PILOT'S OPERATING HANDBOOK and FAA APPROVED AIRPLANE FLIGHT MANUAL CCESSNA AIRCRAFT COMPANY 1979 MODEL 152 ‘THIS DOCUMENT MUST BE Serial No. BR A2B _ ‘CARRIED IN THE AIRPLANE AT ALL TIMES. Registration No. THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY CAR PART 3 AND CONSTITUTES THE FAA APPROVED AIRPLANE FLIGHT MANUAL. CESSNA AIRCRAFT COMPANY. WICHITA, KANSAS, USA A JULY 1978‘THIS MANUALWAS PROVIDED FOR THE AIRPLANE IDENTIFIED ON THE TITLE PAGE ON____. SUBSEQUENT REVISIONS SUPPLIED BY CESSNA AIRCRAFT COMPANY MUST BE PROPERLY IN- SERTED. CESSNA AIRCRAFT COMPANY, PAWNEE DIVISION 7 Is iseuas to replace on0 ovigin- By pronsed for tho arzane dened on the cover page on IAT rovisions, if any, have, been incoHPo- fated a6 of 7 ae revisions Suppied By Cessna Airoraft Company must be propory insertedCESSNA CONGRATULATIONS MODEL 152 CONGRATULATIONS .... Pando ben pepe agle‘oelpyouga he nos in Cote armaton and performances an su i ‘cover, and to rel ne, Ws any sevice avalabete oust ut jon of your Customer Care Cardwhich FACTORY TRAINED PERSONNEL to provide you with courteous expert service. 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 AIR- PLANES, since Cessna Dealers haveeall ofthe’ ‘current by Service Letters and Service News Company, We urge all Cessna owners to use the Cessna Dealer Organization to the fullest. 1 July 1978 7PERFORMANCE- CESSNA SPECIFICATIONS MODEL 152 PERFORMANCE - SPECIFICATIONS MAXIMUM WEIGHT: Ramp oe eee eet 1075 LBs Takeott or Landing aaa 3670 LBS STANDARD EMPTY Weici: PROPELLER: Fixed Pitch, Dismeter . . 7 oon *Speod performance is shown for an sirplane equipped with optional ‘which increase ine speods by approximately 2 knots, There is a correspond in range. while all other performance figures are unchanged mhea speed ‘netalled, i 1 July 1978CESSNA COVERAGE/REVISIONS/ MODEL 152 LOG OF EFFECTIVE PAGES COVERAGE rpumber and eepsiration number shows on the Title Page ofthis handbook. Be REVISIONS: Revisions should be eximined immediatly upon receipt and incorporated inthis handbook, Note {tis the responsibility of the owner (his handbook aa current “status when Is being used for operational purposes. ‘Oumners should contact question. 1 July 1978 Revision 1 - 31 March 1983/01136-1-13PR-RPC~700-10/90 fitTABLE OF CONTENTS iw TABLE OF CONTENTS SECTION GENERAL... ses eeee eee e eee eeeee cree ee 1 LIMITATIONS. 2 EMERGENCY PROCEDURES. 3 NORMAL PROCEDURES.......--+.20 05 4 PERFORMANCE. ....+-- +0005 be eeeeeees 5 WEIGHT & BALANCE/ EQUIPMENT LIST. AIRPLANE & SYSTEMS DESCRIPTIONS ...........000--25+ 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE ... SUPPLEMENTS (Optional Systems Description & Operating Procedures) .. 1 July 1978 CESSNA ‘MODEL 152CESSNA SECTION 1 ‘MODEL 152 GENERAL SECTION 1 GENERAL TABLE OF CONTENTS ‘Three View Introduction | | Descriptive Data Standard Airplane Weights Cabin And Entry Dimensions Baggage Space Dimensions . Specific Loadings ‘Symbols, Abbreviations And Terminology General Airspeed Terminology And Syribols ” Meteorological Terminology. Engine Power Terminology 7 lane Performance And Flight Planning Terminology - Weight And Balance Terminology . . : 1 July 1978 atSECTION 1 OESSNA GENERAL ‘MODEL 152 Figure 1-1, Three View 12 4 July 19780-235-L2C ENGINE. FOR AIRPLANES WITH ENGINE MODIFIED TO (Siete aceon ro asta section » suman CESSNA SECTION 1 ‘MODEL 152 GENERAL INTRODUCTION 189 sections, and includes the material required ‘CAR Part 3, It also contains supplemental ‘oratt Company. data supplied by Cessn: Section 1 provides basic data and information of gene rest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE ‘Number of Engines: 1. Engine Manufacturer: Avco Lycoming. Engine Model Number. 0-235-L2C. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- ‘opposed, carburetor equipped, four-cylinder engine with 233.3 cu. in, displacement. Horsepower Rating and Engine Speed: 110 rated BHP at 2550 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number. 1103/TCM6958. Numbor of Blades: 2. Propeller Diameter, Maximum: 69 inches. Minimum: 675 inches. Propeller Type: Fixed pitch. FUEL Approved Fuel Grades (and Col 100LL Grade Aviation Fue 100 (Formerly 100/130) Grade Aviation Fuel (Green). Fuel Capacity: Standard Tanks: ‘Total Capacity: 28 gallons. 1 July 1978 Revision 1 - 31 March 1983 13| IBmOTION HE Errreeeee eee eee reer CESSNA GENERAL ‘MODEL 152 Long Range Tanks: ‘Total Capacity: 30 gallons. ‘Total Capacity Each Tank: 195 gallons. ‘Total Usable: 375 gallons, NOTE Due to cross-feeding between fuel tanks, the tanks should be re-topped after each refueling to assure maximum capacity. ol Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oi: Use to replenish ‘supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE ‘The airplane was delivered from the factory with a corro- sion preventive aircraft engine oll. This oil should be drained after the first 25 hours of operation. ‘This ofl must be used after first stabilized, MIL-L-22851 Ashless Dispersant ‘50 hours or oil consumption Recommended Viscosity for Temperature Range: MIL-L.-6082 Aviation Grade Straight Mineral Oi 16°C (60°F). -49C (20°F) and 32°C (90°F). -18°C (0*F) and 21°C (70°F). SAE 20 below -12°C (10°F). MIL-1-22851 Ashless Dispersant ‘SAE 40 or SAE 50 above 16°C (60°F). SAE 40 between -i°C (30°F) and 32°C (90°F). SAE 30 or SAE 40 between -18°C (0°F) and 21°C (70°F). ‘SAE 30 below -12°C (10°F). Oi Capacity: ‘Sump: 6 Quarts. Total: 7 Quarts (if oil filter installed). A duly 1978 14 Revision 1 - 31 March 1983CESSNA SECTION 1 ‘MODEL 152 GENERAL MAXIMUM CERTIFICATED WEIGHTS Ramp: 1675 Ibs. ‘Takeotf: 1670 lbs. Landing: 1670 Ibs. Weight in Baggage Compartment: ‘Baggage Area 1 (or passenger onchild’sseat)- Station 50to76: 120Ibs. ‘See note below. Baggage Area 2 - Station 76 to 94: 40 Ibs. See note below. NOTE ‘The maximum combined weight capacity for baggage areas { and 2 is 120 Ibs, STANDARD AIRPLANE WEIGHTS Standard Empty Weight, 152: 1101 Ibs. 152 Ti: 1133 Ibs. Maximum Useful Load, 152: 574 Ibs. 152 Ti: 542 Ibs. CABIN AND ENTRY DIMENSIONS. Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE DIMENSIONS Baggage area dimensions are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 10.5 Ibs./sq. ft. Power Loading: 15.2 Ibs./hp. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS. KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots Knots calibrated airspeed is equal to KTAS in standare atmosphere at sea level. 1 july 1978 15SECTION GENERAL KIAS KTAS CESSNA MODEL 152 Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. ‘Manuevering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended Position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution, Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed at - which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu: ration at the most forward center of gravity. Best Angle-of-Climb Spood is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY oat Standard ‘Tempera- ture Pressure Altitude Outside Air Temperature is the freeair statictemperature. It is expressed in either degrees Celsius or degrees Fah- renheit, Standard Temperature is 15°C at sea level pressure alti- tude and decreases by 2°C for each 1000 feet of altitude. Prossure Altitude is the altitude read from an altimeter when the altimeter’s barometric scale has been set to 29.92 inches of mereury (1013 mb) A July 1978CESSNA ‘MODEL 152 SECTION 1 GENERAL ENGINE POWER TERMINOLOGY BHP RPM Static RPM Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Static RPM is engine speed attained during a full-throttle engine runup when the airplane is on the ground and stationary. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon. strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG e Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the nd landing was actually demon- n tests, The value shown is not considered to be limiting. ‘Usable Fuel is the fuel available for flight planning. ‘Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed ata specific engine power setting and/or flight configura- tion. g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment A July 1978 Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. istance from the reference datum to (C.G,) of an item ‘Arm is the horizon! the center of gravi ‘Moment is the product of the weight of an item multiSECTION 1 GENERAL Center of Gravity (CG) cs. Am os. Limits Standard Empty Weight Basic Empty Weight Useful Load Maximum Weight Maximum Takeoff Weight Maximum Landing Weight Tare CESSNA MODEL 152 by its arm. (Moment divided by the constant 1000isused in this handbook to simplify balance caloulations by reduc- ing the number of digits.) Center of Gravity is the point at which an airplane, or ‘equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Conter of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard air- plane, including unusable fuel, full operating fluids and full engine oil Basic Empty Weight is the standard empty weightplus the ‘weight of optional equipment. Useful Load is the difference between ramp weight andthe basic empty weight. ‘Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi ‘and runup fuel.) Maximum Takeoff Weight is the maximum weight ap- proved for the start of the takeoff run. Maximum Landing Weight is the maximum weight ap- proved for the landing touchdown. Tare is the weightof chocks, blocks, stands, ete, used when shing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight, 1 July 1978.CESSNA SECTION 2 MODEL 152 LIMITATIONS: SECTION 2 LIMITATIONS ‘THIS DATA APPLICABLE ONLY TO AIRPLANES WITH LYCOMING. (0-23512C ENGINE. FOR AIRPLANES WITH ENGINE MODIFIED TO. (0.735:N2C, REFER TO DATA IN SECTION 8 SUPPLEMENT. TABLE OF CONTENTS. Page Introduction leet e ete - 5.28 Airspeed Limitations |.) ee 2.3 ‘Airspeed Indicator Markings ||) 1.) ss 24 Power Plant Limitations. . 24 Power Plant Instrument Markings 25 Weight Limits 25 Center Of Gravity Limits peer Bel Dies Maneuver Limits feeb Pits 26 Flight Load Factor Limits 7 eee eee 26 Kinds Of Operation Limits. 26 27 2 27 28 4 July 1978 Revision 1 - 31 March 1983 2:1/(@-2 blank)CESSNA SECTION 2 ‘MODEL 152 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine. standard systems and standard equipment, The limitations included in this section and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot's Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. ‘Your Cessne is certificated under FAA Type Certificate No. 3A19 as Cessna Model No. 152. AIRSPEED LIMITATIONS ‘Airspeed limitations and their operational significance are shown in figure 2-1 REMARKS. Do not exceed ths speed in any operation. ‘Do not exceed this speed ‘except in smooth ar, and ten only with caution, Do not make full or abrupt ‘control movements above this speed Vee ‘Do not exceed thisspeed with faps down, ‘Do not exceed this speed with 149 | windows open. Speed Figure 2-1, Airspeed Limitations A July 1978 23SECTION 2 CESSNA LIMITATIONS MODEL 152 AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. KIAS VALUE MARKING fon panige SIGNIFICANCE White Are 35-85 ull Flap Operating Rage. Lower limit is maximum weight Vg, in landing configuration. Uppe! limit | maximum speed permissible with flaps extended Green Ave ry ‘i meximarn structural erulsng speed. Yellow Are at 49 Operations must be conducted with ‘2ution and only in smooth air. fed Line 148 Maximum speed for al operations. Figure 2-2, Airspeed Indicator Markings POWER PLANT LIMITATIONS. Engine Manufacturer: Avco Lycoming. Engine Model Number: 0-235-L2C. Engine Operating Limits for Takeoff and Continuous Operations: "Maximum Power: 110 BHP. ‘Maximum Engine Speed: 2550 RPM. NOTE ‘The static RPM range at full throttle (carburetor heat off and mixture leaned to maximum RPM)is 2280to2980RPM. Maximum Oil Temperature: 245°F (118°C). Oil Pressure, Minimum: 25 psi. Propeller Diameter, Maximum: 69 inches. Minimum: 67.5 inches, 28 1 July 1978CESSNA SECTION 2 ‘MODEL 152 LIMITATIONS: POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3, REO LINE ‘GREEN ARC RED LINE ereunent TWORWAL, TAXI OPERATING. LIMIT, 1900 - 2350 RPM Oil Temperature it Presure Fuel Quantity ‘Each Tank) Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Ramp Weight: 1675 Ibs. Maximum Takeoff Weight: 1670 Ibs. Maximum Landing Weight: 1670 Ibs. Maximum Weight in Baggage Compartment: Baggage Area 1 (or passenger on child’sseat) -Station 501076: 120 lbs. ‘See note below. Baggage Area 2 - Station 76 to 94: 40 Ibs. See note below. NOTE ‘The maximum combined weight capacity for baggage areas 1 and 2 is 120 Ibs. CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 91.0 inches aft of datum at 1350 Ibs. or less, with straight ne variation to 32.65 inches aft of datum at 1670 Ibs. 1 Suly 1978 25SECTION 2 CESSNA LIMITATIONS MODEL 152 Aft: 96.5 inches aft of datum at all weights. Reference Datum: Front face of firewall. MANEUVER LIMITS ‘This airplane is certificated in the utility category and is designed for ‘a pilot and flight instructor, certain maneuvers are required. 10 ce Alllof these maneuvers are permitted in this airplane. No aerobatic maneuvers are approved except those listed below: MANEUVER RECOMMENDED ENTRY SPEED* Chandelles aasenas 95 knots Lazy Eights 2 : DUD D D1. ls tenets Steep Turns ie : 95 knots Spins : | | Use Slow Deceleration Stalls (Except Whip Stalls) ||. - Use Slow Deceleration “Higher speeds can be used if abrupt use of the controls is avoided. ‘The baggage compartment and/or child's seat must not be occupied during aerobatics, Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is speed which in turn can impose excessive loads, In the execution of all maneuvers, avoid abrupt use of controls. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: Flaps Up: +4.4g, -1.76g “Flaps Down: +35 ‘The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS. The 1e is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refer- 26 4 July 1978CESSNA SECTION 2 MODEL 152 LIMITATIONS ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. FUEL LIMITATIONS 2 Standard Tanks: 13 U.S. gallons each. ‘Total Fuel: 26 U.S. gallons. t conditions): 24.5 U.S. gallons. Unusable Fuel: 1.5 U.S. gallons. 2 Long Range Tanks: 19.5 U.S. gallons each. ‘Total Fuel: 39 U.S. gallons. Usable Fuel (all flight conditions): 37.5 U.S. gallons. Unusable Fuel: 1.5 U.S. gallon NOTE Due to cross-feeding between fuel tanks, the tanks should be re-topped after each refueling to assure maximum ‘capacity. ‘Takeotfs have not been demonstrated with less than 2 gallons of total fuel (1 gallon per tank). Fuel remaining in the tank after the fuel quantity indicator reads empty (red line) cannot be safely used in flight. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 400 (Formerly 100/190) Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS: Approved Takeoff Range: 0° to 10°. ‘Approved Landing Range: 0° to 30°. A July 1978 a7SECTION 2 CESSNA LIMITATIONS MODEL 162, PLACARDS ‘The following information must be displayed in the form of composite or individual placards, 1. In full view of the pilot: (The “DAY-NIGHT-VFR-IFR” entry, shown on the example below, will vary as the airplane is equipped). ‘The markings and placards installed in this airplane contain operating limitations which must be complied with when operat- ing this aizplane in the Utility Category. Other operating limita- tions which must be complied with when operating this airplane in this category are contained in the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual, NO ACROBATIC MANEUVERS APPROVED EXCEPT THOSE LISTED BELOW Ree. Entry Rec. Entry ‘Speed Maneuver Speed ssses Blow Decel. Slow Decel. Intentional spins prohibited with flaps extended. Flight into known icing conditions prohibited. ‘This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY—NIGHT—VFR—IFR 2. In the baggage compartment: 120 LBS. MAXIMUM BAGGAGE AND/OR AUXILIARY SEAT PAS- SENGER. FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA. 28 4 July 1978CESSNA SECTION 2 MODEL 152 LIMITATIONS, 3, Near fuel shutoff valve (standard tanks): FUEL - 245 GALS - ON-OFF ‘Near fuel shutoff valve (long range tanks): FUEL - 97.5 GALS - ON.OFF 4, Near fuel tank filler cap (standard tanks): FUEL 100LL/100 MIN. GRADE AVIATION GASOLINE, CAP. 138 U.8. GAL. ‘Near fuel tank filler cap (long range tanks): FUEL 100L.L/ 100 MIN. GRADE AVIATION GASOLINE, CAP. 195 U.S. GAL. CAP 130 U.S. GAL. TO BOTTOM OF FILLER COLLAR 5. On the instrument panel near the altimeter: SPIN RECOVERY |. VERIFY AILERONS NEUTRAL AND THROTTLE CLOSED APPLY FULL OPPOSITE RUDDER. || MOVE CONTROL WHEEL BRISKLY FORWARD TO BREAK STALL |. NEUTRALIZE RUDDER AND RECOVER FROM DIVE, 1 July 1978 29SECTION 2 CESSNA LIMITATIONS. ‘MODEL 152 6. A calibration card is provided to indicate the accuracy of the ‘magnetic compass in 30° increments. 8, On control lock: CONTROL LOCK - REMOVE BEFORE STARTING ENGINE 9, Near airspeed indicator: -MANBUVER SPEED - 104 KIAS 2:10 1 July 1978CESSNA SECTION 3 ‘MODEL 152 EMERGENCY PROCEDURES SECTION 3 “ EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction... : 33 Airspeeds For Emergoncy Operation 38 OPERATIONAL CHECKLISTS Engine Failures... ‘Engine Failure During otf Run Engine Failure Immé After Takeoff Engine Failure During Forced Landings ingine Power Emergency Landing V Engine Power Precautionary Landing Inadvertent icing Encounter Landing With A Flat Main Tire 38 38 38 Low-Voltage Light Iluminates During Flight (Ammeter Indicates Discharge)... .. be 8 AMPLIFIED PROCEDURES Engine Failure 39 Forced Landings 3-10 Landing Without Elevator Control 3.10 Firos 3.10 1 July 1978 aaSECTION 3 CESSNA EMERGENCY PROCEDURES ‘MODEL 152 TABLE OF CONTENTS (Continued) Emergency Operation In Clouds (Vacuum System Failure) . Executing A 180° Turn In Clouds... ss. 7 Emergency Descent Through Clouds Recovery From A Spiral Dive . Inadvertent Flight Into Icing Conditio: Rough Engine Operation Or Loss Of Power’ - Carburetor Icing . Spark Plug Fouling ‘Magneto Malfunction Low Oil Pressure 7 Electrical Power Supply System Malfunctions, Excessive Rate Of Charge Insufficient Rate Of Charge Be 1 July 1978CESSNA SECTION 3 ‘MODEL 152 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with jes that may oceur. Emergencies caused by airplane or engine maintenance are practiced, Enroute weather emergencies car be minim ‘careful flight planning and good judgment when encountered. However, should an emergency arise, the basic gui described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with BLT and other optional systems can be found in Section 9. unexpected AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff 0 KIAS Maneuvering Speed: . 104 KIAS 98 KIAS 93 KIAS rs 60 KIAS. Precautionary Landing With Engine 55 KIAS Landing Without Engine Power: Wing Flaps Up... sh oo. +. 6S KIAS Wing Flaps Down. eRe Heeb 60 KIAS, OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN ‘Throttle -- IDLE, Brakes -- APPLY. Wing Flaps -~- RETRACT. Mixture -- IDLE CUT-OFF. Ignition Switch -- OFF. Master Switch -- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF ooeere 1, Airspeed -- 60 KIAS. 2, Mixture -- IDLE CUT-OFF. 4 July 1978 33SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 3. Fuel Shutoff Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED. 6 Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT Airspeed -- 60 KIAS. Carburetor Heat -- ON. Primer -- IN and LOCKED. ‘Fuel Shutoif Valve -- ON. ‘Mixture -- RICH. Ignition Switch -- BOTH (or START if propeller is stopped). FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 65 KIAS (flaps UP). 60 KIAS (flaps DOWN). Mixture -- IDLE CUT-OFF. Fuel Shutoff Valve -- OFF. Ignition Switch -- OFF. Wing Flap: Master Switch -- OFF. Doors -- UNLATCH PRIOR TO TOUCHDOWN. ‘Touchdown -- SLIGHTLY TAIL LOW. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER - AS REQUIRED (90° recommended). pexessen Airspeed -- 60 KIAS, retract flaps upon reaching’ Radio and Electrical Switch Wing Flaps -- 30° (on final approach). Airspeed -- 55 KIAS. Master Switch -- OFF. Doors -- UNLATCH PRIOR TO TOUCHDOWN. ‘Touchdown -- SLIGHTLY TAIL LOW. Ignition Switch -- OFF. Brakes -- APPLY HEAVILY. 1 July 1978 gtCESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES DITCHING 4. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and 2 a ‘Wing Flaps -- 30°. Power -- ESTABLISH 900 PT/MIN DESCENT AT 55 KIAS. ‘Cabin Doors -- UNLATCH. ‘Touchdown -- LEVEL ATTITUDE AT 300 FT/MIN DESCENT. Face -- CUSHION at touchdown with folded coat. Airplane -- EVACUATE through cabin doors. If necessary, open windows and flood cabin to equalize pressure so doors can be opened. 10, Life Vests and Raft -- INFLATE. eexgae FIRES DURING START ON GROUND 1. Cranking -- CONTINUE, to get astart which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power -- 1700 RPM for a few minutes. 3. Engine -- SHUTDOWN and inspect for damage. If engine fails to start 4. Cranking -- CONTINUE in an effort to obtain a start. 5, FireExtinguisher -- OBTAIN (have ground attendants obtain if not 6. z -- EXTINGUISH using fire extinguisher, wool blanket, or dirt 8 Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight, ENGINE FIRE IN FLIGHT 1, Mixture -- IDLE CUT-OFF. 1 July 1978 35SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 152 Fuel Shutoff Valve -- OFF. ‘Master Switch -- OFF. Cabin Heat and Air -- OFF (except wing root vents). Airspeed -- 85 KIAS ([f fire is not extinguished, increase glide ‘speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2 All Other Switches (except ignition switch) -- OFF. 3. Vents/Cabin Air/Heat -- CLOSED. 4. Fire Extinguisher -- ACTIVATE (if available). (WARNING J After discharging an extinguisher within a closed cabin, ventilate the cabin. = If fire appears out and electrical power is necessary for continuance of 5. Master Switch -- ON. 6. Circuit Breakers -- CHECK for faulty circuit, do not reset. 7 7. Radio/Blectrical Switches -- ON one at a time, with delay after each until short circuit is local” xed. 8. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 1, Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3, Fire Extinguisher -- ACTIVATE (if available). (WARNING ] : After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. 28 1 July 1978CESSNA SECTION 3 ‘MODEL 152 EMERGENCY PROCEDURES WING FIRE 1 2 3 Navigation Light 5 Strobe Light Switeh (if insta Pitot Heat Switch (if installec NOTE Perform a side slip to keep the flames away from the fuel tank and cabin, and land as soon as possible, with flaps retracted, ICING INADVERTENT ICING ENCOUNTER . Pull cabin heat control 2. Perform . Turn pitot heat switch ON (if installed). ‘Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. to obtain maximum defroster air w at reduced temperatures, adjust heat as required. An unexpected loss in engine speed could be caused by carburetor ice or air intake filter ice. Lean the mixture r heat is used continuously. irport, With an extremely rapid ice by wing flap extension could result in e loss of elevator effoctive- ness. Open left window and, if practical, scrape ice from a portion of the ‘windshield for visibility in the landing approach. Performa landing approach using a forward slip, if necessary, for improved visibility. Approach at 65 t0 75 KIAS depending upon the amount of ice nding in level attitude, 1 July 1978 a7SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 LANDING WITH A FLAT MAIN TIRE 1. Wing Flaps -- AS DESIRED. 2. Approach -- NORMAL. 3. Touchdown--GOOD TIRE FIRST, hold airplane off flat tireas long. as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Nonessential Electrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge} NOTE ‘Mlumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the light will go out et higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to do-activate the alternator system. Radios -- OFF. Master Switch -- OFF (both sides). Master Switch -- ON. CHECK OFF. If low-voltage light illuminates again: 6. Alternator -- OFF. 7. Nonessential Radio and Electrical Equipment -- OFF. 8 Flight -- TERMINATE as soon as practical. 38 1 July 1978CESSNA SECTION 3 MODEL 152 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE Ifan ongine failure occurs during the takeoff run, the most important ‘thing to dois stop the airplane on the remainingrunway. Thosoextra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish aglide 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 # 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. Aftor an engine failure in flight, the best glide spoed 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, 1,000 ro000 | ——+~ 2 = 2000 geo coo g 2 2000 H ° 4 6 8 0 1% 14 1 18 7% GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 1 July 1978 39SECTION 3 CESSNA EMERGENCY PROCEDURES: MODEL 152 FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, solect a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Before attempting an “off airport” landing with engine power available, one should fly over the landing area ata safe but low altitude to. inspect the terrain for obstructions and surface conditions, proceeding discussed under the Precautionary Landing With Engine Power check Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants’ face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions, and squawk 7700 if a transponder is installed. Avoid a landing flare because of difficulty in judging height over a water surface. LANDING WITHOUT ELEVATOR CONTROL ‘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. At flareout, the nose-down moment resulting from power reduction is. an adverse factor and the airplane may hit on the nose wheel. Consequent- ly, at flareout, the trim control should be set at the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine, furning ination of indication of an electrical fireis usually the: n. The checklist for this problem should result in 310 1 July 1978CESSNA SECTIONS MODEL 152 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 180° TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: 1. Note the compass hei 2. Note the time of the minute hand and observe the position of the ‘sweep second hand on the clock. 3, When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index maris for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading ‘which should be the reciprocal of the original heading. 5. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 6 Maintain altitude and airspeed by cautious application of elevator control, Avoid overcontrolling by keeping the hands off the control ‘wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS. If conditions preclude reestablishment of VFR flight by a 180° turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. ‘To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, Keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course, Before descending into the clouds, set up a stabilized let-down condition as follows: 1, Apply full rich mixture, 1 July 1978 BetSECTION 3 CESSNA EMERGENCY PROCEDURES: ‘MODEL 152 2. Use full carburetor heat. 3, ver to sat up a 500 to 800 ft/min rate of descent. a levator trim for a stabilized descent at 70 KTAS. 5. Keep hands off control wheel. 8 7, Monitor turn coordinator and make corrections by rudder alone. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 8, Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: |. Close the throttle. 1 2, Stop the turn by using coordinated aileron and rudder control to ‘airplane in the tum ooordinator with the 3. Cautiously apply elevator back pressure to slowly reduce the airspeed to 70 KIAS. |. Adjust the elevator trim control to maintain a 70 KIAS glide. ;. Keep hands off the control wheel, using rudder control to hold a straight heading. . Apply carburetor heat. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 8 Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is probibited. 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 Should an inadvertent spin occur, the following recovery procedure should be used: 1. PLACE AILERONS IN NEUTRAL POSITION. 2) RETARD THROTTLE TO IDLE POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE 70 THE DIREC- TION OF ROTATION. 342 1 July 1978CESSNA SECTION 3 ‘MODEL 152 EMERGENCY PROCEDURES: 4. JUST APTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5, HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the contro] inputs may extend the recov- ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. For additional information on spins and spin recovery, see the discus- sion under SPINS in Normal Procedures (Section 4). ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING ‘A gradual loss of RPM andeventual engine roughness may result from the formation of carburetor ico. To clear the ice, apply full throttle and pull ‘the carburetor heat mob 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 theminimum amount of heat necessary to prevent ice from forming and lean the mixture slightly for smoothest engine operation. SPARK PLUG FOULING evidence of spark plug or magneto trouble. Assuming that spark plugs are ‘the more likely cause, lean themixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes. determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of 1 July 1978 313SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 352 the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either Lor R ignition switch position will which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE If low oil prossure is accompanied by normal oil temperature, there is 1 possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily ‘an immediate precautionary landing because an orifice in reventasudden Joss of oil from the engine sump. nalanding at thenearestairport ‘would be advisable to inspect the source of trouble. If @ total loss of oll pressure is accompanied by a rise in oi) temperature, there is good reason to suspect an engine failure is imminent, Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning .alfunctions is usually difficult to determine. belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted alternator control unit can also cause ‘malfunctions. Problems of this nature constitute an electrical emergency Electrical power malfunctions rate of charge and insufficient ‘he paragraphs below describe the recommended remedy ~~ for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds 3.14 1 July 1978CESSNA SECTIONS MODEL 152 EMERGENCY PROCEDURES (euch uu extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. Ho after thirty minutes of cruising flight, the ammeter should be indi less than two needle widths of charging current. If the char} ‘to remain above this value on a long flight, the battery wouldoverheat and ‘evaporate the electrolyte at an excessive rate. Electronic components in the electrical system can be adver: affected by higher than normal voltage. The alternator control If the over-voltage I. evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, nonessential electrical equipment turned off and the flight terminated as soon as practical INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis- charge indications may occur during low RPM conditions ‘with an electrical load on the system, such as during a low RPM taxi, Under theso conditions, the light will go out at higher RPM. Tho master switch noed not be recycled since ‘an over-voltage condition has not occurred to de-activate the alternator system. If the over-voltage sensor should shut down the alternator, adischarge rate will be shown on the ammeter followed by i voltage warning light. Since this may be a “nuisance” trip~ should be made to reactivate the alternator system. To do this. turn the radios off, then turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and ‘the light illuminates again, a malfunction is confirmed. In this event, the on the battery 1 July 1978 3-15/(8-16 blank)CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES: SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction... er heater 43 ‘Speeds For Normal Operation 7 aot 43 CHECKLIST PROCEDURES Preflignt Inspection. 45 7 45 45 5 45 46 46 6 146 eee 46 47 47 48 48 48 Enroute Climb 48 Cruise. 8 Before Landing | | 49 Landing . 49 ‘Normal Lan¢ 49 Short Field Landing 49 Balked Landing... 49 After Landing 49 Securing Airplane 10 AMPLIFIED PROCEDURES Starting Engine (Temperatures Above Freering) : aan Taxing 2. ii au 1 July 1978. 4aSECTION 4 CESSNA NORMAL PROCEDURES ‘MODEL 152 TABLE OF CONTENTS (Continued) eee age 4-13 413 413 413 aid aad Wing Flap Settings - 4d Crosswind Takeoff 415 Enroute Climb . . . 4 Cruise. + 415 Fuel Sevings Proved + 418 447 at Landing © 419 ‘Short Field Landing” 4-19 Crosswind Landing Dll azo Balked Landing . 4-20 Cold Weather Operation | 420 Noise Abatement... | | Pebiili iil t aaa 42 A July 1978CESSNA SECTION 4 ‘MODEL 152 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section @, SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following spseds are based on amaximum weight of 1870 pounds and may be used for any lesser weight. ‘Takeott: Normal ClimbOut oo. ee 65-75 KIAS Short Field Takeoff, Flaps i0°, Speed at 30 Feet | |. 54 KIAS Climb, Flaps Up: Normal... .. "70-80 KIAS Best Rate of Climt 67 KIAS Bost Rate of Climb, 10,000 Feet. - : 61 KIAS Bost Angle of Climb, 55 KIAS Landing Approach: ‘Normal Approach, Flaps Up - 80-70 KIAS ‘Normal Approach, Flaps 30°. 55-65 KIAS Short Field Approach, Flaps 30° | 84 KIAS Balked Landing: Maximum Power, Flaps 20° 55 KIAS 104 KIAS eset 98 KIAS 93 KIAS ‘Maximum Demonstrated Crosswind Velocity 12 KNOTS A July 1978 43SECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 NOTE Visually check airplane for general condition during Figure 4-1, Preflight Inspection 44 1 July 1978SECTION 4 CESSNA NORMAL PROCEDURES ‘MODEL 152 CHECKLIST PROCEDURES PREFLIGHT INSPECTION @casin 1. Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. 2 Cont . 9. Ignition Switch -- OFF. 4. Master Switch -- ON. (WARNING J When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not ‘stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate. 5. Fuol Quantity Indicators -- CHECK QUANTITY. 8 Master Switch -- OFF. 7. Puel Shutoff Valve -- ON. @EMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. @®RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. @nicut wine 1, Wing Tie-Down -- DISCONNECT. 2, Main Wheel Tire -- CHECK for proper inflation. 3, Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment and proper fuel grade. 4 juantity -- CHECK VISUALLY for desired level. §. Fuel Filler Cup -< SECURE, A july 1978 45SECTION 4 CESSNA NORMAL PROCEDURES: MODEL 152 @®nose 1 2 Engine Oil Level -- CHECK, do not operate with less than four quarts, Fill to six quarts for extended flight. Before first flight of the day and after each refueling, pull out drain knob for about four seconds to clear fuel strainer of raining of the system at the strainer, fuel tank sumps,and drain plug will be necessary. sr and Spinner -- CHECK for nicks and security. Carburetor Air Filter -- CHECK for restrictions by dust or other foreign matter. Landing Light(s) -- CHECK for condition and cleanliness. Nose Wheel Strut and Tire -- CHECK for proper inf Nose Tis-Down -- DISCONNECT. Static Source Opening (left side of fuselage) -- CHECK for stoppage. @© ert wine ‘Main Wheel Tire -- CHECK for pro} Before first flight of day and after each refuel and drain small quantity of fuel from fuel tank sump quick- valve to check for water, sediment and proper fuel grade. - CHECK VISUALLY for desired level. ‘SECURE, @LEFT WING Leading Edge 4 2 3 4 Pitot Tube Cover -- REMOVE and checic opening for stoppage. Stall Warning Opening -- CHECK for stoppage. To check the system, place a clean handkerchief over the vent opening and apply suction; e sound from the warning horn will confirm system operation. Fuel Tank Vent Opening -- CHECK for stoppage. Wing Tie-Down -- DISCONNECT. @LEFT WING Trailing Edge 1 Aileron -- CHECK freedom of movement and security. BEFORE STARTING ENGINE 4 46 Preflight Inspection -- COMPLETE. 1 July 1978CESSNA SECTION 4 ‘MODEL 152 NORMAL PROCEDURES: 2 ADJUST and LOCK. 3. = 4 Radios, Electrical Equipment -- OFF. 5. Brakes -- TEST and SET. 6. Circuit Breakers -- CHECK IN. STARTING ENGINE (Temperatures Above Freezing) Mixture -- RICH. Carburetor Heat -- COLD. Prime -- AS REQUIRED (up to 3 strokes). Ignition Switch ~ START (soleaso when engine starts). Throttle -- ADJUST for 1000 RPM or less. Oil Pressure -- CHECK. BEFORE TAKEOFF 1 2. 3, 4 5. 8 7 8 a 10. Mh 2 Parking Brake -- SET. Cabin Doors -- CLOSED and LATCHED. yntrols -- FREE and CORRECT. jetos -- CHECK (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). - CHECK (for RPM drop). its and Ammeter -- CHECK, Brakes -- RELEASE. 1 July 1978 47SECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0°- 10°, 5. Climb Speed -- 65-75 KIAS. SHORT FIELD TAKEOFF SmNO TASH E Wing Flaps -- RETRACT slowly after reaching 60 KIAS. ENROUTE CLIMB 1, Airspeed -- 70-80 KIAS. NOTE Ifa maximum performance climb isnecessary, use speeds shown in the Rate Of Climb chart in Section 5. ‘Throttle -- FULL OPEN. ‘Mixture -- RICH below 3000 feet, LEAN for maximum RPM above 3000 feet. CRUISE 1. Power -- 1900-2550 RPM (no more than 75%). 2, Elevator Trim -- ADJUST. 3. Mixture -- LEAN. 48 1 July 1978CESSNA SECTION 4 ‘MODEL 152 NORMAL PROCEDURES. BEFORE LANDING 1. Seats, Belts, Harnesses -- ADJUST and LOCK. 2 Mixture -- RICH. 3. Carburetor Heat -- ON (apply full heat before closing throttle). LANDING NORMAL LANDING Airspeed -- 60-70 KIAS (flaps UP). Wing Flaps -- AS DESIRED (below 85 KIAS). Airspeed -- 55-65 KIAS (flaps DOWN), ‘Touchdown -- MAIN WHEELS FIRST. ;, Landing Roll -- LOWER NOSE WHEEL GENTLY. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 60-70 KIAS (flaps UP). 8. Brakes -- APPLY HEAVILY. 7. Wing Flaps -- RETRACT. BALKED LANDING ‘Throttle — FULL OPEN. Carburetor Heat -- COLD. Wing Flaps -- RETRACT to 20°. Airspeed -- 55 KIAS. Wing Flaps -- RETRACT (slowly). seepe AFTER LANDING 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD. 1 July 1978 49SECTION 4 CESSNA NORMAL PROCEDURES: ‘MODEL 152 SECURING AIRPLANE 4, Parking Brake -- SET. 2 Radios, Electrical Equipment -- OFF. 3. Mixture -- IDLE CUT-OFF (pull full out). 4. Ignition Switch -- OFF. 5, Master Switch -- OFF. 6. Control Lock -- INSTALL. 4-10 1 July 1978CESSNA SECTION 4 MODEL 152 NORMAL PROCEDURES: AMPLIFIED PROCEDURES STARTING ENGINE (Temperatures Above Freezing) During engine starting, open the throttle approxim ‘warm weather, one stroke of the primer should be suffi tures near freezing, up to 3 strokes of the primer may be: engine starts, slowly adjust the throttle as required for 1000 RPM or less. NOTE ‘The carburetor used on this airplane does not have an accelerator pump; therefore, pumping of the throttle must be avoided during starting because doing so will only cause excessive leaning. Weak intermittent firing followed by puffs of black smoke from the | exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambersby the following procedure: set the mixture contro] in the idle cut-off position, the throttle full open, andcrank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. After starting, if the oil gage does not begin to show pressure wi seconds in the summertime and about twice that long in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless joing conditions prevail. NOTE Details concerning cold weather starting and operation at temperatures below freezing may be found under Cold Weather Operation paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a ‘minimum and that all controls be utilized (see Taxing Diagram, figure 4- 2) to maintain directional control and balance. 1 July 1978 aanSECTION 4 CESSNA NORMAL PROCEDURES MODEL 152 USE DOWN AILERON ON LE WING AND DOWN ELEVATOR DOWN ELEVATOR cope NOTE WIND DIRECTION [p80 garorng all winds re Figure 4-2. Taxing Diagram 412 1 July 1978CESSNA SECTION ¢ MODEL 152 NORMAL PROCEDURES ‘The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary. When the knob is pulled out to the heat position, air entering the engine is not filtered. ‘Taxiing over loose gravel or cinders shou!d be done at low engine speed to avoid abrasion and stone damage to the propeller tips. hand) or during taxi by sharply applying brakes. BEFORE TAKEOFF WARM-UP Most of the warm-up additional warm-up before procedures. Since the engi ~ cooling, prscautions should be taken to avoid overheating on the ground, MAGNETO CHECK ‘The magneto check should be made at 1700 RPM as follows. Move __ ignition switch first to R position and note RPM. Nextmove switch back to of plugs. Then move switch to the L position, {toh to the BOTH position. RPM drop should not ‘exceed 125 RPM on elther magneto or show greater than 50 RPM differen- tial between magnotos, If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. ‘An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be causo for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and altornator ‘control unit operation is essential (such as night or instrument fights). 1 July 1978. 433SECTION ¢ CESSNA NORMAL PROCEDURES MODEL 162 within a noodle width of its initial position if the alternator and alternator control unit are operating properly. TAKEOFF POWER CHECK attempted. The engine should run smoothly and turn approxi- 80 to 2380 RPM with carburetor heat off and mixture leaned to Full throttle runups over loose gravel are especially harmful to propeller tips. When talzooffs must be made over a gravel surface, itis very important that the throttle be advanced slowly. This allows the airplane to back of the propell dents appear in the propeller blades, they should be immediately corrected ‘as described in Section 8 under Propeller Care. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. After full throttle is applied, adjust the throttle friction lock clociswise WING FLAP SETTINGS ‘Normal takeoffs are accomplished with wing flaps 0°. 10°. Using 10° wing flaps reduces the total distance over an obstacle by approximately 10%, Flap deflections greater than 10° are not approved for takeotf. If 10° ‘wing flaps aro used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached. (On a short field, 10° wing flaps and an obstacle clearance speed of 54 ~ KIAS should be used. This speod provides the best overall climb speed to clear obstacles when taking into account turbulence often found near ground level. Soft or rough field takeotfs are performed with 10° wing flapsby hifting rary 1 July 1978QzAZE ENGINE FON Aint cechons sueeven CESSNA TT __ SECTION 4 ‘MODEL 152 NORMAL PROCEDURES ¢ off the ground as soon as practical in a slightly tail-low ‘no obstacles are ahead, the airplane should be leveled off ly to accelerate to a higher climb speed. CROSSWIND TAKEOFF then pulled off abruptly the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB ‘Normal climbs are performed with flaps up and full throttle and at 1b speeds for the best ‘may be leaned above 3000 smoother operation or to obtain maximum RPM. For maximum rate of climb, use the best rate-of-climb speeds shown in the Rate Of Climb chart power. Climbs at speeds lower then the best rate-of-climb speed should be of short duration to improve engine cooling. CRUISE ‘Normal cruising is porformed between 55% and 75% power. The engine RPM and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the ata in Section 5, NOTE Cruising should be done at 85% to 75% power until a totalof ‘50 hours has accumulated or ofl consumption has stabil- ized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service follow- ing cylinder replacement or top overhaul of one or more cylinders. of the most favorable wind conditions are significant factors that should be considered on every trip to reduce fuel consumption. 1 July 1978 Revision 1- $1 March 1983 415"WS DATA APPUCARLE GARY 10 AROLANES wT LONE Dino tae ExcNe FOR ANPUAMES Wr ENE MODIFIED TO ‘Sines. Raen To oaTA ny CTON 9 SURE ISSOTION AEE eee eet CESSNA NORMAL PROCEDURES ‘MODEL 152 75% POWER 65% POWER, ALTITUDE ktas | nwec | «tas | NMPG Sea Level 100} 164 94 wes 4000 Feet wos | 170 7 184 18000 Feet wor | 76 | 10 189 Standard Conditions Figure 4.9. Cruise Performance Table power setting for a given trip. To achieve the recommended lean mixture fuel consumption figures shown in Section 5, the mixture should be leaned until engine RPM peaks and drops 25-50 RPM. At lower powers it may be necessary to enrichen the mixture slightly to obtain smooth operation. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the original RPM (with heat off), uso the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer ixture setting when carburetor heat is to be used ight, mixture, readjust # continuously in cui ‘The use of full carburetor heat is recommended during flight in very heavy rain to avoid the pos: of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation, FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING OPERATIONS For best fuel economy during flight training operations, the following procedures are recommended. 1 July 1078 416 Revision 1 - 91 March 1983(O22A2C, REFER TO DATA IN SECTION 9 SUPPLEMENT. CESSNA FERRER CECE eseornOn 4. MODEL 152 NORMAL PROCEDURES 1, Use 859% to 60% power while transitioning to and from the practice area (approximately 2200-2250 RPM). 2, Lean the mixture for maximum RPM during climbs above 2000 feet. The mixture may be left leaned for practicing such maneuvers as stalls. 3. Lean the mixture for maximum RPM during all operations at any altitude, including those below 3000 feet, when using 7% or less power. NOTE When cruising at 75% or less power, the mixture may be further leaned until the RPM peaks and drops 25-50 RPM. ‘This is especially applicable to cross-country training flights, but may alsobe practiced during transition flights to and from the practice area. Using the above recommended procedures can provide fuel savings of up to 13% when compared to typical training opsrations at a full rich mixture, STALLS SPINS attempting to perform spins, however, several items should be carefully considered to assure a safe flight. No spins should be attempted without ‘The cabin should be clean and all loose equipment (including the microphone) should be stowed. For a solo flight in which spin will be ‘conducted, the copilot's seat belt and shoulder harness should be secured. Spins with baggage loadings or occupied child's seat are not approved. ‘The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions. However, care 1 July 1978 Revision 1-31 March 1983 eatSECTION 4 CESSNA NORMAL PROCEDURES: MODEL 152 should bo tairen to ensure that the pilot can easily reach the flight controls and produce maximum control travels. It is recommended that, where feasible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level. At least 1000 feet of altitude loss should be allowed for a 1- turn spin and recovery, while a 6-turn spin and recovery may require somewhat more than twice that amount. For example, the recommended entry altitude for a 6-turn spin would be 6000 feet above ground level. In any case, entries should be planned so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91.71. Another reason for using high altitudes for practicing spi greater field of view is provided which will assist in maintaining pilot orientation. ‘The normal entry is made from a power-off stall. As the approached, the levator control should be smoothly pulied to the fall aft desired direction of the spin rotation shoul the use of partial power at 1 positive entries to the spin. Bot ‘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 nose-down spiral. aileron deflection in the direction of the spin m: spin characteristics by increasing the rotation rate and changing the pitch attitude. For the purpose of training in spins and spin recoveries, a 1 to 2-turn spin is adequate and should be used. Up to2turns, the spin will progress to a fairly rapid rate of rotation and a steep attitude. Application of recovery controls will produce prompt recoveries of from 1/4 to 1/2 of a turn, If the spin is continued beyond the 2 to 3-turn range, some change in character of the spin may be noted, Rotation rates may vary and some additional sideslip may be felt. Normal recoveries irom such extended spins may take up to a full turn or more. Regardless of how many turns the spin is held or how it is entered, the following recovery technique should be used: 418 4 July 1978CESSNA SECTION 4 ‘MODEL 152 NORMAL PROCEDURES 1. VERIFY THAT AILBRONS ARE NEUTRAL AND THROTTLE IS IN IDLE POSITION. 2, APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 3, JUST APTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 4, HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. ‘Premature relaxation of the control inputs may extend the recov- ery. 5. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE Af disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. ‘Variations in basic airplane rigging or in weight and balance due to installed equipment or cocispit occupancy can cause differences in behav ior, particularly in extended spins. These differences are normal and will jays be used and will result in the most expeditious recovery from any spin, Intentional spins with flaps extended are prohibited, since the high speeds which may occur during recovery are potentially damaging to the fap/wing structure. LANDING ‘Normal landing approaches can be made with power-on or power-off at speeds of 60 to 70 KIAS with flaps up, and 55 to€5 KIAS with flapsdown. 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 Fora shortfield landing in smooth air conditions, make an approach at 1 July 1978 4:19SECTION 4 CESSNA NORMAL PROCEDURES ‘MODEL 162 54 KIAS with 90° flaps using enough power to control the glide path. After all approach obstacles are cleared, progressively reduce power and maintain 54 KIAS by lowering the nose of the airplane. Touchdown should touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold full nose-up elevator, ‘and apply maximum brake pressure without sliding the tires. Slightly higher approach speeds should be used under turbulent air - conditions. CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. Use a wing low, crab, ora combination method of drift correction and land in a nearly level attitude, BALKED LANDING In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. Upon reaching a ‘safe airepood, the flaps should be slowly retracted to the full up position. COLD WEATHER OPERATION Prior to starting with temperatures below freezing, it is advisable to pull the propeller through several times by hand to "breaix loose” or “\imber" the oil, thus conserving battery energy. NOTE ‘When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. Preheat is generally required with outside air temperatures below -18°C (0°F) and is recommended when temperatures are below -7°C (20°F), Cold weather starting procedures are as follows: ‘With Preheat: 4-20 1 July 1978SECTION 4 CESSNA MODEL 152 NORMAL PROCEDURES 4. Parking Brake -- SET. 5. Propeller -- PULL through by hand several revolutions. NOTE Caution should be used to ensure the brakes are set or a qualified person is at the controls. 6 Mixture -- RICH. 7. Throttle -- OPEN 1/2 to 3/4 INCH. 8 Prime -- 2 to 4 STROKES depending on temperature. 9, Primer -- RECHARGE for priming after engine start. 40. Propeller Area -- CLEAR. 11. Master Switch -- ON. 12, Ignition Switch —- START (colease when engine starts) minute after which the RPM can be lowered to 1000 or less. 45. Oil Pressure -- CHECK. 48. Primer -- LOCK. Without Preheat: ‘The procedure for starting without preheat is the same as with preheat ‘except the engine should be primed an additional three strokes justprior to pulling the propeller through by hand. Carburetor heat should be applied after the engine starts, Leave the carburetor heat on until the engine runs smoothly. NOTE If the engine fires but does not start or continue running, repeat the above starting procedure beginning with step6. Af the engine does not start during tho first fow attemy if engine firing diminishes in strength, it is possible that ‘the spark plugs have been frosted over, in which caso preheat must be used before another start is attempted. During cold weather operations, no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM). accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and oil pressure remains normal and steady. the airplane is ready for takeoff, When operating in temperatures below -18°C, avoid using partial carburetor heat. Partial heat may increase the carburetor air temperature 1 July 1978 421SECTION 4 CESSNA NORMAL PROCEDURES ‘MODEL 152 to the 0° to 21°C range, where icing is critical under certain atmospheric conditions. NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and thereby tend to build public support for aviation: 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 fect above the surface, weather permitting, oven though flight ata lowerlevel may be consistent with the provisions of government regulations. 2 During departure from or approach 1o an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE ‘The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. ‘The certificated noise level for the Model 152 at 1670 pounds maximum. weight is 64.8 dB(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplaneareorshould ‘be acceptable or unacceptable for operat into, or out of, any airport. ake A July 1978CESSNA SECTION 5 MODEL 152 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . 7 Use of Performance Charts | Sample Problem Takeoff Cruise . | Fuel Required Landing . . i Demonstrated Operating Temperature | Figure 5-1, Airspeed Calibration Figure 5-2, Temperature Conversion Chart | Figure 5-3, Stall Speeds. : Figure 5-4. Takeoff Distance Figure 5-5, Rate Of Climb - Maximum Figure 5-6, Time, Fuel, And Distance To Climb | Figure 5-7, Cruise Performance . Figure 5-9, Endurance Profile - 24.5 Gallons Fuel Endurance Profile - $7.5 Gallons Fuel Figure 5-10, Landing Distance... .. . 1 July 1978 5-1/ (6-2 blank)CESSNA SECTION 5 ‘MODEL 152 PERFORMANCE, INTRODUCTION Performance data charts on the following pages are presented so that ‘you may know what to expect from the airplane under various conditions. and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests ‘with the airplane and engine in good condition and using average piloting ‘techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel 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 vs f 10% or more in fange and endurance, Therefore, it ie important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS. Performance data is presented in tabular or graphical form to illus- trate the effect of different variables, Sufficiently detailed information is, provided in the tables so that conservative values can beselected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM ‘The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION ‘Takeoff weight 1610 Pounds Usable fuel 245 Gallons ‘TAKEOFF CONDITIONS Field pressure altitude 1500 Feet ‘Temperature 28°C (16°C above standard) Wind component along runway 12 Knot Headwind Field length 3500 Feet A duly 1978 33SECTION 5 CESSNA PERFORMANCE, ‘MODEL 152 CRUISE CONDITIONS Total distance 320 Nautical Miles Pressure altitude 5500 Feet ‘Temperature 20°C (16°C above standard) Expected wind enroute 40 Knot Headwind LANDING CONDITIONS Field pressure altitude 2000 Feet ‘Temperature 25°C Field length 3000 Foot TAKEOFF sude and temperature. For example, in 1 takeoff distance information presented fora pressure stand a temperature of 30°C shouldbe used andresults in the following: Ground roll 980 Feet, Total distance to clear a 50-foot obstacle _—1820 Feet ‘These distances are well within the available takeoff field longth. Howev- er, a 003 for the effect of wind may be made based on Note 3 of the ‘takeoff chart. The correction for a 12 Imot headwind is: 12 Knots «soy, «197 Decrease ‘This results in the following distances, corrected for wind: Ground roll, zero wind 980 Decrease in ground roll (880 feet * 13%) 17 Corrected ground roll 853 Foot ‘Total distance to clear a ‘50-foot obstacle, zero wind 1820 Decrease in total distance (1820 feet » 19%) ed Corrected total distance to clear 50-foot obstacle 1583 Foot 5-4 1 July 1978CESSNA SECTION 5 ‘MODEL 152 PERFORMANCE, CRUISE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A typical cruising altitude and the expected wind enroute have been given for this sample for cruise must be deter- , the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 59. ‘The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lowor power sottings are used. ‘The range profile chart indicates that use of 65% power at 5500 fect yields a predicted range of 375 nautical miles under no wind conditions. ‘The endurance profile chart, figure 5-9, shows a corresponding 3.9 hours. ‘The range figure of 375 nautical miles is corrected to account for the ‘expected 10 knot headwind at 5500 feet. Range, zero wind 375 Decrease in range due to wind (2.9 hours * 10 knot headwind) 2 Corrected range 336 Nautical Miles ‘This indicates that the trip can be made without = fuel stop using approximately 65% power. ‘The cruise performance chart, figure 5-7, is entered at 6000 feet altitude pond to the planned altitude and expected temperature conditions. The engine speed chosen is 2400 RPM, which results in the following: Power 04% ‘True airspoed 99 Knots Cruise fuel flow 52.GPH The power computer may be used to determine power and fuel consump- tion more accurately during the flight. FUEL REQUIRED ‘The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem. figure 5-6 shows that a climb from 2000 feat to 8000 feet requires 1 gallon of 1 July 1978 55SECTION 5 CESSNA PERFORMANCE ‘MODEL 152 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. Hot ‘a farther correction for the effect of temperature may be made as noted on ‘the climb chart, The approximate effect of anon-standard temperature is to increase the time, fuel, and distance by 10% for each 10°C above standard temperature, due to the lower rate of climb. In this case, assuming a ‘temperature 16°C above standard, the correction would be: 18°C , 10% = ISG » 10% = 10% Increase With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature 10 Increase duo to non-standard temperature (1.0 « 16%) O32 Corrected fuel to climb 12 Gallons Using a similar procedure for the distance to climb results in 10nautical ~ miles. ‘The resultant cruise distance is: Total distance 320 Climb distance 10, Cruise distance 310 Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 99, 2 ‘89 Knots ‘Therefore, the time required for the cruise portion of the trip is: ‘The fuel required for cruise is: 3.5 hours * 5.2 gallons/hour = 18.2 Gallons 58 1 July 1878CESSNA SECTION 5 ‘MODEL 152 PERFORMANCE, ‘The total estimated fuel required is as follows: Engine start, taxi, and takeoff os Climb 12 Cruise 182 Total fuel required 202 Gallons ‘This will leavo a fuel reserve of: 245 202 ‘4.3 Gallons noe the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding {uel required to complete the trip with ample reserve. LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10 presents landing distances for various airport altitude and temperature combinations using tho short field technique, The distances corresponding to.2000 feet and 30°C are as follows: Ground roll 535 Feet ‘Total distance to clear a 50-foot obstacle 1300 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff, DEMONSTRATED OPERATING TEMPERATURE Satisfactory engine cooling has been demonstrated for this airplane with an outside air temperature 23°C above standard. This is not to be considered as an operating limitation. Reference should be made to Section 2 for engine operating limitations. A July 1978 37SECTION 5 CESSNA PERFORMANCE MODEL 152 AIRSPEED CALIBRATION CONDITIONS: Power required for level fight or maximum rated RPM dive, FLAPS UP Kias |40 80 60-70 BBO 100 110120190140 Keas [4 53 60 69 78) 88 97 107117, «127,138 FLAPS 10° kiss |40 50 670 80H wee w= wee ee = cas [44 52) Gt 708A = =e oe s FLAPS 30° iss [40 80 60 70 Se ee ee = keas [49 518171 BRP we ee wee eee Figure $-1. Airspeed Calibration 58 1 July 1978CESSNA SECTION 5 MODEL 152 PERFORMANCE, TEMPERATURE CONVERSION CHART DEGREES - FAHRENHEIT 40 E) ° 2 « © DEGREES -ceLsiUS Figure 5-2, Temperature Conversion Chart 1 July 1978 59SECTION 5 CESSNA PERFORMANCE, MODEL 152 STALL SPEEDS ‘CONDITIONS: Power Off NOTES: 1. Altitude foss during a stall recovery may be as much as 160 feet. 2. _KIAS valves ore approximate and are based on girspeed calibration data with power off. MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK weicut | FLAP 7 Fj tas |pertecrion| © 30 7 baa kias | kcas| Kias | kcas| kias | xcas | xis |KcAs w 6 | | | 4 | 43 | ss | or [os 1670 10° we] | a | 4] ao] or | st for 30° afar | as | a | or | ao | as | ce MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK weicuT | FLAP 18s | DEFLECTION ve 57 | 6 1670 10° 7 | 6 30° ale Figure 5-3, Stall Speeds 5-10 4 july 1978suet Ainp 1 1s 4 \ \ 4 TAKEOFF DISTANCE cONDITIONS: Flaps 10° Full Throttle Prior to Grake Relesse Paved, Level, Dry Runway Zer0 Wind NOTES: ‘Shor field technique as specitied in Section 4. ‘SHORT FIELD Prior to takeoff from fields above 3000 fect alevetion, the mixture should be leaned to give maximurn RPM in a full throttle stati runup, foreach 2 knots. 1 2 3. Decrease distances 10% foreach 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% 4 For operation on a dry, grass runway, increase distances by 15% of the “ground roll” fgu TAKEOFF we | 0 20°C 30°¢ oC lwetcr| SPEED [Press| erst] “tas | att TOTAL TOTAL TOTAL TOTAL TOTAL TaeTT aT] FT |crnolro ctean|cano|ro cteaa|aano|ro cueaa|cano|ro cuean|crno|rocvean fore [sort] [ROLL [SFT oBs|ROLL [srr o8s|ROLL [50 FT OBS|ROLL [s0 FT OBS|ROLL [50>rT OBS 10 | wo] [Si Tio" | 605] 1250 | 755] 1390] aio] 1405] avs] 1005 1060 wsio | 765] 1420 | a25| too | a90| 60s | o60| 1770 2000 sas | 240 | 1585 | 910] 1690 | 980] 1820 | 1055} 1000 3000 seo | 025) 1790 | 1000] 170 | 1090] 2020 | ives} 2305, ‘000 3775} 1020) 1920 | 1100 2080 | 1190] 2260 | 1298 | 2440 ‘000 wero | 125] 2140 | 1215] 2520 | 1315 | 2528 | 1420] 2780 000 a0 | 1245] 2305 | 1305 | 2510 | 1455 | 2058 | 1570] 3125, 000 2470 | 1375] 2708 | 1490} 060 | i618] 3265 | 1748 | 3500 000 zo | 1525] 3060 | 1055] 3305 | 1705 | ares [1040] 195 Figure 5-4. Takeoff Distance eer TACO ‘VNSS3O SONVWNOTAGA $ NOLLOSSSECTION 5 CESSNA PERFORMANCE, ‘MODEL 152 RATE OF CLIMB MAXIMUM ‘CONDITIONS: Flaps Up Full Throttle Note: os [Mixture leaned above 2000 feet for maximum RPM. RATE OF CLIMB - FPM WEIGHT Les 1670 Figure 5-5. Rate of Climb ey Belz 1 July 1978CESSNA SECTION 5 ‘MODEL 152 PERFORMANCE TIME, FUEL, AND DISTANCE TO CLIMB 2 "ed above 3000 foet for maximum RPM. a fuel and distance by 10% for each 10°C above standard temperature. 4 Distance shown are bad on 20 wind PRESSURE cima |RaTeor| _ FROMSEA LEVEL WEICHT | acrituoe | TEN? | seeeo | cLima Las: au 8c | SEO | CEM? [Time [FUEL UseD | DISTANCE min | GaLLons | NM 1670 st | | eo | ms | 9 0 ° wooo | 13 | 6 | 6s | 1 02 2 200 | 11 | os | ox | 3 os 3 soo | 9 | os | 50 | 5 07 5 4000 7} 6 | 50 | 6 09 7 +5000 5s | «| m5 | 8 12 9 ‘8000 3 | 2 | 45 | 10 1 2 7000 {os | as fs Ww 4 e000 | -1 | 2 | 300 | 15 20 7 eo | -3 | 2 | so | 8 2a 2 wooo | -s | 61 | 00 | 2 26 B m0 | -7 | 6 | 255 | 25 30 2 v0 | -9 | o | a5 | 2 34 ey Figure 5-6. Time, Fuel, and Distance to Climb 1 July 1978 B13[AG OATA AEPUCABLE ONLY 10 ANPLANS wT KYCOMENG etic tant on Anant i ONE MODES TO SECTION 5 CESSNA PERFORMANCE MODEL 152 CRUISE PERFORMANCE ‘conpiTions: 1670 Pounds Recommended Lean Mixture (See Section 4, Cruise) nore: Cruse speeds are shown for an a By approximately two knots ‘equipped with speed farings which increase the speeds ~~ 20% BELOW STANDARD 720°C ABOVE: PRESSURE STANDARD TEMP | TEMPERATURE | STANDARD TEMP aLtiTuDE| Rew ’T 2000 te 0 87 3 a st 5 a & a a 4000 os a 64 e 5a 0 cae 43 5a a 4 39 a 000 “a 2 ior | “58 a 5 | 82 o - So} 43 & as | 42 & 38 a 2000 ols x 6 | 62 a oo | 88] bt & 5 | Bo] 58 S go | 4s] 5 et - a] ar] a 10,000 ros | sg] oe o | 83 | st | 47] 66 2 a | a3] & 2 & | do] & as 12,000 a | 53] oe 2 a 9 | 80] 50 & a2 | 4s} oe 2 | 42] % 2 & | 33] 3 a Figure 5-7. Cruise Performance a July 1978 S14 Revision 1 - 31 March 1983Siasanc neem roo sechoNSeuMENEE I CESSNA SECTION 5 ‘MODEL 152 PERFORMANCE RANGE PROFILE 45 MINUTES RESERVE 24.5 GALLONS USABLE FUEL CONDITIONS: 1670 Pounds Recommended Lean Mixture fo Stendord Temperature 2era Wind NOTES: 1. Thit chart allows for the fuel used for engine start, tai, takeoff and climb, and the the crise speeds by approximately two knots 12000 a aS TAS. SARK ce cas 10.000 Ls 2 2000 O7 KTAS 79 KTAS— 100 KTAS iS.o1 tas: 89 KTAS. 78 KTAS. ALTITUDE - FEET 100 7 KTASSIKTAS|KT TT KTAS. 3088S RANGE - NAUTICAL MILES SL, Figure 5-8, Range Profile (Sheet 1 of 2) 1 July 1978 Revision 1-31 March 1983 5-15| ‘aa, REFEN TO OATA I SECTONS SUPPLEMENT SECTION 5 CESSNA PERFORMANCE ‘MODEL 152 RANGE PROFILE 45 MINUTES RESERVE 37.5 GALLONS USABLE FUEL cONDITIONS: 1670 Pounds Recommended Lean Mixture for Cruise ‘Standard Temperature Zero Wind NoTEs: 1. This chart allows for the fuel used for engine star, taxi, takeoft and climb, and the stance during climb as shown in figure 5-8. 2. Resawve fuel is based on 45 minutes at 45% BHP and is 2.8 gallons. '3, Performance is shown for an airplane equipped with speed farings which increase ‘the erulse speeds by approximately two Mots. ALTITUDE - FEET. RANGE - NAUTICAL MILES Figure 5-8. Range Profile (Sheet 2 of 2) a July 1978 5-18 Revision 1 - 31 March 1983CESSNA TT __SECTION S MODEL 152 PERFORMANCE ENDURANCE PROFILE 45 MINUTES RESERVE 24.5 GALLONS USABLE FUEL coNoITioNs: 1670 Pounds Recommended Lean Mixture for Cruise Standard Temperature keott and climb, and the 2. Reerve fue is based on 45 minutes at 45% BHP and is 2.8 gallons, 12,000, Af ALTITUDE - FEET z 4 . 6 ENDURANCE - HOURS Figure 5-9. Endurance Profile (Sheet 1 of 2) 1 July 1978 Revision 1- $1 March 1983 37‘gae-uc maren To oxta m Stern» SUPREME SECTION 5 CESSNA PERFORMANCE, ‘MODEL 152 ENDURANCE PROFILE 45 MINUTES RESERVE 37.5 GALLONS USABLE FUEL ‘conpITIONS: 1670 Pouncs Recommended Lean Mixture for Cruise Standard Temperature {or the fuel used for engine start, taxi, takeoff and climb, and the a5 shown in figure 5-6. 2. Reserve fue! is based on 48 minutes at 45% BHP and is 28 gallons. ALTITUDE - FEET SL 5 6 7 8 a 10 ENDURANCE - HOURS Figure 5-9, Endurance Profile (Sheet 2 of 2) 1 July 1978 518 Revision 1-31 March 1983suet Sine t Gomera 08-3) /61-S CONDITIONS: Flaps 20° Power Off ‘Maximum Braking Paved, Level, Dry Runway Zero Wied NOTES: 1. Shor field technique as specified in Section 4. 2 Decrease distances 10% for each 8 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. { 4 i LANDING DISTANCE ‘SHORT FIELD 82 SESSE82 20° Jcawo|r0 cLeAR| cANo| ROLL }50 FT OBS | ROLL Ho CLEAR| GANo| 50 FT OBS |ROLL Ho cLEAR|GRNO| 60 FT OBS |ROLL| TOTAL Ho clear 50 FT 08S, Figure 5-10. Landing Distance eet THQOW ‘VNSSIO SONVNNOSUEE SNOMOaSCESSNA SECTION 6 ‘MODEL 152 WEIGHT & BALANCE/ EQUIPMENT LIST SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST TABLE OF CONTENTS Introduction... . . z Airplane Weighing Procedures Weight And Balance Equipment List. A July 1978 6-1/(6-2 blank)CESSNA SECTION 6 ‘MODEL 152 WEIGHT & BALANCE/ EQUIPMENT LIST INTRODUCTION ‘This seotion deseribes the procedure for establishing the basic empty weight and moment of the airplane. Sample forms are provided for ulatng the weight and moment for various Rone sv lable for this alpine Tt 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 woight and balance records carried in the airplane. It is the responsibility of the pilot to ensure that the airplane is loaded properly. AIRPLANE WEIGHING PROCEDURES 1 Preparation: a. Inflate tires to recommended operating pressures. 8. Remove the fuel tank sump quick-drain fittings and fuel Line e d. Move sliding seats to the most forward position. ¢. Raise flaps to the fully retracted positior {Place all control surfaces in neutral position. 2 Leveling: a. Place soales under each wheel (500# minimum capacity for seales). 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. Deductthe tare, ifany, fromeach reading. 4. Measuring: a, Obtain measurement A by measuring horizontally (along the airplane center line) from a line stretched between the mein ‘wheel centers to a plumb bob dropped from the firewall. b, Obtain measurement B by measuring horizontally and paral- Jel to the airplane center line, from center of nose wheel axle, left side, to aplumb bob dropped from the line between the main ‘wheel centers. Repest on right side and average the measure- ments. 5. Using weights from item 3 and measurements from item 4. the airplane weight and C.G. can be determined. 6 Basic Empty Weight may be determined by completing figure 6-1 1 July 1978 63SECTION 6 CESSNA WEIGHT & BALANCE/ ‘MODEL 152 EQUIPMENT LIST Datum (Fiewall, Front Face) Sua. 0.0 a Level on Leveling Screws A (Lett Sige of Tailcone) ‘Sum of Ne Weights (Ar Weighed) ‘Mornent/1000] Weight (Lbs) XC.6. Arm (In) = (Lbs-Ind hem [Airplane Weight (From Item 6, page 6-2) i “147 47 40.0 ‘Airplane Basie Empty Went Figure 6-1, Sample Airplane Weighing 64 1 July 1978sept Aine t $9 SAMPLE WEIGHT AND BALANCE RECORD {Continuous History of ranges in Structure er Equipment Afecting Went an Balance) ‘AIRPLANE MODEL SERIAL NUMER PAGE NUMBER trem. —— uNNns aasic Ewpry WEIGHT aa DescnteTion ADDED) REMOVED F1 ve | ow | OFARTICLEGA MODIFICATION [TT Bel Eaecel cass] meson tect] acta tts | tim [fe00"| Yeo | tint [7reoo" | tea | 7008 Figure 6-2. Sample Weight and Balance Record est THQOW ‘YNSSO /SONVIVE LHOLEM, SVT LNEWAINDT 9 NOLLOSSSECTION 6 CESSNA WEIGHT & BALANCE/ ‘MODEL 152 ‘EQUIPMENT LIST WEIGHT AND BALANCE ‘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 Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: ‘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 In addition to the basicempty weight and mom 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 asthe moment/1000 on the loading problem. Use the Loading Graph to determine the moment/1000 for each additional item to be carried; then list these on the loading problem. NOTE Loading Graph information for the pilot, passengers and baggage is based on seats positioned for average occu- pants 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 .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, mustbe 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. 66 1 July 1978CESSNA SECTION 6 ‘MODEL 152 WEIGHT & BALANCE/ EQUIPMENT LIST LOADING ARRANGEMENTS STATION STANDARD OPTIONAL SEATING SEATING Figure 6-3, Loading Arrangements BAGGAGE LOADING Ano TIE-DOWN BAGGAGE AREA MAXIMUM ALLOWABLE LOADS area (D) = 120 POUNDS AREA @ = 40 POUNDS fe TE-DOWN NET ATTACH POINTS Figure 6-4, Baggage Loading and Tie-Down 1 July 1978 erSECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 152 EQUIPMENT LIST CABIN HEIGHT MEASUREMENTS FIREWALL 56.0 ‘FACE OF INSTRUMENT PANEL 7 REAR WALL OF CABIN: DOOR OPENING DIMENSIONS wor © LWR WINDOW LINE ® CABIN FLOOR TIE DOWN RINGS (6) SSS Ye wed EE con fer oe || | Stations oo 19 20 30 40 sol do 70 80 9094 (co. aems) 360 Figure 6-5. Internal Cabin Dimensions 68 1 July 1978aust Aine t a9 ‘ 4 ‘ i 4 SAMPLE AIRPLANE | YOUR AIRPLANE SAMPLE ‘Moment ‘Moment LOADING PROBLEM Weight | (Ib. ins Weight | lb, ~ ins ies) | 1000), (os) 11000) 1. Basic Empty Weight (Use the cata pertaining to your airplane as it fs presenty equipped. Includes unusable fue and full ol) sss an 7 a5 | 340 2. Usable Fuel (At 6 Lbs /G.) Standard Tanks (24.5 Gal. Maximum) Long Range Tanks (37.6 Gel. Meximum) Reduced Fuel (As Hinited by maximum weight) 3. Pilot and Passenger (Station 33 t0 41) 4. * Baggage ~ Area 1 (Or passenger on chiles eat) (Station 60 to 76, 120 Lbs. Max.) 5. *Bagqage ~ Arca 2 (Station 78 to 94, 40 Lbs. Max} 6. RAMP WEIGHT AND MOMENT 7. Fuel allowance for engine start, taxi, and runup ‘& TAKEOFF WEIGHT AND MOMENT (Subtract Step 7 trom Step 6) _| #7 snd since th point ‘8, Locate this point (1670 at 66.6) on the Center of Gravity Moment Envelop within the envelope, the loading is acceptable. Figure 6-6. Sample Loading Problem ‘* The maximum allowable combined weight capacity for baggage areas 1 and 2 is 120 pounds ast TaGOW ‘YNSSaO ISM LNaWaINDs (SONVIVE ¥ LHOLEM 9 NOLLOaS:ore aust Aine 1 LOAD WEIGHT (POUNDS! LOAD MOMENT/1000 (KILOGRAM-MILLIMETERS) ° 2 50 75 100 125 150 8 De 200 CODE Puc WCone mane Tans) i 8 rastucengt cao an be wax ee ke wae i BaGcAge m AREA @ dn WK 100 Ks 7, te OLE | LOADING GRAPH er ResnEae r 101879) : + 2 or 2 3 4 § 6 7 8 8 © N 2 1 LOAD MOMENT/1000 (POUND-INCHES) NOTES: Line represotingadutable seats shows te pilot or pasenger center of gravity on adjustable ‘sate ponitioned for an average occupant. Refer to the Loading Avrangemante Diagram for, aft Hits of eccupant €.6. range Figure 6-7. Loading Graph ILOGRAMS) LOAD WEIGHT «| 9 NOLLOSS ASTI LNGWaINDa ISONVIVE ¥ LHOIEM wer 180K ‘WNSSIOaust Arne ro LOADED AIRPLANE WEIGHT (POUNDS) g g g g 3 8 5 e LOADED AIRPLANE MOMENT/1000 (KILOGRAM-MILLIMETERS) 400 450 500 550 600 850 700 CENTER OF GRAVITY MOMENT ENVELOPE 35 0 a5 cy 5 Co) LOADED AIRPLANE MOMENT/1000 (POUND-INCHES) Figure 6-8. Center of Gravity Moment Envelope 478 ILOGRAMS) LOADED AIRPLANE WEIGHT SIT LNWAINDT est Taco ‘WNSSEO YSONVIVE ® LHOIGM 9 NOLLOaSare LOADED AIRPLANE WEIGHT (POUNDS) [AIRPLANE C.G. LOCATION-MILLIMETERS AFT OF DATUM (STA. 0.0) 78 ‘800 25 30 31 ‘2 850 815 900 926 715 750 75 075 CENTER OF GRAVITY a LIMITS + 525 45 Ey 4 35 6 ‘7 LOADED AIRPLANE WEIGHT (KILOGRAMS) IST INGWaINDs (SONVIVE 9 LHOIEM 9 NOMLOSS azer Aine AIRPLANE C.G. LOCATION-INCHES AFT OF DATUM (STA. 0.0) Figure 6-9. Center of Gravity Limits ek TOW, ‘VNSSEOCESSNA SECTION 6 MODEL 182 WEIGHT & BALANCE/ EQUIPMENT LIST EQUIPMENT LIST ‘A= optional equipment items which are in addition to required of standard items A relerence drawing column provides the drawing number for the item, NOTE If additional equipment isto be installed, it must be done in accordance with the reference drawing, accessory kit insteuc- tions, or a separate FAA approval pounds) and arm (ninches) provide the weight Columns showing: and center of gravy focaton for the equipment. NOTE ist plane datum; negative arms are distan- ‘ces forward of the datum. NOTE icate complete Asterisks (*) after the item weight and arm ‘assembly installations. Some major components ofthe asem- ately fllowing. jor components does notnecessarily equal the bly installation. 1 July 1978SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST REF DRAWING teanbenge sé z 8 ge¢ 2 4 alent. of: el 2 2 5 28 oe E Bl) 2 #8 gefeg tee 5 3) 3 52 -egte: i Bl = meen 28 s| ? arise Sak: gi 2 Z| B) 2 =Bechstech“Ssznsexe a ee SES aeS tay a Z LANDING GEAR & ACCESSORIES. CESSNA MODEL 152 a - Buisa FR EEE et ccnds: e14 1 July 1978CESSNA SECTION 6 MODEL 152 WEIGHT & BALANCE/ EQUIPMENT LIST [ours | wr tes REF DRAWING UniT with HIGH & Low Hi 9% 1 s 3 u ELECTRICAL SYSTEMS 3 ake He i NY " 8 1 a rN INSTRUMENTS 1 5 a 4 ‘ uf TURAN HE INSTA ak oe t ce 4 % v 5 A é 14 PLY BLACKWALL 2 a a Ti tT + i 7 un te EQUIPMENT LIST DESCRIPTION Ta] 1 July 1978 615SECTION 6 CESSNA WEIGHT & BALANCE/ ‘MODEL 152 EQUIPMENT LIST 2 kseeedrnyekeowe - 5 B)figki is ges bee es) 2g? of: bd i S| octees oe dies § BE? =~ SB) seats BE I £ aesch | Satazrus s seer Syed. Z28 8 loScmae B) gaarXe 5 | SSessserokaes 2 3553203 Sy) 2888225 2 cy cecaates beeu = S85t Fed S| SoH 2s of fe Re, 8 Pee SB) SeRREEEs8F su Soe ueseeresse oS Bate | Z| Sohorerass Fe aasz-ere Fees 3S3sse"5 Sl] oz 2asagbae F* zeae 24 Gear zeuh BD] Set obattu, Se Baebes be ses SESE rg Bh i) BEE eeepat Suse-erateccsss =. aaa? EEELSESSaEatsdattoosgeeerees =| cece 8ST 22% 3 8 a. eres ee 6-18 4 July 1978CESSNA SECTION 6 MODEL 152 WEIGHT & BALANCE/ EQUIPMENT LIST 5) Sr wed vs sack . BS iy Sl peiestawetiaree cireaeee neice | Te SRB 2 R= 32 ab og oF &) s%&ew = wenee Sf @ 8 S| Sees. 7 Sst tg .8l ° = Bl) 82 a > BE 3 Shy 2B GLE EZ Bl r= TBE RRS ee ees 6g 8 | see 2 2 eee Be eee 2g B) seeven, cz S88 Ee. 2 esate gS S| S2beeu4 EeS |. Ze 3 SZ 2 GEzonS HEX we S| ae tat 2 2 SES lee 5 Fea s HE GB) Betes 28 = S22 ES = sees ws oe Z| shee Sloe, s SeeeeEzeee 32 ee ee ee i) Becgees 2 SEEEre 6 Zao OSe passer BeSesa- | ggrgsast | SSEre.cOOsae 53 Baazdae 38 8 Se 89 Ones 3 5S z : if A July 1978 6-17SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 152 EQUIPMENT LIST z 5 z; Bethy f iby Ee By z| 135. #3 ete oe S) n2e85 Be SH 3 3, S| 332.5 39 5 ere 34 ae Pare i) 2385 Egg 2 g ata: Bl) BTS BF e332 g 3a¢ B) fess ek 5g Ese 2 B sete S| gsi eee 2 EA S52 2 2g “2 3e8e | aeeees 8S 2 ks} Se2 3 a9 2F aah &) 32322 He. Zo 8 S| Peint Gag 2 Ra S| fas SEF ae Bl 238824 gz52 = eta SG] sege2 ue" SF Z Bl 32e53ss.42 * = Z) 3eee838s "5 B) 2822tSet 33 3 L z 6-18 1 July 1978CESSNA SECTION 6 MODEL 152 WEIGHT & BALANCE/ EQUIPMENT LIST = = | ee | 3] By 2 3) ,Sta2 3 # B) 2882 2 a tees 3 8 Seleae ~ js] 2 3- = 3 33 Fe aueateaea crete He Sates &| ata: ts apa? 2 2 | SBE B) CREEL 2 bs ew A) yoxt8ue x8355 35 Sy Ssh Set eused 2 Z= Seed Gecbaees = Ss, Pages Eso, = 32 Setsteen eee gets = § 2 Seige argine eee S Sg piests see tees = Bf SeugESCSsS ee sssS = BE Soe eyesseee ~ |5 583 SSS apie" ee ee See By) 288, 2525 see ag eee recs e Gh] BoaS0s ses tuseee seesietzz Seete ooze Peete eee creer eae ae 1 July 1978 619SECTION 6 CESSNA WEIGHT & BALANCE/ ‘MODEL 162 EQUIPMENT LIST REF DRAWING 3318183 1 PONDER RT~B59R ageeeeeeagtiute ~ Es Steet steered < ti : ; f : i 4 EQUIPMENT LIST DESCRIPTION wounds REA aesd 5 5 sora 04-4 620 1 July 1978CESSNA SECTION? MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS TABLE OF CONTENTS Introduction - In And Operation Ignition-Starter System 7 Air Induction System . Exhaust System Cooling System Propeller. Electrical System Master Switch Ammeter 1 July 1978 maSECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS ‘MODEL 152 TABLE OF CONTENTS (Continued) Alternator Control Unit And Low-Voltage Warning Light Circuit Breakers And Fuses . 7 Ground Sorvice Plug Receptacle Lighting Systems ‘Exterior Lighting 7 Interior Lighting . ° Cabin Heating, Ventilating And Defrosting System PitotStatic System And Instrumente... . . ‘Airspeed Indicator ei Indicati Rate-Of-Cl Altimeter. Vacuum System And Inst Attitude Indicator Directional Indicator | Suction Gage Stall Warning System Avionies Support Equipme ‘Audio Control Panel ‘Transmitter Selector S Audio Selector Switches. ‘Automatic Audio Selector Switch Speaker Sidetone Volume Control ‘Microphone-Headset Installations Static Dischargers ... . . . 72 1 July 1978CESSNA SECTION 7 ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS INTRODUCTION ‘This section provides description and operation of the airplane andits systems, Some equipment described herein is optional and may not be installed in the airplane. Refer to 8 9, Supplements, for details of other optional systems and equipme AIRFRAME ‘The airplane is an all-metal, two-place, high-wing. single-engine airplane equipped with tricycle landing gear and designed for general utility purposes. ‘The construction of the fuselage is a conventional formed sheet metal bulkhead, stringer, and skin design referred to as semimonocoque. Major items of structure are the front and rear carry-through spars to which the wings are attached, bulkhead and forgings for main landing gear attachment at the base of the rear door posts, and a bulkhead with attaching plates at the base of the forward door posts for the lower attachment of the wing struts, Four engine mount stringers are also attached to the forward door posts and extend forward to the firewall. ‘The externally braced wings, containing the fuel tanks, are construct- ed of a front and rear spar with formed sheet metal ribs, doublers, and \gers. The entire structure is covered with aluminum skin. The front spars are equipped with wing-to-fuselage and wing-to-strut attach fit- tings. 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 balance weights, formed sheet metal ribs and “V" type corrugated aluminum skin joined together at the trailing edge. The flaps are constructed basically the same asthe ailerons, with the exception of the balance weightsand the addition of a formed sheet metal leading edge section. ‘ompennage (tail assembly) consists of a conventional vertical rertical stabiliz- around sikin panel, formed leading edge skin and a dorsal. The rudder is constructed of a formed leading edge skin containinghingehalves, awrap- ‘around skin panel and ribs, and a formed trailing edge skin with a ground adjustable trim tab at its base. The top of the rudderincorporatesa leading edge extension which contains a balance weight. The horizontal stat 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 1 July 1978 73SECTION 7 CESSNA, AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 162 RUDDER CONTROL SYSTEM Figure 7-1, Flight Control and Trim Systems (Sheet 1 of 2) 74 1 July 1978CESSNA SECTION 7 MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS ELEVATOR TRIM CONTROL SYSTEM ~<~’ Figure 7-1, Flight Control and Trim Systems (Sheet 2 of 2) 1 July 1978 75on au6t Aine T (50 1 1w0yg) fouvg uownnsny “z-2 amsta 12345678 90 1 12 BoM 6 oT wD a eB 2 NOLLOSS SNOLLIAIMOSEC SWHLSAS 7 GNV1AUIV est 1aGOW ‘VNSSaOsuet Aine t be (70 2 ays) joueg wounnsuy Lesa Semxousone 12. 14. 45. 16. a7 18. 19. at 22, ‘Turn Coordinator Airspeed Indicator Suction Gage Directional Indicator Attitude Indicator Airplane Registration Number Clock ‘Rate-of-Climb Indicator Altimeter ‘Course Deviation Indicator (Number 2 Nav/Com) Course Deviation and ILS Glide Slope Indicators (Number 1 Nav/Com) Marker Beaoon Indicator Lights and Switches ‘Transponder Number 1 Nav/Com Radio ‘Audio Control Panel ‘Number 2 Nav/Com Radio Flight Hour Recorder ‘Tachometer ADF Boaring Indicator ADF Radio Low-Voltage Warning Light Ammeter Map Compartment Cabin Heat Control Cabin Air Control Cirouit Breakers Wing Flap Switch and Position Indicator Mixture Control ‘Throttle (With Friction Lock) Microphoné Elevator Trim Control Wheel and Position Indicator Carburetor Heat Control Knob Electrical Switches Oil Pressure Gage Oil Temperature Gage Cigar Lighter Instrument Panel and Radio Dial Lights Rheostat Left and Right Fuel Quantity Indicators Ignition Switch Master Switch Primer Parking Brake Control Knob eet THGOW ‘WNSSGO SNOLLATUOSHG SWHISAS ¥ SNVIGUIV 4 NOLLOaSSECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS ‘MODEL 152 horizontal stabilizer also contains the elevator trim tab actuator. Con- wuaily operated through mechanical linkage using a contro] wheel for the ailerons and elevator, and rudder/brake pedals for the rudder. Extensions are available for the rudder/brake pedals. They consist of rudder pedal face, two spacers and two spring clips. To install an exten- sion, piace the clip on the bottom of the extension under the bottom of the rudder pedal and snap the top clip over the top of the rudder pedal. Check ‘that the extension is firmly in place. To remove theextensions, reverse the above procedures. TRIM SYSTEM indicator, and navigation instruments control column. Avionics equipment the tachometer, ammeter, low-voltage i such as a flight hour recorder. primary instrument panel, co! ‘the fuel quantity indicators. cigar 78 1 July 1978CESSNA SECTION 7 MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS ‘The electrical switches, panel an master switches, primer, and parking brake control are located around . The engine controls, wing flap switch, and cabin air and compartment is on the extreme right side of the switch and control panel. For details concerning the instruments, switches, circuitbreakers, and controls on this panel, refer in this section to the description of the systems to which these items are related. GROUND CONTROL Effective ground control while taxiing is accomplished through nose rudder pedals; left rudder pedal to steerleft and Figure 7-3. Wing Flap System 4 July 1978 79SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS. MODEL 152 ‘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, uso the wing struts as push points horizontal surfaces to move the airplane. If the vehicle, never turn the nose wheel more than 30° either side of center or structural damage to the nose gear could resul ‘The minimum turning radius of the airplane, using differential braicing 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 aroundeither main landing gearby pressing down, on the tailcone just forward of the vertical stabilizer to raise the nose wheel off the ground. WING FLAP SYSTEM ‘The wing flaps are of the singlo-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 asdesiréd. A scale and pointer on the left side of the switch lever indicates flap travel in degrees. The wing flap system cireuit is protected by a 15- ampere circuit breaker, labeled FLAP, on the right side of the instrument, panel. LANDING GEAR SYSTEM ‘The landing gear is of the tricycle type with asteerablenose wheel and two main wheels. The landing goar 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. Fach main gear wheel is equipped with a hydraulically actuated dise-type brakeon the inboardside of each wheel. When wheel fairings are installed an aerodynamic fairing covers each brake. BAGGAGE COMPARTMENT ‘The baggage compartment consists of the area from the back of the pilotand passenger'sseats to the aft cabin bulkhead, Access tothe baggage 7-10 4 July 1978CESSNA SECTION 7 ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS ‘compartment is gained from within the airplane cabin. A baggage net with ‘provided for securing baggage end is attached by down rings provided in the airplane. When loading ane, children should not be placed or permitted in the baggage ypartment, 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 toSection 9. SEATS ‘The seating arrangement consists of two sep: the pilot and passenger and, if installed, a chil area. The pilot's and passenger's seats are available i way and six-way adjustable, table seats for the rear eabin two designs: four- 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 corer 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 portion of the ‘seat back frame. Both seat backs will also fold full forward. ‘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: to the desired position. Release the lever and check that the seat is lock place. To raise or lower the seat, rotate the crank located under the moving; then release the lever. The seat back may be returned to the upright position by pulling forward on the exposed portion of the lower seat back frame. Check that the reloase lover has returned to its vertical position. Both seat backs will fold full forward. A child's seat is available for installation in the rear of the cabin. The ‘seat back {s secured to the cabin sidewalls, and the seat bottom is attached to brackets on the floor. This seat is non-adjustable. 1 July 1978 ranSECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS, ‘MODEL 152 (PILOT'S SEATSHOWN) Figure 7-4, Seat Belts and Shoulder Harnesses rae i July 1978CESSNA SECTION? ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS SEAT BELTS AND SHOULDER HARNESSES All seat positions are equipped with seat belts (see figure 7-4). The pilot's and passenger's seats are also equipped with separate shoulder harnesses. Integrated seat belt/ shoulder harnesses with inertia reels can be furnished for the pilot's and passenger's seat positions if desired. . SEAT BELTS ‘The seat belts used with the pilot's seat, passenger's seat, and the at (if installed) are attached to fittings on the floorboard. The suckle half of the seat belt is inboard of each seat and has a fixed length; the link half of the belt is outboard and is the adjustable part of the belt. ‘To use the seat belts for the pilot's and passenger's seats, position the lengthen the link half of the belt as needed by Insert and lock ‘pulling the free seat as desired, and the the bel end of ink and pull upward. the seat belts, grasp the top of the buckle opposite th SHOULDER HARNESSES Each shoulder harness is attached toa rear doorpostabove the window line and is stowed behind a stowage sheath above the cabin door. To stow ‘the harness, fold it and place it behind the sheath. No harness is available for the child's seat. ‘The shoulder harnesses are used by fastening and adjusting the seat belt first. Then, lengthen the harness as required by pulling on the connecting link’on the end of the harness and the narrow release strap. Snap the connecting link firmly onto the retaining stud on the seat belt link half. Then adjust to length. Removing the harness is accomplished by pulling upward on the narrow release strap and removing the harness connecting link from the stud on the seat belt. ing the harness, still attached tothe Link half of the seat belt, todrop to the side of the seat, Adjustment of the shoulder harness is important. A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect. but prevent excessive forward movement and contact with objects during sudden deceleration. Also, the pilot will want the freedom to reach all controls easily. 1 July 1978 713SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 152 INTEGRATED SEAT BELT/SHOULDER HARNESSES WITH INERTIA REELS Integrated seat belt/ shoulder harnesses with inortia reels are availa- ble for the pilot and front seat passenger. The seatbelt/ shoulder harnesses extond from inertiarools locatedin the upper cabin sidewall justaftofeach cabin door to attach points outboard of the front seats. A separate sez half and buckle is located inboard of the seats. Inertia reels allow comp! freedom of body movement. However, in the eventofa sudden deceleration, they will lock automatically to protect the occupants. To use the seat belt/shoulder harness, position the adjustable metal Link on the harness at about shoulder: level, pull the link and harness dovrnward, and insert the link in the seat belt buckle. Adjust belt tension across the lap by pulling upward on the shoulder harness. Removal is accomplished by releasing the seat belt buckle, which will allow the inertia reel to pull the harness outboard of the seat, ENTRANCE DOORS AND CABIN WINDOWS Entry to, and exit from the airplane is accomplished through either of two 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), adoor stop mechanism, and an openable window. 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 thehandle ‘and pull out. To close or open the doors from inside the airplane, use the recessed door handle and arm rest. Both eabin doors should be checked for Security pHOr to fight, and should not be opened intentionally during fig! Nore Accidental opening of a cabin door in flight due to improper closing does not constitute a need to land the ately 85 KIAS, momentar- ily shove the door outward slightly, and forcefully close the door. 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 the 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. 74 4 July 1978CESSNA SECTION 7 ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS Both cabin doors are equipped with openable windows. The windows are held in the closed position by a detent equipped latch on the lower edge of the window frame, To open either window, rotate the latch upward. The Joaded retaining arm which will help be opened at any speed up to 149 KIAS. All other cabin windows are of the fixed type and cannot be opened. Two additional fixed windows may be installed in the cabin top. 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 butfteting 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 CONTROL, LOCK, REMOVE BEFORE STARTING ENGINE. To install the control Jock, align the hole in the top of the pilot’s control wheel shait with the hole in the top of the shaft collar on the instrament ps \d insert the rod into the aligned holes. Proper installation of the lock will place the red flag over the ignition switch. In areas whore high or gusty winds occur, a control surface lock should be installed over tho vertical stabilizer and rudder. The control look and any other type of locking device should be removed prior to starting the engine. ENGINE ‘The airplane is powered by @ horizontally-opposed, four-cylinder, ‘overhead-valve, air-cooled, carbureted engine with a wet sump oil system. ‘The engine is a Lycoming Model 0-295-L2C and is rated at 110 horsepower at 2550 RPM. Major engine accessories (mounted on the front of the engine) include a starter, a belt-driven alternator, and an oil cooler. Dual magnetos are mounted on an accessory drive pad on the rear of the engine. Provi- sions are also made for a vacuum pump and full flow oil filter. ENGINE CONTROLS Engine power is controlled by a throttle located on the lower center portion of the instrument panel. ‘The throttle operates in a conventional ‘isopen, and in the full aft ¢ base of the throttle and is operated by rotating clockwise to increase friction or counterclockwise to decrease it. A July 1978 735SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS ‘MODEL 152 ‘The mixture control, mounted above the right comer of the control rotating the knob counterclockwise. For rapid or large adjustments, the knob may be moved forward or aft by depressing the lock button intheend of the control, and then positioning the control as desired, ENGINE INSTRUMENTS, Engine operation is monitored by the following instruments: oi pressure gage, oil temperature gage, and a tachometer. oil pressure gage, located on the left switch and control panel, is by oil pressure. A direct pressure oil line from the engine delivers is operated by an electrical-resistance type eives power trom the airplane electrics] time in hours and tenths. Instrument markings include anormal operating range (green arc) of 1900 to 2550 RPM, and a maximum (red line) of 2550 RPM. The upper end of the green ‘stepped’ to indicate approximate RPM for 75% engine power at sea level (2350 RPM), at 4000 feet 2450 RPM), ‘and at 8000 feet (2550 RPM), NEW ENGINE BREAK-IN AND OPERATION ‘The engine underwent a run-in at the factory and is ready for the full 7, Suggested that cruising be accomplished at (0 hours has accumulated or oil ensure proper seating of the rings. 65% to 75% power consumption has stat 16. Thi The airplan oil in the engine \vered from the factory with corrosion preventive luring the first 25 hours, oil must be added, use only 736 1 July 1978CESSNA SECTION 7 MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS: aviation grade straight mineral oil conforming to Specification No. MIL- 16082, ENGINE OIL SYSTEM Oil for engine lubrication is supplied from a sump on the bottom of the engine. The capacity of the engine sump is six quarts (one additional quart is required if a full flow oil filter is installed). Oil is drawn from the sump through an oil suction strainer soreen into the engine-driven oil pump. From the pump, oil is routed directly to the oil cooler and returns to the ‘passes through the pressure screen, if the engine does not _ ses from the pump to a thermostatically controlled bypass ‘valve. If the oll is cold, the bypass valve allows the oil to bypass the oil cooler and flow directly to the filter. If the oil ishot, the bypass valve routes the oil from the accessory case forward through a flexible hose to the ‘engine oil cooler mounted on the left forward side of the engine. Returning to the accessory case, the oil passes through the filter. The filtered oil thon enters a pressure relief valve which regulates engine ofl pressure by allowing excessive oil to return to the sump, while the balance of the pressure oil is circulated to various engine parts for lubrication. Residual oil returns to the sump by gravity flow. 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. Tominimize loss of ofl through the breather, fill tofive 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. Anoll quick-drain valve isavailable to replace the drain plugin 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 ion. Spring clips will hold the valve open. After draining, use a je tool to snap the valve into the extended (closed) position and e the drain hose. IGNITION-STARTER SYSTEM Engine ignition is provided by two engine-riven magnetos, and two spark plugs in each oylinder. The right magneto fires the lower right and ‘the upper left spark plugs, and the left magneto fires the lower left and upper right spark plugs. Normal operation is conducted with both magne- tos due to the more complete burning of the fuel-air mixture with dual ignition. 4 July 1978 TATSECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS ‘MODEL 152 Ignition and starter operation is controlled by a rotary type switch located on the left switch and control panel. The switch is labeled clock- OFF, R, L, BOTH, and START. The engine should be operatedon both tos (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 ‘the ON position), the starter contactor is energized and the starter will crank the engine. When the switch is released, it will automati- cally return to the BOTH position, AIR INDUCTION SYSTEM ‘The engine air induction system receives ram air through an intake in the lower 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 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 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 15010 200 RPM. EXHAUST SYSTEM Exhaust gas from each cylinder passes through riser assemblies to a muffler and tailpipe on the underside of the engine. The muffler is constructed with a shroud around the outside which forms a heating chamber for carburetor heat and cabin heater air. CARBURETOR AND PRIMING SYSTEM ‘The engine is equipped with an up-dreft, float-type, fixed jet carburetor mounted on the bottom of the engine. The carburetor has an idle cut-off mechanism and a manual mixture control. Fuel is For starting, the engine is equipped with a manual priming system. 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 oylinder 718 A July 1978CESSNA SECTION? ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS intake ports when the plungor is pushed back in. The plunger knob, on the instrument panel, is equipped with a lock and, after being full in, must be rotated either left or right until the knob cannot be pulled out. COOLING SYSTEM Ram air for engine cooling enters through two intake openings in the frontof the enginecowling. The cooling airisdirected around the cylinders and other areas of the engine by baffling, and isthen exhausted through an opening at the bottom afi edge of the cowling, No manual cooling system control is provided. A winterization kit is available for the airplane. Details of this kit are presented in Section 9, Supplements, PROPELLER ‘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. FUEL SYSTEM ‘The airplane may be equipped with either a standard fuel system or long range system (see figure 7-6). Both systems consist of two vented fuel FUEL QUANTITY DATA (U. S. GALLONS) vem | rota Tora rans unvsaie ee ee FUEL VOLUME conorrons (13 Gat. Each) a er Toye Rance 4119.5 Gal. Each) a7 15 = Figure 7-5. Fuel Quantity Data 1 July 1978 719SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 152 FUEL QUANTITY INDICATORS (corns al =n) -~---- oe > Figure 7-6. Fuel System (Stendard and Long Range) 7-20 A July 1978CESSNA SECTION 7 ‘MODEL 182 AIRPLANE & SYSTEMS DESCRIPTIONS. tanks (one in each wing), a fuel shutoff valve, fuel strainer, manual primer, and carburetor. Refer to figure 7-5 for fuel quantity data for both systems, 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 afr flows to the cylinders through intake manifold tubes. The manual primer draws its fuel from the fuel strainer and injects it into the cylinder intake ports. Fuel system venting is essential to system operation. Blockage of the venting system ‘2 decreasing fuel flow and eventual engine stoppage. Venting is accomplished by an interconnecting line from the right fuel tank left tank. The left tank is vented overboard through 2 vont 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. Fuel quantity is measured by two float-type fuel quantity transmitters ‘each tank) and indicated by two electrically-operated fuel quantity ors on the lower left portion of the instrument panel. An empty tank relied upon for accurate readings during slips, or unusual attitudes. ‘The amount of unusable fuel is relatively small due to the dual outlets at each tank. Themaximum unusable fuel quantity, asdetermined from the most critical flight condition, is about 1.5 gallons total. This quantity was not exceeded by any other reasonable flight condition, including pro- longed 30 second full-rudder sideslips in the landing configuration, ‘Takeoffs have not been demonstrated with loss than 2 gallons total fuel (1 gallon per tank). ‘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 theright side of the engine cowling. The fuel tanks should be filled after each flight to prevent condensation. ‘When the airplane is equipped with long range tanks, it may be serviced to a reduced fuel capacity to permit heavier cabin loadings. This is accomplished by filling each tank to the bottom of the indicator on the ler neck. When filled to this level, the tank contains 13 gallons (12.25 usable in all flight conditions). 1 July 1978 784SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 152 BRAKE SYSTEM ‘The airplane has a single-disc, hydraulically-actuated brak: main landing gear wheel. Each brake is connected, bya hydra raster cylinder attached to each of the pilot's rudder pedals, The bralces 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 action. If any of these symptoms ap immediate attention. If, during taxi creases, let up on the pedais and then re-apply the brakes with heavy pressure. Ifthe brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure. If one brake becomes weak or ~ fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake. ELECTRICAL SYSTEM ‘The airplane is equipped with a 28-volt, direct-current electrical system (see figure 7-7). This system uses a 24-volt battery mounted on the right forward sido of the firewall as the source of electrical energy and an engine-driven 60-amp alternator to maintain the battery's state of charge. Power is supplied to a bus bar, and a master switch controls this power to activation of an ofl pressure switch whenever the engine is operating, and the clock is supplied with current at all times. All avionics equipment should be turned off prior to starting theengineor using an external power source to prevent harmful transient voltages from damaging the transis- tors in this equipment. MASTER SWITCH is a split-rocker type switch labeled MASTER, and ‘and OFF in the down position. The right half of the nntrols all electrical power to the airplane. The left 7.22 | 1 July 1978 \CESSNA SECTION? MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS (TEPLLEEER ead) Figure 7-7. Electrical System. 1 July 1978 7:23SECTION? CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 162 Normally, both sides of the master switch should be used simultane- ously; however, the BAT side of the switch could be turned ON separately ued operation with the alternator switch in the OFF position will reduce battery power low enough to open the battery ‘contactor, remove power from the alternator field, and prevent alternator restart. AMMETER ‘The ammeter, located on the upper right side of the instrument panel, indicates the flow of current, in amperes, from the alternator to thebattery 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. ALTERNATOR CONTROL UNIT AND LOW-VOLTAGE WARNING instrument panel. In the event an over-voltage condition occurs, the alternator control unit automatically removes alternator field current which shuts down the alternator. The battery will then supply system current as shown by a and the flight should be terminated NOTE as practicable. Tlumination of the low-voltage light and ammeter dis. charge indications may occur during low RPM conditions with an electrical load on the system, such as during alow RPM taxi. Undor those conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate 724 1 July 1978CESSNA SECTION 7 ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS the alternator system. ‘The warning light may be tested by turning on the landing lights and momentarily turning off the ALT portion of the master switch while leaving the BAT portion turned on. CIRCUIT BREAKERS AND FUSES Most of the electrical circuits in the airplane are protected by “‘push-to- reset” circuit breakers mounted under the engine controls on the instru- ight (if installed) is protected by fe behind the instrument panel. Blectrical circuits which are not protected by circuit breakers are the battery contactor closing (external power) circuit, clock circuit, and flight hour recorder circuit. These cireuits are protected by fuses mounted adjacent to the battery. GROUND SERVICE PLUG RECEPTACLE A ground service plug receptacle may be installed to permit the use of, an external power source for cold weather starting and during lengthy maintenance work on the electrical and electronic equipment. Details of the ground service plug receptacle are presented in Section 9, Supple- ments, LIGHTING SYSTEMS EXTERIOR LIGHTING Conventional navigation lights are located on the wing tips and top of the rudder. Additional lighting is available and includes a single or dual Janding/taxi light mounted in the cowling nose cap, a flashing beacon located on top of the vertical fin, and a strobe light installed on each wing tip. Details of the strobe light system are presented in Section 9, Supple- ments. All exterior lights are controlled by rocker switches on the left switch and control panel. The switches are ON in the up position and OFF in the down position. ‘The flashing beacon should not be used when flying through clouds or overcast: the flashing light reflected from water droplets or partictesin the atmosphere, particularly at night, can produce vertigo and loss of orienta- tion. 1 July 1978 785SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 162 INTERIOR LIGHTING Instrument and control pancl lighting is provided by flood lighting, integral lighting, control knobs on the left switch and control panel, labeled PANEL LT and RADIO LT, contro} intensity of the instrument and control panel lighting. A slide-type switch (if installed) on the overhead console, labeled PANEL LIGHTS, is used to select flood lighting in the FLOOD position, post lighting in the POST position, or a combination of post and flood lighting in the BOTH position. Instrument and control panel flood lighting consists of flood light in the forward part of the overhead console. To u: lighting, rotate the PANEL LT rheostat control imob clocks desired intensity. ‘The instrument panel may be equipped with post lights which are mounted at the edge of each instrument and provide direct lighting. The Lights are operated by placing the PANEL LIGHTS selector switch, located in the overhead console, in the POST position and adjusting light intensity with the PANEL LT rheostat control knob. By placing the PANELLIGHTS selector switch in the BOTH position, the post lights can be used in ~ combination with the standard flood lighting. ‘The engine instrument cluster (if post lighting is installed), radio equipment, and magnetic compass have integral lighting and operate independently of post orflood lighting. Light intensity of the radio lighting iscontrolled by the RADIOL rheostat control knob. The integral compass and engine instrument cluster light intensity is controlled by the PANEL, LT sheestat control knob. ‘A cabin dome light, in the overhead console, is operated by aswitchon the left switoh and control panol. To turn the light on, move the switch to the ON position. and is mounted on the bottom of ites the lower portion of the ful when checking maps and other operate the light, first turn on the ;rol wheel map light is avai control wheel. The light ist forward of the pilot andis he iata during night operations. NAV LT switches adjust the map lights intensity with the Theosiat control knob located at the bottom of the control wheel. A doorpost map light is available, and is located on the left forward doorpost, It contains both red and white bulbs and may be positioned to illuminaie any area desired by the pilot. The light is controlled by aswiteh. ‘above the light, which islabeled RED, OFF, and WHITE, Placing the switch in the top position will provide a red light. In the bottom position, standard 7:28 A July 1978CESSNA SECTION 7 ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS, white lighting is provided. In the center position, the map light is turned off. Light intensity of the red light is controlled by the PANEL LT rheostat control knob. ‘The most probable cause of a light failure ‘turned on, check the appropriate circuit breaker. Ifthe circ ‘opened (white button popped out), and there is no obvious indication of a short cireuit (smoke or odor), turn off the light switch of the affected lights, roset the breaker, and turn the switch on again. Ifthe breaker opens again, do not reset it. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM ‘The temperature and volume of airflow into the cabin can be regulated by manipulation of the push-pull CABIN HT and CABIN AIR control Anobs (see figure 7-8). Heated fresh air and outside air are blended in a cabin manifol of the firewall by adjustment of the heat and air controls; this ai vented into the cabin from outletsin the cabin manifold near the pi passenger's feet. Windshield defrost air is also supplied by aduct leading from the manifold, For cabin ventilation, pull the CABIN AIR knob out. To raise the air temperature, pull the CABIN HT knob out approximately 1/4 to 1/2 inch for a small amount of cabin heat, Additional heat is available by pulling the knob out farther; maximum heat is available with the CABIN HT knob When noheatisdesired in the cabin, the CABIN HT knob is pushed full in. Additional ventilation air may be obtained by opening the adjustable ventilators near the upper left and right corners of the windshield. PITOT-STATIC SYSTEM AND INSTRUMENTS ‘The pitot- system supplies ram air pressure to the airspeed stor and static pressure to the airspeed indicator, rate-of-climb indicator and altimeter. The system is composed of either an unheated or heated pitot tube mounted on the lower surface of the left wing, an external static port on the lowar left side of the forward fuselage, and the associated plumbing necessary to connect the instruments to the sources. A July 1978 727SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 152 7-28 VENTILATING ‘AIR DOOR, CABIN HEAT ‘CONTROL, CABIN AIR ‘coNTROL ADIUSTABLE: VENTILATOR ‘VENTILATOR CODE Rant am FLow & veNmarnc Am @ wate Am <= puewoep am -+ MECHANICAL CONNECTION Figure 7-8, Cabin Heating, Ventilating, and Defrosting System 4 July 1978CESSNA SECTION 7 ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS ‘The heated pitot system consists of a heating element in the pitottube, arooker-type switch labeled PITOT HT on the left switch and control panel, ‘a 15-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 mabe is heated electrically to maintain proper opera tion In possible icing conditions. Pitot heat should be used only as required, AIRSPEED INDICATOR ‘The airspeed indicator is calibrated in knots and miles per hour. Limitation and range markings (in KIAS) inch Aenots), green are (40 to 111 knots), yellow are (111 to 149 knots), and a red momentarily set the barometric scale on the altimeter to 29.92 and read pressure altitude on the altimeter, Be sure to return the altimeter baromet- ricscale to the original barometric setting after pressurealtitude hasbeen obtained. Having set the ring to correct for altitude and temperature, read the true airspeed shown on the rotatable ring by the indicator pointer. For best accuracy, tho indicated airspeed 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. RATE-OF-CLIMB INDICATOR: ‘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 kmob 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) is available and A July 1978 7-29SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS ‘MODEL 152 VACUUM SYSTEM ‘AIR FILTER ATTITUDE INDICATOR SUCTION CO eran FE vacuum ZG DISCHARGE AIR Figure 7-9, Vacuum System 730 A July 1978CESSNA SECTION 7 ‘MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS: provides the suction necossary 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 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 90° either side of the center mark. Pitch and roll attitudes are presented by & miniature airplane in relation to the horizon bar. A knob at the bottom of the instrument is provided for in-flight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication. DIRECTIONAL INDICATOR A directional indicator is available and displays airplane headingon a compass card in relation to a fixed simulated airplane image and index. ‘The directional indicator will precess slightly over 2 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 instrumentis used toadjust the compass card to correct for any precession. SUCTION GAGE ‘A suction gage is located on the left side of the instrument panel when the airplane is equipped with a vacuum system. Suction available for operation of the attitude indicator and directional indicator is shown by STALL WARNING SYSTEM The airplane is equipped with a pneumatic-type stall warning system. consisting of an inlet in the leading edge of the left wing, an air-operated 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 wings moves forward around the leading edge of the wings. This low prossure creatos a differential pressure in the stall warning system which draws air through the warning horn, resulting in an audible warning at to 10 knots above stall in all flight conditions. 4 July 1978 731SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 152 ‘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. AVIONICS SUPPORT EQUIPMENT If the airplane is equipped with avionics, various avionics support equipment may also be installed. Equipment available includes two types of audio control panels, microphone/headset installations and control surface static dischargers. The following paragraphs discuss these items. Description and operation of radio equipment is covered in Section 9 of this handbook. AUDIO CONTROL PANEL Ian audio control panel (see figure 7-10) is instalied in the airplane, it ‘will be one of two types, either with or without marker beacon controls. The features of both audio control panels are similar and are discussed in the following paragraphs. TRANSMITTER SELECTOR SWITCH When more than one NAV/COM radio is installed in the airplane, itis necessary to select the radio unit th ‘To accomplish this, a transmitter control panel. The switch is either a two-position toggle-type or a three- position rotary-type depending on which audio control panel is installed. Both switches are labeled with numbers which correspond to the top (number 1) or the bottom (number 2) NAV/COM radio. Posi used in this airplane. loss of all speaker audio and transmi transmitter, select another transmitter. This should re-establish speaker audio and transmitter operation. Since headset audio is not audio amplifier operation, the pilot should be aware that, while headset, the only indication of audio amplifier failure is loss of the 7.32 1 July 1978CESSNA. ‘SECTION 7 MODEL 192 AIRPLANE & SYSTEMS DESCRIPTIONS ae SPEAKER yMavicon, SPEAKER SIOE- TONE VOLUME SWITCH CONTROL USED WITH MARKER BEACON ‘TRANSMITTER: AUTOMATIC AUDIO ‘AUDIO SELECTOR SELECTOR SELECTOR SWITCH SWITCH TYPICAL) Figure 7-10. Audio Control Panel 1 July 1978 7-83SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS: MODEL 162 transmitter. This can be verified by switching to the speaker function. AUDIO SELECTOR SWITCHES Both audio controt panels (see figure 7-10) incorporate an individual ‘three-position, toggle-type audio ADF radio installed in the airplane. These switches allow the audio of any ‘receiver to be directed to the airplane speaker or to the headset individu- ally. Tohear the audio of any particular receiver over the airplane speaker, place the audio selector switch associated with that receiver (NAV/COM or ADF) in the up (SPEAKER) position. To listen to the receiver through the headset, place the appropriate audio selector switch in the down (PHONE) position, To turn off the audio on that receiver, place the audio selector switch in the center (OFF) position. Thus, any NAV/COM or ADF receiver may be heard singly or in combination with other receivers, either ‘over the airplane speaker or the headset. AUTOMATIC AUDIO SELECTOR SWITCH If the airplane is equipped with an audio control panel having marker beacon controls, a toggle switch. labeled AUTO. is provided and can be used to automatically match the appropriate NAV/COM receiver audio to the transmitter being selected. To utilize this automatic feature, leave all ceiver amitches in the OFF (center) position, and place the ‘the transmitter selector switch. If automatic audio NOTE Cessna radios are equipped with sidetone capal (monitoring of the operator's own voice transmis: ‘Sidetone will be heard on either the airplane speaker or a ited with the AUTO selector switch. ) eliminated by placing the AUTO selector switch in the OFF position, and utilizing the individual radio selector switches, Adjustment of speaker sidetone ometer located inside the audio control panel. During adjustment, be aware that if the sidetone level is set too high it can cause audio feedback (squeal) when transmit- by adjusting potentiometers in the NAV/COM radios. 7-84 1 July 1978CESSNA SECTION 7 MODEL 152 AIRPLANE & SYSTEMS DESCRIPTIONS. SPEAKER SIDETONE VOLUME CONTROL A speaker sidetone volume control is a feature of audio control panels used on airplanes not equipped with marker beacon receivers. The control is used to adjust the level of sidetone volume heardon the airplane speaker only, Sidetone volume heard on a headset is not externally adjustable. Rotate the knob, labeled SIDETONE VOL, clockwise to increase speaker ‘sidetone level is set too hig) transmitting. MICROPHONE-HEADSET INSTALLATIONS ‘Three types of microphone-headset installations are offered. The standard system provided with avionics equipment includes a hand-held and separate headset, The keying switch for this microphone »phone. Two optional microphone-headset installations are also available; these feature a single-unit microphone-headset combina~ tion which permits the pilot to conduct radio communications without interrupting other control operations to handle a hand-held microphone. vadset combination is offered without a padded headset jion has a padded headset. The microphone-headset ‘a remote keying switch located on the left grip of the pilot's control wheel. Tho microphone and headset jacks are locatedon the pedestal below the instrument panel. Audio to all throe headsets is controlled by the individual audio selector switches and adjusted for ‘volume level by using the selected receiver volume controls. NOTE Whon transmitting, the pilot should key the microphone, place the microphone as close as possible to the lips and speak directly into it. combinations STATIC DISCHARGERS If frequent IFR flights are planned, installation of wick-type static dischargers is recommended to improve radio communications during communicetions and navigation radio equipment. Usually the ADF isfirst tobe affected and VHF communication equipment is the last to be affected. 1 July 1978 7:35SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 152 Installation of static dischargers reduces interference from precipita- tion statio, but it is possible to encounter sovere precipitation static ‘conditions which might cause the loss of radio signals, even with static dischargers installed. Whenever possible, avoid known severe precipita tion 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, 7-36 1 July 1978CESSNA SECTION 8 MODEL 152 HANDLING, SERVICE & MAINTENANCE, SECTION 8 AIRPLANE HANDLING, SERVICE & MAINTENANCE TABLE OF CONTENTS. Alterations Or Repai Ground Handling Windshield-Windows Painted Surfaces. Propeller Care Engine Care Interior Care | 1 July 1978CESSNA SECTION 8 MODEL 152 HANDLING, SERVICE, & MAINTENANCE, INTRODUCTION This section contains factory-recommended procedures for proper ground handling and routine care and servicing of your Cessna. It also fn inspection and maintenance requirements which must be followed if your airplane is to retain that now-plane performance and dependability. It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encoun- tered in your locality. Keep in touch with your Cessna Dealer and take advantage of his knowledge and experience. He knows your airplane and how to maintain remind you when lubrications and oil changes are necessary. and about other seasonal and periodic services. IDENTIFICATION PLATE All correspondence regarding your airplane should include the SE- RIAL NUMBER. The Serial Number, Model Number, Production Certifi- ‘and Type Certificate Number (TC) can be found on the in floor below the left rear corner of the pilot's seat. The by sliding the seat forward and lifting the carpet in this area, Located adjacentto the Identification Plate is, a Finish and Trim Plate which contains a code describing theinterior color scheme and exterior paint combination of the airplane. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed, OWNER FOLLOW-UP SYSTEM ‘Your Cessna Dealer 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 form is supplied in your Customer Care Program book for Yyour use, should you choose to request this service, Your Cessna Dealer will be glad to supply you with deti ling these follow-up programs, and stands ready, through hi Service Department, to supply you with fast, efficient, low-cost servic PUBLICATIONS Various publications and flight operation aids are furnished in the 1 duly 1978 83SECTION 8 CESSNA, HANDLING, SERVICE MODEL 152 & MAINTENANCE airplane when delivered from the factory. These items are listed below. _ + CUSTOMER CARE PROGRAM BOOK * PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL FOR YOUR ‘AIRPLANE, ‘AVIONICS * PILOT'S CHECKLISTS POWER COMPUTER * SALES AND SERVICE DEALER DIRECTORY ‘The following additional publications, plus many other supplies that are applicable to your airplane, are available from your Cessna Dealer. + INFORMATION MANUAL (Contains Pilot's Operating Handbook Information) - + SERVICE MANUALS AND PARTS CATALOGS FOR YOUR ‘AIRPLANE ENGINE AND ACCESSORIES AVIONICS 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. NOTE A Pilot's Operating Handbook and FAA Approved Air- plane Flight Manual which is lost or destroyed may be replaced by contacting your Cessna Dealer or writing directly to the Customer Services Department. Cessna. Kansas. An affidavit con- irplane serial number and registration number must be included in replacement : requests since the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual is identified for specific airplanes only. AIRPLANE FILE ao ‘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. 84 1 July 1978CESSNA SECTION MODEL 152 HANDLING, SERVICE & MAINTENANCE, A. To be displayed in the aizplane at all times: 1. Aircraft Airworthiness Certificate (FAA Form 8100-2). 2. Aircraft Registration Certificate (FAA Form 8050-3). 3, Aircraft Radio Station Licence, if transmitter installed (FCC Form +556). B. To be carried in the airplane at all times: 1. Pilot's Operating Handbook and FAA Approved Airplane Flight ‘Manual. 2, Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, FAA Form 337, if applicable). 3. Equipment List. ©. To be made available upon request: 1. Airplane Log Book. 2 Engine Log Book. Most of the items listed are required by the United States Federal Aviation Regulations. Since the Regulations of other nations may require other documents and data, owners of airplanes not registered in the United Statos should check with their own aviation officials to determine their individual requirements, Cessna recommends that these items, plus the Pilot's Checklists. Power Computer, Customer Care Program book and Customer Care Card. be carried in the airplane at all times. AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS As required by Federal Aviation Regulations, all civil aircraft of US. registry must undergo a complete inspection (annual) each twelve calend ar months. In addition to the required ANNUAL inspection, aircraft operated commercially (for hire) must have a complete inspection every 400 hours of operation, ‘The FAA may require other inspections by the issuance of airworthi- ‘applicable to the airplane, engine, propeller and compo- sponsibility of the owner/operator to ensure compliance jcable airworthiness directives and, when the inspections are ;, to take appropriate steps to prevent inadvertent noncom- In Heu of the 100 HOUR and ANNUAL inspection requirements. an airplane may be inspected in accordance with e progressive inspection 1 July 1978 85SECTION 8 CESSNA HANDLING, SERVICE MODEL 152 & MAINTENANCE schedule, which 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. CESSNA PROGRESSIVE CARE ‘The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and is divided into smaller operations that can be accomplished in shorte1 yrations are recorded in a specially provided Ai ach operation is conducted, Inspection Log While Progressive Caremay be used on any Cessna, its benefits depend primarily on utilization (hours flown per year) and type of operation. The Procedures for both the Progressive Care Program and the 100- hour/annual inspection program have been carefully worked out by the factory and are followed by the Cessna Dealer Organization. Your Cessna Dealer can assist you in selecting the inspection program most suitable for your type of aircraft and operation. The complete familiarity of Cessna Dealers with Cessna equipment and factory-approved procedures pro- vides the highest level of sorvice possible at lower cost to Cessna owners. Regardless of the inspection method selected by the owner, he should ‘keep in mind that FAR Part 43 andF'AR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required FAA, inspections and most of the manufacturer recommended inspections. CESSNA CUSTOMER CARE PROGRAM Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER CARE, PROGRAM book supplied with your airplane. You will wantto thoroughly review your Customer Care Program book and keep it in your airplane at all times. Coupons attached to the Program book entitle you to an inspection and either a Progressive Care Operation No. 1 or the fir: hour inspection within the first 6 months of ownershipatno chargeto you 86 1 July 1978 's the work load to be divided into smaller operations yCESSNA SECTION 8 MODEL 152 HANDLING, SERVICE ‘& MAINTENANCE If you take delivery from your Dealer, the initial inspection will havebeen performed before delivery 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 for your first Progressive Care Operation, or at 100 hours for your first 100-hour inspection depending on which program you choose io establish for your airplane. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. PILOT CONDUCTED PREVENTIVE MAINTENANCE A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43to perform limited maintenance on his airplane, Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed. NOTE Pilots operating airplanes of other than US. registry should refer to the regulations of the country of certifica- tion for information on preventive maintenance that may be performed by pilots. A Service Manual should be obtained prior to performing any preven- tive maintenance to ensure that proper procedures are followed. Your Cessna Dealer should be contacted for further information or for required, maintenance which must be accomplished by appropriately licensed personnel. ALTERATIONS OR REPAIRS Its essential that the FAA be contacted priorto any alterations onthe lane to ensure that airworthiness of the airplane is not violated. Alterations or repairs to the airplane must be accomplished by licensed personnel. GROUND HANDLING TOWING The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. When towing with a vehicle. do not 1 July 1978 87SECTION 8 CESSNA HANDLING, SERVICE ‘MODEL 152 & MAINTENANCE exceed the nose gear turning angle of 30° either sideof center, or damage to the gear will result. Ifthe airplane is towed or pushed overarough suriace during hangaring, watch that the normal cushioning action of the nose strat does not cause excessive vertical movement of the tail and the resulting coi th 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 accumu e the brakes, or when the brakes are overheated. severe weather and ined in the following high wind conditions, tie the airplane down as ot paragraph. TIE-DOWN Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie-down the airplane securely, proceed as follows: Sot the parking brake and install the control wheel lock. Tnstall a surface control lock between each aileron and flap. Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing and tail tie-down fittings and secure each rope to 8 ramp tie-down, 4, Install a surtace control lock over the fin and rudder. 5. Tie arope (no chains or cables) to an exposed portion of theengine mount and secure to a ramp tie-down. 6. Install a pitot tube cover. JACKING When a requirement exists to jack the entire airplane offtheground, or when wing jack points are used in the jacking operation, refer to the Service Manual for specific procedures and equipment required. Individual main gear may be jacked by using the jack pad which is. incorporated in the main landing gear strut step bracket. When using the individual gear strut jack pad, flexibility of the gear strut will cause the is raised. tilting the jack. The jack must then be lowered fora second jacking operation. Donat jack both main wheels simultaneously using the individual main gear jack pads. 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 88 1 duly 1978CESSNA SECTION 8 MODEL 152 HANDLING, SERVICE & MAINTENANCE horizontal stabilizer, and allowing the tail to rest on the tail tie-down ring. NOTE Do not apply pressure on the elevator or outboard stabiliz- er 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 whee! off the ground, weight down the tail by placing sand-bags, or suitable weight, on each side next to the fuselage. If ground anchors are a the tail should be securely tied down. NOTE Ensure that the nose will be held off the ground under all conditions by means of suitable stands or supports under ‘weight supporting bulkheads near thenose of the airplane. LEVELING ing of the airplane is accomplished by placing a ‘ocated at stations 94.63 and 132.94 on theleft side -one. 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. FLYABLE STORAGE Airplanes placed in non-operational storagefor amaximum of 30days or those which receive only intermittent operational use for the first 25 oil and prevents any accumulation of corrosion on engine cylinder walls. For maximum safety, check that the ignition swit OFF, the throttle is closed, the mixture controtisin theidle cut-off position, and the airplane is secured before rotating the propeller by hand. Do not stand within the arc of the propeller blades while turning the propeller. After 30 days, the airplane should be flown for 30 minutes or a ground runup should be made just long enough to produce an oil temperature in the lower green arc range. Excessive ground runup should be avoided. 1 duly 1978 88‘ase, REPORT ONTAIN SUCTION 9 SUPPLEMENT SECTIONS CESSNA HANDLING, SERVICE MODEL 152 & MAINTENANCE, ize condensation in the tanks. Keep the battery full to prevent the electrolytefrom freezing in cold weather. Ifthe airplaneisto be stored temporarily, or indefinitely, refer to the Service Manual for proper storage procedures. SERVICING In addition to the PREFLIGHT INSPECTION covered in Section 4, COMPLETE servicing, inspection, and test requirements for yourairplane are detailed in the Service Manual. The Service Manual outlines all items which require attention at specific intervals plus those items which require servicing, inspection, and/or testing at special intervals. Since Cessna Dealers conduct all service, inspection, and test proce- dures in accordance with applicable Service Manuals. it is recommended that you contact your Cessna Dealer concerning these requirements and begin scheduling your airplane for service at the recommended intervals. Cessna Progressive Care ensures that these requirements are accomp- lished at the required intervals to comply with the 100-hour or ANNUAL inspection as previously covered. Depending on various flight operations, your local Government Aviation Agency may require additional service, inspections, or tests. For these regulatory requirements, owners should check with local aviation officials where the airplane is being operated. For quick and ready reference, quantities, materials. and specifica tions for frequently used service items are as follows. ENGINE OIL GRADE AND VISCOSITY FOR TEMPERATURE RANGE -- ‘The airplane was delivered from the factory with a corrosion preven- tive aircraft engine oil. This oil should be drained after the first 25 hours of operation, and the following oils used as specified for the average ambient air temperature in the operating area. MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during the first 25 hours and at the first 25-hour oil change. Continue total of 50 hours has accumulated or oil SAE 50 above 16°C (60°F). ween -1°C (80°F) and 82°C (80°F). SAE 30 between -18°C (O°F) and 21°C (70°F). a July 1978 810 Revision 1 - 31 March 1983aioe een ro stam enon SOE a icine sense SAE 20 below -12°C (10°F). MIL-L-22851 Ashless Dispersant Oil: This oil must be used after the first 50 hours or oil consumption has stabilized. ‘SAE 40 or SAE 50 above 16°C (60°F) SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 90 or SAE 40 between -18°C (0°F) and 21°C (70°F). SAE 30 below -12°C (10° CAPACITY OF ENGINE SUMP -- 6 Quarts. Do not operate on less than 4 quarts. To Joss of oil through breather, fll to5 quart level for normal flights of less than Shours. For extended flight, fill to 6 quarts. These quantities refer to oil dipstick: Jevel readings. During oil and il filter changes, one additior required when the filter is changed. OIL AND OIL FILTER CHANGE -- the oil pressui ‘ter at this time. Ri of 50 hours has then change to dispersant oi). On airplanes not equipped with an oil filter, drain the engine oil sump and clean the oil pressure screen each 50 hours thereafter. On airplanes which have an oil filter, drain the engine ofl sump and change the oil filter again at the first 50 hours; thereafter, the oll and filter change interval may be extended to 100-hour intervals. Change engine oil at least every 6 months even though less than the recommended hours have accumulated. Reduce intervals for pro- longed operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. NOTE During the first 25-hour ofl and filter change. a general inspection of the overall engine compartment is required, Items which are not normally checked during a pret dence of leakage, and security of attachment. Engine controls and linkages should be checked for freedom of movement through their full range, security of attachment and evidence of wear. Inspect wiring for security, chafing. 3 July 1978 Revision 1 - 31 March 1983 eatSECTION 8 CESSNA HANDLING, SERVICE MODEL 162 & MAINTENANCE, burning, defective insulation, loose or broken terminals, heat deterioration, and corroded terminals. Check the alternator belt in accordance with Service Manual instruc- tions, and retighten if necessary. A periodic check of these items during subsequent servicing operations is recom- mended. FUEL APPROVED FUEL GRADES (AND COLORS) -- 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). CAPACITY EACH STANDARD TANK -- 13 Gallor CAPACITY EACH LONG RANGE TANK -- 19.5 Gallons. NOTE Due to cross-feeding between fuel tanks, the tanks should be re-topped after each refueling to assure maximum capacity. LANDING GEAR -~ NOSE WHEEL TIRE PRESSURE -- 30 PSI on 5.00-5, 4-Ply Rated Tire. MAIN WHEEL TIRE PRESSURE -- 21 PSI on 6.00-6, 4-Ply Rated Tires. NOSE GEAR SHOCK STRUT -- ‘Keep filled with MIL-H-5606 hydraulic fluid and inflated with airto20 =. PSI. Do not over-inflate, CLEANING AND CARE WINDSHIELD-WINDOWS with moderate pressure until all dirt, oil scum and bug stains are removed. Allow the cleaner to dry, then wipe it off with soft flannel cloths. Ifa windshield cleaner is not available, the plastic can becleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, benzine, alcohol, acetone, fire extin- guisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These materials will attack the plastic and may cause it to craze. ee 1 July 1978_ surfaces during ice removal with CESSNA SECTION 8 ‘MODEL 152 HANDLING, SERVICE & MAINTENANCE, 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 in minor scratches and help prevent further scratching Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. PAINTED SURFACES ‘The painted exterior surfaces of your new Cessna have ad lasting finish and, under normal conditions, require no buffing. Approximately 10 days are required for the paint pletely; in most cases, the curing period will have been com] event that polishing or buffing is required ommended that the work be done by ig uncured paint. Any Cessna Dealer can accomplish this work. Generally, the ps surfaces can be kept bright by washing with water and mild soap, y a rinse with water and drying with cloths orachamois. Harsh or abrasive soapsor detergents which cause corrosion or scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax. Aheavier coating of wax on the leading edges of the wings and tail and on theengine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. When the airplane is parked outside to remove ice before flight, care \d climates and itis necessary taken to protect the painted liguids. Isopropy! alcoho! will satisfactorily remove ice accumulations without damaging the paint, While applying the de-icing solution, keep it away from the windshield and ‘cabin windows since the alcoho! will attack the plastic and may cause itto craze. PROPELLER CARE Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily oloth to clean off grass and bug stains willassure long. trouble-free service. Small nicks on the propeller, particul the tips and on the leading edges, should be dressed out as soon as possible 1 July 1978 8.13SECTION 8 CESSNA HANDLING, SERVICE MODEL 152 & MAINTENANCE since these nicks produce stress concentrations, andi ignored, may result in cracks, Never use an alkaline cleaner on the blades; remove grease and dirt with Stoddard solvent. ENGINE CARE ‘The engine may be cleaned with Stoddard solvent, or equivalent, then dried thoroughly. CAUTION Particular care should be given to electrical equipment before cleaning. Cleaning fluids should not be allowed to enter magnetos, starter, alternator and the like, Protect 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. Blot up any spilled liquid promptly with cleansing tissue or rags. Don't pat the spot; press the blotting material andholditfor several seconds. Continue blotting until no more li taken up. Scrape off sticky materials with a dull knife, then spot-clean the area, Oily spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials. Soilod upholstery and carpet may be cleaned with foumtype deter. orting tho fabs keep the foam a3 dry am possible ond remove t wit & vacuum cleaner. ‘The plastic trim, headliner, instrument panel and control knobs need only be wiped off with adamp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvents, such as mentioned in paragraphs on care of the never be used since they soften and craze the plastic. B14 1 July 1978CESSNA SECTION 9 MODEL 152 SUPPLEMENTS SECTION 9 SUPPLEMENTS (Optional Systems Description & Operating Procedures) TABLE OF CONTENTS. Introduction ‘Major Configuration Variations: 0-285-N2C Engine Modification . . ee (24 pages) Genera: Ground Service Flug Receptacle... Fs + @ pages) Strobe Light System. PID Lt.) @ pages) Winterization Kit. te Eee Ee (@ pages) Avionics: 1 Bmengency Locator Transmitter (BLT) aoe - (4 pages) 300 ADF (Type R-546B) . : + (6 pages) 300 NavCom (Type RT-385A) | eet + @ pages) 300 Transponder (Type RT-350A) And Optional ‘Altitude Bnooder (Blind) se (6 pages) 800 Transponder (Type RT-S59A) And Optional Encoding Altimeter (Type EA-4014). (6 pages) 400 Glide Slope (Type R-243B) : (4 pages) 400 Marker Beacon (Type R-402A) (4 pages) snsponder (Type RT-4594) And Optional Altitude Encoder (Blind) pages) ransponder (Type RT-459A) And Optional Encoding Altimeter (Type EA-4014).. 7 - @ pages) 4 July 1978 Revision 1 - 31 March 1983 stSECTION 9 CESSNA SUPPLEMENTS: MODEL 152 INTRODUCTION ‘This section consists of a series of supplements, each covering a ‘optional system which may be installed in the airplane, Each suppl contains brief deseription, and when applicable, operating limitations, emergency and norma) procedures, and performance. As listed in the Table of Contents, the supplements are classified under the headings of Major Configuration Variations, General and Avionics, and are arranged al- phabetically and numerically to make it easier to locate a particular sup- ~ plement. Other routinely installed items of optional equipment, whose function and operational procedures do not require detailed instructions, are discussed in Section 7. Limitations contained in the following supplements are FAA approved. Observance of these operating limitations is required by Federal Aviation Regulations. 1 July 1978, 2 Revision 1 - $1 March 1983PILOT'S OPERATING HANDBOOK (0-285-N2C ENGINE SUPPLEMENT ‘MODEL 152 SUPPLEMENT 0-235-N2C ENGINE MODIFICATION SECTION 1 GENERAL INTRODUCTION ‘This supplement, provides information itten especially for operators of the Model 152, found in the basic handbook. It contains prove: ~ dures and data required for safe and efficient operation of Model 152, airplanes modified with an 0-285-N2C engine. Information contained in the basic handbook for unmodified Model 152 airplanes, which is the same as that for Model 152 airplanes modified with| an 0-235-N2C engine, is generally not repeated in this supplement. 1 July 1978 Revision 1 - 31 March 1983 rot ee(0-235-N2C ENGINE PILOT'S OPERATING HANDBOOK MODEL 152 SUPPLEMENT PERFORMANCE-SPECIFICATIONS “Speed performance is shown for an aizplane equipped with optional speed fairings. Gillen increase the speeds by approximately 2 knots. There is & corresponding difference in range. while all other performance figures are unchanged when speed fairings are in ‘stalled 4 July 1978 2 Revision 1 - 31 March 1983PILOT'S OPERATING HANDBOOK (0-235-N2C ENGINE SUPPLEMENT MODEL 152 ‘DESCRIPTIVE DATA __ ENGINE ‘Number of Engines: 1 Engine Manufacturer: Avco Lycoming. Engine Model Number: 0-235-N2C. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally-op- posed, carburetor equipped, four-cylinder engine with 293.3 cu. in. displacement. Horsepower Rating and Engine Speed: 108 rated BHP at 2550 RPM. om il Specification: ‘MIL-L-6082 Avistion Grade Straight Mineral Oil: Used when the replenish the supply during the firet 25 hours. Thi drained after the first 25 hours of operation. Refill the engine and con- tinue to use until a total of 50 hours has accumulated or oil consump- tion has stabilized. ‘MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil conforming to ‘Aveo Lycoming Servioe Instruction No. 1014, and all revisions and supplements thereto, must be used after first 50 hours or oil con- sumption has stabilized. Recommended Viscosity for Temperature Range: All temperatures, use multi-viscosity oil or 16° C (60° F), use SAE 50 (0° F) to 21° 0 (70" F), use SAE 50 Nore When operating temperatures overlap, use the lighter grade of cil. (Of Capacity: ‘Sump: 6 Quarts. Total: 7 Quarts (if oil filter is installed). ___ SPECIFIC LOADINGS ‘Wing Loading: 10.5 Ibs./sq. ft Power Loading: 15.5 Ibs.np. a July 1978 Revision 1 - 31 March 1983 3((4 blank)PILOT'S OPERATING HANDBOOK (0-235-N2C ENGINE SUPPLEMENT MODEL 152 SECTION 2 LIMITATIONS INTRODUCTION Except as shown in this section, the operating limitations for Mode! fon. Observance of these operat. tion Regulations. POWER PLANT LIMITATIONS ‘The static RPM range at full throttle (carburetor heat off and mixture leaned to maximum RPM) is 2280 to 2380 RPM. ‘Maximum Oil Temperature: 245°F (116°C). Oil Pressure, Minimum: 25 psi ‘Maximum: 100 psi, Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 14103°TCMa95s, Propeller Diameter, Maximum: 69 inches Minimum:67.5 inches. PLACARDS ‘The folowing information must be displayed in the form of composite or individual placards in addition to those in the basic handbook. 1. On right side of the instrument panel. ‘THIS AIRCRAFT IS EQUIPPED WITH A LYCOMING 0-235-N2C EN- GINE. SEE SPECIAL POH REVISION FOR OPERATING INSTRUC- TIONS. a duly 1978 Revision 1 - 31 March 1983 5(6 blank)PILOT'S OPERATING HANDBOOK 0-235.Nac ENGINE] SUPPLEMENT ‘MODEL 152] SECTION 3 EMERGENCY PROCEDURES INTRODUCTION Checklist and amplified procedures contained in the basic handbook| should be followed. There is no change to the airplane emergency proce: dures when the Model 152 is modified with an 0-235-N2C engine. 4 July 1978 Revision 1- 31 March 1983 7 blanle) ffPILOT'S OPERATING HANDBOOK (0-235.N2C ENGINE, SUPPLEMENT ‘MODEL 152) SECTION 4 NORMAL PROCEDURES INTRODUCTION Checklist and amplified procedures contained in the basic handbook: generally should be followed. The additional or changed procedures specif- {cally required for operation when the Model 152 is modified with an O-_ 235-N2C engine are presented in this section. CHECKLIST PROCEDURES ENROUTE CLIMB 1, Airspeed -- 70-80 KIAS. NOTE Ifa maximum performance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5 of the basic snandbook. 2, Throttle -- FULL OPEN. 3. Mixture -- RICH below 3000 feet, LEAN for maximum RPM above| 3000 feet (after a total of 50 hours has accumulated). CRUISE 1. Power ~ 1900-2550 RPM. 2, Elevator Trim -- ADJUST. 8. Mixture - LEAN. AMPLIFIED PROCEDURES: __ ENROUTE CLIMB ‘Normal climbs are performed with flaps up and full throttle and at| speeds 5 to 10 knots higher than best rate-of-climb speeds for the best com-| bination of performance, visibility and engine cooling. The mixture should| bbe full rich below 3000 feet and may be leaned above 9000 feet for| smoother operation or to obtain maximum RPM. NOTE ‘Leaning is not recommended until a total of 50 hours has ‘accumulated. 1 July 1978 Revision 1 - 31 March 1983 ®(0-235-N2C ENGINE PILOT'S OPERATING HANDBOOK, ‘MODEL 152 SUPPLEMENT or maximum rato of climb, use the est rata-f limb spoede shown in the Rato Of Climb chart in Section 5 of the basic handboo! tion dictates the use of a steep climb angle, the best ang! should be used with flaps up and maximum power. Climbs than the beat rate-of-climb speed should be of short duration to improve en- ‘gine cooling. CRUISE Normal cruising is performed between 95% and 75% power. The en- gine RPM and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or data in Seotion 5 of ‘this supplement. NOTE Cruising should be done at 75% power as much as practic- able until a total of 50 hours has accumulated or oil con- sumption has stabilized. Operation at this higher power ‘will ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder re- placement or top overhaul of one or more eylinders. ‘The data in Section 5 shows the increased range and improved fuel economy that is obtainable when operating at lower power settings. The use of lower power settings and the selection of cruise altitude on the basis of the most favorable wind conditions are significant factors that should be considered on every trip to reduce fuel consumption. ‘The Craise Performance Table, figure 1, shows the true airspeed and Winds aloft information, to determine the most favorable altitude and power setting for @ given trip. 75% POWER 65% POWER marmuoe | «vas | wwe | eras | wre 2800 Feet rr | ws | os | 16 87 15500 Feet wos | we | 97 | 180 = 8500 Feet we | va | om | wa | ot "Standard Conditions Figure 1. Cruise Performance Table 1 July 1978 10 Revision 1 - 1 March 1083PILOT'S OPERATING HANDBOOK (0-235-N2C ENGINE SUPPLEMENT ‘MODEL 152 ‘To achieve the recommended lean mixture fuel consumption figures shown in Section 5, the mixture should be leaned until engine RPM peaks ‘and drops 10-25 RPM. At lower powers it may be necessary to enrichen the ‘mixture slightly to obtain smooth operation. An alternate method for ob- taining the above cruise mixture setting in rough air is to lean until en- gine roughness or a sharp drop off in power is experienced and then im- mediately enrichen the mixture by rotating the mixture control vernier 8p-_ proximately 3/4 of a turn clockwise. Use of recommended lean mixture rather than that for maximum RPM ~ ean provide fuel savings of up to 10% and an increase in flight endurance of approximately 20 minutes based on standard fuel tanks and 75% power. Use of recommended lean mixture rather than full rich mixture can pro- vide fuel savings as high as 94% and an increase proximately one hour when operating at an altitude of 7500 feet with 79% power and standard fuel tanks. in Carburetor jee, as evidenced by an unexplained drop in RPM, can be ‘removed by application of full carburetor heat. Upon regaining the origi- nal RPM (with heat off, use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise fight. ‘The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion, The mixture setting should be readjusted for smoothest operation. FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING OPERATIONS For best fuel economy during flight training operations, the following procedures are recommended. 1, Lean the mixture for maximum RPM during climbs above 3000 feet (after 50 hours has accumulated). The mixture may be left leaned for practicing such maneuvers as stalls, 2, Lean the mixture for maximum RPM during all operations at any ‘altitude, including those below 3000 feet, when using 75% or less power. NOTE When cruising at 75% or less power, the mixture may be further leaned until the RPM peaks and drops 10-25 RPM, This is especially applicable to cross-country training flights, but may also be practiced during transition flights 1 July 1978 Revision 1 - 31 March 1983 a(0-285-N2C ENGINE PILOT'S OPERATING HANDBOOK MODEL 152 SUPPLEMENT to and from the praotice area. Using the above recommended procedures can provide fuel savings in ‘excess of 5% when compared to typical training operations at full rich mixture, 1 July 1978 Te Revision 1 - 31 March 1983PILOT'S OPERATING HANDBOOK (0-235-N2C ENGINE SUPPLEMENT MODEL 152 SECTION 5 PERFORMANCE INTRODUCTION ‘accomplished. 1 uly 1978 Revision 1-31 March 1988 sll0-295.N2C ENGINE PILOT'S OPERATING HANDBOOK MODEL 152 SUPPLEMENT CRUISE PERFORMANCE conorions: 1670 Pounds Recommended Lean Mixture (See Section 4, Cruise) Note: Cruse speeds are shown for an airplane equipped with speed fairings which increase the speeds by approximately two knots, 720°C BELOW ‘STANDARD 720°C ABOVE STANDARD Temp | TEMPERATURE | STANDARD TEMP. ALTITUDE | RPM F<” + fT sip |KTAS| cPH | .%, | Tas] cP |, | xTas| ceH 2000 [zoo] --- |---| ---] 77 | 12 | 63 | 7a | wor | oo 2x00] 73 | 97 | Go | 69 | 97 | 57 | 66 | 96 | 54 | zoo] 65 | 93] 54 | ez] 92] 51] 53 | or | 49 2100] 58 | aa | 29 | 55 | a7 | 47 | 52 | as | a5 poo] st] a2 | 45 | as | ar | 43 | as | 79 | 42 4000 | 2450 ---|---] 7 | 108 | 64 | 74 | 103 | eo | 2400] 72 | 102 | 64 | 2 | 101 | 80 | 70 | 10: | 58 2300] 70 | 97 | 58 | 65 | 97 | 55 | 62 | 96 | 52 2200] 62 | 92] 52 | s | o1| 49 | 55 | 90 | 47 2ioo} 55 | a7 | 47 | 82 | o5 | 45 | a9 | a4 | a4 e000 | 2500] - -- 78 | 105 | ¢ | 74 | 105 | or 2400] 75 30 | 101 | 58 | 66 | 100} 55 | ~ 2300] 67 63 | 96 | 52 | 50 | 95 | 50 2200] 53 se} 90} 47 | sa | a0 | 46 2100] 53 4] as] 44] a7 | a2 | a3 2000 ---| 78 | 08 | 64 | 7 | 107 | or ea | 7 | 105 | 61 | 70 | 105 | 58 ss | 67 | wo| 55 | 63 | 99 | 52 53 | 0 | 95] 50 | 56 | 9¢ | 48 | ~ 48 | s3 | a | 46 | 50 | o7 | o4 10,000 62 | 7 | 105 | 58 | 67 | 104 | 55 s6 | 6 | 99 | 53 | 60 | 98 | 50 51 | s7 | o4| 48 | 54 | 92 | 46 ae] ss | a7] 45] a | as | as 12000 |2450] 98 | 102 | s¢ | e¢ | tor | 52 | 60 | 100 | so | ~ 2400} s4 | 100] 53 | co | 98] 50] 57 | 97 | ae zo} s7 | 94 | a9 | 54] a2] ae | si | ao | as zoo} 51 | ae | 4s | ae | os | a4 | as | vo | a2 Figure 2. Cruise Performance 1 July 1978 14 Revision 1 - 31 March 1963PILOT'S OPERATING HANDBOOK (0-285-N2C ENGINE SUPPLEMENT ‘MODEL 152) RANGE PROFILE 45 MINUTES RESERVE 24.5 GALLONS USABLE FUEL ‘CONDITIONS: 1870 Pounds Recommended Lean Mixture for Cruse Standard Temperature Zero Wind NOTES: 1. This chart allows for the fuel used for engine start, tax, takeoff and climb, and the 2 3 ALTITUDE - FEET 20 «3008000 [RANGE - NAUTICAL MILES Figure 3, Range Profile (Sheet 1 of 2) 1 July 1978 Revision 1-31 March 1983 150-235-N2C ENGINE PILOT'S OPERATING HANDBOOK MODEL 152 SUPPLEMENT RANGE PROFILE 45 MINUTES RESERVE 37.5 GALLONS USABLE FUEL conpITioNs: ALTITUDE - FEET ry Ktas I xras[1ktas. 500550605700 RANGE - NAUTICAL MILES Figure 3, Range Profile (Sheet 2 of 2) A July 1978 Revision 1-91 March 1083PILOT'S OPERATING HANDBOOK (0-235-N2C ENGINE SUPPLEMENT MODEL 152) ENDURANCE PROFILE 45 MINUTES RESERVE 24.5 GALLONS USABLE FUEL ‘CONDITIONS: 1670 Pounes| Recommended Lean Mixture for Cruise Standard Temperature for the fuel used for ehgine start, taxi, takeoff and climb, and the 23: shown in figure 56. asd on 45 minutes at 45% BHP and is 3.2 gallons i fi ALTITUDE - FEET 2 3 4 5 6 ENDURANCE - HOURS Figure 4. Endurance Profile (Sheet 1 of 2) 1 July 1078 Revision 1 - 31 March 1983(0-235-N2C ENGINE PILOTS OPERATING HANDBOOK MODEL 152 SUPPLEMENT ENDURANCE PROFILE 45 MINUTES RESERVE 37.5 GALLONS USABLE FUEL CONDITIONS: 1670 Pounds Recommended Lean Mixture for Cruise Standard Temperature NOTES: 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 i based on 48 minutes at 46% BHP and is 3.2 gallons. y gy LS oy ALTITUDE - FEET 4 5 6 7 8 ENDURANCE - HOURS Figure 4. Endurance Profile (Sheet 2 of 2) A July 1978 38 Revision 1 - 31 March 1983PILOT'S OPERATING HANDBOOK 0.985-N2C ENGINE SUPPLEMENT ‘MODEL 152 SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST INTRODUCTION Airplane woighing and weight and balance information in Section 6 of -- the basic handbook is applicable to Model 152 airplanes modified with an 0-295-N2C engine, Also, the basic handbook equipment list is applicable 1 auly 1978 Rovision 1" 31 Mareh 1988 190 viaPILOTS OPERATING HANDBOOK (0-235-N2C ENGINE SUPPLEMENT ‘MODEL 152 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS INTRODUCTION ‘The descriptions and operational information contained in Section 7 of the basic handbook generally are applicable to Model 152 airpianes mod- ified with an 0-235-N2C engine. The additional or changed information ‘which specifically describes 0-235-N2C engine modification differences are presented in this section. ENGINE ‘The airplane is powered by a horizontally-opposed, four-cylinder, over- ‘air-cooled, carbureted engine with a wet sump oil system. The yooming Motel O-225-N26 and is rated at 108 horsepower at front of the engine) NEW ENGINE BREAK-IN AND OPERATION ‘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 76% power as much as practicable until a total of 50 hours has accumu- lated or oll consumption has stabilized. This will ensure proper seating of "the rings. If, during the first 25 hours, oil must be added, use only aviation. grade straight mineral oil conforming to Specification No. MIIr1-8082. COOLING SYSTEM ‘ne cooling enters through two intake openings in the ing. The cooling air is directed around the cylin- ‘the cover plates, insulation for the engine crankcase breather line, and a placard to be installed on the map compartment door. This equipment 1 July 1978 Revision 1- 81 March 1983 an(0-235-N2C ENGINE PILOT'S OPERATING HANDBOOK ‘MODEL 152 SUPPLEMENT should be installed for operations in temperatures consistently below -7°C _ (20°F). Once installed, the crankcase breat permanent use regardiess of temperature tne winteriaation it are presented in the Winterization Kit Supplement in Section 8, Supplements.PILOT'S OPERATING HANDBOOK (0-285-N2C ENGINE SUPPLEMENT MODEL 152 SECTION 8 AIRPLANE HANDLING, SERVICE & MAINTENANCE INTRODUCTION Section 8 of the basic handbook applies, in general, to Model 152 Airplanes modified with an 0-245-N2C engine. The additional or changed jion which describes 0-235-N2C engine modification differences is ‘presented in this section. SERVICING on "OIL SPECIFICATION ~ ‘MIL-L-6082 Aviation Grade Straight Mineral Oil: Used when the airplane is modified with an 0-25-N2C engine and should be used to roplenish the supply during the first 25 hours. This oil should be ‘drained after the first 25 hours of operation. Refill the engine and con- tinue to use until a total of 50 hours has accumulated or oil consump- tion has stabilized. ‘MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil conforming to ‘Avoo Lycoming Service Instruction No. 1014, and all revisions and supplements thereto, must be used after first 50 hours or oil con- sumption has stabilized, RECOMMENDED VISCOSITY FOR TEMPERATURE RANGE ~ ‘All temperatures, use multi-viscosity oll or ‘When operating temperatures overlap, use the lighter grade of oil. CAPACITY OF ENGINE SUMP -- 6 Quarts. ‘Do not operate on less than 4 quarts. To minimize loss of oll 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 Gipstick level readings. During oi] and oil filter changes, one addi- a duly 1978 Revision 1 - 31 March 1983 23(0-235-N2C ENGINE PILOT'S OPERATING HANDBOOK ‘MODEL 152 SUPPLEMENT tional quart is required. OIL AND OIL FILTER CHANGE ~ After the first 25 hours of operation, drain the engine oil sump and clean the oil pressure screen. If an oil filter is installed, change the fil- ter at this time, Refill sump with straight mineral oll and use until a total of 50 hours has accumulated or ofl consumption has stabilized; ‘then change to dispersant oil On airplanes not equipped with an oil filter, drain the engine oi! sump ‘and clean the oll pressure soreen each 50 hours thereafter. On airplanes which have an oil filter, drain the engine oll sump and change the oll filter again at the first 50 hours; thereafter, the oil and filter change interval may be extended to 100-hour intervals. tions, and retighten if necessary. A periodic check of these items during subsequent servicing operations is reoom- mended. 4 duly 1978 Revision 1-31 March 1983PILOT'S OPERATING HANDBOOK GROUND SERVICE PLUG SUPPLEMENT RECEPTACLE ‘MODEL 152 SUPPLEMENT GROUND SERVICE PLUG RECEPTACLE SECTION 1 GENERAL lug receptacle permits the use of an external ‘The ground servi ‘her starting and lengthy maintenance work on power source for cold the electrical and electronic equipment, The receptacle is located behind a door on the left side of the fuselage near the aft edge of the cowling. ‘The battery and external power circuits have been designed to com- the master switch ON will close the battery contactor. SECTION 2 LIMITATIONS ‘The following information must be presented in the form of a placard located on the inside of the ground service plug access door: CAUTION 24 VOLTS DC. This airoratt is equipped with alternator and a negative ground system. OBSERVE PROPER POLARITY Reverse polarity will damage electrical ‘components. 1 July 1978 10f2GROUND SERVICE PLUG PILOT'S OPERATING HANDBOOK RECEPTACLE SUPPLEMENT MODEL 152 SECTION 3 EMERGENCY PROCEDURES ‘There is no change to the airplane emergency procedures when the ground service plug receptacle is installed. SECTION 4 NORMAL PROCEDURES Just before connecting an external power source (generator type or battery cart), the master switch should be turned ON. When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller asiff the ignition switch were ON. Donot stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate. ‘Turning on the master swit the battery to absorb transient transistors in the electronic equipmer SECTION 5 PERFORMANCE ‘There is no change to the airplane performance when the ground service plug receptacle is installed. 2 1 July 1978PILOT'S OPERATING HANDBOOK STROBE LIGHT SYSTEM SUPPLEMENT ‘MODEL 152 SUPPLEMENT STROBE LIGHT SYSTEM SECTION 1 GENERAL ‘The high intensity strobe light system enhances anti-collision protec- tion for the aizplane. The system consists of two wing tip-mounted strobe Lights (with integral power supplies), a two-position rocker switch labeled STROBE LTS on the left switch and control panel, and a 5-ampere push-to- reset cirouit breaker, located on the right switch and control panel. SECTION 2 LIMITATIONS. Strobe lights must be tuned off when taxiing in the vicinity of other airplanes, or during night flight through clouds, fog or haze. SECTION 3 EMERGENCY PROCEDURES ‘There is no change to the airplane emergency procedures when strobe lights are installed. 4 July 1978 1ofeSTROBE LIGHT SYSTEM PILOT'S OPERATING HANDBOOK MODEL 152 SUPPLEMENT SECTION 4 NORMAL PROCEDURES ‘To operate the strobe light system. proceed as follows: 1. Master Switeh -- ON. 2. Strobe Light Switch -- ON, SECTION 5 PERFORMANCE ‘The installation of strobe lights will result in a minor reduction in cruise performance. 2 1 July 1978PILOT'S OPERATING HANDBOOK WINTERIZATION KIT ‘SUPPLEMENT MODEL 152 SUPPLEMENT WINTERIZATION KIT SECTION 1 GENERAL ‘two cover platesto partially cover the led on the cover plates, and a placard to be led on the map compartment door. This equipment should be installed for operations in temperatures consistently below 20°F (-7°C). Once installed, the crankcase breather insulation is approved for perman- ent use, regardless of temperature. ‘The winterization kit consists cowl nose cap SECTION 2 LIMITATIONS. resented in the form of placards ‘The following information must bi interization kit. when the airplane is equipped with a 1. On each cover plate: REMOVE WHEN OAT EXCEEDS 20°F 2 On the map compartment door in the cabin: WINTERIZATION KIT MUST BE REMOVED WHEN OUTSIDE AIR TEMPERATURE IS ABOVE 20°F. 4 July 1978. Lote