elevator tips incorporate extensions
which contain balance weights.
FLIGHT CONTROLS
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The airplane's flight control system consists of conventional aileron,
rudder, and elevator control surfaces (see figure 7-1). The control surfaces are manually operated through mechanical linkage using a control
wheel for the ailerons and elevator, and rudder/brake pedals for the rudde
TRIM SYSTEM
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INSTRUMENT PANEL
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A manually-operated elevator trim tab is provided. Elevator trimming is accomplished through the elevator trim tab by utilizing the
vertically mounted trim control wheel. Forward rotation of the trim
wheel will trim nose-down; conversely, aft rotation will trim nose-up.
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The instrument panel (see figure 7-2) is designed to place the primary flight instruments directly in front of the pilot. The gyro-operated
flight instruments are arranged one above the other, slightly to the left
of the control column. To the left of these instruments are the airspeed
indicator, turn coordinator, and suction gage. On the right side are the
clock, altimeter, rate-of-climb indicator, navigation instruments, and
accelerometer. Avionics equipment is stacked approximately on the
centerline of the panel, with space for additional equipment on the
lower right side of the instrument panel. The right side of the panel
also contains the tachometer, ammeter, over-voltage light, and additional instruments such as a flight hour recorder. A subpanel, under
the primary instrument panel, contains the fuel quantity indicators,
cigar lighter, and engine instruments positioned below the pilot's control wheel. The electrical switches, panel and radio light rheostat
knob, ignition and master switches, primer, and parking brake control
are located around these instruments. The engine controls, wing flap
switch, and cabin air and heat control knobs are to the right of the
pilot, along the upper edge of the subpanel. Directly below these controls are the elevator trim control wheel, trim position indicator, microphone and circuit breakers. A map compartment is on the extreme
right side of the subpanel.
For details concerning the instruments, switches, circuit breakers,
and controls on this panel, refer in this section to the description of the
systems to which these items are· related.
7-8
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
GROUND CONTROL
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Effective ground control while taxiing is accomplished through nose
wheel steering by using the rudder pedals; left rudder pedal to steer left
and right rudder pedal to steer right. When a rudder pedal is depressed,
a spring-loaded steering bungee (which is connected to the nose gear and
to the rudder bars) will turn the nose wheel through an arc of approximately 8. 5° each side of center. By applying either left or right brake, the
degree of turn may be increased up to 30° each side of center.
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Moving the airplane by hand is most easily accomplished by attaching
a tow bar to the nose gear strut. If a tow bar is not available, or pushing
is required, use the wing struts as push points. Do not use the vertical
or horizontal surfaces to move the airplane. If the airplane is to be towed
by vehicle, never turn the nose wheel more than 30° either side of center
or structural damage to the nose gear could result.
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The minimum turning radius of the airplane, using differential
braking and nose wheel steering during taxi, is approximately 24 feet 8
inches. To obtain a minimum radius turn during ground handling, the
airplane may be rotated around either main landing gear by pressing
down on the tailcone just forward of the vertical stabilizer to raise the
nose wheel off the ground.
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Figure 7 -3. Wing Flap System
7-9
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
WING FLAP SYSTEM
LANDING GEAR SYSTEM
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The wing flaps are of the single-slot type (see figure 7-3), and are
extended or retracted by positioning the wing flap switch lever on the
instrument panel to the desired flap deflection position. The switch
lever is moved up or down in a slot in the instrument panel that provides mechanical stops at the 10° and 20° positions. For flap settings
greater than 10°, move the switch lever to the right to clear the stop
and position it as desired. A scale and pointer on the left side of the
switch lever indicates flap travel in degrees. The wing flap system
circuit is protected by a 15-ampere circuit breaker, labeled FLAP, on
the right side of the instrument panel.
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The landing gear is of the tricycle type with a steerable nose wheel
nid two main wheels. The landing gear may be equipped with wheel fairings. Shock absorption is provided by the tubular spring-steel main landing gear struts and the air/oil nose gear shock strut. Each main gear
wheel is equipped with a hydraulically actuated disc-type brake on the inboard side of each wheel. When wheel fairings are installed, an aerody-,
namic fairing covers each brake.
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BAGGAGE COMPARTMENT
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The baggage compartment consists of the area from the back of the
pilot and passenger's seats to the aft cabin bulkhead. Access to the baggage compartment is gained from within the airplane cabin. A baggage
net with six tie-down straps is provided for securing baggage and is attached by tying the straps to tie-down rings provided in the airplane.
When loading the airplane, children should not be placed or permitted in
the baggage compartment unless a child's seat is installed, and any material that might be hazardous to the airplane or occupants should not be
placed anywhere in the airplane. For baggage area dimensions, refer l!o
Section 6.
SEATS
The seating arrangement consists of two separate adjustable seats for
.the pilot and passenger and, if installed, a child's seat in the rear cabin
area. The pilot's and passenger's seats are available in two designs: fourway and six-way adjustable.
7-10
CESSNA
MODEL A150M
SECTION 7
AIRPLANE &. SYSTEMS DESCRIPTIONS
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Four-way seats may be moved forward or aft, and the seat back angle
changed. To position either seat, lift the lever under the inboard corner
of the seat, slide the seat into position, release the lever, and check that
the seat is locked in place. To adjust the seat back, pull forward on the
knob under the center of the seat and apply pressure to the back. To return the seat back to the upright position, pull forward on the exposed
poftion of the seat back frame. Both seat backs will also fold full forward.
The seat back and seat bottom cushions on the pilot's and passenger's
seats are removable to accommodate the usage of parachutes during aerobatic flight. The cushions are held in place by hook and pile fasteners,
and are removed simply by pulling the cushion loose from the seat frame.
To replace the cushions, position and press them .into place.
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The six-way seats may be moved forward or aft, adjusted for· height,
and the seat back angle changed. Position either seat by lifting the tubular handle under the inboard front corner of the seat bottom and slide the
seat to the desired position. Release the lever and check that the seat is
locked in place. The seats may be raised or lowered two inches, in one
inch steps, and should be adjusted prior to flight. To r~se or lower
either seat, pull forward on a· "T" handle under the seat near the inb6ard
corner, force the seat down against spring tension or allow spring tension to raise it to the desired position, release the "T" handle, and then
allow the seat to move until it locks in place. Seat back angle is adjustable by rotating a lever on the rear inboard corner of each seat. To adjust either seat back, rotate the lever aft and apply pressure against the
back until it stops moving; then release the lever. The seat 00.ck may be
returned to the upright position by pulling forward on the exposed portion
of. the lower seat back frame. Check that the release lever has returned
to its vertical position. Both seat backs will fold full forward. The sixway seats also have the removable seat back and bottom cushions to accommodate parachutes during aerobatic flight. These cushions are removed and re-installed in the same manner as the four-way seat cushions.
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A child's seat is available for installation in the rear of the cabin.
The seat back is secured to the cabin sidewalls, and the seat bottom is
attached to brackets on the floor. This seat is non-adjustable, and must
not be occupied during aerobatic flight.
SEAT BELTS AND SHOULDER HARNESSES
All seat positions are equipped with seat belts. The pilot's and passenger's seats are also equipped with double-strap shoulder harnesses
(see figure 7-4).
7-11
SECTION 7
.AIRPLANE & SYSTEMS DESCRIPTIONS.
CESSNA
MODELA150M
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(PILOT'S SEAT SHOWN)
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. NARROW RELEASE STRAP
(Pull up when lengthening
harness)
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(Pull inboard when lengthening)
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FREE END OF SEAT BELT HALF
(Pull to tighten)
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FREE END OF HARNESS - - -....
(Pull down to tighten)
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SEAT BELT
LINK HALF
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SHOULDER HARNESS
END LOOP
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SEAT BELT LATCH HALF
NARROW RELEASE STRAP
(Pull outboard when lengthening)
FREE END OF SEAT BELT HALF
(Pull to tighten)
Figure 7-4. Seat Belts and Shoulder Harnesses
7-12
CESSNA
MODEL A150M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
SEAT BELTS
The seat belts used with the pilot's seat, passenger's seat and child's
seat, if installed, are attached to fittings on the floorboard. The latch
half is outboard of each seat and the link half is inboard of each seat.
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To use the pilot's and passenger's seat belts, position the seat as desired, and then lengthen the latch and link halves approximately an equal
amount by grasping the narrow release straps and pulling on the end of the
belt halves. Rotate the hooked locking arm on the latch half to the open
position (inboard), connect the end link on the link half to the latch, and
rotate the locking arm closed until it engages the locking detent. Tighten
both belt halves evenly to a snug fit. To release th~ seat belts, rotate the
locking arm toward the link half and pull the link half of the belt free.
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SHOULDER HARNESSES
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Each shoulder harness is attached by a stirrup and cable to structure
in the rear of the cabin. To use a shoulder harness, adjust the latch and
link halves of the seat belt for approximate length and leave them disconnected. Lengthen the harness straps as required by pulling down on the
harness end loops while pulling up on the narrow release straps. Slip
each harness end loop over the end of the seat belt link. Rotate the hooked
locking arm on the latch half of the seat belt to the open position, connect
the link to the latch, and rotate the locking arm closed until it engages the
locking detent. Tighten the seat belt to a snug fit and adjust the shoulder
harness according to the type of flight planned. For normal flight, adjust
the harness to allow the occupant to lean forward enough to sit completely
erect, but tight enough to prevent excessive forward movement and contact
with objects in the event of sudden deceleration. Also the pilot will want
the freedom to reach all controls easily. If the flight is to be aerobatic,
both the seat belt and shoulder harness should be quite snug.
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To remove the shoulder harness, rotate the locking arm on the latch
half of the seat belt to the open position and pull the link half of the belt
free, allowing the shoulder harness end loops to slip off of the belt link.
ENTRANCE DOORS AND CABIN WINDOWS
Entry to, and exit from the airplane is accomplished through either of
two jettisonable entry doors, one on each side of the cabin (refer to Section
6 for cabin and cabin door dimensions). The doors incorporate a recessed
exterior and interior door handle, a key-operated door lock (left door only),
a door stop mechanism, and an openable window. A "D" ring on each for7-13
CESSNA
MODEL A150M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
ward doorpost serves as an emergency release control for the doors.
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To open the doors from outside the airplane, utilize the recessed door
handle near the aft edge of each door. Grasp the forward edge of the handle, and pull out. To close or open the doors from inside the airplane,
use the recessed door handle and arm rest. Both cabin doors should be
checked for security prior to flight, and should not be opened intentionally
during flight.
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Accidental opening of a cabin door in flight due to improper closing does not constitute a need to land the airplane. The best procedure is to set up the airplane in a
trimmed condition at approximately 65 knots, momentarily shove the door outward slightly, and forcefully close
the door.
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Exit from the airplane is accomplished by grasping the forward edge
of the door handle and pulling. To lock the airplane, lock the right cabin
door from inside by lifting up on the lever near the aft edge of the door,
close the left cabin door, and using the ignition key, lock the door. Emergency exit is accomplished through the jettisonable cabin doors by releasing the doors with the inside handles first, then jerking sharply inboard on
the door release "D" rings on the forward doorposts. Refer to Section 3,
under Bail Out procedures for detail instructions.
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Both cabin doors are equipped with openable windows. The windows
are held in the closed position by a lock button equipped over-center latch
on the lower edge of the window frame. To open either window, depress
the lock button and rotate the latch upward. The windows are equipped
with a spring-loaded retaining arm which will help rotate the window outward and hold it there. If required, the windows may be opened at any
speed up to 143 knots. The rear side windows, rear window and cabin
top windows are of the fixed type and cannot be opened.
CONTROL LOCKS
A control lock is provided to lock the ailerons and elevator control
surfaces in a neutral position and prevent damage to these systems by
wind buffeting while the airplane is parked. The lock consists of a shaped
steel rod with a red metal flag attached to it. The flag is labeled CON-
7-14
CESSNA
MODEL A150M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
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TROL LOCK, REMOVE BEFORE STARTING ENGINE. To install the control lock, align the hole in the top of the pilot's control wheel shaft with
the hole in the top of the shaft collar on the instrument panel and insert
the rod into the aligned holes. Proper installation of the lock will place
the red flag over the ignition switch. In areas where high or gusty winds
occur, a control surface lock should be installed over the vertical stabilizer and rudder. The control lock and any other type of locking device
should be removed prior to starting the engine.
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ENGINE
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The airplane is powered by a horizontally-opposed, four-cylinder,
overhead-valve, air-cooled, carbureted engine with a wet sump oil system. The engine is a Continental Model 0-200-A and is rated at 100
horsepower at 2750 RPM. Major engine accessories include a vacuum
pump, mounted at the front of the engine, and a starter, gear-driven
alternator, and dual magnetos, which are mounted on an accessory
drive pad at the rear of the engine. Provisions are also made for a full
flow oil filter and an oil cooler.
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ENGINE CONTROLS
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Engine power is controlled by a throttle located on the lower center
portion of the instrument paneL The throttle operates in a conventional
manner; in the full forward position, the throttle is open, and in the full
aft position, it is closed. A friction lock, which is a round knurled disk,
is located at the base of the throttle and is operated by rotating the lock
clockwise to increase friction or counterclockwise to decrease it.
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The mixture control, mounted above the right corner of the control
pedestal, is a red knob with raised points around the circumference and
is equipped with a lock button in the end of the knob. The rich position
is full forward, and full aft is the idle cut-off position. For small adjustments, the control may be moved forward by rotating the knob
clockwise, and aft by rotating the knob counterclockwise. For rapid or
large adjustments, the knob may be moved forward or aft by depressing
the lock button in the end of the control, and then positioning the control as desired.
ENGINE INSTRUMENTS
Engine operation is monitored by the following instruments: oil pressure gage, oil temperature gage, and a tachometer.
7-15
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL Al50M
The oil pressure gage, located on the subpanel, is operated by oil
pressure. A direct pressure oil line from the engine delivers oil at engine operating pressure to the oil pressure gage. Gage markings indicate
that minimum idling pressure is 10 PSI (red line), the normal operating
range is 30 to 60 PSI (green arc), and maximum pressure is 100 PSI (red
line).
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Oil temperature is indicated by a gage located on the subpanel. The
gage is operated by an electrical-resistance type temperature sensor
which receives power from the airplane electrical system. Oil temperature limitations are the normal operating range (green arc) which is 38°C
(100°F) to 116°C (240°F), and the maximum (red line) which is 116°C
(240°F).
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The engine-driven mechanical tachometer is located near the upper
center portion of the instrument panel. The instrument is calibrated in
increments of 100 RPM and indicates both engine and propeller speed.
An hour meter below the center of the tachometer dial records elapsed
engine time in hours and tenths. Instrument markings include a normal
operating range (green arc) of 2000 to 2750 RPM, and a maximum allowable (red line) of 27 50 RPM.
NEW ENGINE BREAK-IN AND OPERATION
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The engine underwent a run-in at the factory and is ready for the full
range of use. It is, however, suggested that cruising be accomplished
at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has stabilized. This will ensure proper seating of the rings.
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The airplane is delivered from the factory with corrosion preventive
oil in the engine. If, during the first 25 hours, oil must be added, use
only aviation grade straight mineral oil conforming to Specification No.
MIL-L-6082.
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ENGINE OIL SYSTEM
An oil sump on the bottom of the engine supplies a total capacity of
six quarts to the engine for lubrication (one additional quart is required if a full flow oil filter is installed). The oil is drawn from the
sump through a filter screen on the end of a pick-up tube to the enginedriven oil pump. The pump feeds the oil, under pressure through a
filter screen (full flow oil filter and/ or oil cooler, if installed), and is
then circulated to the left and right oil galleries. The engine parts are
then lubricated, under pressure, from the galleries. Oil pressure to the
galleries is regulated by a pressure relief valve at the rear of the right
oil gallery. After lubricating the engine, the oil returns to the sump by
7-16
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
gravity. If a full oil filter is installed, the filter adapter is equipped
with a bypass valve which will cause lubricating oil to bypass the
filter in the event the filter becomes plugged, or the oil temperature is
extremely cold.
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An oil filler cap/oil dipstick is located at the rear of the engine on
the right side. The filler cap/dipstick is accessible through an access
door in the engine cowling. The engine should not be operated on less
than four quarts of oil. To minimize loss of oil through the breather, fill
to five quarts for normal flights of less than three hours. For extended
flight, fill to six quarts (dipstick indication only). For engine oil grade
and specifications, refer to Section 8 of this handbook.
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IGNITION-STARTER SYSTEM
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An oil quick-drain valve is available to replace the drain plug in the
oil sump drain port, and provides quicker, cleaner draining of the engine
oil. To drain the oil with this valve installed, slip a hose over the end of
the valve and push upward on the end of the valve until it snaps into the
open -position. Spring clips will hold the valve open. After draining, use
a suitable tool to snap the valve into the extended (closed) position and remove the drain hose.
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Engine ignition is provided by two engine-driven magnetos, and two
spark plugs in each cylinder. The right magneto fires both left and right
upper spark plugs, and the left magneto fires both left and right lower
spark plugs. Normal operation is conducted with both magnetos due to the
more complete burning of the fuel-air mixture with dual ignition.
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Ignition and starter operation is controlled by a rotary type switch
located on the left side of the subpanel. The switch is labeled clockwise,
OFF, R, L, BOTH, and START. The engine should be operated on both
magnetos (BOTH position) except for magneto checks. The Rand L positions are for checking purposes and emergency use only. When the
switch is rotated to the spring-loaded START position, (with the master
switch in the ON position), the starter con tac tor is energized and the starter will crank the engine. When the switch is released, it will automatically return to the BOTH position.
AIR INDUCTION SYSTEM
The engine air induction system receives ram air through an intake
in the lower front portion of the -engine cowling. The intake is covered
by an air filter which removes dust and other foreign matter from the
induction air. Airflow passing through the filter enters an airbox.
After passing through the airbox, induction air enters the inlet in the
7-17
CESSNA
MODEL A150M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
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carburetor which is under the engine, and is then ducted to the engine
cylinders through intake manifold tubes. In the event carburetor ice is
encountered or the intake filter becomes blocked, alternate heated air
can be obtained from the right muffler shroud through a duct to a
valve, in the airbox, operated by the carburetor heat control on the
instrument panel. Heated air from the muffler shroud is obtained from
an unfiltered outside source. Use of full carburetor heat at full throttle
will result in a loss of approximately 200 to 250 RPM.
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EXHAUST SYSTEM
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CARBURETOR AND PRIMING SYSTEM
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Exhaust gas from each cylinder passes through riser assemblies to a
muffler and tailpipe on each side of the engine. Each muffler is constructed with a shroud around the outside which forms a heating chamber for
carburetor heat and cabin heater air.
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The engine is equipped with an up-draft, float-type, fixed jet carburetor mounted on the bottom of th~ engine. The carburetor is equipped
with an enclosed accelerator pump, simplified fuel passages to prevent
vapor locking, an idle cut-off mechanism, and a manual mixture control.
Fuel is delivered to the carburetor by gravity flow from the fuel system.
In the carburetor, fuel is atomized, proportionally mixed with intake air,
and delivered to the cylinders through intake manifold tubes. The proportion of atomized fuel to air is controlled, within limits, by the mixture
control on the instrument panel.
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For easy starting in cold weather, the engine is equipped with a manual primer. The primer is actually a small pump which draws fuel from
the fuel strainer when the plunger is pulled out, and injects it into the intake manifold when the plunger is pushed back in. The plunger knob, on
the instrument panel, is equipped with a lock and, after being pushed full
in, must be rotated either left or right until the knob cannot be pulled out.
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COOLING SYSTEM
Ram air for engine cooling enters through two intake openings in the
front of the engine cowling. 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 is provided.
A winterization kit is available for the airplane. The kit consists of
two shields to partially cover the cowl nose cap opening, the addition
of heat ducting from the right exhaust manifold for additional cabin
7-18
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
heat, a carburetor airbox heat outlet cap, 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 -7°C (20°F). Once installed, the crankcase breather insulation is approved for permanent use regardless of
temperature.
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PROPELLER
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The airplane is equipped with a two-bladed, fixed-pitch, one-piece
forged aluminum alloy propeller which is anodized to retard corrosion.
The propeller is 69 inches in diameter.
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FUEL SYSTEM
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The airplane may be equipped with either a standard fuel system or a
long range system (see figure 7-6). Both systems consist of two vented
fuel tanks (one in each wing), a fuel shutoff valve, fuel strainer, manual
primer, and car bu re tor. Refer to figure 7-5 for fuel quantity data for
both systems.
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Fuel flows by gravity from the two wing tanks to a fuel shutoff valve.
With the valve in the ON position, fuel flows through a strainer to the
carburetor. From the carburetor, mixed fuel and air flows to the cylinders through intake manifold tubes. The manual primer draws its fuel
from the fuel strainer and injects it into the intake manifold.
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FUEL QUANTITY DATA (U.S. GALLONS)
TOTAL
USABLE FUEL
ALL FLIGHT
CONDITIONS
TOTAL
UNUSABLE
FUEL
TOTAL
FUEL
VOLUME
STANDARD
(13 Gal. Each)
22.5
3.5
26.0
LONG RANGE
(19 Gal. Each)
35.0
3.0
38.0
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TANKS
Figure 7-5. Fuel Quantity Data
7-19
CESSNA
MODEL A150M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
VENT ED FILLER CAP
FILLER CAP
mmmmmmmmll!llll!l\ll!l\l\!\\\\lll\\llll\j
VENT
;111v: ~Liiiiiiiiiiii~rmrnrnrnrn!lllllllllllllllllll!!
RIGHT FUEL TANK
FUEL
0
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22.s GAlS
ON~
0
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FUEL SHUTOFF
VALVE
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LEFT FUEL TANK
CODE
1::::::::::::1 FUEL SUPPLY
c:::::=:J VENT
MECHANICAL
LINKAGE
Figure 7-6.
7-20
THROTTLE
CARBURETOR
..
TO ENGINE
CYLINDERS
MIXTURE
CONTROL
KNOB
Due to crossfeeding between fuel
tanks, the tanks should be retopped after each refueling to
assure maximum capacity.
Fuel System (Standard and Long Range)
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
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Fuel system venting is essential to system operation. Blockage of the
venting system will result in a decreasing fuel flow and eventual engine
stoppage. Venting is accomplished by an interconnecting line from the
right fuel tank to the left tank. The left tank is vented overboard through
a vent line which is equipped with a check valve, and protrudes from the
bottom surface of the left wing near the wing strut attach point. The right
fuel tank filler cap is also vented.
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Fuel quantity is measured by two float-type fuel quantity transmitters (one in each tank) and indicated by two electrically-operated fuel
quantity indicators on the lower left portion of the instrument panel.
An empty tank is indicated by a red line and the letter E. When an
indicator shows an empty tank, approximately 1.75 gallons remain in a
standard tank, or 1.5 gallons remain in a long range tank as unusable
fuel. The indicators cannot be relied upon for accurate readings during
skids, slips, or unusual attitudes.
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BRAKE SYSTEM
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The fuel system is equipped with drain valves to provide a means for
the examination of fuel in the system for contamination and grade. The
system should be examined before the first flight of every day and after
each refueling, by using the sampler cup provided to drain fuel from the
wing tank sumps, and by utilizing the fuel strainer drain under an access
panel on the right side of the engine cowling. The fuel tanks should be
filled after each flight to prevent condensation.
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The airplane has a single-disc, hydraulically-actuated brake on each
main landing gear wheel. Each brake is connected, by a hydraulic line,
to a master cylinder attached to each of the pilot's rudder pedals. The
brakes are operated by applying pressure to the top of either the left (pilot's) or right (copilot's) set of rudder pedals, which are interconnected.
When the airplane is parked, both main wheel brakes may be set by utilizing the parking brake which is operated by a knob on the lower left side of
the instrument panel.
For maximum brake life, keep the brake system properly maintained,
and minimize brake usage during taxi operations and landings.
Some of the symptoms of impending brake failure are: gradual
decrease in braking action after brake application, noisy or dragging
brakes, soft or spongy pedals, and excessive travel and weak braking
action. If any of these symptoms appear, the brake system is in need
of immediate attention. If, during taxi or landing roll, braking action
decreases, let up on the pedals and then re-apply the brakes with heavy
7-21
CESSNA
MODEL Al50M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
pressure. If the brakes become spongy or pedal travel increases,
pumping the pedals should build braking pressure. If one brake be~
comes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake.
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ELECTRICAL SYSTEM
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Electrical energy (see figure 7-7) is supplied by a 14-volt, directcurrent system powered by an engine-driven, 60-amp alternator. The
12-volt, 25-amp hour battery is located on the right, forward side of the
firewall. Power is supplied through a single bus bar; a master switch
controls this power to all circuits, except the engine ignition system,
clock, or flight hour recorder, if installed. The flight hour recorder receives power through activation of an oil pressure switch whenever the
engine is operating; the clock is supplied with current at all times. All
avionics equipment should be turned off prior to starting the engine or
using an external power source to prevent harmful transient voltages
from damaging the transistors in this equipment.
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MASTER SWITCH
split-rocker type switch labeled MASTER,
and OFF in the down position. The right half
controls all electrical power to the airplane.
controls the alternator.
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The master switch is a
and is ON in the up position
of the switch, labeled BAT,
The left half, labeled ALT,
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Normally, both sides of the master switch should be used simultaneously; however, the BAT side of the switch could be turned ON separately to check equipment while on the ground. The ALT side of the switch,
when placed in the OFF position, removes the alternator from the electrical system. With this switch in the OFF position, the entire electrical
load is placed on the battery. Continued operation with the alternator
switch in the OFF position will reduce battery power low enough to open
the battery con tac tor, remove power from the alternator field, and prevent alternator restart.
AMMETER
The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the airplane electrical system. When the engine is operating and the master switch is turned on,
the ammeter indicates the charging rate applied to the battery. In the
event the alternator is not functioning or the electrical load exceeds the
output of the alternator, the ammeter indicates the battery discharge rate.
7-22
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
REGULATOR
.:.
TO FUEL QUANTITY INDICATORS
ALTERNATOR
TO FLASHING BEACON
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TO PITOT HEAT
MASTER
SWITCH
TO STROBE LIGHTS
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TO CIGAR LIGHTER (WITH FUSE)
OVERVOLTAGE
SENSOR
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TO LANDING AND TAXI LIGHTS
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TO IGNITION SWITCH
TO WING FLAP SYSTEM
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CLOCK
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FLIGHT HOUR
RECORDER
TO OIL TEMPERATURE GAGE
TO TURN COORDINATOR
TO AUDIO MUTING RELAY
TO CONTROL WHEEL MAP LIGHT
TO NAVIGATION LIGHTS
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TO DOME LIGHT
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TO TURN AND BANK INDICATOR
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TO RADIO
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TO RADIO
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TO RADIO OR TRANSPONDER
AND ENCODING ALTIMETER
CODE
0
TO INSTRUMENT, RADIO, AND
COMPASS LIGHTS
TO RADIO
CIRCUIT BREAKER (AUTO-RESET)
(j)
CIRCUIT BREAKER (PUSH-TO-RESET)
•
FUSE
-j~
CAPACITOR (NOISE FILTER)
-f+
DIODE
fl/VI,
RESISTOR
MAGNETOS
Figure 7-7.
Electrical System
7-23
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL Al50M
OVER-VOLTAGE SENSOR AND WARNING LIGHT
The airplane is equipped with an automatic over-voltage protection
system consisting of an over-voltage sensor behind the instrument panel
and a red warning light, labeled HIGH VOLTAGE, under the ammeter.
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In the event an over-voltage condition occurs, the over-voltage sensor automatically removes alternator field current and shuts down the alternator. The red warning light will then turn on, indicating to the pilot
that the alternator is not operating and the battery is supplying all electrical power.
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The over-voltage sensor may be reset by turning the master switch
off and back on again. If the warning light does not illuminate, normal alternator charging has resumed; however, if the light does illuminate again,
a malfunction has occurred, and the flight should be terminated as soon
as practical.
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The warning light may be tested by momentarily turning off the ALT
portion of the master switch and leaving the BAT portion turned on.
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CIRCUIT BREAKERS AND FUSES
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Most of the electrical circuits in the airplane are protected by "pushto-reset" circuit breakers mounted under the engine controls on the instrument panel. Exceptions to this are the battery contactor closing (external power) circuit, clock, and flight hour recorder circuits which have
fuses mounted near the battery. Also, the cigar lighter and control wheel
map light are both protected by circuit breakers on the instrument panel,
and fuses behind the panel. An automatic-reset type circuit breaker, behind the instrument panel, protects the alternator field and circuitry.
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GROUND SERVICE PLUG RECEPTACLE
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A ground service plug receptacle may be installed to permit the use
of an external power source for cold weather starting and during lengthy
maintenance work on the electrical and electronic equipment. The receptacle is located behind a door on the left side of the fuselage near the aft
edge of the cowling.
Just before connecting an external power source (generator type or
battery cart), the master switch should be turned ON. This is especially
important since it will enable the battery to absorb transient voltages
which otherwise might damage the transistors in the electronic equipment.
The battery and external power circuits have been designed to com7-24
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
y
pletely 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.
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·LIGHTING SY STE MS
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EXTERIOR LIGHTING
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Conventional navigation lights are located on the wing tips and top of
the rudder, a single landing light is installed in the cowl nose cap, and a
flashing beacon is mounted on top of the vertical fin. Additional lighting
is available and includes dual landing/taxi lights in the cowl nose cap and
a strobe light on each wing tip. All exterior lights are controlled by rocker type switches on the lower left side of the instrument panel. The
switches are ON in the up position and OFF in the down position.
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The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can produce vertigo and loss of
orientation.
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The two high intensity strobe lights will enhance anti -collision protection. However, the lights should be turned off when taxiing in the vicinity
of other aircraft, or during night flight through clouds, fog or haze.
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INTERIOR LIGHTING
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Instrument and control panel lighting is provided by flood lighting
and integral lighting. Two concentric rheostat control knobs on the lower
left side of the instrument panel, labeled PANEL LT, RADIO LT, control
the intensity of both flood and integral lighting.
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Instrument and control panel flood lighting consists of a single red
flood light in the forward part of the overhead console. To use the flood
lighting, rotate the PANEL LT rheostat control knob clockwise to the desired intensity.
The radio equipment and magnetic compass have integral
lighting. The light intensity of all integral lighting is controlled by the
RADIO LT rheostat control knob.
A cabin dome light is located in the aft part of the overhead console,
7-25
CESSNA
MODEL A150M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
and is operated by a switch on the lower portion of the instrument panel.
To turn the-tight on, place the switch in the ON position.
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A control wheel map light is available and is mounted on the bottom of
the pilot's control wheel. The light illuminates the lower portion of the
cabin just forward of the pilot and is helpful when checking maps and other
flight data during night operations. To operate the light, first turn on the
NAV LIGHTS switch; then adjust the map light's intensity with the knurled
disk type rheostat control located at the bottom of the control wheel.
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The most probable cause of a light failure is a burned out bulb; however, in the event any o: the lighting systems fail to illuminate when turned on, check the appropriate circuit breaker. If the circuit breaker has
opened (white button popped out), and there is no obvio11s indication of a
short circuit (smoke or odor), turn o~f the light switch of the affected
lights, reset the breaker, and turn the switch on again. If the breaker
opens again, do not reset it.
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CABIN HEATING, VENTILATING AND
DEFROSTING SYSTEM
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The temperature and volume of airflow into the cabin can be regulated
to any degree desired by manipulation of the push-pull CABIN HT and
CABIN AIR control knobs (see figure 7-8).
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Heated fresh air and outside air are blended in a cabin manifold just
aft of the firewall by adjustment of the heat and air controls; this air is
then vented into the cabin from outlets in the cabin manifold near the
pilot's and passenger's feet. Windshield defrost air is also supplied by
a duct leading from the manifold.
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Full ventilation air may be obtained by utilization of the adjustable
ventilators near the upper left and right corners of the windshield, and by
pulling the CABIN AIR control knob out. The CABIN HT control knob must
be pushed full in.
PITOT-STATIC SYSTEM AND INSTRUMENTS
The pitot-static system supplies ram air pressure to the airspeed
indicator and static pressure to the airspeed indicator, rate-of~climb
indicator and altimeter. The system is composed of a pitot tube mounted on the lower surface of the left wing, an external static port on the
lower left side of the forward fuselage, and the associated plumbing
necessary to connect the instruments to the sources.
7-26
SECTlON 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
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EXHAUST
MUFFLER
SHROUD
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HEATER
VALVE
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VENTILATING
AIR DOOR
CABIN HEAT
CONTROL
DEFROSTER-~~.....:-_...;..-c;~
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CABIN AIR
CONTROL
,_,__-!----ADJUSTABLE
VENTILATOR
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ADJUSTABLE-----'
VENTILATOR
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OUTLET
CODE
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Q
RAM AIR FLOW
<i==:7 VENTILATING AIR
~
HEATED AIR
~
BLENDED AIR
--- MECHANICAL
CONNECTION
Figure 7-8. Cabin Heating, Ventilating, and Defrosting System
7-27
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL Al50M
A heated pitot system may be installed and consists of a heating ele-
ment in the pitot tube, a rocker-type switch labeled PITOT HT on the low-
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er left side of the instrument panel, a 10-amp circuit breaker under the
engine controls on the instrument panel, and associated wiring. When the
pitot heat switch is turned on, the element in the pitot tube is heated electrically to maintain proper operation in possible icing conditions. Pitot
heat should be used only as required.
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AIRSPEED INDICATOR
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The airspeed indicator is calibrated in knots and miles per hour.
Limitation and range markings include the white arc {44 to 85 knots),
green arc {50 to 123 knots), yellow arc (123 to 164 knots), and a red
line {164 knots).
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If a true airspeed indicator is installed, it is equipped with a rotatable ring which works in conjunction with the airspeed indicator dial in
a manner similar to the operation of a flight computer. To operate the
indicator, first rotate the ring until pressure altitude is aligned with
outside air temperature in degrees Fahrenheit. Pressure altitude
should not be confused with indicated altitude. To obtain pressure
altitude, momentarily set the barometric scale on the altimeter to 29.92
and read pressure altitude on the altimeter. Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has been obtained. Having set the ring to correct for
altitude and temperature, then read the airspeed shown on the rqtatable
ring by the indicator pointer. For best accuracy, this indication should
be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5. Knowing the calibrated airspeed, read true
airspeed on the ring opposite the calibrated airspeed.
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RATE-OF-CLIMB INDICATOR
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The rate-of-climb indicator depicts airplane rate of climb or descent
in feet per minute. The pointer is actuated by atmospheric pressure
changes resulting from changes of altitude as supplied by the static
source.
ALTIMETER
Airplane altitude is depicted by a barometric type altimeter. A
knob near the lower left portion of the indicator provides adjustment of
the instrument's barometric scale to the current altimeter setting.
VACUUM SYSTEM AND INSTRUMENTS
An engine-driven vacuum system (see figure 7-9) provides the suction
7-28
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
CODE
OVERBOARD
VENT LINE
IN LET Al R
E:::::::::::::::3 v ACU u M
ll\
~ DISCHARGE AIR
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VACUUM
PUMP
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ATTITUDE
INDICATOR
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VACUUM RELIEF VALVE
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SUCTION
GAGE
0
0
0
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0
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0
DIRECTIONAL
INDICATOR
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
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VACUUM SYSTEM
AIR FILTER
Figure 7-9.
Vacuum System
7-29
CESSNA
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
MODEL A150M
necessary to operate the attitude indicator and directional indicator. The
system consists of a vacuum pump mounted on the engine, a vacuum relief valve and vacuum system air filter on the aft side of the firewall below the instrument panel, and instruments (including a suction gage) on
the left side of the instrument panel.
ATTITUDE INDICATOR
DIRECTIONAL INDICATOR
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An attitude indicator is available and gives a visual indication of
flight attitude. Bank attitude is presented by a pointer at the top of the
indicator relative to the bank scale which has index marks at 10°, 20°,
30°, 60°, and goo either side of the center mark. Pitch and roll attitudes
are presented by a miniature airplane in relation to the horizon bar. A
knob at the bottom of the instrument is provided for in-flight adjust·
· ment of the miniature airplane to the horizon bar for a more accurate
flight attitude indication.
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SUCTION GAGE
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A directional indicator is available and displays airplane heading on a
compass card in relation to a fi:xed simulated airplane image and index.
The directional indicator will precess slightly over a period of time.
Therefore, the compass card should be set in accordance with the magnetic
compass just prior to takeoff, and occasionally re-adjusted on extended
flights. A knob on the lower left edge of the inst:rument is used to adjust
the compass card to correct for any precession.
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A suction gage is located on the left side of the instrument panel and
indicates, in inches of mercury, the amount of suction available for operation of the attitude indicator and directional indicator. The desired suction range is 4. 6 to 5. 4 inches of mercury. A suction reading below this
range may indicate a system malfunction or improper adjustment, and in
this case, the indicators should not be considered reliable.
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ACCELEROMETER
An accelerometer may be mounted near the lower center portion of
the instrument panel, and continuously measures the g forces impbsed on
the airplane. The inst:rument dial, which is calibrated in g's from -5 to
+10g, has three pointers. One pointer continuously indicates acceleration;
one records maximum positive acceleration, and on·e records maximum
negative acceleration. The maximum :positive and negative acceleration
pointers may be :reset by depressing a knob on the lower left edge of the
instrument.
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL A150M
STALL WARNING SYSTEM
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The airplane is equipped with a pneumatic-type stall warning system consisting of an inlet in the leading edge of the left wing, and airoperated horn near the upper left corner of the windshield, and associated plumbing. As the airplane approaches a stall, the low pressure
on the upper surface of the wing moves forward around the leading
edge of the wing. This low pressure creates a differential pressure in
the stall warning system which draws air through the warning horn,
resulting in an audible warning at 5 to 10 knots above stall in all flight
conditions.
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The stall warning system should be checked during the preflight
inspection by placing a clean handkerchief over the vent opening and
applying suction. A sound from the warning horn will confirm that
the system is operative.
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AVIONICS SUPPORT EQUIPMENT
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The airplane may, at the owner's descretion, be equipped with various types of avionics support equipment such as an audio control
panel and static dischargers. The following paragraphs discuss these
items.
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AUDIO CONTROL PANEL
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Operation of radio equipment is covered in Section .9 of this handbook. When one or more radios is installed, a transmitter I audio
switching system is provided (see figure 7-10). The operation of this
switching system is described in the following paragraphs.
COM
TRANS
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ADFI
11--~-2
~
2
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SPEAKER
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PHONE
LSPEAKER-PHONE SWITCH (TYPICAL)
TRANSMITTER
SELECTOR
SWITCH
Figure 7-10. Audio Control Panel
7-31
CESSNA
MODEL A150M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
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The transmitter selector switch is labeled TRANS, and has two positions. When two transmitters are installed, it is necessary to switch the
microphone to the radio unit the pilot desires to use for transmission.
This is accomplished by placing the transmitter selector switch in the position corresponding to the radio unit which is to be used. The up position
selects the upper transmitter and the down position selects the lower transmitter.
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The installation of Cessna radio equipment provides certain audio
back-up capabilities and transmitter selector switch functions that the pilot should be familiar with. When the transmitter selector switch is placed
in the No. 1 or No. 2 position, the audio amplifier of the corresponding
transceiver is utilized to provide the speaker audio for all radios. If the
audio amplifier in the selected transceiver fails, as evidenced by loss of
speaker audio for all radios, place the transmitter selector switch in the
other transceiver position. Since an audio amplifier is not utilized for
headphones, a malfunctioning amplifier will not affect headphone operation.
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The speaker-phone switches determine whether the output of the receiver in use is fed to the headphones or through the audio amplifier to
the speaker. Place the switch for the desired receiving system either in
the up position for speaker operation or in the down position for headphones. The center OFF position will remove receiver output to either
headphones or the .speaker.
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STATIC DISCHARGERS
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If frequent IFR flights are planned, installation of wick-type static
dischargers is recommended to improve radio communications during
flight through dust or various forms of precipitation (rain, snow or ice
crystals). Under these conditions, the build-up and discharge of static
electricity from the trailing edges of the wings, rudder, elevator, propeller tips and radio antennas can result in loss of usable radio signals
on all communications and navigation radio equipment. Usually the
ADF is first to be affected and VHF communication equipment is the
last to be affected.
Installation of static dischargers reduces interference from precipitation static, but it is possible to encounter severe precipitation static
conditions which might cause the loss of radio signals, even with static
dischargers installed. Whenever possible, avoid known severe precipitation areas to prevent loss of dependable radio signals. If avoidance is
impractical, minimize airspeed and anticipate temporary loss of radio
signals while in these areas.
7-32
CESSNA
MODELA150M
SECTION 8
HANDLlNG, SERVICE
& MAINTENANCE
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SECTION 8
AIRPLANE HANDLING,
SERVICE & MAINTENANCE
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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.
Flyable Storage
Servicing . . . .
Engine Oil . .
Fuel . . . .
Landing Gear
Cleaning and Care
Windshield-Windows
Painted Surfaces .
Propeller Care
Engine Care .
Interior Care
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TABLE OF CONTENTS
Page
8-3
8-3
8-3
8-3
8-4
8-5
8-5
8-6
8-6
8-7
8-7
8-7
8-7
8-7
8-8
8-8
8-9
8-9
8-10
8-10
8-11
8-11
8-12
8-12
8-12
8-13
8-13
8-13
8-1/ (8-2 blank)
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SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODELA150M
INTRODUCTION
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This section contains factory-recommended procedures for proper
ground handling and routine care and servicing of your Cessna. It also
identifies certain inspection and maintenance requirements which must
be followed if your airplane is to retain that new-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.
IDENTIFICATION PLATE
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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.
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All correspondence regarding your airplane should include the
SERIAL NUMBER. The Serial Number, Model Number, Production Certificate 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
the interior 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.
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OWNER FOLLOW-UP SYSTEM
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Your Cessna Dealer has an Owner Follow-Up System to notify you
when he receives information that applies to your Cessna. In addition, if
you wish, you may choose to receive similar notification, in the form of
Service Letters, directly from the Cessna Customer Services Department.
A subscription £orm 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.
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Various publications and flight operation aids are furnished in the
8-3
\_
CESSNA
MODELA150M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
airplane when delivered from the factory.
These items are listed below.
CUSTOMER CARE PROGRAM BOOK
•
PILOT'S OPERATING HANDBOOK/SUPPLEMENTS FOR YOUR
AIRPLANE
AVIONICS
•
PILOT'S CHECKLISTS
•
POWER COMPUTER
•
SALES AND SERVICE DEALER DIRECTORY
•
DO'S AND DON'TS ENGINE BOOKLET
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•
SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRPLANE
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The following additional publications, plus many other supplies that
are applicable to your airplane, are available from your Cessna Dealer.
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ENGINE AND ACCESSORIES
AVIONICS
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Your Cessna Dealer has a Customer Care Supplies Catalog covering
all available items, many of which he keeps on hand. He will be happy to
place an order for any item which is not in stock.
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AIRPLANE FILE
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There are miscellaneous data, information 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.
To be displayed in the airplane at all times:
(1) Aircraft Airworthiness Certificate (FAA Form 8100-2).
(2) Aircraft Registration Certificate (FAA Form 8050-3).
(3) Aircraft Radio Station License, if transmitter installed (FCC
Form 556).
B.
To be carried in the airplane at all times:
(1) Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if applicable).
(2) Equipment List.
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A.
8-4
, CESSNA
MODEL A150M
C.
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
To be made available upon request:
(1) Airplane Log Book.
(2) Engine Log Book.
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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 registered in the
United States should check with their own aviation officials to determine
their individual requirements.
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Cessna recommends that these items, plus the Pilot's Operating
Handbook, Pilot's Checklists, Power Computer, Customer Care
Program book and Customer Care Card, be carried in the airplane
at all times.
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FAA REQUIRED INSPECTIONS
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AIRPLANE INSPECTION PERIODS
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As required by Federal Aviation Regulations, all civil aircraft of
U.S. registry must undergo a complete inspection (annual) each twelve
calendar months. In addition to the required ANNUAL inspection, aircraft operated commercially (for hire) must have a complete inspection
every 100 hours of operation.
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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/ operator to ensure compliance
with all applicable airworthiness directives and, when the inspections are
repetitive, to take appropriate steps to prevent inadvertent noncompliance.
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In lieu of the 100 HOUR and ANNUAL inspection requirements, an
airplane may be inspected in accordance with a progressive inspection
schedule, which allows the work load to be 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.
8-5
CESSNA
MODEL A150M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA PROGRESSIVE CARE
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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, your airplane is inspected and maintained in
four operations at 50-hour intervals during a 200-hour period. The operations are recycled each 200 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted.
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The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 200 hours or more per year, and the 100-hour
inspection for all other airplanes. The procedures for the Progressive
Care Program and the 100-hour inspection have been carefully worked out
by the factory and are followed by the Cessna Dealer Organization. The
complete familiarity of Cessna Dealers with Cessna equipment and factoryapproved procedures provides the highest level of service possible at
lower cost to Cessna owners.
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Regardless of the inspection method selected by the owner, he should
keep in mind that 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.
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CESSNA CUSTOMER CARE PROGRAM
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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 want to thoroughly review your Customer Care Program book and keep it in your airplane at
all times.
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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. If
you take delivery from your Dealer, the initial inspection will have been
performed before deli very of the airplane to you. If you pick up your airplane at the factory, plan to take it to your Dealer reasonably soon after
you take delivery, so the initial inspection may be performed allowing the
Dealer to make any minor adjustments which may be necessary.
You will also want to return to your Dealer either at 50 hours 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.
8-6
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL A150M
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.
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NOTE
Pilots operating airplanes of other than U.S. registry
should refer to the regulations of the country of certification for information on preventive maintenance that
may be performed by pilots.
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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.
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ALTERATIONS OR REPAIRS
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It is essential that the FAA be contacted prior to any alterations on
the airplane to ensure that airworthiness of theairplane is not violated.
Alterations or repairs to the airplane must be accomplished by licensed
personnel.
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TOWING
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GROUND HANDLING
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The airplane is most easily and safely maneuvered by hand with the
tow-bar attached to the nose wheel. When towing with a vehicle, do not
exceed the nose gear turning angle of 30° either side of center, or damage
to the gear will result. If the airplane is towed or pushed over a rough
surface during hangaring, watch that the normal cushioning action of the
nose strut does not cause excessive vertical movement of the tail and the
resulting contact with low hangar doors or structure. A flat nose tire or
deflated strut will also increase tail height.
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.
8-7
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL A150M
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
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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:
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(1) Set the parking brake and install the control wheel lock.
(2) Install a surface control lock between each aileron and flap.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to the wing and tail tie-down- fittings and secure each 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 of the
engine mount and secure to a ramp tie-down.
(6) Install a pitot tube cover.
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JACKING
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When a requirement exists to jack the entire airplane off the ground,
or when wing jack points are used in the jacking operation, refer to the
Service Manual for specific procedures and equipment required.
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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
jack must then be lowered for a second jacking operation. Do not jack
both main wheels simultaneously using the individual main gear jack pads.
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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 horizontal stabilizer, and allowing the tail to rest on the tail tie-down
ring.
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 weights, on each side of
8-8
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL Al50M
the horizontal stabilizer, next to the fuselage. If ground anchors are
available, the tail should be securely tied down.
NOTE
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Ensure that the nose will be held off the ground under all
conditions by means of suitable stands oir supports under
weight supporting bulkheads near the nose of the airplane.
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LEVELING
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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 in the level. Corresponding points on
both upper door sills may be used to level the airplane laterally.
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FLYABLE STORAGE
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Airplanes placed in non-operational storage for a maximum of 30 days
or those which receive only intermittent operational use for the first 25
hours are considered in flyable storage status. Every seventh day during
these periods, the propeller should be rotated by hand through five revolutions. _This action "limbers" the oil and prevents: any accumulation of corrosion on engine cylinder walls.
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For maximum safety, check that the ignition switch is
OFF, the throttle is closed, the mixture control is in the
idle cut-off position, and the airplane is secured before
rotating the propeller hand. Do not stand within the arc
of the propeller blades while turning the propeller.
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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.
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 is
to be stored temporarily, or indefinitely, refer to the Service Manual for
proper storage procedures.
8-9
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL A150M
SERVICING
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In addition to the 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 50, 100, and 200 hour intervals plus
those items which require servicing, inspection, and/or testing at special
intervals.
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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.
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Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with the 100-hour or ANNUAL
inspection as previously covered.
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Depending on various flight operations, your local Government A viation 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.
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ENGINE OIL
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For quick and ready reference, quantities, materials,, and specifications for frequently used service items are as follows:
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GRADE -- Aviation Grade SAE 40 Above 4°C (40°F).
Aviation Grade SAE 10W30 or SAE 20 Below 4°C (40°F).
Multi-viscosity oil with a range of SAE 10W30 is recommended for
improved starting in cold weather. Ashless dispersant oil, conforming to Continental Motors Specification MHS-24A, must be used.
NarE
Your Cessna was delivered from the factory with a corrosion preventive aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
straight mineral oil conforming to Specification No. MILL-6082.
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
8-10
CESSNA
MODEL A150M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
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dipstick level readings. During oil and oil filter changes, one additional quart is required when the filter element is changed.
OIL AND OIL FILTER CHANGE -After the first 25 hours of operation, drain engine oil sump and clean
the oil pressure screen. If an oil filter is installed, change the filter
element 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, the oil change interval may be extended to 100-hour intervals,
providing the oil filter element is changed at 50-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.
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FUEL
NOTE
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APPROVED FUEL GRADES (AND COLORS) -80 (Formerly 80/87) Grade Aviation Fuel (Red).
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 Gallons.
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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. 00-6, 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.
8-11
CESSNA
MODEL A150M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CLEANING AND CARE
WINDSHIELD-WIN DOWS
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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. A How the cleaner to dry, then wipe it off with soft flannel cloths.
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If a windshield cleaner is not available, the plastic can be cleaned
with soft cloths moistened with Stoddard solvent to remove oil and grease.
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NOTE
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Never use gasoline, benzine, alcohol, acetone, carbon
tetrachloride, fire extinguisher 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.
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Follow by carefully washing with a mild detergent and plenty of water.
Rinse thoroughly, then dry with a clean moist chamois. Do not rub the
plastic with a dry cloth since this builds up an electrostatic charge which
attracts dust. Waxing with a good commercial wax will finish the 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.
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Do not use a canvas cover on the windshield unless freezing rain or
sleet is anticipated since the cover may scratch the plastic surface.
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PAINTED SURFACES
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The painted exterior surfaces of your new Cessna have a durable,
long lasting finish and, under normal conditions, require no polishing or
buffing. Approximately 15 days are required for the paint to cure 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.
8-12
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL A150M
Waxing is unnecessary to keep the painted surfaces bright. However,
if desired, the airplane may be waxed with a good automotive wax. A
heavier coating of wax on the leading edges of the wings and tail and on the
engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas.
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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. A 50-50 solution of
isopropyl alcohol and water will satisfactorily remove ice accumulations
without damaging the paint. A solution with more than 50% alcohol is
harmful and should be avoided. While applying the de-icing solution, keep
it away from the windshield and cabin windows -since the alcohol will attack
the plastic and may cause it to craze.
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PROPELLER CARE
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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 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 carbon tetrachloride or Stoddard
solvent.
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ENGINE CARE
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The engine may be cleaned with Stoddard solvent, or equivalent, then
dried thoroughly.
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.JCAUTION\
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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, clean
the interior regularly with a vacuum cleaner.
8-13
--
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CESSNA
MODELA150M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
Blot up any spilled liquid promptly with cleansing tissue or rags.
Don't pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape
off sticky materials with a dull knife, then spot-clean the area.
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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.
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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.
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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
CESSNA
MODELA150M
SECTION 9
SUPPLEMENTS
SECTION 9
SUPPLEMENTS
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(Optional Systems Description
& Operating Procedures )
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TABLE OF CONTENTS
(4
(4
(6
(6
pages)
pages)
pages)
pages)
(6 pages)
(6 pages)
(6 pages)
(6 pages)
(4 pages)
(4 pages)
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Introduction
Supplements:
Emergency Locator Transmitter (ELT)
Cessna 300 Nav/Com (Type RT-308C)
Cessna 300 Na v I Com (Type RT-328T)
Cessna 300 ADF (Type R-546E) . . .
Cessna 300 Transponder (Type RT-359A) and Optional
,Encoding Altimeter (Type EA-401A) . . . . . . .
Cessna 300 Transponder (Type RT-359A) and Optional
Altitude Encoder (Blind)
. . . . . . . . . . . .
Cessna 400 Transponder (Type RT-459A) and Optional
Encoding Altimeter (Type EA-401A) . . . . . . .
Cessna 400 Transponder (Type RT-459A) and Optional
Altitude Encoder (Blind)
. . . . . .
Cessna 400 Marker Beacon (Type R-402A)
Cessna 400 Glide Slope (Type R-443B) . . . . . . . .
9-1
SECTION 9
SUPPLEMENTS
CESSNA
MODEL A150M
INTRODUCTION
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This section consists of a series of supplements, each covering a
single optional 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. Other
routinely installed items of optional equipment, whose function and operational procedures do not require detailed instructions, are discussed in
Section 7.
9-2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
EMERGENCY LOCATOR
TRANSMITTER (ELT)
SUPPLEMENT
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EMERGENCY LOCATOR TRANSMITTER
(ELT)
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SECTION 1
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GENERAL
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The ELT consists of a self-contained dual-frequency radio transmitter and battery power supply, and is activated by an impact of 5g or more
as may be experienced in a crash landing. 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 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 ELT will provide line-of-sight transmission up to 100
miles at 10, 000 feet. The duration of ELT transmissions is affected by
ambient temperature. At temperatures of +21° to +54°C (+70° to +130°F),
continuous transmission for 115 hours can be expected; a temperature of
-40°C (-40°F) will shorten the duration to 70 hours.
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The ELT is readily 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
There is no change to the airplane limitations when this equipment is
installed.
1 of 4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
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EMERGENCY LOCATOR
TRANSMITTER (ELT)
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COVER - Removable for access to battery.
2.
FUNCTION SELECTOR SWITCH (3-position toggle switch):
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- Activates transmitter instantly. Used for test purposes
and if "g" switch is inoperative.
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1.
OFF - Deactivates transmitter. Used during shipping, storage
and following rescue.
ANTENNA RECEPTACLE - Connection to antenna mounted on
top of the tail cone.
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ARM- Activates transmitter only when "g" switch receives 5g
or more impact.
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 no emergency tone is audible, gain access to the ELT and place the function se2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
EMERGENCY LOCATOR
TRANSMITTER (ELT)
lector switch in the ON position.
(2) PRIOR TO SIGHTING RESCUE AIRCRAFT: Conserve airplane
battery. Do not activate radio transceiver.
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(3) AFTER SIGHTING RESCUE AIRCRAFT: Place ELT function
selector 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.
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(4) FOLLOWING RESCUE: Place ELT function selector switch in
the OFF position, terminating emergency transmissions.
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SECTION 4
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NORMAL PROCEDURES
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As long as the function selector switch remains in the ARM position,
the ELT automatically activates following an impact of 5g or more over a
short period of time.
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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 sele..ctor switch in the OFF position and the tone
should cease. Immediately place the function selector switch in the ARM
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)
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CESSNA 300 NAV/COM
(TYPE RT-308C)
PILar's OPERA TING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 300 NAV /COM
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(COM/VOR, No LOC - Type RT-308C)
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SECTION 1
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GENERAL
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The Cessna 300 Nav/Com (Type RT-308C), shown in Figure 1, consists of a panel-mounted receiver-transmitter (RT-308C) and a single
needle course deviation indicator (IN-514R or IN-514B). The RT-308C
Receiver-Transmitter includes a 360-channel VHF communication receivertransmitter and a 160-channel VHF navigation receiver, both of which may
be operated simultaneously.
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The communication receiver-transmitter receives and transmits signals between 118. 00 and 135. 95 MHz in 50 kHz steps. The navigation receiver receives and interprets VHF omnidirectional range (VOR) signals
between 108. 00 and 117. 95 MHz. Although localizer signals (all oddtenth frequencies between 108. 1 and 111. 9 MHz) can also be received, the
navigation receiver does not include the necessary circuits to interpret
the signals for localizer indications. However, the audio portion of the
localizer is audible so that flight information, such as that broadcast in
certain areas on selected localizer frequencies by the Automatic Terminal
Information Service (ATIS), may be heard.
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All controls for the Cessna 300 Nav /Com (Type RT-308C), except the
omni bearing selector (OBS), are mounted on the front panel of the receivertransmitter. The course selector and the navigation indicators are included in the course deviation indicator. The communication receivertransmitter and the navigation receiver are synthesizer-controlled and
are tuned automatically when the frequency is selected. In addition, when
two or more radios are installed, a transmitter selector switch and a
speaker-phone selector switch are provided. Each control function is
described in Figure 1.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
1 of 4
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
NAVIGATION RECEIVER FREQUENCY INDICATOR.
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2.
RECEIVER-TRANSMITTER FREQUENCY INDICATOR.
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CESSNA 300 NA V/COM
(TYPE RT-308C)
SQUELCH CONTROL - Used to adjust signal threshold
necessary to activate communication receiver audio.
Clockwise rotation increases background noise (decreases
squelch action); counterclockwise rotation decreases
background noise.
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3.
4.
COMMUNICATION RECEIVER-TRANSMITTER MEGAHERTZ SELECTOR - Selects communication
receiver-transmitter frequency in 1-MHz steps between
118 and 135 MHz.
Figure 1.
2
Cessna 300 Nav/Com (Type RT-308C) - VOR only (Sheet l of 2)
- - - - -----------------
----
OFF/ON VOLUME CONTROL - Turns complete set on
and controls volume of audio from communication receiver. Clockwise rotation increases audio leve 1.
6.
COMMUNICATION RECEIVER-TRANSMITTER FRACTIONAL MEGAHERTZ SELECTOR - Selects communication receiver-transmitter fractional frequency in
0. 05 MHz steps between 0. 00 and 0. 95 MHz.
7.
NAVIGATION RECEIVER MEGAHERTZ SELECTOR Selects navigation receiver frequency in 1-MHz steps
between 108 and 117 MHz.
8.
NAVIGATION RECEIVER VOLUME CONTROL - Controls volume of audio from navigation receiver only.
Clockwise rotation increases audio level.
9.
NAVIGATION RECEIVER FRACTIONAL MEGAHERTZ
SELECTOR - Selects navigation receiver frequency
in 0. 05 MHz steps between 0. 00 and 0. 95 MHz.
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CESSNA 300 NA V /COM
(TYPE RT-308C)
PILITT'S OPERATING HANDBOOK
SUPPLEMENT
COURSE DEVIATION POINTER - Indicates deviation
from selected omni bearing.
11.
OFF/TO-FROM (OMNI) INDICATOR - Operates only
with VOR signal. "OFF" position (flag) indicates
unreliable signal or no signal (shows OFF when localizer
frequency is selected). When "OFF" position disappears,
indicator shows whether selected course is "TO" or
"FROM" VOR station.
12.
RECIPROCAL COURSE INDEX - Indicates reciprocal
of selected VOR course.
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10.
OMNI BEARING SELECTOR (OBS) - Selects desired
course to or from a VOR station.
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13.
14.
BACK COURSE (BC) INDICATOR LIGHT (On IN-514B
Only) - Not used with this radio.
15.
BEARING DIAL - Rotated by OBS to select course at index.
16.
COURSE INDEX - Indicates selected VOR course.
Figure 1.
Cessna 300 Nav/Com (Type RT-308C) - VOR only (Sheet 2 of 2)
3
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
CESSNA 300 NA V/COM
(TYPE RT-308C)
SECTI 0 N 3
EMERGENCY PROCEDURES
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There is no change to the airplane emergency procedures when this
avionic equipment is installed.
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SECTION 4
NORMAL PROCEDURES
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COMMUNICATIONS TRANSCEIVER OPERATION:
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(1) OFF/VOL Control -- TURN ON and adjust to desired listening
level.
(2) XMTR SEL Switch -- SET to desired transceiver.
(3) SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode.
(4) COM Frequency Selector Knobs -- SELECT desired operating
frequency.
(5) SQ Control -- ROTATE counterclockwise to decrease background
noise as required.
(6) Mike Button:
a. To Transmit -- DEPRESS and SPEAK into microphone.
b. To Receive -- RELEASE.
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NAVIGATION RECEIVER OPERATION:
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(1) COM OFF /VOL Control -- TURN ON.
(2) SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode.
(3) NAV Frequency Selector Knobs -- SELECT desired operating
frequency.
(4) NAV VOL Control -- ADJUST to desired listening level.
(5) OBS Knob -- SELECT desired course.
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, will result in a minor
reduction in cruise performance.
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CESSNA 300 NAV/COM
(TYPE RT-328T)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 300 NAV /COM
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(720-Cha~nel - Type RT-328T)
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SECTION 1
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GENERAL
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The Cessna 300 Nav/Com (Type RT-328T), shown in Figure 1, consists of a panel-mounted receiver-transmitter and a single- or dualpointer remote course deviation indicator (CDI). The set includes a 720channel VHF communication receiver-transmitter and a 200-channel VHF
navigation receiver, both of which may be operated simultaneously.
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The communication receiver-transmitter receives and transmits signals between 118. 000 and 135. 975 MHz in 25-kHz steps~ The navigation
receiver receives and interprets VHF omnidirectional and localizer signals between 108. 00 and 117. 95 MHz in 50-kHz steps. The communication
receiver-transmitter and the navigation receiver are synthesizer-controlled and are tuned automatically when the frequency is selected.
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A DME receiver-transmitter or a glide slope receiver, or both, may
be interconnected with the Cessna 300 Nav /Com set for automatic selection of the associated DME or GS frequency. When a VOR frequency is
selected on the Nav/Com, the associated VORTAC or VOR-DME station
frequency will also be selected automatically; likewise, if a localizer frequency is selected, the associated glide slope frequency will be selected
automatically.
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All controls of the Cessna 300 Nav/Com, except the omni bearing
selector knob (OBS), which is located on the course indicator, are mounted on the front panel of the receiver-transmitter. The course indicator
includes either a single pointer and related OFF flag for VOR/LOC indication only, or dual pointers and related OFF flags for both VOR/LOC
and glide slope indications. The course indicator also incorporates a
back-course lamp (BC) which lights when optional back-course operation
is selected. In addition, when two or more radios are installed, a transmitter selector switch and a speaker-phone selector switch are provided.
Each control function is described in Figure 1.
1 of 6
------
CESSNA 300 NAV/COM
(TYPE RT-328T)
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PILOf 'S OPERA TING HANDBOOK
SUPPLEMENT
RECEIVER-TRANSMITTER FREQUENCY INDICATOR
2.
NAVIGATION RECEIVER FREQUENCY INDICATOR.
3.
SQUELCH CONTROL - Used to adjust signal threshold necessary to activate
communication receiver audio. Clockwise rotation increases background noise
(decreases squelch action); counterclockwise rotation decreases background noise.
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COMMUNICATION RECEIVER-TRANSMITTER MEGAHERTZ SELECTOR Selects communication receiver-transmitter frequency in 1-MHz steps between 118 and 135 MHz.
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5.
OFF /ON VOLUME CONTROL - Turns set on and controls volume of audio
from communications receiver.
6.
COMMUNICATION RECEIVER-TRANSMITTER FRACTIONAL MEGAHERTZ SELECTOR - Selects communication receiver-transmitter fractionalfrequency in. 05-MHz steps between . 000 and. 950 MHz or between . 025 and . 975 MHz depending on position of 50-25 MHz selector
switch (7).
Figure 1.
2
Cessna 300 Nav/Com (Type RT-328T) (Sheet 1 of 2)
PILar's OPERATING HANDBOOK
SUPPLE Iv.IE NT
7.
CESSNA 300 NA V/COM
(TYPE RT-328T)
50-25 FRACTIONAL MHz SELECTOR SWITCH - In "50" position, enables
communication whole MHz frequency readout to display and communication
fractional MHz control to select fractional part of frequency in . 05-MHz
steps between . 000 and . 950 MHz. In "25" position, frequency display and
coverage is in . 05-MHz steps between . .025 and . 975.
NOTE
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The third-decimal-place digit is not shown on the receivertransmitter freq\lency readout.
NAVIGATION RECEIVER MEGAHERTZ SELECTOR - Selects navigation receiver
frequency in 1-MHz steps between 108 and 117 MHz; simultaneously selects
paired glide slope frequency or DME channel.
9.
NAVIGATION RECEIVER VOLUME CONTROL - Controls volume of audio from
navigation receiver only. Clockwise rotation increases audio level.
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8.
NAVIGATION RECEIVER FRACTIONAL MEGAHERTZ SELECTOR - Selects
navigation receiver frequency in . 05-MHz steps between . 00 and . 95 MHz;
simultaneously paired glide slope frequency or DME channel.
11.
COMBINED IDENTIFIER SIGNAL SELECTOR AND VOR SELF-TEST SELECTOR
SWITCH (ID-T SWITCH) - With VOR or LOC station selected, in ID position, station identifier is audible; in center (unmarked) position, identifier is off; in T
(momentary on) position, tests VOR navigation circuits.
12.
COURSE DEVIATION POINTER - Indicates .deviation from selected omni
bearing or localizer centerline.
13.
OFF/TO-FROM (OMNI) INDICATOR - Operates only with VOR or localizer
signal. "OFF" position (flag) indicates unreliable signal. When "OFF"
position disappears, indicator shows whether selected VOR course is "TO"
or "FROM" the station (if LOC frequency is selected, indicator will only
show "TO").
14.
RECIPROCAL COURSE INDEX - Indicates reciprocal of selected VOR course.
15.
OMNI BEARING SELECTOR (OBS) - Selects desired course to or from a
VOR station.
16.
BC - During LOC operation, when optional Back-Course operation is selected,
amber lamp illuminates to alert the pilot that CDI indication is reversed.
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10.
BEARING DIAL - Rotated by OBS to select course at index.
18.
COURSE INDEX - Indicates selected VOR course.
19.
GLIDE SLOPE "OFF" FLAG - When visible, indicates unreliable glide slope
signal or no glide slope signal. The flag disappears when a reliable glide
slope signal is being received.
20.
GLIDE SLOPE DEVIATION POINTER - Indicates deviation from normal
glide slope.
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Figure 1. Cessna 300 Nav/Com (Type RT-328T) (Sheet 2 of 2)
3
CESSNA 300 NAV/COM
(TYPE RT-328T)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
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SECTION
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There is no change to the airplane limitations when this avionic
equipment is installed. However, 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 (or 1800 ±100 RPM with a three
bladed propeller) during ILS approaches to avoid oscillations of the glide
slope deviation pointer caused by propeller interference.
EMERGENCY PROCEDURES
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There is no change to the airplane emergency procedures when this
avionic equipment is installed.
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SECTION
NORMAL PROCEDURES
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COMMUNICATIONS TRANSCEIVER OPERATION:
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(1) OFF/VOL Control -- TURN ON and adjust to desired listening
· level.
(2) XMTR SEL Switch -- SET to desired transceiver.
(3) SPEAKER PHONE (or AUTO) Switch -- SET to desired mode.
(4) 50-25 Fractional MHz Selector Switch -- SELECT desired
frequency (does not affect navigation frequencies).
(5) COM Frequency Selector Knobs -- SELECT desired operating
frequency.
(6) SQ Control -- ROT ATE counterclockwise to decrease background
noise as required.
(7) Mike Button:
a. To Transmit -- DEPRESS and SPEAK into microphone.
b. To Receive -- RELEASE.
NAVIGATION RECEIVER OPERATION:
(1) COM OFF/VOL Control -- TURN ON.
(2) SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode.
(3) NAV Frequency Selector Knobs -- SELECT desired operating
frequency.
4
CESSNA 300 NAV /COM
(TYPE RT-328T)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
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(4) NAV VOL Control -- ADJUST to desired audio level.
(5) ID-T Switch:
a. To Identify Station -- SET to ID to hear navigation
station identifier (Morse Code) signal.
b. To Filter Out Station Identifier Signal -- SET to CENTER
(unmarked) position to include filter in audio circuit.
(6) OBS Knob -- SELECT desired course.
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TO SELF TEST VOR NAVIGATION CIRCUITS:
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(1) COM OFF /VOL Control -- TURN ON.
(2) NAV Frequency Selector Switches -- SELECT usable VOR
station signal.
(3) OBS Knob -- SET for 0° course at index; CDI pointer centers
or deflects left or right, depending on bearing of signal; OFF/TOFROM indicator shows TO or FROM.
(4) ID-T Switch -- PRESS to T and HOLD at T; Cm pointer should
center and OFF/TO-FROM indicator should show FROM.
(5) OBS Knob -- TURN to displace course approximately 10° to
either side of 0° (while holding ID-T switch at T); Cm pointer
should deflect full scale in direction corresponding to course displacement. OFF/TO-FROM indicator should still show FROM.
NOTE
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This test does not fulfill the requirements of FAR 91. 25.
SECTION 5
PERFORMANCE
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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, will result in a minor
reduction in cruise performance.
5/(6 blank)
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CESSNA 300 ADF
(TYPE R-546E)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 300 ADF
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(Type R-546E)
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SECTION 1
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GENERAL
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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, loop
antenna, bearing indicator and a sense antenna. In addition, when two or
more radios are installed, speaker-phone selector switches are provided.
Each control function is described in Figure 1.
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The Cessna 300 ADF can be used for position plotting and homing
procedures, and for aural reception of amplitude-modulated (AM) signals.
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With the function selector knob at ADF, the Cessna 300 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.
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With the function selector knob at REC, the Cessna 300 ADF uses only
the sense antenna and operates as a conventional low-frequency receiver.
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The Cessna 300 ADF is designed to receive transmission from the
following radio facilities: commercial broadcast stations, low-frequency
range stations, FAA radio beacons, and ILS compass locatorsc
1 of 6
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
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CESSNA 300 ADF
(TYPE R-546E)
OFF /VOL CONTROL - Controls primary power and audio output
level. Clockwise rotation from OFF position applies primary
power to receiver; further clockwise rotation increases audio level.
2.
FREQUENCY SELECTORS - Knob {A) selects 100-kHz increments of receiver frequency, knob (B) selects 10-kHz increments, and knob {C) selects 1-kHz increments.
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1.
Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 1 of 2)
2
CESSNA 300 ADF
(TYPE R-546E)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
3.
FUNCTION SWITCH:
BFO: Selects operation as communication receiver using
only sense antenna and activates 1000-Hz tone beat
frequency oscillator to permit coded identifier of
stations transmitting keyed CW signals (Morse
Code) to be heard.
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REC: Selects operation as standard communication receiver using only sense antenna.
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ADF: Set operates as automatic direction finder using loop
and sense antennas.
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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 control.
5.
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.
6.
HEADING CONTROL (HDG) - Rotates card to set in relative,
magnetic, or true bearing information.
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4.
Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 2 of 2)
3
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 ADF
(TYPE R-546E)
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic
equipment is installed.
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SECTION 3
O
EMERGENCY PROCEDURES
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SECTION 4
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There is no change to the airplane emergency procedures when this
avionic equipment is installed.
NORMAL PROCEDURES
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TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY:
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(1) OFF/VOL Control -- ON.
(2) Function Selector Knob -- REC.
(3) Frequency Selector Knobs -- SELECT operating frequency.
(4) ADF SPEAKER/PHONE Switch -- SELECT speaker or phone
position as desired.
(5) VOL Control -- ADJUST to desired listening level.
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TO OPERA TE AS AN AUTOMATIC DIRECTION FINDER:
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(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).
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PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 ADF
(TYPE R-546E)
TO OPERATE BFO:
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(1) OFF /VOL Control -- ON.
(2) Function Selector Knob -- BFO.
(3) Frequency Selector Knobs -- SELECT operating frequency.
( 4) ADF SPEAKER/PHONE Switch -- SELECT speaker or phone
position.
(5) VOL Control -- ADJUST to desired listening level.
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NOTE
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SECTION 5
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A 1000-Hz tone is heard in the audio output when a CW
signal (Morse Code) is tuned in properly.
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PERFORMANCE
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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, will result in a minor
reduction in cruise performance.
5/(6 blank)
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CESSNA 300 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 300 TRANSPONDER
(Type RT-359A)
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SECTION 1
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(Type EA-401A)
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AND
OPTIONAL ENCODING ALTIMETER
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GENERAL
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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.
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The Cessna 300 Transponder 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.
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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 of 6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
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.
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1.
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CESSNA 300 TRANSPONDER
AND ENCODING ALTIMETER
2.
REPLY LAMP - Lamp flashes to indicate transmission of reply
pulses; glows steadily to indicate transmission of !DENT pulse
or satisfactory self-test operation. (Reply Lamp will also glow
steadily during initial warm-up period.)
Figure 1. Cessna 300 Transponder and Encoding Altimeter {Sheet 1 of 2)
2
CESSNA 300 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
!DENT (ID) 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 !DENT 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.
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.
9.
OFF INDICATOR WARNING FLAG - Flag appears across alti' tude readout when power is removed from the altimeter to indicate that readout is not reliable.
20-FOOT INDICATOR NEEDLE - Indicates altitude in 20-foot
increments between 0 feet and 1000 feet.
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11.
100-FOOT DRUM TYPE INDICATOR - Provides digital altitude readout in 100-foot increments between 0 feet and 1000 feet.
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10.
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3.
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.
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12.
13.
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)
3
CESSNA 300 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
3
O
SECTION
nl
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There is no change to the airplane limitations when this avionic equipment is installed.
TO TRANSMIT AN EMERGENCY SIGNAL:
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EMERGENCY PROCEDURES
Function Switch -- ON.
(2) Reply-Code Selector Knobs -- SELECT 7700 operating code.
(3) ID Switch -- DEPRESS then RELEASE to effect immediate identification of aircraft on ground controller's display.
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(1)
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TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL
COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT:
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(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.
(3) ID Switch -- DEPRESS then RELEASE at intervals to effect
immediate identification of aircraft on ground controller's display.
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF:
(1)
Function Switch -- SBY.
TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN
FUGHT:
(1) Off Indicator Warning Flag -- VERIFY that flag is out of view on
encoding altimeter.
4
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
(2)
CESSNA 300 TRANSPONDER
AND ENCODING ALTIMETER
Reply-Code Selector Knobs -- SELECT assigned code.
Function Switch -- ON.
DIM Control -- ADJUST light brilliance of reply lamp.
(3)
(4)
NOTE
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During normal operation with function switch in ON position, reply lamp flashes indicating transponder replies
to interrogations.
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(5) ID Button -- DEPRESS momentarily when instructed by ground
controller to "squawk !DENT" (reply lamp will glow steadily, indicating !DENT operation).
TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT:
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(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.
(4) Function Switch -- ALT.
NOTE
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When directed by ground controller to "stop altitude
squawk", turn Function Switch to ON for Mode A
operation only.
NOTE
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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.
TO SELF-TEST TRANSPONDER OPERATION:
(1) Function Switch -- SBY and wait 30 seconds for equipment to
warm-up.
(2) Function Switch -- ON or ALT.
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.
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SECTION 5
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PERFORMANCE
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O
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, will result in a minor
reduction in cruise performance.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
SUPPLEMENT
CESSNA 300 TRANSPONDER
(Type RT-359A)
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SECTION 1
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AND
OPTIONAL ALTITUDE ENCODER (BLIND)
GENERAL
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The Cessna 300 Transponder (Type RT-359A), shown in Figure 1, is
the airborne component of an Air Traffic Control Radar Beacon System
(A TCRBS). The transponder enables the A TC ground controller to "see"
and identify the aircraft, while in flight, on the control center's radarscope
more readily.
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in
in
g
The Cessna 300 Transponder system consists of a panel-mounted unit
and an externally-mounted antenna. The transponder receives interrogation 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 of 6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
FUNCTION SWITCH - Controls application of power and selects
transponder operating mode as follows:
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1.
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CESSNA 300 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
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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 IDENT pulse
or satisfactory self-test operation. (Reply lamp will also glow
steadily during initial warm-up period.)
Figure 1. Cessna 300 Transponder and Altitude Encoder (Blind)
(Sheet 1 of 2)
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
IDENT (ID) 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. )
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
code range of -1000 feet up to the airplane's maximum service
ceiling.
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3.
Figure 1.
Cessna 300 Transponder and Altitude Encoder (Blind)
(Sheet 2 of 2)
3
CESSNA 300 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
3
O
SECTION
nl
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There is no change to the airplane limitations when this avionic equipment is installed. However, a placard labeled "ALTITUDE ENCODER
EQUIPPED" must be installed near the altimeter.
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TO TRANSMIT AN EMERGENCY SIGNAL:
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EMERGENCY PROCEDURES
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(1) Function Switch -- ON.
(2) Reply-Code Selector Knobs -- SELECT 7700 operating code.
(3) ID Switch -- DEPRESS then RELEASE to effect immediate identification of aircraft on ground controller's display.
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TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL
COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT):
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in
in
( 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.
(3) ID Switch -- DEPRESS then RELEASE at intervals to effect
immediate identification of aircraft on ground controller's display.
SECTI 0 N 4
NORMAL PROCEDURES
BEFORE TAKEOFF:
(1) Function Switch -- SBY.
TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN FLIGHT:
(1)
4
Reply-Code Selector Knobs -- SELECT assigned code.
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
(2) Function Switch -- ON.
(3) DIM Control -- ADJUST light brilliance of reply lamp.
NOTE
nl
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During normal operation with function switch in ON position, reply lamp flashes indicating transponder replies
to interrogations.
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(4) ID Button -- DEPRESS momentarily when instructed by ground
controller to "squawk ID ENT" (reply lamp will glow steadily, indicating !DENT operation).
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TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT:
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(1) Reply-Code Selector Knobs -- SELECT assigned code.
(2) Function Switch -- ALT.
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NOTE
in
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When directed by grrund controller to "stop altitude
squawk", turn Function Switch to ON for Mode A
operation only.
NOTE
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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 aircraft altimeter.
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(3) DIM Control -- ADJUST light brilliance of reply lamp.
TO SELF-TEST TRANSPONDER OPERATION:
(1) Function Switch -- SBY and wait 30 seconds for equipment to
warm-up.
(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.
5
CESSNA 300 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
SECTION 5
PERFORMANCE
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nl
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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, will result in a minor reduction in cruise performance.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
SUPPLEMENT
CESSNA 400 TRANSPONDER
(Type RT-459A)
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SECTION l
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(Type EA-401A)
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AND
OPTIONAL ENCODING ALTIMETER
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GENERAL
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The Cessna 400 Transponder (Type 459A), 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 radar
scope more readily.
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ra
in
in
g
The 400 Transponder 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 400 Transponder System)
is included in the avionic configuration, the transponder can provide altitude reporting in 100-foot increments between -1000 and +35, 000 feet.
Fo
All Cessna 400 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 of 6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
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CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
Figure 1. Cessna 400 Transponder and Encoding Altimeter
Operating Controls (Sheet 1 of 2)
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
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 lDENT pulse or satisfactory self-test
operation. (Reply Lamp will also glow steadily during initial warm-up period.)
3.
!DENT (ID) 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. )
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 SWITCHES (4) - Select assigned Mode A Reply
Code.
7.
REPLY-CODE INDICATORS (4) - Display selected Mode A Reply Code.
8.
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.
9.
OFF INDICATOR WARNING FLAG - Flag appears across altitude readout
when power is removed from altimeter to indicate that readout is not reliable.
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1.
100-FOOT DRUM TYPE INDICATOR - Provides digitalaltitude readout in
100-foot increments between O feet and 1000 feet.
11.
20-FOOT INDICATOR NEEDLE • Indicates altitude in 20-foot increments
between 0 feet and 1000 feet.
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ALTIMETER SETTING SCALE ·DRUM TYPE • Indicates selected altimeter setting in the range of 28. 1 to 30. 99 inches of mercury on the standard altimeter or 946 to 1049 millibars on the optional altimeter.
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12.
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10.
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13.
ALTIMETER SETTING KNOB - Dials in desired altimeter setting in the
range of 28. 1 to 30, 99 inches of mercury on standard altimeter or 946 to
1049 millibars on the optional altimeter.
Figure 1. Cessna 400 Transponder and Encoding Altimeter
Operating Controls (Sheet 2 of 2)
3
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
SECTI 0 N
2
LIMITATIONS
3
O
EMERGENCY PROCEDURES
nl
SECTION
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There is no change to the airplane limitations when this avionic
equipment is installed.
es
TO TRANSMIT AN EMERGENCY SIGNAL:
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(1) Function Switch -- ON.
(2) Reply-Code Selector Switches -- SELECT 7700 operating code.
(3) ID Switch -- DEPRESS then RELEASE to effect immediate identification of aircraft on ground controller's display.
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TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL
COMMUNICATIONS (WHEN IN A CONTROLLED ENVffiONMENT):
SECTION 4
NORMAL PROCEDURES
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in
in
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(1) Function Switch -- ON.
(2) Reply-Code Selector Switches -- 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.
(3) ID Switch -- DEPRESS then RELEASE at intervals to effect
immediate identification of aircraft on ground controller's display.
BEFORE TAKEOFF:
(1)
Function Switch -- SBY.
TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN
FLIGHT:
(1) Off Indicator Warning Flag -- VERIFY that flag is out of view on
encoding altimeter.
4
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
(2)
Reply-Code Selector Switches -- SELECT assigned code.
Function Switch -- ON.
DIM Control -- ADJUST light brilliance of reply lamp.
(3)
(4)
NOTE
nl
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During normal operation with function switch in ON position, REPLY lamp flashes indicating transponder replies
to interrogations.
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(5) ID Button -- DEPRESS momentarily when instructed by ground
controller to "squawk !DENT" (REPLY lamp will glow steadily, indicating !DENT operation).
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TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT:
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(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 Switches -- SELECT assigned code.
(4) Function Switch -- ALT.
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NOTE
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in
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When directed by ground controller to "stop altitude
squawk", turn Function Switch to ON for Mode A
operation only.
NOTE
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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.
TO SELF-TEST TRANSPONDER OPERATION:
(1) Function Switch -- SBY and wait 30 seconds for equipment to
warm-up.
5
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
(2) Function Switch -- ON or ALT.
{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.
nl
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SECTION 5
O
PERFORMANCE
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es
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, will result in a minor
reduction in cruise performance.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
SUPPLEMENT
CESSNA 400 TRANSPONDER
(Type RT-459A)
SECTION l
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GENERAL
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AND
OPTIONAL ALTITUDE ENCODER (BLIND)
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The Cessna 400 Transponder (Type RT-459A), 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.
Fo
rT
ra
in
in
g
The Cessna 400 Transponder system consists of a panel-mounted unit
and an externally-mounted antenna. The transponder receives interrogating 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 to 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 400 Transponder system) required for Mode C
(altitude reporting) operation, consists of a completely independent remotemounted 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 400 Transponder system, altitude reporting capabilities
are available in 100-foot increments between -1000 feet and the airplane's
maximum service ceiling.
All Cessna 400 Transponder operating controls are located on the
front panel of the unit. Functions of the operating controls a re described
in Figure 1.
1 of 6
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
FUNCTION SWITCH - Controls application of power and selects
transponder operating mode as follows:
in
1.
in
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CESSNA 400 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
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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 IDENT pulse
or satisfactory self-test operation. (Reply lamp will also glow
steadily during initial warm-up period.)
Figure 1. Cessna 400 Transponder and Altitude Encoder (Blind)
(Sheet 1 of 2)
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
!DENT (ID) 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 !DENT 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 selftest operation. )
6.
REPLY-CODE SELECTOR SWITCHES (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
code range of -1000 feet up to the airplane's maximum service
ceiling.
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in
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3.
Figure 1.
Cessna 400 Transponder and Altitude Encoder (Blind)
(Sheet 2 of 2)
3
CESSNA 400 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
3
O
SECTION
nl
y
There is no change to the airplane limitations when this avionic equipment is installed. However, a placard labeled "ALTITUDE ENCODER
EQUIPPED" must be installed near the altimeter.
es
EMERGENCY PROCEDURES
TO TRANSMIT AN EMERGENCY SIGNAL:
Function Switch -- ON.
(2) Reply-Code Selector Switches -- SELECT 7700 operating code.
(3) ID Switch -- DEPRESS then RELEASE to effect immediate identification of aircraft on ground controller's display.
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(1)
TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL
COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT):
Fo
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ra
in
in
g
(1) Function Switch -- ON.
(2) Reply-Code Selector Switches -- 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.
(3) ID Switch -- DEPRESS then RELEASE at intervals to effect
immediate identification of aircraft on ground controller's display.
SECTION
4
NORMAL PROCEDURES
BEFORE TAKEOFF:
(1) Function Switch -- SBY.
TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN FLIGHT:
(1) Reply-Code Selector Switches -- SELECT assigned code.
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
(2) Function Switch -- ON.
(3) DIM Control -- ADJUST light brilliance of reply lamp.
NOTE
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During normal operation with function switch in ON position, reply lamp flashes indicating transponder replies
to interrogationso
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(4) ID Button -- DEPRESS momentarily when instructed by ground
controller to "squawk !DENT" (reply lamp will glow steadily, indicating IDENT operation).
TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT:
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(1) Reply-Code Selector Switches -- SELECT assigned code.
(2) Function Switch -- ALT.
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NOTE
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When directed by ground controller to "stop altitude
squawk", turn Function Switch to ON for Mode A
operation only.
NOTE
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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 aircraft altimeter.
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(3) DIM Control -- ADJUST light brilliance of reply lamp.
TO SELF-TEST TRANSPONDER OPERATION:
(1) Function Switch -- SBY and wait 30 seconds for equipment to
warm-up.
(2) Function Switch -- ON.
(3) TST Button - ... DEPRESS (reply lamp should light brightly
regardless of DIM control setting).
(4) TST Button -- RELEASE for normal operation.
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CESSNA 400 TRANSPONDER
AND ALTITUDE ENCODER (BLIND)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
SECTION 5
PERFORMANCE
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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, will result in a minor
reduction in cruise performance.
6
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PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 MARKER BEACON
(TYPE R:_402A)
SUPPLEMENT
CESSNA 400 MARKER BEACON
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(Type R-402A)
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GENERAL
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SECTION 1
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The system consists of a 75 MHz marker beacon receiver, three indicator lights, one speaker /phone switch, a light dimming control, an
ON/OFF/VOLUME control, and a 75 MHz marker beacon antenna. In
addition, on 150, 182, 206, 207, 210 and 337 series models, a HI-LO
sensitivity selector switch and a press-to-test button are provided. On all
172, 177, 177RG, 180 and 185 series models, a single, three position
switch is provided for HI-LO sensitivity selection or test selection.
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This system provides visual and aural indications of 75 MHz !LS
marker beacon signals as the marker is passed. The following table lists
the three most currently used marker facilities and their characteristics.
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MARKER FACILITIES
IDENTIFYING TONE
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MARKER
Inner
LIGHT*
White
Middle
Alternate dots and dashes (1300 Hz)
Amber
Outer
2 dashes/sec (400 Hz)
Blue
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Continuous 6 dots/ sec (3000 Hz)
* When the identifying tone is keyed, the respective indicating
light will blink accordingly.
Operating controls and indicator lights are shown and described
in Figure 1.
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PILOT'S OPERATING HANDBOOK
SUPPLEMENT
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CESSNA. 400 MARKER BEACON
(TYPE R-402A)
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TYPICAL INSTALLATION
ON ALL 150 MODEL SERIES
TYPICAL INSTALLATION
ON ALL 182, 206, 207
& 210 MODEL SERIES
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TYPICAL INSTALLATION
ON ALL 172, 177, 177RG,
180 & 185 MODEL SERIES
TYPICAL INSTALLATION
ON ALL 337 MODEL SERIES
Figure 1. Cessna 400 Marker Beacon Operating Controls
and Indicator Lights (Sheet 1 of 2)
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 MARKER BEACON
(TYPE R-402A)
OFF/VOLUME CONTROL, - The small, inner cont.rol turns
the set on or off and adjusts the audio listening level. Clockwise rotation turns the set on and increases the audio level.
2.
DIM/BRT CONTROL - The large, outer control provides
light dimming for the marker lights. Clockwise rotation
increases light intensity.
3.
TEST SWITCH - (150, 182, 206, 207, 210 & 337 Model
Series Only} When the press-to-test switch button is depressed, the marker beacon lights will illuminate, indicating the lights are operational (the te.st position is a lamp
test function only).
NOTE
Turn the set on, and rotate the DIM control clockwise (fully on) in order to view the marker be.aeon
lights during test.
4.
LO/HI SENS SWITCH - (150, 182, .206, 207, .210 & 337
Model Series Only} In the .LO position (Up), receiver s.eilsitivity is positioned for ILS approaches. In the HI position
(Down), receiver sensitivity is positioned for airway flying.
5.
SPEAKER/PHONE SWITCH - Selects speaker or phone for
aural reception.
6.
MARKER BEACON INDICATOJ1 LIGHTS - Indicates passage
of outer, middle and inner marker beacons. The OUTER
light is blue, the MIDDLE light is amber and the INNER light
is white.
7.
HI/LO/TEST SWITCH - (172, 177, 177RG, Ula & 185 Model
Series Only) In the HI position (Up), .receiver sensitivity is
positioned for airway flying. .In the LO position (Center), receiver sensitivity is pasitionect for JLS aPProaches.. Jn the
TEST position (:Oown), the marker .lights will Hluminate, .indicating the lights are o.peratiot;!.al (the test position is a lamp
test function only).
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1.
.NOI'E
Turn the set on, and rotate the J:UUGHT control
clockwise {fully cm) in order t9 view the marke.r
beaccm lights during test. 'I'b~ TES'.!' positio,n on
the switch is spring loaded to r·etJ.Ir.n the switch to
the LO SENS positl.on w4en TEST position is ,released.
l?igure l.
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Ce$sna 400 Mar~er :t:!e~con Ope;ratmg Cont.rols
@.d Indicator Lights (Sheet 2 9f 2)
CESSNA 400 MARKER BEACON
(TYPE R-402A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION
2
LIMITATIONS
3
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EMERGENCY PROCEDURES
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SECTION
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There is no change to the airplane limitations when this avionic equipment is installed.
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SECTION
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There is no change to the airplane emergency procedures when this
avionic equipment is installed.
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NORMAL PROCEDURES
TO OPERATE:
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(1) OFF/VOL Control -- VOL position and adjust to desired listening
level.
(2) LO/HI SENS Switch -- SELECT HI position for airway flying or
LO position for ILS approaches.
(3) SPKR/PHONE Switch -- SELECT speaker or phone audio.
(4) TEST Switch -- PRESS and ensure that marker beacon indicator
lights are operative.
NOTE
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Ensure that BRT control is on enough to view the marker
beacon during this test.
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, will result in a minor
reduction in cruise performance.
4
CESSNA 400 GLIDE SLOPE
(TYPE R-443B)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 400 GLIDE SLOPE
(Type R-4438)
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SECTION 1
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GENERAL
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The Cessna 400 Glide Slope is an airborne navigation receiver which
receives and interprets glide slope signals from a ground-based Instrument 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.
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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.
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Operation of the Cessna 400 Glide Slope system is controlled by the
associated navigation system. The functions and indications of a typical
300 series glide slope indicator are pictured and described in Figure 1.
For functions and indications of the optional 400 series indicator or HSI
indicator, refer to the 400 NAV /COM (Type RT-428A) or HSI (Type
IG-832A) write-ups if they are listed in this section as options.
SECTION
2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, 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 with a two-bladed propeller (or 1800±100
RPM with a three-bladed propeller) during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference.
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CESSNA 400 GLIDE SLOPE
(TYPE R-443B)
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PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
GLIDE SLOPE DEVIATION POINTER - Indicates deviation from normal glide slope.
2.
GLIDE SLOPE "OFF" FLAG - When visible, indicates
unreliable glide slope signal or improperly operating
equipment. The flag disappears when a reliable glide
slope signal is being received.
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~CAUTIONi
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Spurious glide slope signals may exist in the
area of the localizer back course approach
which can cause the glide slope "OFF" flag
to disappear 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 L
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Typical 300 Series VOR/LOC /ILS Indicator
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PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
CESSNA 400 GLIDE SLOPE
(TYPE R-443B)
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this
avionic equipment is installed.
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NORMAL PROCEDURES
TO RECEIVE GLIDE SLOPE SIGNALS:
NAV Frequency Select Knobs -- SELECT desired localizer
frequency (glide slope frequency is automatically selected).
(2) NAV /COM ID-T Switch -- SELECT ID position to disconnect
filter from audio circuit.
(3) NAV VOL Control -- ADJUST to desired listening level to
confirm proper localizer station.
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(1)
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SECTION 4
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/CAUTION\
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When glide slope "OFF" flag is visible, glide slope indications are unusable.
SECTION 5
PERFORMANCE
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There is no change to the airplane performance when this avionic
equipment is installed.
3/(4 blank)
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