Cessna 152 schematic
Performance - Specifications
Pilot’s Operating Handbook
And
FAA Approved Airplane Flight Manual
(abridged for KC N Aero Club)
N49696
For complete information, consult Pilot’s operating Manual
This abbreviated pilot’s handbook contains excerpts of the Cessna 152 Pilot’s
Operating Handbook.
Standard Temperature Chart added January 2, 2003
Speed *
Maximum at Sea Level ……………………………………. 110 knots
Cruise, 75% Power at 8,000 ft …………………………….. 107 knots
CRUISE: Recommended lean mixture with fuel allowance for
engine start, taxi, takeoff, climb and 45 minutes reserve at 45%
power
75% Power at 8,000 ft ………………………………….. Range 350 NM
24.5 Gallons usable fuel ………………………………. .Time 3.4 hours
75% Power at 8,000 ft ………………………………….... Range 580 NM
37.5 Gallons usable fuel ………………………………. Time 5.5 hours
Maximum Range at 10,000 ft …………………………….. Range 415 NM
24.5 Gallons usable fuel ……………………………….. Time 5.2 hours
Maximum Range at 10,000 ft …………………………….. Range 690 NM
37.5 Gallons usable fuel ……………………………….. Time 8.7 hours
RATE OF CLIMB AT SEA LEVEL ……………………………. 715 FPM
SERVICE CEILING ……………………………………………… 14,700 FT
TAKEOFF PERFORMANCE
Ground Roll ……………………………………….………….. 725 ft
Total Distance over 50 ft obstacle ……………………………… 1340 ft
LANDING PERFORMANCE
Ground roll ………………………………………..…………… 475 ft
Total Distance over 51 ft obstacle ………………..……………. 1200 ft
STALL SPEED (CAS)
Flaps up, power off ……………………………….…………… 48 knots
Flaps down, power off ………………………………………….. 43 knots
MAXIMUM WEIGHT
Ramp ………………………………………………..…………. 1675 lbs
Takeoff or landing …………………………………..…………. 1670 lbs
STANDARD EMPTY WEIGHT
152 ………………………………………………………………. 1101 lbs
152 II ………………………………………………………..…. 1133 lbs
MAXIMUM USEFUL LOAD
152 ……………………………………………………………. 574 lbs
152 II …………………………………………………………… 542
BAGGAGE ALLOWANCE ……………………………………… 120 LBS
WING LOADING (Pounds / s.f.) ………………………………… 10.5
POWER LOADING (Pounds / HP) ……………………………… 15.2
FUEL CAPACITY 26 gal
OIL CAPACITY ………………………………………………… 6 qt s
ENGINE: Avco Lycoming O235-L2C 110 bhp at 255o rpm
PROPELLER: Fixed Pitch, diameter ……………………………. 69 in
Speed performance is shown for an airplane equipped with optional speed fai ri ngs which increa se
•
the speeds by approximat ely 2 kts. There is a corresponding difference in ra nge while all other
performance figures are unchanged when speed fairings are insta lled.
•
Page 1-2
AIRSPEED LIMITATIONS
SPEED KCAS KIAS REMARKS
V
V
V
AIRSPEED INDICATOR MARKINGS
Never Exceed Speed 145 149 Do not exceed this
NE
Maximum Structural
NO
Cruising Sped
V
Maneuvering Speed:
A
1670 lbs.
1500 lbs.
1350 lbs.
Maximum Flap Extended
FE
Speed
Maximum Window Open
Speed
speed in any operation
108 111 Do not exceed this
speed except in smooth
air, and then only with
caution
Do not make full or
101
96
91
104
98
93
abrupt control
movements above this
speed
87 85
145 149
No aerobatic maneuvers are approved except those listed below
Maneuver Recommended Entry Speed
Chandelles 95
Lazy Eight s 95
Steep Turns 95
Spins Slow Deceleration
Stalls (except whip stalls) Slow Deceleration
Higher speeds can be used i f abrupt use of controls if avoided
The baggage compartment and / or child’s seat must not be occupied during aerobatics
Aerobatics that may impose high loads should not be attempted. The important thing to bear
in mind in flight maneuvers is that the airplane is that the airplane is clean in aerodynamic
design 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 of controls.
MARKING KIAS SIGNIFICANCE
White arc 35 - 85 Full flap operating range. Lower limit is maximum weight
V-so in landing configuration. Upper limit is maximum
speed permissible with flaps extend ed
Green arc 40 – 111 Normal operation range. Lover limit is maximum weight
Vs at most forward C.G. with flaps retracted. Upper limit
is maximum structural cruising speed
Yellow arc 111 –
149
Operations must be conducted with caution and only in
smooth air
Red Line 149 Maximum speed for all operations
Power Plant Limitations and Markings
Engine Operating Limits for Takeoff and Continuous Operations
Maximum Power – 110 BHP
Maximum Engin e speed – 2550 RPM
Maximum Oil Temperature 24 5° F (118°C)
Oil Pressure
Minimum – 25 psi
Maximum – 100 psi
Maneuver limits
This airplane is certificated in the utility category and is designed for limited aerobatic flight.
In the acquisition of various certificates such as commercial pil ot and flight instructor, certain
maneuvers are required. All of these maneuvers are permitted in this airplane
Page 1-3
Flight Load Factor Limits
Flaps Up + 4.4 g to –1.76 g
Flaps Down + 3.5 g
Fuel Limitations
Total fuel capacity 26 gal (13 gal each tank)
Usable fuel, all conditions 24.5 gal
Approved Fuel Grades
100 LL Grade Aviation
100 Grade Aviation
Automotive (91 octane minimum)
Mixed fuel (automotive and aviati on)
Section 2- Placards Not Incl uded
Page 1-4
SECTION 3
EMERGENCY PROCEDURES
Table of Contents
Page
Introduction.......................................................................................................... 3-3
Airspeeds for Emergency Operation..................................................................... 3-3
OPERATIONAL CHECKLISTS
Engine Failures..................................................................................................... 3-3
Engine Failure During Takeoff Run............................................................. 3-3
Engine Failure Immediately After Takeoff. ................................................. 3-3
Engine Failure during Flight......................................................................... 3-3
Forced Landings................................................................................................... 3-4
Emergency Landing Without Engine Power.................................................3-4
Precautionary Landing With Engine Power.................................................. 3-4
Ditching........................................................................................................ 3-4
Fires...................................................................................................................... 3-5
During Start On Ground ...............................................................................3-5
Engine Fire In Flight..................................................................................... 3-5
Electrical Fire In Flight................................................................................. 3-5
Cabin Fire..................................................................................................... 3-6
Wing Fire...................................................................................................... 3-6
Icing...................................................................................................................... 3-6
Inadvertent Icing Encounter..........................................................................3-6
Landing With A Flat Main Tire ........................................................................... 3-7
Electrical Power Supply System Malfunctions.....................................................3-7
Ammeter Shows Excessive Rate Of Charge (Full Scale Deflection)............3-7
Low-Voltage Light Illuminates During Flight (Ammeter Indicates Discharge)3-7
Carburetor Icing..........................................................................................3-11
Spark Plug Fouling .....................................................................................3-11
Magneto Malfunction ................................................................................. 3-11
Low Oil Pressure ........................................................................................ 3-12
Electrical Power Supply System Malfunctions................................................... 3-12
Excessive Rate of Charge ...........................................................................3-12
Insufficient Rate of Charge ......................................................................... 3-12
AMPLIFIED PROCEDURES
Engine Failures..................................................................................................... 3-8
Forced Landings................................................................................................... 3-8
Landing without elevator control.......................................................................... 3-9
Fires...................................................................................................................... 3-9
Emergency Operation In Clouds (Vacuum System Failure)................................. 3-9
Executing A 1800 Turn In Clouds................................................................ 3-9
Emergency Descent Through Clouds......................................................... 3-10
Recovery From A Spiral Dive.................................................................... 3-10
Inadvertent Flight Into Icing Conditions............................................................. 3-10
Spins................................................................................................................... 3-11
Page 3-1
Rough Engine Operation Or Loss Of Power...................................................... 3-11
Page 3-2
INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with emergencies
that may occur. Emergencies cau sed by airplane or engine malfunctions are extremely rare if
proper preflight inspections and maintenance are practiced. Enroute weather emergencies can
be minimized or eliminated by careful flight planning and good judgment when unexpected
weather is encountered. However, should an emergency arise, the basic guidelines described
in this section should be considered and applied as necessary to correct the problem..
ENGINE FAILURE DURING FLIGHT
1. Airspeed -- 60 KIAS.
2. Carburetor Heat -- ON.
3. Primer -- IN and LOCKED.
4. Fuel Shutoff Valve -- ON.
5. Mixture -- RICH.
6. Ignition Switch -- BOTH (or START if propeller is stopped).
FORCED LANDINGS
AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff....................................................................... 60 KIAS
Maneuvering Speed:
1670 Lbs.....................................................................................................104 KIAS
1500 Lbs...................................................................................................... 98 KIAS
1350 Lbs...................................................................................................... 93 KIAS
Maximum Glide........................................................................................... 60 KIAS
Precautionary Landing With Engine Power................................................. 55 KIAS
Landing Without Engine Power:
Wing Flaps Up............................................................................................. 65 KIAS
Wing Flaps Down........................................................................................ 60 KIAS
OPERATIONAL CHECKLISTS
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
1. Throttle -- IDLE.
2. Brakes -- APPLY.
3. Wing Flaps -- RETRACT.
4. Mixture -- IDLE CUT-OFF.
5. Ignition Switch -- OFF.
6. Master Switch -- OFF.
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed -- 60 KIAS.
2. Mixture -- IDLE CUT-OFF.
3. Fuel Shutoff Valve -- OFF.
4. Ignition Switch -- OFF.
5. Wing Flaps -- AS REQUIRED.
6. Master Switch -- OFF.
EMERGENCY LANDING WITHOUT ENGIN E POWER
1. Airspeed –65 KIAS (flaps up
60 KIAS (flaps DOWN).
2. Mixture -- IDLE CUT-OFF.
3. Fuel Shutoff Valve -- OFF.
4. Ignition Switch -- OFF.
5. Wing Flaps -- AS REQUIRED (30° recommende d).
6. Master Switch -- OFF.
7. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
8. Touchdown -- SLIGHTLY TAIL LOW.
9. Brakes -- APPLY HEAVILY.
PRECAUTIONARY LANDING WITH ENGINE POWER
1. Airspeed -- 60 KIAS.
2. Wing Flaps -- 20°.
3. Selected Field -- FLY OVER, noting terrain and obstruction s, then retract flaps upon
reaching a safe altitude and airspeed.
4. Radio and Electrical Switches -- OFF.
5. Wing Flaps -- 30° (on final approach).
6. Airspeed -- 55 KIAS.
7. Master Switch -- OFF.
8. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
9. Touchdown -- SLIGHTLY TAIL LOW.
10. Ignition Switch -- OFF.
11. Brakes -- APPLY HEAVILY.
DITCHING
1. Radio - - TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and
SQUAWK 7700 if transponder is installed.
2. Heavy Ob jects (in baggage area) -- SECURE OR JETTISON.
3. Approach -- High Winds, Heavy Seas -- INTO THE WIND.;
Light Winds, Heavy Swells -- PARALLEL TO SWELLS.
Page 3-4
Page 3-5
4. Wing Flaps -- 30°.
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 t ouchdown with folded coat.
9. Airplane -- EVACUATE through cabin doors. If necessary, open windows and flood
cabin to equalize pressure so doors can be opened.
10. Life Vests and Raft -- INFLATE.
1. Master Switch -- OFF.
2. All Other Switches (except ignition switch) -- OFF.
3. Vent s/Cabin Air/Heat -- CLOSED.
4. Fire Extinguisher -- ACTIVATE (if available)
WARNING
FIRES
DURING START ON GROUND
1. Cranking—CONTINUE ,to get a start which would suck the flames and accumulated fuel
through the carburetor and into the engine.
If engine starts:
2. Power -- 1700 RPM for a few minutes.
3. Engine -- SHUTDOWN and inspect for damage.
If engine fails to start:
4. Cranking -- CONTINUE in an effort to obtain a start.
5. Fire Extinguisher - - OBTAIN (have ground attendants obtain if not installed).
6. Engine -- SECURE.
a. Master Switch -- OFF.
b. Ignition Switch -- OFF.
c. Fuel Shutoff Valve -- OFF.
7. Fire – EXTINGUISH using fire extinguisher ,wool blanket ,or dirt.
8. Fire Damage -- INS PECT, repair damage or replace damaged components or wiring
before conducting another flight.
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 wing root vents).
5. Airspeed -- 85 KIAS (If fire is not extinguished, increase glide speed to find an airspeed
which will provide an incombustible mixture).
6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine
Power).
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
5. If fire appears out and electrical power is necessary for continuance of flight:
6. Master Switch --
7. Circuit Breakers -- CHECK for faulty circuit, do not reset.
8. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is
localized.
9. Vents/ Cabin Air/ Heat -- OPEN when it is ascertained that fire is completely
extinguished.
ON.
CABIN FIRE
1. Master Switch -- OFF.
2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).
3. Fire Extinguisher -- ACTIVATE (if available).
WARNING
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
4. Land the airplane as soon as possible to inspect for damage,
WING FIRE
1. Navigation Light Switch -- OFF.
2. Strobe Light Switch (if installed) -- OFF.
3. Pitot Heat Switch (if installed) -- OFF.
NOTE
Perform a sideslip to keep the flames away from the fuel tank an d cabin, and land as soon as
possible, with flaps retracted.
Page 3-6
ELECTRICAL FIRE IN FLIGHT
Page 3-7
ICING
INADVERTENT ICING ENCOUNTER
1. Turn pitot heat switch ON (if installed).
2. Turn back or change altitude to obtain an outside air temperature that is less conducive to
icing.
3. Pull cabin heat control full out to obtain maximum defroster air temperature. For greater
air flow at reduced temperatures, adjust the cabin air control as requi red.
4. Open the throttle to increase engine speed and minimize ice buildup 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 maximu m RPM, if carburetor heat is used continuously.
6. Plan a landing at the nearest airpo r t. 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 horizon tal 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. Approach -- NORMAL.
3. Touchdown—GOOD TIRE FIRST hold airplane off flat tire as long as possible with
aileron control.
LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT
(Ammeter Indicates Discharge)
NOTE
Illumination of the low-voltage light may occur during low RPM conditions with an electrical
load on the system such as during a low RPM taxi. Under these conditions, the light will go
out at higher RPM. The master switch need not be recycled since an over-voltage condition
has not occurred to de-activate th e alternator system.
1. Radios -- OFF.
2. Master Switch -- OFF (both sides).
3. Master Switch -- ON.
4. Low-Voltage Light -- CHECK OFF.
5. Radios -- ON.
If low-voltage light illuminates again:
6. Alternator -- OFF.
7. Nonessential Radio and Electrical Equipment -- OFF.
8. Flight -- TERMINATE as soon as practical.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full
Scale Deflection)
1. Alternator -- OFF.
2. Nonessential Electrical Equipment -- OFF.
3. Flight -- TERMINATE as soon as practical.
Page 3-8
Page 3-9
AMPLIFIED PROCEDURES
FORCED LANDINGS
ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most important thing to do is
stop the airplane on the remaining runway. Those extra items on the checklist will provide
added safety after 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 sufficient 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 igni tion
systems prior to touchdown.
After an engine failure in flight, the best glide speed as shown in figure 3-1 should
be established as quickly as possible. While gliding toward a suitable landing area, an effort
should be made to identify the cause of the failure. If time permits, an engine restart should be
attempted as shown in the checklist. If the engine cannot be rest arted, a forced landing
without power must be completed.
If all attempts to restart the engine fail and a forced landing
suitable field and prepare for the landing as discussed under the ”Emergency Landing Without
Engine Power” checklist.
Before attempting an "off airport" landing with engine power available, one should
fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and
surface conditions, proceeding as discussed under the Precautionary Landing With Engine
Power checklist.
Prepare for ditching by securing or jettisoning heavy objects located in the baggage
area and collect folded coats for protection of occupants' face at touchdown. Transmit
Mayday message on 121.5 MHz giving location and intentions, and squawk 7700 if a
transponder is installed. Avoid a landing flare because of difficulty in judging height over a
water surface.
imminent, select a
is,
LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight (with an airspeed of approximately 55 KIAS and flaps
lowered to 200) by using throttle and elevator trim controls. Then do not change the
elevator trim control setting;
exclusively.
At flareout, the nose-down moment resulting from power reduction is an adverse
factor and the airplane may hit on the nose wheel. Consequently, at flareout, the trim control
should be set at the full nose-up position and the power adjusted so that the airplane will rotate
to the horizontal attitude for touchdown. Close the throttle at touchdown.
control the glide angle by adjusting power
Page 3-10
FIRES
Although engine fires are extremely rare in flight, the steps of the appropriate
checklist should be followed if one is encountered. After completion of this procedure,
execute a forced landing. Do not attempt to restart the engine.
The initial indication of an electrical fire is usually the odor of burning insulation.
The checklist for this problem should result in elimination of the fire.
Page 3-11
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
7. Check trend of compass card movement and make cautious corrections with rudder to
stop turn.
8. Upon breaking out of clouds, resume normal cruising flight.
In the event of a vacuum system failure during flight, the directional indicator and
attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he
inadvertently flies into clouds. The following instructions assume that only the electricallypowered turn coordinator is operative, and that the pilot is not completely proficient in
instrument flying.
EXECUTING A 180 °°°° TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan sh ould be made to turn back as
follows:
1. Note the compass heading.
2. Note the time of the minute hand and observe the position of the sweep second hand on
the clock.
3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate
left turn, holding the turn coordinator symbolic airplane wing opposite the lower left
index mark for 60 seconds. Then roll back to level flight by leveling the miniature
airplane.
4. Check accuracy of the turn by observing the compass heading which should be the
reciprocal of the origin al heading.
5. If necessary, adjust heading primaril y with skidding motions rather than roll in g motions
so that the compass will read more accurately.
6. Maintain altitude and airspeed by cautious applicatio n of elevator control. Avoid
overcontrolling by keeping the hands off the control wheel as much as possible and
steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 1801 turn, a descent through a cloud
deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an
emergency descent through clouds. To guard against a spiral dive, choose an easterly or
westerly heading to minimize co mpass card swings due to changing bank angles. In addition,
keep hands off the control wheel and steer a straight course with rudder control by monitoring
the turn coordinator. Occasionally check the compass h eading and make minor corrections to
hold an approximate course. Before descending into the clouds, set up a stabilized let-down
condition as follows:
RECOVERY FROM A SPIRAL DIVE
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.
KIAS.
3. Cautiously apply elevator backpressure to slowly reduce the airspeed to 70
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 en gine occasionally, bu t avoid using enough power to disturb the trimmed glide.
8. Upon breaking out of clouds, resume normal cruising flight.
INADVERTENT FLIGHT INTO ICING CONDITIONS
Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can
best be handled using the checklist procedures. The best procedure, of course. is to turn back
or change altitude to escape icing conditions.
SPINS
Should an inadvertent spin occur, the following recovery pro cedure
should be used:
1. P LACE AILERONS IN NEUTRAL POSITION.
2. RE T ARD THR O T TLE TO ID LE P O SI TI ON .
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF
ROTATION.
4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL
WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down
elevator may be required at aft cent er of gravity loadings to assure op timu m recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature
relaxation of the control inputs may extend the recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH
RECOVERY FROM THE RESULTING DIVE.
1. Apply full rich mixture.
2. Use full carburetor heat.
3. Reduce power to set up a 500 to 800 ft/min rate of descent.
4. Adjust the elevator trim for a stabilized descent at 70 KIAS.
5. Keep hands off control wheel.
Page 3-12
6. 6Monitor turn coordinator and make corrections by rudder alone.
NOTE
If disorientation precludes a visual determination of the direction of rotation, the
symbolic airplane in the turn coordinator may be referred to for this information.
Page 3-13
For additional information on spins and spin recovery, see the discussion under
SPINS in Normal Procedures (Section 4).
ROUGH ENGINE OPERATION OR LOSS OF POWER
CARBURETOR ICING
A gradual loss of RPM and eventual engine roughness may result from the
formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat
knob full out until the engine runs smoothly; then remove carburetor heat and readjust the
throttle. If conditions require the continued use of carburetor heat in cruise flight, use the
minimum amount of heat necessary to prevent ice from forming and lean the mixture slightly
for smoothest engine operation.
SPARK 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 recommended lean setting for cruising flight.
If the problem does not clear up in several minutes, determine if a richer mixture setting will
produce smoother operation . If not, proceed to the nearest airport for repair s using the BOTH
position of the ignition switch unless extreme roughness dictates the use of a single ignition
position.
malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most
likely the cause of alternator failures, although other factors could cause the problem. A
damaged or improperly adjusted alternator control unit can also cause malfunctions. Problems
of this nature constitute an electrical emergency and should be dealt with immediately.
Electrical power malfuncti ons usually fall into two categori es: excessive rate of charge and
insufficient rate of charge. The paragraphs below describe the recommended remedy for each
situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine speeds (such as
extended taxiing) the battery condition will be low enough to accept above normal charging
during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter
should be indicating less than two needle widths of charging current. If the charging rate were
to remain above this value on a long flight, the battery would overheat and evaporate the
electrolyte at an excessive rate.
Electronic components in the electrical system can be adversely affected by higher
than normal voltage. The alternator control unit includes an over-voltage sensor that normally
will automatically shut down the alternator if the charge voltage reaches approximately 31.5
volts. If the over-voltage sensor malfunctions or is improperly adjusted, as evidenced by an
excessive rate of charge shown on the ammeter, the alternator should be turned off,
nonessential electrical equipment turned off and the flight terminated as soon as practical.
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of magneto problems.
Switching from BOTH to either L or R ignition switch position will identify which magneto is
malfunctioning. Select different power settings and enrich the mixture to determine if
continued operation on BOTH magnetos is practicable. If not, switch to the good magneto
and proceed to the nearest airpo r t for repai r s-
LOW 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 immediat e precautionary landing because an orifice in this line will
prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport
would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompani ed by a rise in oil temperature, there is
good reason to suspect an engine failure is imminent. Reduce engine power immediately and
select a suitable forced landing field. Use only the minimum power required to reach the
desired touchdown spot.
Page 3-14
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
Malfunctions in the electrical power supply system can be detected by periodic
monitoring of the ammeter and low-voltage warning light; however, the cause of these
INSUFFICIENT RATE OF CHARGE
NOTE
Illumination of the low-voltage light and ammeter discharge indications may occur
during low RPM condi tions with an electrical load on th e syst em, such as during a low RPM
taxi. Under these conditions, the light will go out at higher RPM. The master switch need not
be recycled since an over-voltage condition has not occurred to de-activate the alternator
system.
If the over-voltage sensor should shut down the alternator, a discharge rate will be
shown on the ammeter followed by illumination of the low voltage warning light. Since this
may be a "nuisance" trip-out, an attempt should be made to reactivate the alternator system.
To do this, turn the radios off, then turn both sides of the master switch off and then on again.
If the problem no longer exists, normal alternator charging will resume and the low-voltage
light will go off. The radios may then be turned back on. If the light illuminates again, a
malfunction is confirmed. In this event, the flight should be terminated and/or the current
drain on the battery minimized because the battery can supply the electrical system for only a
limited period of time. If the emergency occurs at night, power must be conserved for later
use of the landing light and flaps during landing.
Page 3-15
SECTION 4
NORMAL PROCEDURES
Table of Contents
Page
Introduction.......................................................................................................... 4-3
Speed for Normal Operation.................................................................................4-3
Checklist Procedures
Preflight Inspection.............................................................................................. 4-4
Cabin .................................................................................................... 4-4
Empennage...........................................................................................4-5
Right Wing, Trailing Edge.................................................................... 4-5
Right Wing ........................................................................................... 4-5
Nose...................................................................................................... 4-5
Left Wing.............................................................................................. 4-5
Left Wing, Trailing Edge...................................................................... 4-6
Before Starting Engine......................................................................................... 4-6
Starting Engine (Temperatures Above Freezing) ................................................. 4-6
Before Takeoff......................................................................................................4-6
Takeoff .............................................................................................................. 4-7
Normal Takeoff....................................................................................4-7
Short Field Takeoff............................................................................... 4-7
Enroute Climb...................................................................................................... 4-7
Cruise .............................................................................................................. 4-7
Before Landing..................................................................................................... 4-7
Landing .............................................................................................................. 4-7
Normal Landing.................................................................................... 4-8
Short Field Landing.............................................................................. 4-8
Balked Landing.....................................................................................4-8
After Landing....................................................................................................... 4-8
Securing Airplane................................................................................................. 4-8
Wing Flap Settings..............................................................................4-12
Crosswind Takeoff..............................................................................4-12
Enroute Climb.....................................................................................................4-12
Cruise ............................................................................................................4-13
Fuel Savings Procedures For Flight Training Operations...................................4-14
Stalls ............................................................................................................ 4-14
Spins ............................................................................................................ 4-14
Landing ............................................................................................................4-16
Short Field Landing............................................................................ 4-16
Crosswind Landing.............................................................................4-16
Balked Landing................................................................................... 4-16
Cold Weather Operation.....................................................................................4-16
Noise Abatement................................................................................................4-18
Amplified Procedures
Starting Engine (Temperatures Above Freezing) ................................................. 4-8
Taxiing . . . . . . . . . . . . . . ................................................................................. 4-10
Before Takeoff....................................................................................................4-11
Warm-Up............................................................................................ 4-11
Magneto Check................................................................................... 4-11
Alternator Check................................................................................. 4-11
Takeoff ............................................................................................................ 4-11
Power Check....................................................................................... 4-11
Page 4-1
Page 4-2
INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct of normal operation.
Normal procedures associated with optional systems can be found in Section 9.
SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum
weight of 1670 pounds and may be used for any lesser weight. (All speeds in KIAS)
Takeoff:
Normal Climb Out............................................................................................ 65-75
Short Field Takeoff. Flaps 101, Speed at 50 Feet..................................................54
Climb, Flaps Up:
Normal.............................................................................................................. 70-80
Best Rate of Climb, Sea Level................................................................................67
Best Rate of Climb, 10,000 Feet.............................................................................61
Best Angle of Climb, Sea Level thru 10,000 Feet ..................................................55
Landing Approach:
Normal Approach, Flaps Up............................................................................. 60-70
Normal Approach, Flaps 30.............................................................................. 55-65
Short Field Approach, Flaps 30..............................................................................54
Balked Landing:
Maximum Power, Flaps 20.....................................................................................55
Maximum Recommended Turbulent Air Penetration Speed:
1670 Lbs.....................................................................................................104
1500 Lbs.......................................................................................................98
1350 Lbs.......................................................................................................93
Maximum Demonstrated Crosswind Velocity..............................................12 knots
PREFLIGHT INSPECTION
Visually check airplane for general condition during walk-around inspection. In cold weather,
remove even small accumulations of frost, ice, or sno w from wing, tail, and control surfaces.
Also, make sure that control surfaces contain no intern al accumulatio ns of ice o r debris. Prior
to flight, check that pitot heater (if installed is warm to touch with 30 seconds with battery and
pitot heat switches on. If a night flight is planned, check operation of all lights and make sure
a flashlight is available.
Page 4-3
CABIN
1. Pilot’s Operating Handbook –AVAILABLE IN THE AIRPLANE
2. Con trol Wheel Lock REMOVE
3. Ignition Switch –OFF
4. Avionics Master Switch – OFF
5. Master Switch – ON
WARNING
When turning on the master switch, using an external power source, or pulling the propeller
through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow
anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a
component malfunction could cause the propeller to rotate.
Page 4-4
6. Fuel Quantity Indicators – CHECK QUANTITY
7. External and Interior lights – ON (if night fligh t is contemplated—check to ensure that all
are working)
8. Pitot Heat –ON (if flight in instrument conditions is contemplated – check to ensure that
pitot tube is warm to touch within 30 seconds)
9. Lights and pitot heat – OFF
10. Master Switch – OFF
11. Fuel valve – ON
EMPANNAGE
1. Rudder Gust Lock REMOVE
2. Tail Tie –down – DISCONNECT
3. Con t rol Su rfaces – CHE C K for freedom of movement and security
RIGHT WING- TRAILING EDGE
1. Aileron –CHECK freedom of movement and security
RIGHT WING
1. Wing tiedown – DISCONNECT
2. Main Wheel Tire – CHECK for proper inflation, cut s, wear
3. Brake lin es – CHECK for leaks
4. Fuel sump – CHECK before first flight of day, and after each refueling, drain fuel sample
from sump, checking for water and other contaminants
5. Fuel Quantity – CHECK VISUALLY
6. Fuel Filler Cap --- SECURE
NOSE
1. Engine Oil –4 qts minimum –5 qts maximum for flights less than 3 hours—6 qts
maximum
2. Engine Oil cap --SECURE
3. Before first flight of day, and after each refueling, pull out fuel strainer knob for 4
seconds
4. Propeller and spinner – CHECK for nicks and cracks
5. Air intake – CHECK for obstructions
6. Nose wheel strut– CHECK for inflation,
7. Nose wheel tire – CHECK for inflation, cuts, wear
8. Nose tiedown -- REMOVE
LEFT WING
1. Wing tiedown – DISCONNECT
2. Pitot tube –REMOVE COVER –CHECK for obstruction, damage
Page 4-5
7. Main Wheel Tire – CHECK for proper inflation, cuts, wear
3. Brake lin es – CHECK for leaks
4. Stall warning vane -- CHECK
5. Fuel sump – CHECK before first flight of day, and after each refueling, drain fuel sample
from sump, checking for water and other contaminants
6. Fuel Quantity – CHECK VISUALLY
7. Fuel Filler Cap --- SECURE
LEFT WING- TRAILING EDGE
1. Aileron –CHECK freedom of movement and security
BEFORE STARTING ENGINE
1. Preflight Inspection – COMPLETE
2. Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
3. Fuel Shutoff Valve -- ON.
4. Radios, Electrical Equipment -- OFF.
5. Brakes -- TEST and SET.
6. Circuit Breakers -- CHECK IN.
STARTING ENGINE (Temperatures Above Freezing)
1. Mixture -- RICH.
2. Carburetor Heat -- COLD.
3. P rime -- AS REQUIRED (up to 3 strokes).
4. Throttle -- OPEN 1/2 INCH.
5. P rop eller Area -- CLEAR.
6. Master Switch -- ON.
7. Ignition Switch -- START (release when engine starts).
8. Throttle -- ADJUST for 1000 RPM or less.
9. Oil Pressure -- CHECK.
BEFORE TAKEOFF
1. P arking Brake -- SET.
2. Cabin Doors -- CLOSED and LATCHED.
3. Flight Controls -- FREE and CORRECT.
4. Flight Instruments SET.
5. Fuel Shutoff Valve ON.
6. Mixture -- RICH (below 3000 feet).
7. Elevator Trim -- TAKEOFF.
8. Throttle -- 1700 RPM.
a. Magnetos -- CHECK (RPM drop should not exceed 125 RPM on either magneto or
50 RPM differential between magnetos).
b. Carburetor Heat -- CHECK (for RPM drop).
c. Engine Instruments and Ammeter -- CHECK.
d. Suction Gage -- CHECK.
Page 4-6
9. Radios -- SET.
10. Flashing Beacon, Navigation Lights and /or Strobe Lights—ON as required.
11. Throttle Friction Lock -- ADJUST.
12. Brakes -- RELEASE.
TAKEOFF
NORMAL TAKEOFF
1. Wing Flaps -- 00- 100.
2. Carburetor Heat -- COLD.
3. Throttle -- FULL OPEN.
4. Elevator Control -- LIFT NOSE WHEEL at 50 KIAS.
5. Climb Speed -- 65-75 KIAS.
SHORT FIELD TAKEOFF
1. Wing Flaps -- 100.
2. Carburetor Heat -- COLD.
3. Brakes -- APPLY.
4. Throttle -- FULL OPEN.
5. Mi xture - - RICH (above 3000 feet, LEAN to obtain maximum RPM).
6. Brakes -- RELEASE.
7. Elevator C ontrol -- SLIGHTLY TAIL LOW.
8. Climb Speed -- 54 KIAS (until all obstacles are cleared).
9. Wing Flaps -- RETRACT slowly after reaching 60 KIAS.
ENROUTE CLIMB
2. Mixture -- RICH.
3. Carburetor Heat -- ON (apply full heat before closing throttle).
NORMAL LANDING
1. Airspeed -- 60-70 KIAS (flaps UP).
2. Wing Flaps -- AS DESIRED (below 85 KIAS).
3. Airspeed -- 55-65 KIAS (flaps DOWN).
4. Touchdown -- MAIN WHEELS FIRST.
5. Landing Roll -- LOWER NOSE WHEEL GENTLY.
6. Braking -- MINIM UM REQUIRED.
SHORT FIELD LANDING
1. Airspeed -- 60-70 KIAS (flaps UP).
2. Wing Flaps -- 301 (below 85 KIAS).
3. Airspeed -- MAINTAIN 54 KIAS.
4. Power -- REDUCE to idle as obstacle is cleared.
5. Touchdown -- MAIN WHEELS FIRST.
6. Brakes -- APPLY HEAVILY.
7. Wing Flaps -- RETRACT.
BALKED LANDING
1. Throttle -- FULL OPEN.
2. Carburetor Heat -- COLD.
3. Wing Flaps -- RETRACT to 201.
4. Airspeed -- 55 KIAS.
5. Wing Flaps -- RETRACT (slowly).
1. Airspeed -- 70 -80 KIAS.
NOTE
If a maximum performance climb is necessary, refer to section 5 of handbook –67 KIAS at sea
level, decreasing to 60 KIAS at 12,000 ft MSL
2. Throttle -- FULL OPEN.
3. Mixture—RICH below 3000 feet; LEAN for maximum RPM above 3000 feet.
CRUISE
1. Power -- 1900-2550 RPM (no more than 75%).
2. Elevator Tri m -- ADJUST.
3. Mixture -- LEAN.
BEFORE LANDING
1. Seats, Belts, Harnesses -- ADJUST and LOCK.
Page 4-7
AFTER LANDING
1. Wing Flaps -- UP.
2. Carburetor Heat -- COLD.
SECURING AIRPLANE
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.
AMPLIFIED PROCEDURES
STARTING ENGINE (Temperatures Above Freezing)
Page 4-8
During engine starting, open the throttle approximately 1/2 inch. In warm weather, one stroke
of the primer should be sufficient. In temperatures near freezing, up to 3 strokes of the primer
may be necessary. As the engine starts, slowly adjust the throttle as required for 1000 RPM or
less.
NOTE
The carburetor used on this airp lan e does no t have an accelerat or pu mp; th erefore, p u mping of
the throttle must be avoided during starting because doing so will only cause excessive
leaning.
Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates
overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the
following procedure: set the mixture control in the idle cut-off position, the throttle full open,
and crank the engine through several revolutions with the starter. Repeat the starting
procedure without any additional priming.
If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at
all, and additional priming will be necessary.
After starting, if the oil gage does not begin to show pressure within 30 seconds in the
summertime and about twice th at long in very cold weather, stop t he engine and investigate.
Lack of oil pressure can cause serious engine damage. After starting, avoid the use of
carburetor heat unless icing conditions prevail.
NOTE
Details concerning cold weather starting and operation at temperatures below freezing may be
found under Cold Weather Operation paragraphs in this section.
Page 4-9
TAXIING
When taxiing, it is important that speed and use of brakes be held to a minimum and that all
controls be utilized (see Taxiing Diagram, figure 4-2) to maintain directional control and
balance.
Page 4-10
The carburetor heat con trol knob sho uld be push ed full in durin g all grou nd op erations un less
heat is absolutely necessary. When the kn ob is pu lled out to the heat po sition , air entering th e
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 ful ly
extended. In the event the no se strut is overinflated and the airpl ane is loaded to a rearward
center of gravity position, it may be necessary to partially compress the strut to permit
steering. This can be accomplished prior to t axiing by depressi ng the airplan e nose (by hand)
or during taxi by sharply applying brakes.
It is important to check full-throttle engine operation early in the takeoff run. Any sign of
rough engine operation or sluggish engine acceleration is good cause for discontinuing the
takeoff. If this occurs, you are justified in making a thorough full-throttle static runup before
another takeoff is attempted. The engine should run smoothly and turn approximately 2280 to
2380 RPM with carburetor heat off and mixture leaned to maximum RPM.
Full throttle runups over loose gravel are especially harmful to propeller tips. When takeoffs
must be made over a gravel surface, it is very important that the throttle be advanced slowly.
This allows the airplane to start rolling before high RPM is developed, and the gravel will be
blown back of the propeller rather than pulled into it. When unavoidable small dents appear in
the propeller blades, they should be immediately corrected as described in Section 8 under
Propeller Care.
BEFORE TAKEOFF
WARM-UP
Most of the warm-up will have been conducted during taxi, and additional warm-up before
takeoff should be restricted to the checklist procedures. Since the engine is closely cowled for
efficient in-flight cooling, precautions should be taken to avoid overheati ng on the ground.
MAGNETO CHECK
The magneto check should be made at 1700 RPM as follows. Move ignition switch first to R
position and note RPM. Next move switch back to BOTH to clear the other set of plugs.
Then move switch to the L position, note RPM and return the switch to the BOTH position.
RPM drop should not exceed 125 RPM on either magneto or show greater than 50 RPM
differential between magn eto s. If th ere is a do ubt concern in g operat ion o f the igni tion system,
RPM checks at higher engine speeds will usually confirm whether a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of one side of the ignition
system or should be cause for suspicion that the magneto timing is set in advance of the setting
specified.
ALTERNATOR CHECK
Prior to flights where verification of proper alternator and alternator control unit operation is
essential (such as night or instrument flights), a positive verification can be made by loading
the electrical system momentarily (3 to 5 seconds) with the landing light, or by operating the
wing flaps during the engine runup (1700 RPM). The ammeter will remain within a needle
width of its initial position if the alternator and alternator control unit are operating properly.
TAKEOFF
Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to .give
maximum RPM in a full-throttle, static runup.
After full throttle is applied, adjust the throttle friction lock clockwise 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.
WING FLAP SETTINGS
Normal takeoffs are accomplish ed with wing flaps 0 °- 10°. Using 10° wing flaps reduces the
total distance over an ob stacle by approximately 10%. F lap deflections greater than 101 are
not approved for takeoff. If 10° wing flaps are used for takeoff, they should be left down until
all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached.
On a short field, 10° wing flaps and an obstacle clearance speed of 54 KIAS should be used.
This speed provides the best overall climb speed to clear obstacles when taking into account
turbulence often found near ground level.
Soft or rough field takeoffs are performed with 10° wing flaps by lifting the airplane off the
ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the
airplane should be leveled off immediately to accelerate to a higher climb speed.
CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with the minimum flap setting
necessary for the field length, to minimize the drift angle immediately after takeoff. With the
ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher
than normal, and 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.
POWER CHECK
Page 4-11
ENROUTE CLIMB
Page 4-12
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