Cessna 150 COMMUTER 1976, 150M 1976 Pilot Operating Handbook

PERFORMANCE­SP E CIFI

CATIONS

CESSNA

MODEL

150M

PERFORMANCE -SPECIFICATIONS

SPEED:

Maximum

at

Sea

Level

. . , . . . . . . . . . . . . 109 KNOTS

Cruise,

75%

Power

at

7000

Ft

............

106 KNOTS

CRUISE:

Recommended

Lean

Mixture

with

fuel

allowance

for

engine

start,

taxi,

takeoff,

climb

and

45

minutes

reserve

at

45%

power.

75%

Power

at

7000

Ft

...

22.5

Gallons

Usable

Fuel

75%

Power

at

7000

Ft

...

35

Gallons

Usable

Fuel

Maximum

Range

at

10,000

Ft

22.5

Gallons

Usable

Fuel

Maximum

Range

at

10,000

Ft

35

Gallons

Usable

Fuel

RA

TE

OF

CLIMB

AT

SEA

LEVEL

SERVICE

CEILING

...

_

TAKEOFF

PERFORMANCE:

Ground

Roll . . . . . .

Total

Distance

Over

50-

Ft

Obstacle

LANDING

PERFORMANCE:

Ground

Roll

. . . . . . . . . . .

Total

Distance

Over

50-

Ft

Obstacle

STALL

SPEED

(CAS):

Flaps

Up,

Power

Off . .

Flaps

Down,

Power

Off .

MAXIMUM WEIGHT . . . .

STANDARD

EMPTY

WEIGHT:

Commuter

.....

.

Commuter

II.

. . . .

MAXIMUM

USEFUL

LOAD:

Commuter

.....

.

Commuter

II.

. . . .

BAGGAGE ALLOWANCE . . .
WING LOADING:

Pounds/Sq

Ft

POWER

LOADING:

Pounds/HP

FUEL

CAPACITY:

Total

Standard

Tanks

.....

Long

Range

Tanks

. . . .

OIL

CAPACITY

. . . . . . .

ENGINE:

Teledyne

Continental

100

BHP

at

2750

RPM

PROPELLER:

Fixed

Pitch,

Diameter

I S-13- RAN D--18

000

-{)/20/75

Range
Time
Range
Time
Range
Time
Range
Time

340 NM

3.3

HRS

580 NM

5.5

HRS

420

NM

4.9

HRS

735NM

8.5

HRS

670

FPM

14,000

FT

735

FT

1385

FT

445

FT

1075

FT

48 KNOTS
42 KNOTS
1600 LBS

1104 LBS
1122 LBS

496

LBS
478 LBS
120 LBS

10.0

16.0
26 GAL.

38 GAL.

6

QrS

0-200-A
69 IN.

i

R\C.lACL~cf

K

Le

l~

rJ

I

PILOT'S

OPERATING HANDBOOK

~

Cessna.

150

COMMUTER

1976

MODEL

150M

Serial

No

__________

_

Registration

No.

______

_

THIS

HANDBOOK

INCLUDES

THE

MATERIAL

REQUIRED

TO

BE

FURNISHED

TO

THE

PILOT

BY

CAR

PART

3

CESSNA AIRCRAFT

COMPANY

WICHIT A,

KANSAS,

USA

CONGRA

TULA

TIO

NS

CESSNA

MODEL

150M

CONGRATULATIONS

....

Welcome

to

the

ranks

of

Cessna owners!

Your

Cessna has been designed and

constructed

to

give

you

the

most

in

performance,

economy,

and

comfort.

It

is

our

desire

that

you

will find

flying it,

either

for business

or

pleasure, a pleasant and profitable experience.

This

handbook

has been prepared as a guide

to

help you get

the

most

pleasure

and

utility

from

your

airplane. It

contains

information

about

your

Cessna's

equipment,

operating

pro·

cedures, and performance;

and

suggestions for its servicing

and

care.

We

urge you

to

read

it from cover

to

cover,

and

to

refer

to

it frequently.

Our

interest

in

your

flying pleasure has

not

ceased with

your

purchase

of

a Cessna. World-

wide,

the

Cessna Dealer Organization backed by

the

Cessna Service

Department

stands

ready

to

serve

you.

The

following services are offered by

most

Cessna Dealers:

TH E CESSNA

WAR

RANTY - - It

is

designed

to

provide

you

with

the

most

compre-

hensive coverage possible:

a.

No exclusions
b. Coverage includes parts and labor
c.

Available

at

Cessna Dealers world wide

d. Best

in

the

industry

Specific benefits

and

provisions

of

the

warranty

plus

other

important

benefits for

you

are

contained

in

your

Customer

Care Program

book

supplied with

your

airplane.

Warranty service

is

available

to

you

at

any

authorized

Cessna Dealer

throughout

the

world

upon

presentation

of

your

Customer

Care Card wh ich establishes

your

eligibil-

ity

under

the

warranty.

FACTORY TRAINED PERSONNEL

to

provide you with

courteous

expert

service.

FACTORY APPROVED SERVICE EQUIPMENT

to

provide you with

the

most

efficient

and

accurate

workmanship

possible.

A STOCK OF GENUINE CESSNA SERVICE PARTS

on

hand when you need

them.

THE

LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA

AI

RPLANES, since Cessna Dealers have all

of

the

Service Manuals and Parts

Catalogs,

kept

current

by Service Letters and Service News Letters, published by

Cessna Aircraft Company.

We

urge all Cessna owners

to

use

the

Cessna Dealer Organization

to

the

fullest.

A

current

Cessna Dealer Directory accompanies

your

new airplane. The Directory

is

revised

frequently,

and a current

copy

can be

obtained

from

your

Cessna Dealer. Make

your

Directory

one

of

your

cross-country flight planning aids; a warm welcome awaits

you

at

every Cessna Dealer.

ii

CESSNA
MODEL

150M

TA

BLE

OF

CONTENT

S

TAB

LE

OF

CONTENTS

GENERAL
LI

MITATIONS

EMERGENCY PROCEDURES

NORMAL

PROCEDUR

ES

PERFORMANC

E . . . .

WEIGHT

& BALA

NC

E/

SE

CTION

1

2

3

4
5

EQ

UIPME

NT LIST. . . .

.....

•.

..

6

AIRPLANE & SYSTEMS

DESCRIPTIONS.

. . . . . . . . . . . . . . 7

AIRPLANE

HAN

DLI

NG,

SERVICE

& MAINTENANCE. . . . . . . . . 8

SUP

PLEMENTS

(Op

tion

al

Systems

Description

&

Op

erating Procedures) . . . . . . . • . . 9

This hand

book

will be

kept

curre

nt

by Service Letters published by Cessna Aircraft

Company. These are d istrib

uted to

Cessna Dealers and

to

those

who. su.bscnbe.

through

the

Owner Fo llow-Up System . If

you

are

not

receiving subSCription

serVic

e,

you will

want

to

keep in

touc

h with

your

Cessna Dealer

for

Information concerning

the

change

status

of

the

handbook. Subseq

uent

changes will be made

in

the

form

of

stickers. These should be

examined

and

attached

to

the

appropnate

page

In

the

handbook

immediately

after

receipt; the handbook should

not

be used

for

opera-

tional purposes until it has been

updated

to a current

status.

CESSNA
MODEL

150M

SECTION

1

GENERAL

TABLE

OF

CONTENTS

Three

View

..

Introduction

. .

Descriptive

Data

Engine

.
Propeller
Fuel

..

Oil

...

Maximum

Certificated

Weights

Standard

Airplane

Weights

Cabin

and

Entry

Dimensions

Baggage

Space

Dimensions

Specific

Loadings

..

. . .

Symbols,

Abbreviations

and

Terminology

General

Airspeed

Terminology

and

Symbols.

Meteorological

Terminology.

. . . . . . .

Engine

Power

Terminology

. . . . . . . .

Airplane

Performance

and

Flight

Planning

Terminology

Weight

and

Balance

Terminology.

. . . . . . . . . .

SECTION

1

GENERAL

Page

1-2
1-3
1-3
1-3
1-3
1-3
1-4

1-5
1-5
1-5
1-5
1-5
1-5
1-5

1-6
1-7
1-7
1-7

1-1

SECT ION 1
GE

NERA

L

; ..

NOT E

S:

CESSNA

MOD

EL

150M

1.

Wi

ng span shown

with strobe

lights installed .

2.

Maxim

um heig

ht shown w

ith nose gea

r de-

pressed, a

ll

tires

and

nose strut properly in-

fl

at

ed, a nd flash ing beac

on installed.

3. Wheel b

ase

length is 58" ,

4.

Pro

peJler ground clearance

is

12" .

5.

Wing

area

is

160 squa

re

feet .

6. Mi

nimum

turni

ng

radius 1* p

ivot poi

nt

to

outboard

win

g tip ) is 24'

8",

II-

' -

33

'-4"-

-1'1

I)

Figure 1-1. Thr

ee Vie

w

1-2

CE

SSNA

MOD

EL 150M

SECTIO

N 1

GENERAL

I

NTRODUCTION

This

handbook

contains 9 sections,

and

includes

the

material

require

d

to

be

furnished

to

the

pilot

by

CAR

Part

3.

It

also

contains

supplem

enta

l

da

ta

supplied

by

Cessna

Aircraft

Company.

Section 1 provides

basic

data

and

information

of

general

interest.

It

also

contains

definitions

or

explanations

of

symbols,

abbreviations,

and

terminology

commonly

used.

DESC

RIPTIVE

DATA

ENGINE

Number

of Eng

ines:

1.

Engine

Manufacturer:

Teledyne

Continental.

Engine

Model

Number:

0-200-A.

Engine

Type:

Normally-aspirated,

direct-drive,

air-cooled,

horizontally-

opposed,

carburetor

equipped,

four-cylinder

engine

with

201

cu.

in.

displacement.

Horsepower

Rating

and

Engine

Speed:

100

rated

BHP

at

2750

RPM.

PR

OPELLER

Propeller

Manufacturer:

McCauley Accessory

Division.

Propeller

Model

Number:

1A102/

0CM6948.

Num

ber

of

Blades:

2.

Pro

pell

er

Diameter,

Maximum:

69

inches.

Minimum:

67.5

inches.

Propeller Type:

Fixed

pitch.

FUEL

Fuel Grade

(and

Color):

80/87

Minimum

Grade Aviation

Fuel

(red)

.

Alternate

fuels

which

are

also

approved

are:

100/

130 Low

Lead

AVGAS (g

reen

).

(Maximum

lead

content

of

2

cc

per g

allon.

)

100/130

Aviation

Grade

Fuel (green).

(Maximum

lead

content

of 4. 6

cc

per

gallon.

)

NOTE

When

substituting a higher octane

fuel,

low

lead

AVGAS

100

shou

ld

be

used whenever

possible

since

it

will

result

.

in

les

s l

ead

contamination

of the engine.

1-

3 J

I

SECTION

1

GENERAL

CESSNA

MODEL

150M

Fuel

Capacity:

OIL

Standard

Tanks

:

Total

Capacity: 26

gallons.

Total

Capacity

Each

Tank

: 13 g

all

ons.

T

otal

Usable: 22.5

gallons.

Lon

g R

ange

Tanks:

Total

Capacity:

38 g

allons

.

Total

Capacity

Each

Tank:

19 gall

ons.

Total

Usable:

35

gallons.

NOTE

Due

to

cross-feeding

between

fuel

tanks,

the tanks

should

be

re-topped

after

each

refueling

to

assure

maximum

capacity.

Oil

Grade

(Specification):

MIL-L-6082

Aviation

Grade

Straight

Mineral

Oil:

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 eng

ine

oil.

This

oil

shouLd

be

drained

after

the

first

25

hours

of

operation.

Continental

Motors

Specification

MHS-24A,

Ashless

Dispersant

Oil:

This

oil

must

be

used

after

first

50

hours

or

oil

consumption

has

stabilized.

Recommended

Viscosity

For

Temperature

Range:

SAE 40

above

4°C

(40°F).

SAE

10W30

or

SAE

20

below

4°C

(40°F).

NOTE

Multi-viscosity

oil

with a range

of SAE 10W30

is

recom-

mended

for

improved

starting

in

cold

weather.

Oil

Capacity:

Sump: 6 Quarts.
Total: 7 Quarts

(if

oil

filter

installed).

1-4

CESSNA
MODEL 150M

SECTION 1

GENERAL

MAXIMUM

CERTIFICATED

WEIGHTS

T

ake

off: 1600

lbs.

Landing:

1600

lbs.

W

eight

in

Baggage

Compartment:

Baggage

Area 1 (or

passenger

on

child's

seat)-Station

50

to 76:

120

lbs.

See

note

below.

Baggage

Area

2 -

Station

76

to

94: 40

lbs.

See

note

below.

NOTE

The

maximum

combined

weight

capaCity

for

baggage

areas 1 and 2 is

120

lbs.

STAN

DARD

AIRPLANE

WEIGHTS

Standa

rd

Empty

Weight,

Commuter

:

Commuter

II:

Maxi

mum

Useful

Load,

Commuter:
Commuter

II:

CABIN

AND

ENTRY

DIMENSIONS

1104

lbs.

1122

lbs.

496

lbs.

478

lbs.

D

etailed

dimensions

of

the

cabin

interior

and

entry

door

openi:'(

are

i

llus trated in

Section

6.

BAGGAGE SPACE

DIMEN

SI O

NS

Dimensions

of

the

baggage

area

are

illustrated

in

detail

in

Section

6.

SPEC IF

IC LOA

DINGS

Wing Loading:

10.0

lbs. /sq.

ft.

Po

wer Loadi

ng:

16.0

lbs.

/hp.

S

YMBOLS

, A B

BREVIATIONS

AND

TERMINOLOGY

GE

NERAL

AIR

SP EED

TERMINOLOGY

AND

SYMBOLS

KCAS

Kno ts

Ca

librated

Airspeed

is

indicated

airspeed

corrected

for

position

and

instrument

error

and

expressed

in

knots.

Knots

calibrat

ed

airspeed

is

equal

to KTAS in

standard

at-

mosphere

at

sea

level.

1-5

SECTION

1

GENERAL

KIAS

KTAS

V

NO

CESSNA

MODEL 150M

Knots

Indicated

Airspeed

is the

speed

show

n on

the

airspeed

indicator

and

expressed

in

knot

s.

K

nots

True

Airspeed

is the a

irs

peed

expressed

in

knots rel

-

ahve

to

undIsturbed

air

which

is

KCAS

corrected

for

altitude

and

temp

era

ture.

Maneuvering

Speed

is the

maxim

um

speed

at

whi

ch

you m

ay

use

abrup

t cont

rol

trav

el.

Maximum Flap

Extended Speed

is

the

highest speed

permis-

sible

wit

h f

laps in a pre

scribed

extended position.

M

aximum

Structural

Cru

isin

g S

peed

is

the speed

that shou

ld

not

be

exceeded except in

smo

oth

air, then

only w

ith

caution.

N

ever

Exceed Speed

. is

the spe

ed

lim

it

that may no t be e

x-

c

eeded

at any

time.

Stalling Speed

or

the minimum

steady

flight spe

ed

at

which

the airplane

is

contro

llable.

Stalli

ng S

peed

or the

mini

mum

steady

flight

spe

ed

at w

hic

h

the airplane

is controllable

in

the

landing

config

uration

at

the most

forward cent

er

of

gravity.

Best

Ang

le-of-Climb

Speed

is

the

speed

which res

ults

in

the

g

reatest gain

of

altitude

in a given

horizontal

dist

anc

e.

Best

Rate-of-C

limb

Speed

is

the

speed

which

resul

ts

in the

g

reate

st gain

in

alt

itude

in a given

time

.

METEOROLOGICAL

TERMINOLOGY

OA

T

Sta

ndard

Tempe

ra-

tur

e

Pressure

Altitude

1

-6

Outsid

e A

ir Tem

perature

is

the

free

air

static tempe

r a

ture.

It

is expressed

in

either de

gre

es

Celsius

(fo

rmerly

Centi-

grade

) or degrees Fahrenhei

t.

Standard Tempera

ture

is

15° C

at

sea

level

pre

SS1ue

altitud

e

and

decreases

by

2 "c

for

eac

h 1000

feet

of alti de.

Pressure

Altitude

is

the

altitude

read

from an

altime

ter

when

the

barometric

subscale

has

been set

to 29. 92

inches

of

mercury

(1013 mb).

CESSNA
MODEL

150M

SECTION 1

G

ENERAL

ENGINE

POWER

TERMINOLO

G Y

BHP
R

PM

S

tatic

R

PM

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

en-

gine

runup when

the

airplane

is

on

the

ground

and

stationary.

AIRPLANE PERFORM

ANCE

AND

FLIGHT

PLANNING

TERMINOLOGY

De

mon

-

s

tr

ate

d

Cr

oss

wind

Ve

loc

ity

Demonstrated

Crosswind

Velocity

is

the

velocity

of

the

cross-

wind

component

for

which

adequate

control

of

the

airplane

during

takeoff

and

landing

was

actually

demonstrated

during

certification

tests.

The

value

shown

is

not

considered

to

be

limiting.

Usable

Fuel

Usable

Fuel

is

the

fuel

available

for

flight

planning.

Unusable
Fuel

GP

H

NMPG

g

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

at a spe-

cific

engine

power

setting

and/or

flight

configuration.

K

is

acceleration

due

to

gravity.

WEIGHT AND

BALANCE

TERMINOLOGY

Refe

rence

Datum

S

tatio

n

Arm

Moment

Re

ference

Datum

is

an

imaginary

vertical

plane

from

which

a

ll

horizontal

distances

are

measured

for

balance

purposes.

§.~ation

is a location

along

the

airplane

fuselage

given

in

t

erm

s of

the

distance

from

the

reference

datum.

A

rm

is

the

horizontal

distance

from

the

reference

datum

to

the

ce

nter

of

gravity

(C. G. ) of

an

item.

Moment

is

the

product

of

the

weight

of

an

item

multiplied

by

its arm. (Moment

divided

by

the

constant

1000

is

used

in

thi s h

and

book to

simplify

balance

calculations

by

reducing

the numb

er

of

digits.

)

1-7

SECTION

1

GENERAL

Center

of

Gravity

(C.

G.)

C.G.
Arm

C.G.

Limits

Standard
Empty
Weight

CESSNA

MODEL

150M

Center

of

Gravity

is

the

point

at

which

an

airplane,

or

equip-

ment,

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.

Center

of

Gravity

Limits

are

the

extreme

center

of

gravity

locations

within

which

the

airplane

must

be

operated

at

a

given

weight.

Standard

Empty

Weight

is

the

weight

of a standard

airplane,

including

unusable

fuel,

full

operating

fluids

and

full

engine

oil.

Basic

Empty

Basic

Empty

Weight

is

the

standard

empty

weight

plus

the

Weight

weight

of

optional

equipment.

Usefu

l

Load

Gros

s

(Loaded

)

Weight
Maximum

Takeoff
Weight

Maximum
Landing
Weight

Tare

1-8

Useful

Load

is

the

difference

between

takeoff

weight

and

the

basic

empty

weight.

Gross

(Loaded)

Weight

is the

loaded weig

ht

of

the

airplane.

Maximum

Takeoff

Weight

is

the maxim

um

weight

approved

for

the

start

of

the

takeoff run.

Maximum

Landing

Weight

is

the

maximum

weight

approved

for

the

landing

touchdown.

Tare

is

the

weight

of

chocks,

blocks,

stands,

etc.

used

when

weighing

an

airplane,

and

is

included

in

the

scale

readings.

Tare

is

deducted

from

the

scale

reading

to

obtain

the

actual

(net)

airplane

weight.

CESSNA

MODEL

150M

SECTION

2

LIMITATIONS

TABLE

OF

CONTENTS

Introduction

. . . . . . . .

Airspeed

Limitations

. . . .

A

irspeed

Indicator

Markings

Power

Plant

Limitations

Power

Plant

Instrument

Markings

Weight

Limits

. . . . .

Center

of

Gravity

Limits

.

Maneuver

Limits

....

Flight

Load

Factor

Limits.

Kinds

of

Operation

Limits

.

Fuel

Limitations

Placards .......

.

SECTION

2

LIMITATIO

NS

Page

2-3
2-3

2-4
2-4

2-5
2-5
2-5

2-6
2-6
2-6

2-7

2-8

2-1/(2-2

blank)

CESSNA

MODEL

150M

INTRODUCTION

SECTION

2

LIMITATIONS

Section 2 includes

operating

limitations,

instrument

markings,

and

basic

placards

necessary

for

the

safe

operation

of

the

airplane,

its

engine,

standard

systems

and

standard

equipment.

The

limitations

included

in

this

section

have

been

approved

by

the

Federal

Aviation

Administration.

When

applicable,

limitations

associated

with

optional

systems

or

equip-

ment

are

included

in

Section

9.

Your

Cessna

is

certificated

under

FAA

Type

Certificate

No. 3

A1

9

as

Cessna

Model

No. 150M.

AIR

SPEED

LIMIT

ATI

ONS

A

irspeed

limitations

and the

ir oper a

tional

signifi

can

ce

are

sho

wn

in

figure

2-1.

SPEED

KCAS KI AS

R

EMARKS

VNE

Never Exceed

Speed

141 1

41

Do

not

exce

ed this

speed

in

any operation.

VNO

Maxi

mum

Structural

104 107

Do

not

exceed this

spee

d

Cruising Speed except in smooth air, and

t

hen

only

with

caution.

VA

Maneuvering Speed:

1

600

Pounds

95

97

Do

not

make ·f

ull

or abrupt

1450 Poun

ds

90

93

control movements

ab

ove

1300 Poun

ds

85 88

this

spee

d.

VFE

Maximum Flap Extend

ed

Do

not

exceed this

speed

Sp

eed

89

85

with

flaps down.

Ma

ximum Wi

ndow Op

en

Do

not

exceed this

speed with

Sp

eed

141

141

windows open.

Figure 2-1.

Airspeed

Limitations

2-3

SECTION

2

LIMITATIONS

CESSNA

MODEL 150M

AIRSPEED

INDICATOR MARKINGS

Airspeed

indicator

markings

and

their

color

code

significance

are

shown

in

figure

2-2.

MARKING

KIAS

VALUE

SIGNIFICANCE

OR

RANGE

White Arc

42 - 85 Full Flap Operating

Range.

Lower

I

limit

is

maximum weight VSo in

landing configuration. Upper

limit

is

maximum

speed

permissible

with

flaps extended.

Green

Arc 47 - 107

Normal Operating

Range.

Lower

limit

is

maximum weight

Vs

with

flaps retracted. Upper

limit

is

maxi-

mum structural cruising

speed.

Yellow Arc

107 -

141

Operations must

be

conducted

with

caution

and

only

in smooth air.

Red Line

141

Maximum

speed

for

all operations.

Figure

2- 2.

Airspeed

Indicator

Markings

POWER

PLA N T

LIMITATIONS

Engine

Manufacturer:

Teledyne

Continental.

Engine

Model

Number:

0-200-A

Engine

Operating

Limits

for

Takeoff

and

Continuous

Operations:

Maximum

Power:

100

BHP.

Maximum

Engine

Speed:

2750

RPM.

NOTE

The

static

RPM

range

at

full

throttle

(carburetor

heat

off)

is

2460

to

2560

RPM.

Maximum

Oil

Temperature:

116°C

(240°F).

Oil

Pressure,

Minimum:

10

psi.

Maximum:

100

psi.

Propeller

Manufacturer:

McCauley

Accessory

Division.

Propeller

Model

Number:

1A

102/0CM6948.

Propeller

Diameter, Maximum:

69

inches.

Minimum:

67.5

inches.

2-4

,'

......

- -

CESSNA
MODEL

150M

SECTION

2

LIMITATIONS

POWER

PLANT

INSTRUMENT

MARKINGS

Power

plant

instrument

markings

and

their

color

code

significance

are

shown

in

figure

2-3.

RED LINE GREEN ARC

I

RED

LINE

INSTRUMENT

MINIMUM

NORMAL

MAXIMUM

LIMIT

OPERATING

LIMIT

Tachometer

- - -

2000 - 2750

RPM

2750

RPM

Oil Temperature

- - -

100

0

-

2400F

Oil

Pressure

10

psi

30 - 60

psi

Figure

2-3.

Power

Plant

Instrument

Markings

WEIGHT

LIMITS

Maximum

Takeoff

Weight:

1600

lbs.

Maximum

Landing

Weight:

1600

lbs.

Maximum

Weight

in

Baggage

Compartment:

2400F

100 psi

Baggage

Area 1 (or

passenger

on

child's

seat)-Station

50

to

76:

120

lbs.

See

note

below.

Baggage

Area 2 -Station

76 to 94: 40

lbs.

See

note

below.

NOTE

The

maximum

combined

weight

capaCity

for

baggage

areas 1 and 2 is

120

lbs.

CENTER

OF

GRAVITY

LIMITS

Center

of

Gravity

Range:

Forward:

31. 5

inches

aft

of

datum

at

1280

lbs.

or

less,

with

straight

line

variation

to

32.9

inches

aft

of

datum

at

1600

lbs.

Aft:

37.5

inches

aft

of

datum

at

all

weights.

Reference

Datum:

Front

face

of

firewall.

2-5

I

SECTION

2

LIMITATIONS

MANEUVER

LIMITS

CESSNA

MODEL

150M

This

airplane

is

certificated

in

the

utility

category

and

is

designed

for

limited

aerobatic

flight.

In

the

acquisition

of

various

certificates

such

as

commercial

pilot,

instrument

pilot

and

flight

instructor,

certain

maneuvers

are

required.

All

of

these

maneuvers

are

permitted

in

this

airplane.

No

aerobatic

maneuvers

are

approved

except

those

listed

below:

MANEUVER
Chandelles

.

Lazy

Eights

Steep

Turns

Spins

. . . . . . . . . .

Stalls

(Except

Whip

Stalls)

.

MAXIMUM

ENTRY

SPEED*

95

knots

95

knots

95

knots

Use

Slow

Deceleration

Use

Slow

Deceleration

*

Higher

speeds

can

be

used

if

abrupt

use

of

the

controls

is

avoided.

Aerobatics

that

may

impose

high

loads

should

not

be

attempted.

The

important

thin

g to be

ar

in

mind

in

flight

maneuvers

is

that

the

airplane

is

clean

in

aerodynamic

desi

gn

and

will

build

up

speed

quickly

with

the

nose

down.

Proper

speed

control

is

an

essential

requirement

for

execution

of

any

maneuver,

and

care

should

always

be

exercised

to

avoid

excessive

speed

which

in

turn

can

impose

excessive

loads.

In

the

execution

of

all

maneuvers,

avoid

abrupt

use

of

controls.

F

LIGHT LOAD FACTOR

LIM

ITS

Flight

Load

Factors

*

Flaps

Up: +

4.4g,

-1.

76g

*

Flaps

Down: +3.

5g

*The

design

load

factors

are

150%

of

the

above,

and

in

all

cases,

the

structure

meets

or

exceeds

design

loads.

KI N

DS

O F OPERA

TION LIMITS

The

airplane

is

equipped

for

day

VFR

and

may

be

equipped

for

night

VFR

and/or

IFR

operations.

FAR

Part

91

establishes

the

minimum

re-

quired

instrumentation

and

equipment

for these

operations.

The

refer-

ence

to

types

of

flight

operations

on the

operating

limitations

placard

re-

2-6

CESSNA
MODEL

150M

flects

equipment

installed

at

the

time

of

Airwort

hine

ance.

tifical

I

IJ

..

Flight

into

known

icing

conditions

is

prohibited.

FUEL

LIMITATI

ONS

2

Standard

Tanks:

13

U.

S.

gallons

each.

Total

Fuel:

2fi.U. S.

gallons.

)

I

Usable

Fuel

(all

flight

conditions):

22. 5

U.

S. gallon

.

Unusable

Fuel:

3. 5

U.

S.

gallons

2

Long Range

Tanks:

19

U.

S.

gallons

each

.

Total

Fuel:

38

U.

S.

gallons.

Usable

Fuel

(all

flight conditions)

: 35

U.

S.

gallon

s.

Unusable

Fuel:

3. 0 U. S.

gallons.

NOTE

Due

to

cross-feeding

between

fuel

tanks,

the

tan

ks

shou

ld

be

re-topped

after

each

refu

eli

ng to

assure

maximum

capacity.

Fuel

Grade

(and

Color):

80/87

Minimum

Grade

Aviation

Fuel

(re

d).

Alternate

fuels

which

are

also

approved

are:

100/130

Low

Lead

AVGAS

(green). (Maximum

lead

conte

nt of 2

cc

per

gallon.

)

100/130

Aviation Gra

de

Fuel

(gre

en).

(Maximum lead

content

of

4. 6

cc

per

gallon.

)

N

OTE

W

hen

substituting a higher

octane

fuel,

low

lead A VGA

S

100

should

be

used

whenever

possib

le

since

it

will

result

in

less

lead

contamination

of

the

engine

.

2-7

SECTION

2

LIMITATIONS

CESSNA

MODEL

150M

PLACARDS

The

following

information

is

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.

)

This

airplane

is

approved

in

the

utility

category

and

must

be

operated

in

compliance

with

the

operating

limitations

as

stated

in

the

form

of

placards,

markings

and

manuals.

MAXIMUMS

MANEUVERING

SPEED

(lAS) . .

GROSS WEIGHT

....

FLIGHT

LOAD

FACTOR . Flaps

Up.

Flaps

Down

97

knots

1600

lbs

+4.4,

-1.76

. . . +

3.5

NO

ACROBATIC MANEUVERS

APPROVED

EXCEPT

THOSE

LISTED

BELOW

Maneuver
Chandelles

Lazy

Eights

Steep

Turns

Recm.

Entry

Speed

.95

knots

..

95

knots

..

95

knots

Maneuver

Recm.

Entry

Speed

Spins

..

. Slow

Deceleration

Stalls

(except

whip

stalls).

Slow

Deceleration

2-8

Abrupt

use

of

controls

prohibited

above

97

knots.

Spin

Recovery:

opposite

rudder -forward

elevator -neutralize

controls.

Intentional

spins

with

flaps

extended

are

prohibited.

Flight

into

known

icing

conditions

prohibited.

This

airplane

is

certified

for

the

following

flight

operations

as

of

date

of

original

airworthiness

certificate:

DA

Y - NIGHT -

VFR -IFR

(2)

In

the

baggage

compartment:

120

lb.

maximum

baggage

and/or

auxiliary

seat

passenger.

additional

loading

instructions

see

Weight

and

Balance

Data.

For

CESSNA
MODEL

150M

(3)

Near

fuel

shut-off

valve

(standard

tanks):

FUEL -22.5

GALS -ON-OFF

Near

fuel

shut-off

valve

(long

range

tanks):

FUEL -35.0

GALS -

ON-OFF

(4)

Near

fuel

tank

filler

cap

(standard

tanks):

FUEL

80/87

MIN. GRADE AVIATION GASOLINE

CAP.

13U.S.

GAL.

Near

fuel

tank

filler

cap

(long

range

tanks):

FUEL

80/87

MIN. GRADE AVIATION GASOLINE

CAP.

19

U.S.

GAL.

(5) On

the

instrument

panel

near

over-voltage

light:

HIGH

VOLTAGE

SECTION

2

LIMITATIONS

2-9/(2-10

blank)

CESSNA
MODEL 150M

SECTION

3

EMERGENCY

PROCEDURES

SECTION

3

EME

RG

ENCY

PROCEDUR

ES

TAB

LE

OF

CONTENTS

Introduction

. . . . . . . .

Airspeeds

For

Safe

Operation

OPERATIONAL

CHECKLISTS

Engine

Failures

. . . . . . . . . . . . . .

Engine

Failure

During

Takeoff

Run.

. . .

Engine

Failure

Immediately

After

Takeoff.

Engine

Failure

During

Flight

. . . . . .

Fo

rc

ed

Landings

. . . . . . . . . . . . . .

Emergency

Landing

Without

Engine

Power

Precautionary

Landing

With

Engine

Power

Ditching

............

.

Fi

res

...............

.

E

ngine

Fire

During

Start

On

Ground

E

ngine

Fire

in

Flight

. .

Electrical

Fire

In

Flight

Cabin Fi

r e

Wing

Fire ... ..

. .

Ic

ing

. . . . . . . .

..

.

I

nad

vertent Icing

Encounter

Lan

ding

With a Fl

at

Main Tire

.

Electrical

Power Supply

System

Malfunctions

Over-Vo

ltage Light Illuminates

Amm

eter

Shows

Discharge

. . . . . .

A

MP

LIFIED

PROCEDURES

Engine

Failure

. . . . . . . . .

Forc

ed Landin

gs

. . . . . . . .

L

anding Without

Elevator

C Qntrol

Fir

es

. . . .

.....

. . . .

..

Page

3-3
3-3

3-3

3-3

3-3

3-4
3-4
3-4
3-4
3-4

3-5
3-5

3-6

3-6
3-6
3-6

3-7
3-7
3-7

3-8
3-8
3-8

3-9

3

-10
3-10
3-

10

3-

1

,

SECTION

3

EMERGENCY

PROCEDURES

TABLE

OF

CONTENTS

(Continued)

Emergency

Operation

In

Clouds

(Vacuum

System

Failure)

.

Executing

A 1800 Turn

In

Clouds

..

Emergency

Descent

Throu

gh

Clouds

.

Recovery

From a Spiral

Dive

....

Flight

In

ICing

Conditions

. . . . . . . .

Spins ........

.

.......

.

Rough

Engine

Operation

Or

LosS

Of

Power

Carburetor

ICing . . . .

Spark

Plug

Fouling

. . . . . . . . .

Magneto

Malfunction

. . . . . . . .

Low

Oil

Pressure

. . . . . . . . . .

Electrical

Power

Supply

System

Malfunctions

Excessive

Rate

Of

Charge.

Insufficient

Rate

Of

Charge

; . . . . .

3-2

CESSNA

MODEL

150M

Page

3-10
3-11
3-11
3-12
3-12
3-12
3-13
3-13
3-13
3-13

3-14
3-14
3-14
3-15

CESSNA
MODEL 150M

SECTION

3

EMERGENCY

PROCEDURES

INTRODUCTION

Section 3 provides

checklist

and

amplified

procedures

for

coping

with

emergencies

that

may

occur.

Emergencies

caused

by

airplane

or

engine

malfunctions

are

extremely

rare

if

proper

pre-flight

inspections

and

main-

tenance

are

practiced.

Enr<Alte

weather

emergencies

can

be

minimized

or

eliminated

by

careful

flight

planning

and

good

judgement

when

unexpect-

ed

weather

is

encountered.

However,

should

an

emergency

arise,

the

basic

guidelines

described

in

this

section

should

be

considered

and

applied

as

necessary

to

correct

the

problem.

Emergency

procedures

associated

with

the

ELT

and

other

optional

systems

can

be

found

in

Section

9.

AIRS

PEEDS FOR SAFE OPERATION

Engine

Failure

After Tak

eoff

Maneuvering Spe

ed:

1600

Lbs

1450

Lbs

1300

Lbs

Maximum Glide

. .

P

recautionary

Landing

With Engine Power

La

nding Without En

gine

Power:

Wing

Flaps

Up . .

Wing

Flaps

Down .

..

..

OPERATIONAL

CHECKLISTS

ENGINE FAI

LUR

ES

ENGINE

FAI

LUR

E DU RING TAKEOFF RUN

(1) Thro

ttle --IDLE.

(2)

Brak

es --AP

PLY.

(3) Wing

Fla

ps - - RETRACT.

(4)

Mixtu

re --IDLE CUT-OFF.

(5)

Ignitio

n Swit

ch

-- OFF.

E

NGIN

E FAILURE

IMME

DIATELY

AFT

ER TA KEOFF

(1) Ai

rspeed --

60 KIAS.

(2)

Mixt

ure --IDLE

CUT-OFF.

(3) Fuel Shut off

Valve

- - O

FF.

(4)

Ignition Switch --OFF

.

60 KIAS

97 KIAS
93 KIAS
88 KIAS
60 KIA S
55 KIAS

65 KIA

S

55 KIAS

3

-3

SECTION

3

EMERGENCY

PROCEDURES

(5) Wing

Flaps --AS

REQUIRED.

(6)

Master

Switch --OFF.

ENGINE

FAILURE

DURING

FLIGHT

(1)

Airspeed --60 KIAS.

(2)

Carburetor

Heat --ON.

CESSNA

MODEL

150M

(3)

Primer --IN

and

LOCKED.

(4)

Fuel

Shutoff

Valve --ON.

(5)

Mixture --RICH.

(6)

Ignition

Switch --BOTH

(or

START

if

propeller

is

stopped).

FORCED LAND

INGS

EMERGENCY LAND

ING

WITHOUT

ENGINE

PO WER

(1)

Airspeed

- - 65 KIAS

(flaps

UP).

55 KIAS

(flaps

DOWN).

(2)

Mixture --IDLE

CUT-OFF.

(3)

Fuel

Shutoff

Valve --OFF.

(4)

Ignition Swit

ch --OFF.

(5) Wing

Flaps --AS REQUIRED (40°

recommended).

(6)

Master

Switch --OFF.

(7)

Doors --UNLATCH

PRIOR

TO

TOUCHDOWN.

(8)

Touchdown --SLIGHTLY

TAIL

LOW.

(9)

Brakes --APPLY

HEAVILY.

PRECAUTIONARY LANDING

WITH

ENG

INE POWE

R

(1)

Airspeed --60 KIAS.

(2) Wing

Flaps --20°.

(3)

Selected

Field --FLY

OVER,

noting

terrain

and

obstructions,

then

retract

flaps

upon

reaching a safe

altitude

and

airspeed.

(4)

Radio

and

Electrical

Switches --OFF.

(5) Wing

Flaps --40°

(on

final app

roac

h).

(6)

Airspeed --55 KIAS.

(7)

Master

Switch --OFF.

(8 )

Doors --UNLATCH

PRIOR

TO

TOUCHDOWN.

(9)

Touchdown --SLIGHTLY

TAIL

LOW.

(10)

Ignition

Switch --OFF.

(11)

Brakes --APPLY

HEAVILY.

DITCHING

(1) Radio --TRANSMIT MAYDAY on 121.

5 MHz,

giving

location

3

-4

CESSNA
MODEL 150M

SECTION

3

E

MER

GENCY

PROCE

DURES

and

intentions.

(2)

Heavy

Objects

(in bagga

ge

area) --SECURE

or

JETTISON.

(3) A

pproach --High

Winds,

Heavy

Seas

- - INTO

THE

WIND.

Light Winds, Heavy Swell

s - -

PARALLEL

TO

S

WELLS

.

(4) Wing

Flaps --40 ° .

(5)

Power --ESTABLISH 300

FT/MIN

DESCENT

at

55 KIAS.

(6)

Cabin

Doors --UNLATCH.

(7)

Touchdown --LEVEL

ATTITUDE

AT

300

FT/MIN

DESCENT.

(8)

Face --CUSHION

at

touchdown with

folded

coat

or

seat cushion.

(9)

Airplane --EVACUATE

through

cabin

doors

.

If

necessary,

open

window

and

flood cab

in

to

equalize pressure

so

doors ca

n

be

opened.

(10)

Life

Vests

and

Raft --INFLATE.

FIRES

ENGINE

FIRE

DURING

START

ON

GROUND

(1) Crank

ing --CONTINUE,

to

get

a s

tart whi

ch

would suck

the

fl

ames and

acc

umulated

fuel

through

the

carburetor

and

into

the

e

ngine.

If

engin

e s

tart

s:

(2)

Pow

er --1700

RPM

for a

few

minutes.

(3)

Engine --SHUTDOWN

and

inspe

ct

for

dama

ge.

If

engine fails to start:

(4) Cranki

ng

- - CONTINUE f

or

two

or three minutes.

(5)

Fire Extinguis

her --OBTA

IN (ha

ve g

roun

d a

ttendan

ts

obtain

if

not ins

talled).

(6)

Engine

- -SECURE .

a.

Mast

er Swit

ch --OFF

.

b.

Ignition

Switch --OF

F.

c.

Fuel Shut

off

Val

ve --OF F .

(7)

Fi

re --EXTINGUISH u

sing

fire extinguishe

r,

seat

CUShio

n,

wool

blanke

t,

or

dirt

.

If

pr

actical

try

to

remove

carburetor

air filter

if

it

is

ablaze.

(8)

Fire

Dama

ge --INSPEC

T,

repair

dama

ge

or rep

lace dam

aged

components

or wir

ing

before

conducting

another flight.

3-

5

SECTION 3

CESSNA

MODEL 150M

EMERGENCY PROCEDURES

ENGINE

FIRE

IN

FLIGHT

(1)

Mixture --IDLE

CUT-OFF.

(2)

Fuel

Shutoff Valve --OFF.

(3)

Master

Switch --OFF.

(4) Cabin

Heat

and

Air --OFF

(except

overhead

vents).

(5)

Airs~eed

--

85 KIAS

(If

fire

is

not

extinguished,

increase

glide

speed

to

fmd

an

airspeed

which

will

provide

an

incombustible

mix-

ture).

(6)

Forced

Landing --EXECUTE

(as

described

in

Emergency

Land-

ing

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).

If

fire

appears

out

and

electrical

power

is

necessary

for

continuance

of

flight

:

(5)

Master

Switch --ON.

(6)

Circuit Breake

r s --CHECK

for

faulty

circuit,

do

not

reset.

(7)

Radio/Electrical Sw

itch

es --ON o

ne

at a time, with

delay

after

each

until

sho

rt

circuit

is

loca

lized.

(8)

Vents/Cabin

Air/Heat --OPE

N when

it

is

ascertained

that

fire

is

completely

extinguishe

d.

C

ABIN

FIRE

(1)

Master

Switch --O

FF.

(2)

Vents/Cabin

Air/Heat --CLOSED

(to

avoid

drafts).

(3)

Fire

Extinguisher --ACTIVATE (if

available).

IWARNING '

After

discharging

an

extinguisher

within a closed

cabin,

ventilate

the

cabin.

(4)

Land

the

airplane

as

soon

as

possible

to

inspect

for

damage.

WING

FIRE

(1)

Navigation

Light

Switch --OFF.

3-6

CESSNA
MODEL 150M

SECTION 3

EMERGENCY PROCEDURES

(2)

Pitot

Heat

Switch --OFF.

ICING

NOTE

Perform a sideslip

to

keep

the

flames

away

from

the

fuel

tank

and

cabin,

and

land

as

soon

as

pOSSible,

with

flaps

retracted.

INADVERTENT

ICING

ENCOUNTER

(1)

Turn

pitot

heat

switch

ON.

(2)

Turn

back

or

change

altitude

to

obtain

an

outside

air

temperature

that

is

less

conducive

to

icing.

(3)

Pull

cabin

heat

control

full

out

to

obtain

maximum

defroster air

temperature.

For

greater

air

flow

at

reduced

temperatures,

adjust

the

cabin

air

control

as

required.

(4) Open

the

throttle

to

increase

engine

speed

and

minimize

ice

build-up

on

propeller

blades.

(5)

Watch

for

signs

of

carburetor

air

filter

ice

and

apply

carburetor

heat

as

required.

An

unexpected

loss

in

engine

speed

could

be

caused

by

carburetor

ice

or

air

intake

filter

ice.

Lean

the

mixture

for

maxi-

mum

RPM,

if

carburetor

heat

is

used

continuously.

(6)

Plan a landing

at

the

nearest

airport.

With

an

extremely

rapid

ice

build-up,

select a suitable

"off

airport"

landing

site.

(7) With

an

ice

accumulation

of

1/4

inch

or

more

on

the

wing

leading

edges,

be

prepared

for

significantly

higher

stall

speed.

(8)

Leave

wing

flaps

retracted.

With a

severe

ice

build-up

on

the

horizontal

tail,

the

change

in

wing

wake

airflow

direction

caused

by

wing

flap

extension

could

result

in a loss

of

elevator

effectiveness.

(9)

Open

left

window

and

if

practical

scrape

ice

from a portion

of

the

windshield

for

visibility

in

the

landing

approach.

(10)

Perform a landing

approach

using a forward

Slip,

if

necessary,

for

improved

visibility.

(11)

Approach

at

65

to

75 KIAS

depending

upon

the

amount

of

ice

accumulation.

(12)

Perform a landing

in

level

attitude.

LANDING

WITH

A FLAT

MAIN

TIRE

(1) Wing

Flaps --AS DESIRED.

(2)

Elevator

Control --NOSE HIGH.

(3)

Aileron

Control --BANK

TOWARD GOOD

TIRE.

3-7

SECT

ION . .S

EMERGENCY PROCEDURES

CESSNA

MODEL 150M

(4) Rudd

er

Control --

AS REQUIRED

to

keep nose

straight.

(5) Touchdown --GOOD TIRE

FIRST

, hol d

air

pla

ne

off

flat

tire

as

long

as possible

.

ELECTRICAL

POWER

SUPPLY SYSTEM

MALFUNCTIONS

OVER-VOLTAGE

LIGHT

ILLUMINATE

S

(1) Mast

er Swit

ch - - OF F (both sid

es ).

(2) Mas

te

r S

witch --ON.

(3)

Over-Voltage

Lig

ht --O

FF.

If

over-v

olt

age lig

ht

ill

uminates

again:

(4) F

light --

TERMINATE

as

soon as pra

cti

cal.

AMMETER SHOWS

DISCHARGE

3-8

(1) Alternator --OFF

.

(2) Noness

enti

al

Electric

al Eq

uipment

- -

OFF.

(3)

Fligh

t - -TERMINATE as

soon

as practical.

CESSNA
MODEL 150M

SECTION 3

EMERGENCY PROCEDURES

AMPLIFIED PROCEDURES

ENGINE

FAILURE

If

an

engine

failure

occurs

during

the

takeoff

run,

the

most

importa

nt

thing

to

do

is

stop

the

airplane

on

the

remaining

runway.

Those

extra

ite

ms

on

the

checklist

will

provide

added

safety

during a failure

of

this

type.

Prompt

lowering

of

the

nose

to

maintain

airspeed

and

establish a glide

attitude

is

the

first

response

to

an

engine

failure

after

takeoff.

In

most

cases,

the

landing

should

be

planned

straight

ahead

with

only

small

changes

in

direction

to

avoid

obstructions.

Altitude

and

airspeed

are

seldom

suf-

ficient

to

execute

a 1800 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.

After

an

engine

failure

in

flight,

the

best

glide

speed

as

shown

in

Fig-

ure

3-1

should

be

established

as

quickly

as

possible.

While

gliding

to-

ward 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.

12,000

I-

10,000

LL

Z

<t:

8000

a:
a:

w

I-

w

6000

>

0

OJ

<t:

4000

l-

I

CJ

w

2000

I

0

* SPEED

60

KIAS

I---

~~-+---+---+-I

* PROPELLER

WINDMILLING

* FLAPS UP *

ZERO

WIN

D

0 2

4

6

8

10

12

14

16 18

GROUND DISTANCE -

NAUTICAL

MILES

Figure

3

-1.

Maximum

Glide

20

3-9

SECTION 3
EMERGENCY PROCEDURES

FORCED

LANDINGS

CESSNA

MODEL 150M

If

all

attempts

to

restart

the

engine

fail

and a forced

landing

is

immi:'

nent,

select a suitable

field

and

prepare

for

the

landing

as

discussed

in

the

checklist

for

engine

off

emergency

landings.

Before

attempting

an

"off

airport"

landing

with

engine

power

avail-

able,

one

should

drag

the

landing

area

at a safe

but

low

altitude

to

inspect

the

terrain

for

obstructions

and

surface

conditions,

proceeding

as

dis-

cussed

under

the

Precautionary

Landing

With

Engine

Power

checklist.

Prepare

for

ditching

by

securing

or

jettisoning

heavy

objects

located

in

the

baggage

area

and

collect

folded

coats

or

cushions

for

protection

of

occupants I face

at

touchdown.

Transmit

Mayday

message

on

121. 5 MHz

giving

location

and

intentions.

L

ANDING

WITHOUT

ELEVAT

OR

CONT

ROL

Trim

for

horizontal

flight

(with

an

airsp

eed

of

approximately

55 KIAS

and

flaps

lowered

to

20°) by

using

throttle and ele

vat

or

trim

controls.

T

hen

do

not

chan

ge

the

elevator

trim

cont

rol

setting;

cont

rol

the

glide

angle

by

adjusting

power

exclusively.

At

flareout,

the

nose-down

moment result

ing f

rom

power

reduction

is

an adver

se

factor

and

the

airplane

may

hit

on the

nose

wheel.

Conse-

q

uently,

at

flareout,

the

trim

control should

be set

at

the

full

nose-up

p

osition

and

the

power

adjusted

so

tha

t t

he

airpl

ane w

ill

rotate

to

the

hor-

i

zontal

attitude

for

touchdown.

Clos

e the

throttle

at

touchdown.

FIRES

Although

engi

ne

fires

are

extrem

ely rare

in

flig

ht, t

he

steps

of

the

ap

propriate

checklist

should

be

followed

if

o

ne

is e

ncountered.

After

com

pletion

of

this

procedure,

execute a forced

landing.

The

initial

indication

of

an

electrical

fir

e is u

sually

the

odor

of

burn-

i

ng

insulation. The ch

ecklist for

this problem should

result

in

elimination

of

the

fire.

E

MERGENCY

OPE

RATION

IN CLOU

DS

(

Vacuum

Syste m

Failure)

In the

eve

nt

of a

vacuum

system

failure

during

flight

in

marginal

3-10

CESSNA
MODEL 150M

SECTION 3

EMERGENCY PROCEDURES

w~ather

,

the

directional

indicator

and

attitude

indicator will

be

disab

led,

and

the

pilot will

have

to

rely

on

the

turn coordinator

or

the

turn and b

ank

indicator

if

he

inadvertently

flies

into

clouds

. The following

ins

tructions

assume

that

only

the

electrically-powered

turn

coordinator

or

the

tur

n

and

bank

indicator

is

operative,

and

that

the

pilot

is

not

completely

pro

-

ficient

in

instrument

flying.

EXECUTING A 1

80

° TURN

IN

CLOUDS

Upon

inadvertenly

entering

the

clouds,

an

immediate

plan should

be'

made

to

turn

back

as

follows:

(1)

Note

the

time

of

the

minute

hand

and

observe

the position

of

the

sweep

second

hand

on

the

clock.

(2) When

the

sweep

seco

nd

hand

indicates

the

nearest

half-minut

e

initiate a standard rate

left

tur

n, holding t he

turn coordinator

sym

~

bolic

airplane

wing

opposite

the

lower left index mark

for 60

second

::>.

Then

roll

back

to

level

flight

by

leveling

the

miniature

airplane.

(3) Check

accuracy

of

the

turn

by

observing

the

compass

heading

which

should

be

reciprocal

of

the original

heading.

(4)

If

necessary,

adjust

heading

primarily

with

skidding

motions

rather

than

rolling

motions

so

that

the

compass

will

read

more

ac-
curately.
(5)

Maintain

altitude

and

airspeed

by

cautious

applicatio

n of

elevator

control.

Avoid

overcontrolling

by

keeping

the

hands

off

the

control

wheel

and

steering

only

with

rudder.

EME

RGENCY DESCENT THROUGH C

LOUDS

If

conditions

preclude

reestablishment

of

VFR

flight

by a 180°

turn,

a

d

esc

ent

through a cloud

deck

to

VFR

conditions

may

be

appropriate.

If

pos

sible, 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,

kee

p h

ands

off

the

control

wheel

and

steer a straight

course

with

rudder

contro

l by

monitoring

the

turn

coordinator.

OccaSionally

check

the

com-

pass heading

and

make

minor

corrections

to

hold

an

approximate

course.

Be

fore desce

nding

into

the

clouds,

set

up a

stabilized

let-down

condition

as

follows:

(1) Ap

ply

full

rich mixture.

(2)

Use full car

buretor

heat.

(3)

Reduce

power

to

set

up

a 500

to

800

ft/min

rate

of

descent.

(4)

Adjust the

elev

ator trim

for a stabilized

descent

at

70 KIAS .

(5)

Keep hands

off co

ntrol

wheel.

(6)

Monitor

turn coordinator

and

make

corrections

by

rudder alone.

3-11

SECTION

3

EMERGENCY

PROCEDURE

S

CESSNA

MODEL

150M

(7)

Check

trend

of

compass

card

movement and

make

cautious

cor-

rections

with

rudder

to

stop

turn.

(8) Upon

breaking

out

of

clouds,

resume

normal

cruising

flight.

RECOVERY

FROM A SPIRAL DIV E

If

a

spiral

is

encountered,

proceed

as

follows:

(1)

Close

the

throttle.

(2) Stop

the

turn

by

uSing

coordinated

aileron

and

rudder

control

to

align

the

symbolic

airplane

in

the

turn

coordinator

with

the

horizon

reference

line.

(3)

Cautiously

apply

elevator

back

pressure

to

slowly

reduce

the

air-

speed

to

70 KIAS.

(4)

Adjust

the

elevator

trim

control

to

maintain

a 70 KIAS

glide

.

(5)

Keep

hands

off

the

control

wheel,

using

rudder

control

to

hold

a

straight

heading.

(6) Apply

carburetor

heat.

(7)

Clear

engine

occasionally,

but

avoid

using

enough

power

to

disturb

the

trimmed glide.

(8) Upon

breaking

out

of

clouds,

resume

normal

cruisingflight.

FLI

GHT

IN

ICING

CONDITIONS

Flight

into

icing

conditions

is

prohibited.

An

inadvertent

encounter

with

these

conditions

can

best be

handled

using the

checklist

procedures.

The

best

procedure,

of

course,

is

to

turn

back

or

change

altitude

to

es-

cape

icing

conditions.

SPIN

S

Should

an

inadvertent

spin occur,

the

foll

owing

recovery

procedure

should

be

used:

3-12

(1)

RETARD

THROTTLE

TO

IDLE

POSITION.

(2)

PLACE

AILERONS IN NE

UTRAL

POSITION.

(3) AP

PLY

AND HOLD

FUL

L RUDDER OPPOSITE

TO

THE

DIREC-

TION

OF

ROTATION.

(4) JUST A

FTER THE

RUDD

ER

REACHES THE

STOP,

MOVE

THE

CONTROL WHEEL BRISKLY FORWA RD

FAR

ENOUGH TO BREAK

THE

STALL. Full down elevator

may

be

required

at

aft center

of

CESSNA
MODEL 150M

SECTION 3

EMERGENCY

PROCEDURES

gravity

loadings.

(5) HOLD

THESE

CONTROL INPUTS UNTIL ROTATION STOPS.

Premature

relaxation

of

the

control

inputs

may

extend

the

recovery.

(6) AS ROTATION STOPS,

NEUTRALIZE

RUDDER, AND MAKE A

SMOOTH RECOVERY FROM

THE

RESULTING DIVE.

NOTE

If

disorientation

precludes a visual

determination

of

the

direction

of

rotation,

the

symbolic

airplane

in

the

turn

coordinator

or

the

needle

of

the

turn

and

bank

indicator

may

be

referred

to

for

this

information.

For

additional

information

on

spins

and

spin

recovery,

see

the

dis-

cussion

under

SPINS

in

Normal

Procedures

(Section

4).

ROUGH

ENGINE

OPERATION

OR LOSS OF

POWER

CARBURETOR

ICING

A

gradual

loss

of

RPM

and

eve

ntu

al

engine

roughness

may

result

from

the

formation

of

carburetor

ice.

To

clear

the

ice,

apply

full

throttle

and

pull

the

carburetor

heat

knob

full out

until the

engine

runs

smoothly;

then

remove

carburetor

heat

and

readjust

the

throttle.

If

conditions

require

the

continued

use

of

carburetor

heat

in

crui

se

flight,

use

the

minimum

amount

of

heat

necessary

to

prevent

ice

from

forming

and

lean

the

mixture

slightly

f

or

smoothest

engine

operation.

SPA RK

PLUG

FOULING

A

slight

engine

roughness

in

flight

may

be

caused

by

one

or

more

spark plugs

becoming

fouled

by

carbon

or

lead

deposits.

This

may

be

verified

by

turning

the

ignition

switch

momentarily

from

BOTH

to

either

L

or

R pOSition.

An

obvious

power

loss

in

Single

ignition

operation

is

evidence

of

spark

plug

or

magneto

trouble.

Assuming that

spark

plugs

are

the

more

likely

cause,

lean

the

mixture

to

the

recommen

ded

lean

set-

ting

for

cruising

flight.

If

the

problem

does

not

clear

up

in

several

min-

utes,

determine

if

a

richer

mixture

setting

will

produce

smoother

opera-

tion.

If

not,

proceed

to

the

nearest

airport

for

repairs

using

the

BOTH

pOSition of

the

ignition

switch

unless

extreme

roughness

dictates

the

use

of a

single igniti

on

position.

M A

GNETO MALF

U N C

TIO

N

A

sudden

engine rou

ghness

or

mis

fir

ing

is usu

all

y e

vidence

of

mag-

3-13

SECTION 3
EMERGENCY PROCEDURES

CESSNA

MODEL

150M

neto

problems.

Switching

from

BOTH

to

either L or R ignition

switch

position

will

identify

which

magneto

is

malfunctioning.

Select

different

power

settings

and

enrichen

the

mixture

to

determine

if

continued

opera-

tion

on BOTH

magnetos

is

practicable.

If

not,

switch

to

the

good

magneto

and

proceed

to

the

nearest

airport

for

repairs.

LO W OIL PRESSURE

If

low oil

pressure

is

accompanied

by

normal

oil

temperature,

there

is a possibility

the

oil

pressure

gage

or

relief

valve

is

malfunctioning.

A

leak

in

the

line

to

the

gage

is

not

necessarily

cause

for

an

immediate

precautionary

landing

because

an

orifice

in

this

line

will

prevent a sudden

loss

of

oil

from

the

engine

sump.

However, a landing

at

the

nearest

air-

port

would

be

advisable

to

inspect

the

source

of

trouble.

If

a

total los

s of oil

pressure

is

accompanied

by a

rise

in

oil

tempera-

ture,

there

is

good

reason

to

suspect

an

engine

failure

is

imminent.

Re-

duce

engine

power

immediately

and

select a suitable

forced

landing

field.

Use

only

the

minim

um

power

required

to

reach

the

desired

touchdown

spot.

ELECT

RICAL

POWER SUPP

LY SYSTEM

MALFUNCTIONS

Malfunctions

in

the ele

ctrical power supply

system

can

be

detected

by

periodic

monitoring

of

the

ammet

er and over

-voltage

warning

light;

however,

the

cause

of

these

malfunctions

is

usually

difficult

to

determine.

Broken

or

loose

alternator

wiring

is

most

likely the

cause

of

alternator

failures,

alt

hough

other

factors could

cause

the

problem. A damaged

or

improperly

adjusted

voltage

regulator

can

also

cause

malfunctions.

Problems

of

this

nature

constitute

an

electri

cal

emergency

and

should

be

dealt

with

immediately.

Electrical

power

malfunctions

usually

fall

into

two

categories:

excessive

rate

of

charge

and

insufficient

rate

of

charge.

The

paragraphs

below

describe

the

recommended

remedy

for

each

situation.

EXCESSIV E RATE OF

CHARGE

After

engine

starting

and

heavy

electrical usage

at

low

engine speeds

(such

as

extended

taxiing)

the

battery

condition will

be

low

enough

to

ac-

cept

above normal

charging

during

the

initial

par

t of a

flight.

However,

after

thirty

minutes

of

cruising

flight,

the

ammeter

should

be indicating

less

than

two

needle

widt

hs

of

char

ging

current.

If

the

charging

rate were

to

remain

above

this

value

on a long flight,

the battery

would

overheat

and

evapora

te

the

electrolyte

at

an

excessive

rate. Electronic

components

in

the electrical

system

could be

adversely

affected

by

higher

than

normal

3-

14

CESSNA

MODEL 150M

SECTION 3

EMERGENCY PROC EDURES

voltage

if

a

faulty

voltage

regulator

setting

is

caUSing

the

overc

harging.

To

preclude

these

pOSSibilities,

an

over-voltage

sensor

will automati

..

cally

shut

down

the

alternator

and

the

over-voltage

warning

light

will

illuminate

if

the

charge

voltage

reaches

approximately

16

volts. Assum-

ing

that

the

malfunction

was

only

momentary,

an

attempt

should

be

made

to

reactivate

the

alternator

system.

To

do

this,

turn

both

sides

of t he

master

switch

off

and

then

on

again.

If

the

problem

no

longer

exists,

normal

alternator

charging

will

resume

and

the

warning

light

will

go off.

If

the

light

comes

on

again, a malfunction

is

confirmed.

In

this

event,

t

he

flight

should

be

terminated

and/or

the

current

drain

on

the

batte

ry

minimized

because

the

battery

can

supply

the

electrical

system

for

only

a

limited

period

of

time.

If

the

emergency

occurs

at

night,

power

must

be

conserved

for

later

use

of

the

landing

light

and

flaps

during landing.

I

NSUFF

ICIENT

RATE OF C

HARGE

If

the

ammeter

indi

cates

a con

tinuous

discharge

rate

in

flight,

the

alt

ernator

is

not

sup

plyin

g pow

er

to

the

system

and

should

be

shut

down

since

the

alternator

field

circuit may

be

pla

cing

an

unnecessary

load

on

the

system.

All

nonessential equipment should be

turned

off and

the

fligh

t

t

erminated

as

soon

as

practica

l.

3-15/(3-16 blank)

CESSNA
MODEL

150M

SEC

TION 4

NORMAL

PROCEDURES

S

EC1

-ION 4

NORMAL

PRO

CEDU

RES

TA B

LE

OF

CONTENTS

Introduction

. . . . . . .

Speeds

For

Safe

Operation

Preflight

Inspection

Cabin

.....

Empennage

CHECK LI

ST

~ROC

EDURES

Right

Wing,

Trailing

Edge

Right

Wing

Nose ...

...

. . .

Left

Wing

....

..

.

Left

Wing,

Leading

Edge

Le

ft

Wing,

Trailing

Edge

Be

fore

Starti

ng

Engine

St

arting

Engine

Before

Takeoff

Takeoff ....

N

ormal

Takeoff

Maximum

Performance

Takeoff

Enrout

e C

limb

.

Crui

se

....

Bef

ore Landin

g

Ba

lk

ed

Land

ing

Normal

Landing

After Lan

din

g .

Secur

ing

Air

pla

ne

S

tarti

ng

Engine

Tax

iing ....

AMP

LIFIED

PRO

CE DURES

Page

4-3
4-3

4-5
4-5
4-5
4-5
4-5
4-5

4":6
4-6
4-6
4-6

4-7
4-7
4-7
4-7

4-8
4-8
4-8
4- 8
4

-8
4-9
4-9
4-9

4-

11

4-11

4-

1

SECTION

4

NORMAL

PROCED

URES

TABLE

O F C

ONTENTS

(Continued)

Before

Tak

eoff . . . .

War

m-U

p . . . .

Ma

gn

eto Check

. .

Alternator Check

.

Tak

eoff ...

.

..

.

Pow

er Check

F

lap

Settings

.

M

aximum

Performan

ce T

akeof

f

Crosswind

Takeo

ff

Enr

oute

Climb

. . .

Nor

mal

Climb

. .

Best

Rate

Climb

.

Be

st Angle

Climb
Cruise
Stall

s .

Spins

.

Landing

Sho

rt

Field

Landin

g

Crosswind

Lan

ding .

Balked

Landi

ng

Cold

Weather

Oper

ati

on.

Noise

Abatement

. . . .

4-2

CESSNA

MODEL 150M

Page

4-13
4-1

3
4-13
4-13
4-

13

4-1

3
4-14
4

-14

4-14
4-1

5

4-1

5
4- 15
4-15
4-1

5
4-17
4-17

4-19
4-19
4-20
4-20
4-20
4-22

CESSNA
MODEL 150M

IN

TRODUCTION

SECTION 4

NORMA L P ROCE DURES

Section 4 provides

checklist

and

amplified

procedures

for

the

conduct

of

normal

operation.

Normal

procedures

associated

with

Optional Sys-

tems

can

be

found

in

Section

9.

SPEEDS

FOR

SAFE

OPERATION

Unless

otherwise

noted,

the

following

speeds

are

based

on a maxi-

mum

weight

of 1600

pounds

and

may

be

used

for

any

lesser

weight.

Takeoff:

Normal

Climb

Out

Maximum

Performance

Takeoff,

Speed

at

50

Feet.

Climb,

Flaps

Up:

Normal

...

Best

Rate

of

Climb,

Sea Leve

l .

Best

Rate

of

Climb,

10, 000

Feet

Best

Angle

of

Climb,

Sea

Lev

el

thru

10,000

Feet

.....

Landing

Approach:

Normal

Approach,

Flaps

Up

.

Normal

Approach,

Flaps

40° .

Short

Field

Approach,

Flaps

40°

Balked

Landing:

During

Transition

to

Maximum Power,

Flaps

20°

Maximum

Recommended

Turbulent

Air Penetration

Speed

1600

Lbs ...

.........

. .

1450

Lbs

.......

......

.

1300

Lbs

.............

.

Maximum

Demonstrated

Crosswind Velocit

y
Takeoff
Landing

.....

.. ..

...

..

.

60-70

KIAS

"=

~

. . 60 KIAS

65-75

KIAS

68

RJA

S

62

KIAS

56

KIAS

60-70

KIAS

50-60

KIAS

52

KIAS

55 KIAS

97 KIAS
93 KIAS

88 KIAS

13 KNOTS
13 KNOTS ·

4-3

SECTION

4

CESSNA

MODEL 150M

NORMAL PROCEDURES

4-4

NOTE

Visually

check

airplane

for

general

condition

during

walk-around

inspection.

In

cold weather,

remove

even

small

accumulations

of

fros

t,

ice

or

snow

from

wing,

tail

and

control

surfaces. Also,

make

sure

that

control

surfaces

contain

no

internal

accumula-

tions

of

ice

or

debris.

If

a

night

flight

is

planned,

check

operation

of

all

lights,

and

make

sure a flash-

light

is

available.

Figure

4-1.

Preflight

Inspection

CESSNA
MODEL 150M

SECTION

4

NORMAL

PR

OCEDURES

CHECKLIST

PROCEDURES

PR

EFLIGHT

INSPECTION

CD

CABIN

(1)

Control

Wheel

Lock --REMOVE.

(2)

Ignition

Switch --OFF.

(3)

Master

Switch --ON.

(4)

Fuel

Quantity

Indicators --CHECK QUANTITY.

(5)

Master

Switch --OFF.

(6)

Fuel

Shutoff Val

ve --ON.

®

EMPENNAGE

(1)

Rudder

Gust

Lock --REMO

VE.

(2)

Tail

Tie-Down

- - DISCONN

ECT

.

(3)

Control

Surfaces --CHECK

freedom

of

movement and

security.

o

RIGHT

WING

Trailing

Edge

(1)

Aileron --CHECK

freedom

of

movement

and

security.

o RI G HT

WING

(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

(red).

(4)

Fuel

Quantity --CHECK VISUALLY

for

desired

level.

(5)

Fuel

Filler

Cap --SECURE.

®

NO

SE

(1)

Engine Oil

Level --CHECK, do not

operate

with

less

than

four quarts.

Fill

to

six

quarts

for

extended

flight.

(2) Be

fore

first

flight

of

the

day

and

after

each

refueling,

pull

out

strain

er

drain

knob

for

about

four

seconds

to

clear

fuel

strainer

of

possible

water

and

sediment.

Check

strainer

drain

closed.

If

water

is

observed,

the

fuel

system

may

contain

additional

water,

and

further

draining

of

the

system

at

the

strainer,

fuel

tank

sumps,

and

fuel

line

drain

plug

will

be

necessary.

4-5

SECTION

4

CESSNA

MODEL

150M

NORMAL

PROCEDURES

(3)

Propeller

and

Spinner --CHECK

for

nicks

and

security.

(4)

Carburetor

Air

Filter --CHECK

for

restrictions

by

dust

or

other

foreign

matter.

(5)

Landing

Light(s)

- - CHECK

for

condition

and

cleanliness.

(6)

Nose

Wheel

Strut

and

Tire --CHECK

for

proper

inflation.

(7)

Nose

Tie-Down --DISCONNECT .

(8)

Static

Source

Opening

(left

side

of

fuselage) --CHECK

for

stoppage.

® LEFT

WING

(1)

Main

Wheel

Tire --CHECK

for

proper

inflation.

(2)

Before

first fligh

t of day

and

after

each

refueling,

use

sampler

cup

and

drain

small

quantity

of

fuel

from

fuel

tank

sump

quick-drain

valve

to

check

for

water,

sediment

and

proper

fuel

grade

(red).

.

(3)

Fuel

Quantity --CHECK VISUALLY

for

desired

level.

(4)

Fuel

Filler

Cap --SECURE.

o

LEFT

WIN

G Le a

ding

Edge

(1)

Pitot Tube

Cover --REMOVE

and

check

opening

for

stoppage.

(2 )

Stall

Warning

Opening --CHECK

for

stoppage.

To

check

the

system,

place a clean

handkerchief

over

the

vent opening

and

apply

suctio

n; a

sound

from

the

warni

ng

horn wi

ll

confirm

sys-

tem

operation.

(3)

Fuel

Tank

vent

Opening --CHE

CK for

stoppage.

(4) Wing

Tie

Down --DISCONNECT.

® LEFT

WING

Trailing

Edge

(1)

Aileron --CHECK

freedom

of

movement and

security.

BEFORE

STARTING

ENGIN

E

4-6

(1)

Preflight

Inspection --COMPLETE.

(2)

Seats,

Belts,

Shoulder

Harnesses --ADJUST

and

LOCK.

(3)

Fuel

Shutoff

Valve --ON.

(4)

Radios,

Electrical

Equipment --OFF.

(5)

Brakes --TEST

and

SET.

(6)

Circuit

Breakers --CHECK IN.

CESSNA
MODEL

150M

SECTION 4

NORMAL PROCEDURES

STARTING

ENGINE

(1)

Mixture --RICH.

(2)

Carburetor

Heat --COLD.

(3)

Master

Switch --ON.

(4)

Prime --AS REQUIRED.

(5)

Throttle --OPEN

1/4

INCH.

(6)

Propeller

Area --CLEAR.

(7)

Ignition

Switch --START

(release

when

engine

starts).

(8)

Oil

Pressure --CHECK.

BEFORE

TAKEOFF

.

(1)

Cabin

Doors --CLOSED

and

LATCHED.

(2)

Flight

Controls --FREE

and

CORRECT.

(3)

Elevator

Trim --TAKEOFF.

(4)

Flight

Instruments --SET.

(5)

Radios --SET.

(6)

Fuel

Shutoff

Valve --ON.

(7)

Mixture --RICH

(below

5000

feet).

(8)

Parking

Brake --SET.

(9)

Throttle --1700

RPM.

a.

Magnetos --CHECK

(RPM

drop

should

not

exceed

150

RPM

on

either

magneto

or

75

RPM

differential

between

magnetos).

b.

Carburetor

Heat --CHECK

(for

RPM

drop).

c.

Engine

Instruments

and

Ammeter --CHECK.

d.

Suction

Gage

--

CHECK. J

(10)

Flashing

Beacon,

Navigation

Lights

And/Or

strobe

J,

Lights --ON

as

required.

(11)

Throttle

Friction

Lock --ADJUST.

0:<)

1~a.">f0I1r1~",

ON

TAKEOFF

NORMAL

TAKEOFF

(1) Wing

Flaps --0°.

(2)

Carburetor

Heat --COLD.

(3)

Throttle --FULL

OPEN.

(\

\

\

(4)

Elevator

Control -LIFT

NOSE

WHEEL

at

50 KIAS.

(5)

Climb

Speed --60-70

KIAS.

----

4-7

SECTION

4

NORMAL

PROCEDURES

MAXIMUM

PERFORMANCE TAKEOFF

(1) Wing

Flaps --0° .

(2)

Carburetor

Heat --COLD.

(3)

Brakes --APPLY.

(4)

Throttle --FULL

OPEN.

(5)

Brakes --RELEASE.

(6)

Elevator

Control --SLIGHTLY TAIL LOW.

(7)

Climb

Speed --60 KIAS

(With

obstacles

ahead).

E

NROUTE

CLI

MB

(1)

Airspeed --Q.2,;

75

KIAS

.

."

NOTE

CESSNA

MODEL

150M

If

a

maximum

performance

climb

is

necessary,

use

speeds

shown

in

the

Rate

Of

Climb

chart

in

Section

5.

(2)

Throttle --FULL

OPEN.

(3)

Mixture --FULL

RICH

(mixture

may

be

leaned

above

5000

feet).

CRUISE

(1)

Power --2000-2750

RPM

(no

more

than 75%).

(2)

Elevator

T

~ST.

(3)

Mixture --LEAN.

BEFORE

LANDING

(1)

Seats,

Belts,

Harnesses --ADJUST and LOCK.

(2)

Mixture --RICH.

(3)

Carburetor

Heat --ON

(apply

full

heat

before

closing

throttle).

(4)

Airspeed --60-70

KIAS

(flaps

UP).

(5) Wing

Flaps --AS DESIRED O

>clOw 85

KIAS).

(6)

Airspeed --50-60

KIAS

(flaps

DOWN).

BALK

ED

LANDING

4-8

(1)

Throttle --FULL

OPEN.

(2)

Carburetor

Heat --COLD.

CESSNA
MODEL

150M

SECTION

4

NORMAL

PROCEDURES

(3)

Wing

Flaps --RETRACT

TO

20°.

(4)

Airspeed --55 KIAS.

(5)

Wing

Flaps --RETRACT

SLOWLY.

NORMAL

LANDING

(1)

Touchdown --MAIN

WHEELS

FIRST.

(2)

Landing

Roll --LOWER NOSE

WHEEL

GENTLY.

(3)

Braking --MINIMUM REQUIRED.

AFTER

LANDING

(1)

Wing

Flaps --UP.

(2)

Carburetor

Heat

- - COLD.

SECURING

AIRPL

A NE

(1)

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.

4-9/(4-10

blank)

CESSNA
MODEL 150M

SECTION 4

NORMAL PROCEDURES

AMIPLIFIED

PROCEDURES

STARTING

ENGINE

Ordinarily

the

engine

starts

easily

with one

or

two

strokes

of

primer

in

warm

temperatures

to

six

strokes

in

cold

weather,

with

the

throttle

open

approximately

1/4

inch.

In

extremely

cold

temperatures,

it

may

be

necessary

to

continue

priming

while

cranking.

Weak

intermittent

firing

followed by puffs of

black

smoke

from

the

exhaust

stack

indicate

over'priming

or

flooding.

Excess

fuel

can

be

cleared

from

the

combustion

chambers

by

the

following

procedure:

Set

mixture

control

in

the

idle

cut-off

position,

throttle

full

open,

and

crank

the

engine

through

several

revolutions

with

the

starter.

Repeat

the

start-

ing

procedure

without any

additional

priining.

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 gage

does

not

begin

to

show

pressure

within

30

seconds

in

the

summertime

and

about

twice

that

long

in

very

cold

weather,

stop

engine

and

investigate.

Lack

of

oil

pressure

can

cause

serious

engine

damage.

After

starting,

avoid

the

use

of

carburetor

heat

unless

icing

conditions

prevail.

TAXIING

When

taxiing,

it

is

important

that

speed

and

use

of

brakes

Le

held

to

a

minimum

and

that

all

controls

be

utilized

(see

Taxiing

Diagram,

Figure

4-2)

to

maintain

directional

control

and

balance.

The

carburetor

heat

control

knob

should

be

pushed full

in

during

all

ground

operations

unless

heat

is

absolutely

ne

cessary.

When

the

knob

is

pulled

out

to

the

heat

position,

air

entering

the

engine

is

not

filtered.

Taxiing

over

loose

gravel

or

cinders

should

be done

at

low engine

speed

to

avoid

abrasion

and

stone

damage

to

the

propeller

tips.

The

nose

wheel

is

designed

to

automatically

center

straight

ahead

when

the

nose

strut

is

fully extended.

In

the

event

the

nose

strut

is

over

-

4-11

SECTION.4
NORMAL PROCEDURES

CODE

WIND

DIRECTION

•

NOTE

CESSNA

MODEL 150M

Strong quartering tail

winds

require cauti

on.

Avo

id

sudden

bursts

of

the

throttl

e a

nd

sharp

braking

when

the

airplane is

in

this

attitude

.

Use

the

steerable nose

whe

el

and

rudd

er to

maintain

direction

.

Figure

4-2.

T

axiing Diagram

4- 12

CESSNA

MODEL 150M

SECTION

4

NORMAL PROCEDURES

inflated

and

the

airplane

is

loaded

to a rearward

center

of

gravity

posi-

tion,

it

may

be

necessary

to

partially

compress

the

strut

to

permit

steer-

ing.

This

can

be

accomplished

prior

to

taxiing

by

depressing

the

airplane

nose

(by hand)

or

during

taxi

by

sharply

applying

brakes

.

BEFORE TAKEOFF

WARM-UP

Most

of

the

warm-up

will

have

been

conducted

during

taxi,

and

add

i-

tional

warm-up

before

takeoff

should

be

restricted

to

the

checklist

proce-

dures.

Since

the

engine

is

clo

sely

cowled

for

efficient

in-flight

cooling

,

precautions

should

be tak

en

to

avoid

overheating

on

the

ground.

MAGNETO

CHE

CK

The

magneto

check

should

be ma

de

at

1700

RPM

as

follows.

Move

ignition

switch

first

to R positio

n and note

RPM.

Next

move

switch

back

to

BOTH

to

clear

the

other

set

of p

lug

s . Th

en

move

switch

to

the L posi-

tion,

note

RPM

and

return

the

switch

to

the

BOTH

position.

RPM

drop

should

not

exceed

150

RPM

on eith

er

magne

to

or

show

greater

than

75

RPM

differential

between

magnetos.

If

there

is

a doubt

concerning

opera-

tion

of

the

ignition

system,

RPM

che

cks

at higher

engine

speeds

will

usually

confirm

whether a deficiency e

xists.

An

absence

of

RPM

drop

may

be an

indication

of

faul

ty g

rounding

of

one

side

of

the

ignition

system

or sho

uld

be

cause

for

susp

icion

that

the

magneto

timing

is

set

in

advance

of

the

setting

spec

ifi

ed.

ALTERNATOR

CHECK

Prior

to

flights

where

verificati

on of proper alternator

and

voltage

regulator

operation

is

essential

(such

as nig

ht

or

instrument

flights),

a

positive

verification

can

be

made

by loading the

electrical

system

momen-

tarily

(3

to 5 se

conds)

with

the landing

ligh

t, or by

operating

the

wing

flaps

during

the

engine

runup

(1700 RPM).

The

amm

eter

will

remain

within

a

needle

width

of

zero

if

the

alternator and volt

age

regulator

are

operating

properiy.

TAKEOFF

POWER

CHE

CK

It

is

important

to

check full-

thr

ottle engine

oper

at ion

early

in the take-

4-13

SECTION

4

NORMAL PROCEDURES

CESSNA

MODEL

150M

off

run.

Any

sign

of

rough

engine

operation

or

sluggish

engine

accelera-

tion

is

good

cause

for

discontinuing

the

takeoff.

If

this

occurs,

you

are

justified

in

making a thorough

full-throttle

static

runup

before

another

takeoff

is

attempted.

The

engine

should

run

smoothly

and

turn

approxi-

mately

2460

to

2560

RPM

with

carburetor

heat

off.

Full

throttle

runups

over

loose

gravel

are

especially

harmful

to

pro-

peller

tips.

When

takeoffs

must

be

made

over a gravel

surface,

it

is

very

important

that

the

throttle

be

advanced

slowly.

This

allows

the

air-

plane

to

start

rolling

before

high

RPM

is

developed,

and

the

gravel

will

be

blown

back

of

the

propeller

rather

than

pulled

into

it.

When

unavoid-

able

small

dents

appear

in

the

propeller

blades,

they

should

be

immediate-

ly

corrected

as

described

in

Section 8 under

Propeller

Care.

Prior

to

takeoff

from

fields

above

5000

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

clock-

wise

to

prevent

the

throttle

from

creeping

back

from a maximum

power

position.

Similar

friction

lock

adjustment

should

be

made

as

required

in

other

flight

conditions

to

maintain a fixed

throttle

setting.

flAP

SETTINGS

Normal

and

obstacle

clearance

takeoffs

are

performed

with

flaps

up.

The

use

of 10°

flaps

will

shorten

the

ground

run

approximately

10%,

but

this

advantage

is

lost

in

the

climb

to a 50-foot

obstacle.

Therefore

the

use

of 10°

flaps

is

reserved

for

minimum

ground

runs

or

for

takeoff

from

soft

or

rough

fields.

If

10° of

flaps

are

used

on

soft

or

rough

fields

with

obstacles

ahead,

it

is

preferable

to

leave

them

extended

rather

than

retract

them

in

the

climb

to

the

obstacle.

The

exception

to

this

rule

would

be

in a high

alti-

tude

takeoff

in

hot

weather

where

climb

would

be

marginal

with

flaps

10°.

Flap

deflections

greater

than

10°

are

not

approved

for

takeoff.

MAXIMUM

PERFORMANCE TAKEOFF

If

an

obstruction

dictates

the

use

of a

steep

climb

angle,

after

liftoff

accelerate

to

and

climb

out

at

an

obstacle

clearance

speed

of 60 KIAS

with

flaps

retracted.

This

speed

provides

the

best

overall

climb

speed

to

clear

obstacles

when

taking

into

account

the

turbulence

often

found

near

ground

lev

el.

CROS

SWIND

TAKEOFF

Takeoffs

into

strong

crosswinds

normally

are

performed

with

the

4-14

CESSNA
MODEL 150M

SECTION

4

NORMAL

PROCEDURES

minimum

flap

setting

necessary

for

the

field

length,

to

minimize

the

drift

angle

immediately

after

takeoff.

The

airplane

is

accelerated

to

a

speed

slightly

higher

than

normal,

then

pulled

off

abruptly

to

prevent

possible

settling

back

to

the

runway

while

drifting.

When

clear

of

the

ground,

make a coordinated

turn

into

the

wind

to

correct

for

drift.

ENROUTE

CLIMB

When

conducting

the

following

climbs,

the

mixture

should

be

full

rich

below

5000

feet

and

may

be

leaned,

if

necessary,

above

5000

feet

for

smoother

engine

operation.

NORMAL

CLIMB

Normal

climbs

are

conducted

at

65

to

75

KJAS

with

flaps

up

and

full

throttle

for

best

engine

COOling. ."--

-

BEST

RATE

CLIM

B

The

best

rate

of

climb

speeds

range

from

68 KJAS

at

sea

level

to

62

KIAS

at

10,000

feet

with

flaps

up

and

full

throttle.

BEST

ANGLE

CLIMB

If

enroute

terrain

dictates

the

use

of a

steep

climb

angle,

climb

at

the

best

angle

of

climb

speed

of

56

KIAS

with

flaps

up

and

full

throttle.

NOTE

Steep

climbs

at

low

airspeeds

should

be

of

short

duration

to

allow

improved

engine

COOling.

CRUISE

Normal

cruiSing

is

performed

between

55%

and

75%

power.

The

en-

gine

RPM

and

corresponding

fuel

consumption

for

various

altitudes

can

be

determined

by

using

your

Cessna

Power

Computer

or

the

data

in

Section

5.

NOTE

Cruising

should

be

done

at

65%

to

75%

power

until a total

of 50

hours

has

accumulated

or

oil

consumption

has

sta-

bilized.

This

is

to

ensure

proper

seating

of

the

rings

and

is

applicable

to

new

engines,

and

engines

in

service

4-15

SECTION 4
NORMAL PROCEDURES

CESSNA

MODEL 150M

following

cylinder

replacement

or

top

overhaul

of one

or

more

cylinders

.

The

data

in

Section 5 shows

the

increased

range

and

improved

fuel

economy

that

is

obtainable

when

operating at

lower

power

settings

and

higher

altitudes.

The

use

of

lower

power

settings

and

the

selection

of

cruise

altitude

on

the

basis

of

the

most

favorable

wind

conditions

are

significant

factors

that

should

be

conside

red on

every

trip

to

reduce

fuel

consumption.

The

Cruise

Performance

Table, Figure

4-3,

shows

the

true

airspeed

and

nautical

miles

per

gallon

during

crui

se

for

various

altitudes

and

per-

cent

powers.

This

table

should

be

used

as a

guide,

along with

the

avail-

able

winds

aloft

information,

to

determi

ne the most

favorable

altitude

and

power

setting for a

given

trip.

To

achieve

the

recommended

lean

mixtur

e fu

el

consu

mption

figures

shown

in

Section

5,

the

mixture

should

be lean

ed

as follows:

(1)

Pull

the

mixture

control

out

until engine

RPM

peaks

and

begins

to

fall

off.

(2)

Enrichen sli

ghtly

back

to

peak RPM.

For

best

fuel

economy

at 65% pow

er

or

less,

opera

te at

the

leanest

mixture

that

results

in

smooth

engine operation

or

at

50

RPM

on

the

lean

side

of

the

peak

RPM,

whichever

occurs first.

This will

result

in

approxi-

mately

5%

greater

range

than

shown

in this

handbook.

Carburetor

ice,

as

evidenced

by

an

unexplained drop in RP M,

can

be

removed

by

application

of

full

carburet

or

heat.

Upon regaining

the

orig

i-

nal

RPM

(with

heat

off),

use

the

minimum

amount

of

heat

(by

trial

and

75%

POWER

65% POWER

55%

POWER

ALTITUDE

KTAS NMPG KT AS NMPG KTAS NMPG

Sea

Level

100 17.9 94

19.2

88

21.0

3500 Feet 103 18.4

97 19.8

91

21.7

7000 Feet

106 18.9 100

20.4

94

22.4

Standard Conditions

Zero Wind

Figure

4-3.

Cr u

ise

Per

forman

ce

Table

4- 16

CESSNA
MODEL 150M

SECTION

4

NORMAL PROCEDURES

error)

to

prevent

ice

from

forming.

Since

the

heated

air

causes a richer

mixture,

readjust

the

mixture

setting

when

carburetor

heat

is

to

be

used

continuously

in

cruise

flight.

The

use

of

full

carburetor

heat

is

recommended

during

fli

ght

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.

ST

ALLS

The

stall

characteristics

are

conventional

for

the

flaps

up

and

flaps

down condition.

Slight

elevator

buffeting

may

occur

just

before

the

stall

with

flaps

down.

The

stall

warning

horn

produces a steady

signal 5 to

10

knots

before

the

actual

stall

is

reached

and

remains

on

until

the

airplane

flight

attitude

is

changed. Stall

speeds

for

various

combinations

of

flap

setting

and

bank

angle

are

summarized

in

Section

5.

SPINS

Intentional

spins

are

approved

in

this

ai rplane

(see

Sectio

n 2).

Before

attempting

to

perform

spins,

however,

sever

al

items

should

be

carefully

considered

to

assure a safe

flight.

No spins should

be attempted

without

first

having

received

dual

instruction

in

both

spin

entries

and

spin

recov-

eries

from a qualified

instructor

who

is

fam

ilia

r wi

th

the

spin

character-

istics

of

the

Cessna

150M.

The

cabin

should

be

clean

and all

loose equipment

(including

the

micro-

phone)

should

be

stowed.

For a solo

flight

in which spins

will

be

conducted,

the

copilot's

seat

belt

and

shoulder harn

ess

should

be

secured.

Spins with

baggage

loadings

or

occupied

child's seat are not appr

oved.

The

seat

belts

and

shoulder harnesses should

be

adjusted

to

provide

proper

restraint

during

all

anticipated fli

ght con

ditions.

However, care

should

be

taken

to

ensure

that

the

pil

ot can easily

reach

the

flight

controls

and

produce

maximum

control trav

els.

It

is

recommended

that

, wh

ere

feasible, entries

be

accomplished

at

high

enough

altitude

that

recove

rie

s are com

pleted

4000

feet

or

more

above

ground

level.

At

least

1000 fe

et

of

altitude

loss

should

be

allowed

for a I-turn

spin

and

recovery

, while a 6-

turn

spin

and

recovery

may

re-

quire

somewhat

more

than

twic

e that am oun

t.

For

example,

the

recom-

me

nded

entry

altitude

for a 6-t

urn spin

would

be

6000

feet

above

ground

leve

l.

In any cas e, ent

rie

s should

be planned

so

that

recoveries

are

com-

4-

17

SECTION

4

CESSNA

MODEL 150M

NORMAL PROCEDURES

pleted

well

above

the

minimum

1500

feet

above

ground

level

required

by

FAR

91.

71.

Another

reason

for

using

high

altitudes

for

practicing

spins

is

that a greater

field

of

view

is

provided

which

will

assist

in

maintaining

pilot

orientation.

The

normal

entry

is

made

from a power-off

stall.

As

the

stall

is

approached,

the

elevator

control

should

be

smoothly

pulled

to

the

full

aft

position.

Just

prior

to

reaching

the

stall

"break",

rudder

control

in

the

desired

direction

of

the

spin

rotation

should

be

applied

so

that

full

rudder

deflection

is

reached

almost

simultaneously

with

reaching

full

aft

elevator

.

A

slightly

greater

rate

of

deceleration

than

for

normal

stall

entries

or

the

use

of

partial

power

at

the

entry

will

assure

more

consistent

and

positive

entries

to

the

spin.

Care

should

be

taken

to

avoid

USing

aileron

control

since

its

application

can

increase

the

rotation

rate

and

cause

erratic

rota-

tion.

Both

elevator

and

rudder

controls

should

be

held

full

with

the

spin

until

the

spin

recovery

is

initiated.

An

inadvertent

relaxation

of

either

of

these

controls

could

result

iIi

the

development

of a

nose-down

spiral.

For

the

purpose

of

training

in

spins

and

spin

recoveries,

a 1

to

2-

turn

spin

is

adequate

and

should

be

used.

Up

to 2 turns,

the

spin

will

progress

to a fairly

rapid

rate

of

rot

ati

on

and a ste

ep

attitude.

Applica-

tion

of

recovery

controls

will

produce

pro

mpt r e

coveries

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.

Rot

ati

on

rates

may

vary

and

some

additional

Sideslip

may

be

felt.

Norm

al recov

eries

from

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:

4-18

(1)

VERIFY

THAT

THROTTLE

IS

IN IDL E POSITION AND AILERONS

ARE

NEUTRAL.

(2)

APPLY

AND HOLD

FULL

RUDDER

OPPOSITE

TO

THE

DIREC-

TION

OF

ROTATION.

(3) JUST

AFTER

THE RUDDER REA CHES T

HE

STOP,

MOVE THE

CONTROL WHEEL BRISKLY FORWA RD F

AR

ENOUGH

TO

BREAK

THE STALL.

Full

down

elevator

may

be

requir

ed

at

aft

center

of

gravity

loadings

to

assure

optimum

recoverie

s.

(4) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.

Premature

relaxation

of

the

control inputs

may

extend

the

recovery

.

(

5)

AS ROTATION

STOPS,

NEUTRALIZE RUDDER, AND MAKE A

SMOOTH RECOVERY

FROM

THE RESULTING DIVE.

CESSNA
MODEL 150M

SECTION 4

NORMAL PROCEDURES.

NOTE

If

disorientation

precludes a visual

determination

of

the

direction

of

rotation,

the

symbolic

airplane

in

the

turn

coordinator

or

the

needle

of

the

turn

and

bank

indicator

may

be

referred

to

for

this

information.

Variations

in

basic

airplane

rigging

or

in

weight

and

balance

due

to

installed

equipment

or

cockpit

occupancy

can

cause

differences

in

be.havior,

particularly

in

extended

spins.

These

differences

are

normal

and

WIll

re-

sult

in

variations

in

the

spin

characteristics

and

in

the

recovery

lengths

for

spins

of

more

than 3 turns.

However,

the

above

recovery

procedure

should

always

be

used

and

will

result

in

the

most

expeditious

recovery

from

any

spin.

Intentional

spins

with

flaps exte

nded

are

prOhibited,

since

the

high

speeds

which

may

occ

ur

dur

ing

recovery

are

potentially

damaging

to

the

flap/wing

structure.

LANDING

Normal

landing

approaches

can

be

made with power-on

or po

wer-off

at

speeds

of

60

to

70 KIAS with

fla

ps

up, and

50

to

60

KIA

S with

flqps

dowp.

Surface

winds

and

air

turbulence are-tr

sua

lly

rthe

primar

y fact

ors

in

deter-

mining

the

most

comfortable

approach

speeds.

Actual

touchdown

should

be

made with power-off

and

on

the

main

wh

eels

first.

The

nose

wheel

should be

lowered

smoothly

to

the

runway

as

speed

is

diminished.

SHORT

FIElD

LANDING

For a maximum

performance

sho

rt field

landing

in

smooth

air

condi-

tions,

make

an

approach

at

52

KIA

S with 40°

flaps

using

enough

power

to

control

the

glide

path.

After

all approach obstacles

are

cleared,

prog~es

sively

reduce

power

and

mainta

in

52 KIAS by

lowering

the

nose

~f

the

aIr-

plane.

Touchdown

should

be made

with power-off

and

on the

mam

wheels

first.

Immediately

after

touchdown, lower the

nose

wheel

and

apply

heavy

braking

as

required. For maxi

mum

brake

effectiveness,

retract

the

flaps,

hold

full

nose-up

elevator, and

apply

maximum

brake

pressure

without

sliding

the

tires.

Slightly

higher

approach

speed should

be

used

under

turbulent

air

conditions.

4-19