Cessna 150 schematic

1964 Cessna 150 Patroller

Performance and Specifications

Gross weight 1600 lbs Speed

Top Speed at sea level 125 mph
Cruise, 75% power at 7500 ft 122 mph

Range

Cruise, 75% Power at 7500 ft 760 mi

35.0 Gallons 6.2 hours
122 mph

Optimum Range at 10,000 ft 885 mi

35.0 Gallons 8.9 hours
99 mph

Rate of Climb at sea level 670 fpm Service Ceiling 12650 Takeoff

Ground Run 735 ft
Total Distance over 50’ obstacle 1385 ft

Landing

Landing Roll 445 ft
Total Distance over 50’ obstacle 1075 ft

Empty Weight 1015 lbs
Baggage 120 lbs
Wing Loading 10 lb/sf
Power loading 16 lb/HP
Fuel Capacity total 38 gal
Oil Capacity 6 US qts
Propeller, Fixed Pitch, metal, dia. 69 in
Power Continental O-200 A Engine, 100 HP at 2750 RPM

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TABLE OF CONTENTS

SECTION I OPEATING CHECKLIST 1-1

SECTION II DESCRIPTION

AND OPERATING DETAILS 2-1

SECTION III OPEATING LIMITATIONS 3-1

SECTION IV CARE OF THE AIRPLANE 4-1

SECTION V OPERATIONAL DATA 5-1

ALPHABETICAL INDEX

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Section I

Operating Check List

One of the first steps in obtaining the utmost performance, service,
and flying enjoyment from your Cessna is to familiarize yourself with
your airplane’s equipment, systems, and controls. This can best be
done by reviewing this equipment while sitting in the airplane. Those
items whose functions and operation are not obvious are covered in
Section II

STARTING THE ENGINE

1. Carburetor Heat – Cold

2. Mixture – Rich

3. Primer – As Required

4. Ignition switch – Both

5. Throttle – Open ¼ inch

6. Propeller Area – Clear

7. Starter – On

BEFORE TAKE – OFF

Section I lists, in the Pilot’s Check List form, the steps necessary to
operate your airplane efficiently and safely. It is not a checklist in its
true form as it is considerably longer, but it does cover briefly all of
the points that you would want to or should know concerning the
information you need for a typical flight.

The flight and operation characteristics of your airplane are normal in
all respects. There are no unconventional characteristics or
operations that need to be mastered. All controls respond in the
normal way within the entire range of operation. All airspeeds
mentioned in Sections I and II are indicated airspeeds.
Corresponding calibrated airspeeds may be obtained from the
Airspeed Correction Table in Section V.

BEFORE ENTERING THE AIRPLANE

1. Make an exterior inspection in accordance with figure 1-1

BEFORE STARTING THE ENGINE

1. Seats and seat belts – Adjust and Lock

2. Brakes – Test and set

3. Master Switch – On

4. Fuel Valve Handle –On

page 1-1

1. Throttle Setting – 1700 RPM

2. Engine Instruments – Within green arc and generator light out

3. Magnetos – Check (75 RPM maximum differential between

magnetos

4. Carburetor Heat – Check operation

5. Flight Controls – check

6. Trim Tab – Takeoff

7. Cabin doors – latched

8. Flight Instruments and Radios – Set

TAKE OFF

NORMAL TAKE OFF

1. Wing flaps – Up

2. Carburetor Heat – Cold

3. Throttle – Full “Open”

4. Elevator Control – Lift nose wheel at 50 mph

5. Climb Speed – 72 MPH until all obstacles are cleared, then set up

climb speed as shown in NORMAL CLIMB paragraph

MAXIMUM PERFORMANCE TAKE OFF

1. Wing Flaps – Up

page 1-2

2. Carburetor Heat – Cold

3. Brakes – Hold

4. Throttle – Full OPEN

5. Brakes – release

6. Elevator Control – Slightly tail low

7. Climb Speed – 52 MPH (with obstacles ahead)

AFTER LANDING

1. Wing Flaps – Up

2. Carburetor Heat – Cold

CLIMB

NORMAL CLIMB

1. Air Speed – 75 to 80 MPH

2. Power – Full throttle

3. Mixture – Rich (unless engine is rough)

MAXIMUM PERFORMANCE CLIMB

1. Air Speed – 72 MPH

2. Power – Full throttle

3. Mixture – Rich (unless engine is rough)

CRUISING

1. Power – 2000 to 2750 RPM

2. Elevator Trim – Adjust

3. Mixture – Lean to maximum RPM

BEFORE LANDING

SECURE AIRCRAFT

1. Mixture – Idle Cut-off

2. All Switches – Off

3. Parking Brake – Set

4. Control Lock – Installed

1. Mixture – Rich

2. Carburetor Heat – Apply full heat before closing throttle

3. Airspeed – 65 to 75 MPH

4. Wing Flaps -- As desired below 100 MPH

5. Airspeed – 60 to 70 MPH with flaps extended

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NORMAL LANDING

1. Touch down – Main wheels first

2. Landing Roll – Lower nose wheel gently

3. Braking – Minimum required

page 1-4

Section II

Description and Operating Details

The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the airplane.
This section also covers in somewhat greater detail some of the items
listed in checklist form in Section I. Only those items of the checklist
requiring further explanation will be found here.

All airspeeds mentioned in this section are indicated airspeeds.
Corresponding calibrated airspeeds may be obtained from the
Airspeed Correction Table in Section V.

FUEL SYSTEM (Patroller)

Fuel is supplied to the engine from two 19-gallon wing tanks. From
these tanks, fuel flows by means of gravity through a fuel shutoff
valve and fuel strainer to the carburetor. The total usable fuel in all
flight conditions 35 gallons.

For fuel system service information refer to Lubrication and
Servicing Procedures in Section 4

FUEL STRAINER DRAIN

Refer to fuel strainer Servicing Procedure, Section 4

FUEL QUANTITY DATA (U. S. GALLONS)

TANKS USUABLE FUEL

ALL FLIGHT

CONDITIONS
TWO WING
19 GAL EACH

UNUSUABLE

FUEL

35 3.0 38.0

TOTAL FUEL

VOLUME

fig 2-1

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ELECTRICAL SYSTEM

CABIN HEATING AND VENTILATING SYSTEM

Electrical energy is supplied by a 14-volt, direct-current system,
powered by an engine-driven 20-amp generator. A 12-volt storage
battery is located on the right forward side of the firewall, just inside
the cowl access door. The master switch controls all electrical
circuits except the clock and the ignition system.

FUSES AND CIRCUIT BREAKERS

Fuses protect many of the electrical circuits in your airplane. The
circuits controlled by each fuse are indicated above each fuse retainer.
The clock fuse is located adjacent to the battery. Fuse capacity is
indicated on each fuse retainer cap. Fuses are removed by pressin g
the fuse retainers inward and rotating them counterclockwise until
they disengage. The faulty fuse may then be lifted out and replaced.
Spare fuses are held in a clip on the inside of the map compartment
door.

The fuel quantity indicators, stall warning transmitter and warning
horn system, and optional turn-and-bank indicator circuits are
protected by an automaticall y – reset circuit breaker which provides
intermittent emergency operation of these devices in case of a faulty
circuit. In addition to the fuse in the instrument panel, the cigar
lighter is protected by a manually-reset type circuit breaker mounted
on the back of the lighter receptacle.

LANDING LIGHTS

A three position, push-pull type switch controls the optional landing
lights mounted in the leading edge of the left wing. To turn one lamp
on for taxiing, pull the switch out to the first stop. To turn both lamps
on for landing, pull the switch out to the second stop.

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For heated ventilation air, pull the cabin heat know out the desired
amount. Additional ventilating air is provided by pulling out the
ventilators located in the upper corners of the windshield.

PARKING BRAKE SYSTEM

To set the parking brake, apply toe pressure to the pedals, pull out on
the parking brake knob, then release toe pressure. To release the
parking brake, push the knob in, then apply and release toe pressure.

STARTING ENGINE

Ordinarily the engine starts easily with one or two strokes of primer
in warm temperatures to six strokes in cold weather, with the throttle
open approximately ¼ inch. In extremely cold temperatures, it may
be necessary to continue to priming while cranking.

Weak intermittent explosions followed by puffs of black smoke from
the exhaust stack indicates overpriming or flooding. Excess fuel can
be cleaned from the combustion chambers by the following
procedure: Set the mixture control in full lean position, throttle full
open, and crank the engine trough several r evolutions with the starter.
Repeat the starting procedure without any additional priming.

If the engine is underprimed (most likely in cold weather with a cold
engine) it will not fire at all, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to
keep it running.

After starting, if the oil gauge does not begin to show pressure within
30 seconds in the summertime and about twice that long in ver y cold
weather, stop engine and investigate. Lack of oil pressure can cause
serious engine damage. After starting, avoid the use of carburetor
heat unless icing conditions prevail.

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TAXIING

When taxiing it is important that speed and use of brakes be held to a
minimum and that all controls be utilized. (see figure 2-2) to maintain
directional control and balance

Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips. Full
throttle run-ups over loose gravel are especially harmful to propeller
tips. When takeoffs must be made over a gravel surface, it is very
important that the throttle be advanced slowly. This allows the
airplane to start rolling before the high RPM is developed, and the
gravel will be blown back of the propeller rather than pulled into it.
When unavoidable small dents appear in the propeller, blade, they
should be immediately corrected as described in Section 4.

BEFORE TAKEOFF

WARM-UP

Most of the warm up will have been conducted during the taxi, and
additional warm up before take-off should be restricted to the checks
outlined in Section II. Since the engine is closely cowled for efficient
in-flight cooling, precautions should be taken to avoid overheating on
the ground.

figure 2-2

NOTE:
Strong quartering tailwinds require caution. Avoid sudden bursts of
the throttle and sharp braking when the airplane is in this attitude.
Use the steerable nose-wheel and rudder to maintain direction

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MAGNETO CHECK

The magneto check should be make at 1700 RPM as follows: Move
the ignition switch first to "R" position and note RPM. Then move
switch back to "BOTH" to clear the other set of plugs. Then move
switch to "L" position and note RPM. The difference between the
two magnetos operated individually should not be more than 75
RPM.

HIGH RPM MAGNETO CHECKS

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