Cessna 152 Training Manual
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Cessna 152 Training Manual

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  • Page 2 CESSNA 152 TRAINING MANUAL CESSNA 152 Training Manual Oleg Roud and Danielle Bruckert Red Sky Ventures and Memel CATS © 2004 by D. Bruckert & O. Roud © 2004 Page 1...
  • Page 3 CESSNA 152 TRAINING MANUAL Contact the Authors: We appreciate your feedback. D Bruckert O Roud redskyventures@gmail.com roudoleg@yahoo.com +264 81 244 6336 +264 81 208 0566 PO Box 11288 Windhoek, Namibia PO Box 30421 Windhoek, Namibia Red Sky Ventures Memel CATS Printing and Publication Information First Edition ©...

  • Page 4: Table Of Contents

    CESSNA 152 TRAINING MANUAL Table of Contents Introduction.....................6 History....................6 Cessna 150..................7 Cessna 152..................7 Model History...................9 Models within the Series................9 Model Versus Serial Number Modifications History........10 Common Modifications ................13 Engine/Propeller Modifications............13 Tail Wheel ..................14 STOL and Speed Kits................14 Door Latch Modifications..............14 Terminology...................15...
  • Page 5 CESSNA 152 TRAINING MANUAL Fuel System...................47 Fuel Measuring and Indication...............48 Priming....................48 Accelerator Pump................49 Fuel Venting..................49 Fuel Drains..................50 Fuel System Schematic................52 Electrical System..................53 Battery....................53 Alternator...................53 Ground (External) Power Receptacle............54 Electrical Equipment................54 System Protection and Distribution............54 Electrical System Schematic..............58 Flight Instruments and Associated Systems..........59 Vacuum System..................59...
  • Page 6 CESSNA 152 TRAINING MANUAL Climb....................81 Cruise....................82 Mixture Setting................82 Cruise Checks .................82 Approach and Landing .................82 Short Field Landing................83 Crosswind Landing................84 Flapless Landing................84 Balked Landing ................85 After Landing Checks................85 Taxi and Shutdown................85 Circuit Pattern..................86 Note on Checklists................90 EMERGENCY PROCEDURES..............92 Emergency During Takeoff ..............92 Engine Failure after Takeoff...............92...

  • Page 7: Introduction

    History The Cessna aircraft company has a long and rich history. Founder Clyde Cessna built his first aeroplane in 1911, and taught himself to fly it! He went on to build a number of innovative aeroplanes, including several race and award winning designs.

  • Page 8: Cessna 150

    C152, with a 110 horsepower Lycoming O-235 engine and modified airframe. The Lycoming engine was chosen to make the 152 more tolerant of the new 100 octane fuel, as well as provide a long overdue increase in horsepower.
  • Page 9 CESSNA 152 TRAINING MANUAL Unlike the C150 model, there were few changes in 152's from one year to the next, and aside from minor technical and trim improvements, the C152 remained outwardly the same throughout the series' production history. The last Model 152 rolled off the production line in 1985. In it's relatively short...

  • Page 10: Model History

    Models within the Series All models of C152, those manufactured in Wichita by Cessna, and those manufactured or assembled under contract by Reims, both the aerobat and non aerobat versions are designated by ICAO as a 'C152'. The model designators listed below are the names the manufacturer has given to distinguish the different variants within the type series.

  • Page 11: Model Versus Serial Number Modifications History

    CESSNA 152 TRAINING MANUAL Model Versus Serial Number Modifications History Model Serial Summary of Main Changes Numbers 1978 C152 15279406- Lycoming O-235-L2C engine rated at 110 HP, 28 15282031 volt electrical system, 30 degrees flap, a fuel capacity of 37.5 or 24.5 US gallons usable,...
  • Page 12 CESSNA 152 TRAINING MANUAL Model Serial Summary of Main Changes Numbers FA152 FA1520348- Alternator Voltage Regulator replaced by Alternator FA1520357 Control Unit (ACU), and HIGH VOLTAGE light replaced by a LOW VOLTAGE light. Ignition harness changed from the right magento...
  • Page 13 CESSNA 152 TRAINING MANUAL Model Serial Significant Changes and Features Numbers F152 F15201809- Larger capacity battery contactor to reduce F15201893 'welding' occurrences. Integral intercom standard in trainer purchase A152 A1520949- options (C152T), optional on other versions. A1520983 Avionics cooling fan introduced.

  • Page 14: Common Modifications

    CESSNA 152 TRAINING MANUAL Model Serial Significant Changes and Features Numbers A152 A1521026- A1521027 1985 C152 15285940- Aileron hinge changed at serial number 1525916 15286033 and A1521028. F152 F15201953- F15201965 A152 A1521028- A1521049 FA152 FA1520388- FA1520415 FA152 FA1520416- These serial numbers are listed by the manufacturer...

  • Page 15: Tail Wheel

    CESSNA 152 TRAINING MANUAL if looking at purchasing an aircraft or installing the upgrade for use in a flight school. Tail Wheel It is possible to convert the tricycle landing gear to a tail wheel version, providing shorter landing and takeoff distances and the more streamlined profile improves cruise speed.

  • Page 16: Terminology

    CESSNA 152 TRAINING MANUAL Terminology Airspeed KIAS Knots Speed in knots as indicated on the airspeed indicator. Indicated Airspeed KCAS Knots KIAS corrected for instrument error. Note this error is Calibrated often negligible and CAS may be omitted from Airspeed calculations.
  • Page 17 CESSNA 152 TRAINING MANUAL Vbug Nominated The speed nominated as indicated by the speed bug, Speed for approach this is Vref plus a safety margin for conditions. Rotation The speed which rotation should be initiated. Speed Barrier Speed The speed to maintain at the 50ft barrier or on reaching 50ft above the runway.
  • Page 18 CESSNA 152 TRAINING MANUAL Static RPM The maximum RPM obtained during stationery full throttle operation Weight and Balance Terms Moment Arm The horizontal distance in inches from reference datum line to the centre of gravity of the item concerned, or from the datum to the item 'station'.
  • Page 19 CESSNA 152 TRAINING MANUAL Payload The weight the aircraft can carry with the pilot and fuel on board. Maximum The maximum weight for ramp manoeuvring, the Ramp Weight maximum takeoff weight plus additional fuel for start taxi and runup. MTOW Maximum...

  • Page 20: Useful Factors And Formulas

    CESSNA 152 TRAINING MANUAL Useful Factors and Formulas Conversion Factors Lbs to kg 1kg =2.204lbs kgs to lbs 1lb = .454kgs USG to Lt 1USG = 3.785Lt lt to USG 1lt = 0.264USG Lt to Imp Gal 1lt = 0.22 Imp G Imp.Gal to lt...

  • Page 21: Formulas

    CESSNA 152 TRAINING MANUAL Formulas Celsius (C) to C = 5/9 x(F-32), Fahrenheit (F) F = Cx9/5+32 Pressure altitude PA = Altitude AMSL + 30 x (1013-QNH) (PA) Memory aid – Subscale up/down altitude up/down Standard ST = 15 – 2 x PA/1000 Temperature (ST) ie.
  • Page 22 CESSNA 152 TRAINING MANUAL pilots become familiar with the order and contents of each section, as summarised in the table below. Section 1 General Definitions and abbreviations Section 2 Limitations Specific operating limits, placards specifications Section 3 Emergencies Complete descriptions of action in the event of...

  • Page 23: Aircraft Technical Information

    CESSNA 152 TRAINING MANUAL AIRCRAFT TECHNICAL INFORMATION The Cessna 152 aeroplane is a single engine, two-seat, high-wing monoplane aircraft, equipped with tricycle landing gear and designed for general utility purposes. Illustration 2a Cessna 152 Profiles by D. Bruckert & O. Roud © 2004...

  • Page 24: Airframe

    CESSNA 152 TRAINING MANUAL Airframe The airframe is a conventional semi-monocoque type consisting of formed sheet metal bulkheads, stringers and stressed skin. Semi-monocoque construction is a light framework covered by skin that carries much of the stress. It is a combination of the best features of a strut-type structure, in which the internal framework carries almost all of the stress, and the pure monocoque where all stress is carried by the skin.

  • Page 25: Seats And Seat Adjustment

    CESSNA 152 TRAINING MANUAL Seats and Seat Adjustment The seating arrangement consists of two separate adjustable seats for the pilot and co-pilot or front passenger, and an optional auxiliary child's seat (if installed) aft of the front seats. The pilot and copilot seats are adjustable in forward and aft position, and for seat height and back inclination.
  • Page 26 CESSNA 152 TRAINING MANUAL When loading the airplane, children should not be placed or permitted in the baggage compartment, unless an approved auxiliary child seat is installed. Any material that may be hazardous to the airplane or occupants should never be placed anywhere in the aircraft.

  • Page 27: Flight Controls

    CESSNA 152 TRAINING MANUAL Flight Controls The aeroplane’s flight control system consists of conventional aileron, rudder and elevator control surfaces. The control surfaces are manually operated through mechanical linkages to the control wheel for the ailerons and elevator, and rudder/brake pedals for the rudder. A manually-operated elevator trim tab is provided and installed on the right elevator.

  • Page 28: Rudder

    CESSNA 152 TRAINING MANUAL Rudder The rudder forms the aft part of the vertical stabilizer. The main features include a ground adjustable trim tab at the base; horn balance tab and balance weight. The top of the rudder incorporates a leading edge extension which contains a balance weight and aerodynamically assists with control input in the same way as the elevator hinge point.

  • Page 29: Ailerons

    CESSNA 152 TRAINING MANUAL Ailerons Conventional hinged ailerons are attached to the trailing edge of the wings. Main features of the aileron design include: forward spar containing aerodynamic “anti-flutter” balance weights; “V” type corrugated aluminum skin joined together at the trailing edge;...

  • Page 30: Trim

    CESSNA 152 TRAINING MANUAL Trim One trim tab is provided on the right side of the elevator, spanning most of the the rear section of the right elevator. The trim tab moves opposite to the control surface, reducing the aerodynamic force on the control surface in order to hold the selected position.

  • Page 31: Flaps

    CESSNA 152 TRAINING MANUAL Flaps The flaps are constructed basically the same as the ailerons with the exception of the balance weights and the addition of a formed sheet metal leading edge section. The maximum deflection of the flaps is 30 degrees. All models have electrical flap with a pre-select type flap lever.
  • Page 32 CESSNA 152 TRAINING MANUAL Electrical power to the motor is controlled by two microswitches mounted on a floating arm assembly, through a camming lever and follow-up control. They are extended or retracted by positioning the flap lever on the instrument panel to the desired flap deflection position.

  • Page 33: Landing Gear

    CESSNA 152 TRAINING MANUAL Landing Gear The landing gear is of the tricycle type with a steerable nose wheel and two fixed main wheels. The landing gear may be equipped with wheel fairings for reducing drag. The steerable nose wheel is mounted on a forked bracket attached to an air/oil (oleo) shock strut.
  • Page 34 CESSNA 152 TRAINING MANUAL dampener piston shaft is secured to a stationary part and the housing is secured to the nose wheel steering collar which moves as the nose wheel is turned right or left, causing relative motion between the dampener shaft and housing.

  • Page 35: Brakes

    CESSNA 152 TRAINING MANUAL Illustration 4c Shimmy Damper Brakes Each main gear wheel is equipped with a hydraulically actuated disc-type brake on the inboard side of each wheel. When wheel fairings are installed the aerodynamic fairing covers each brake. The hydraulic brake system is comprised of: two master cylinders immediately forward of the pilot’s rudder...

  • Page 36: Park Brake

    CESSNA 152 TRAINING MANUAL Mechanical linkage permits the co-pilot (instructor) pedals to operate the master cylinders. Through their operation it is easily possible to inadvertently use brakes whilst under power. This increases war on brakes and increases stopping distances. Prior to applying brakes to stop the aircraft always ensure the throttle is closed.

  • Page 37: Engine & Engine Controls

    Illustration 4f Towbar Configurations Engine & Engine Controls The engine installation on the Cessna 152 is a four cylinder horizontally opposed, air-cooled, carburettor engine. The engine installation is: Prior to 1983 a Lycoming O-235-L2C, developing 110 horsepower at 2550 rpm at sea level;...

  • Page 38: Engine Controls

    CESSNA 152 TRAINING MANUAL Illustration 5a Engine Installation Engine Controls The engine control and monitoring consists Throttle Control; Mixture Control; Carb. Heat selector; Engine monitoring gauges; Tachometer; ● Oil temperature and pressure; ● Exhaust Gas Temperature ● (1979 models on);...

  • Page 39: Mixture

    CESSNA 152 TRAINING MANUAL manifold. The closed position of the valve is when the disc is rotated to an angle of about 70° to the axis of the manifold, preventing all but enough fuel/air for idling to pass through the manifold. When the valve is rotated to a position parallel to the axis of the manifold it offers very little restriction to airflow.
  • Page 40 EGT gauge, which is manually set to the peak on leaning, for monitoring of changes. Cessna specifies leaning for takeoff at altitudes above 3000ft, however they provide very little guidance on how to do this.

  • Page 41: Engine Gauges

    CESSNA 152 TRAINING MANUAL Engine Gauges Engine operation is monitored by the following instruments: Tachometer; Oil pressure gauge; Oil temperature gauge; Exhaust Gas Temperature (EGT) gauge (1979 on); Cylinder Head Temperature (CHT) gauge (optional). CHT and EGT Indicator Oil Gauges...
  • Page 42 CESSNA 152 TRAINING MANUAL Pressure and Temperature Gauges The oil pressure and temperature gauges are located on the left bottom side of the instrument panel. normal operating range on both gauges is marked by a green arc. Illustration 5f Engine Oil Temperature...

  • Page 43: Induction System And Carb. Heat

    CESSNA 152 TRAINING MANUAL Induction System and Carb. Heat Air Filter The engine receives air through an intake in the lower portion of the engine cowling. The intake is covered by an air filter which removes dust and other foreign matter from the induction air.

  • Page 44: Engine Lubrication

    CESSNA 152 TRAINING MANUAL under high dust conditions, the carburettor heat system should not be used unless carburettor ice is suspected and the induction air filter should be serviced after the flight. Engine Lubrication A wet sump, pressure lubricated oil system is employed. Oil is supplied from a sump on the bottom of the engine.

  • Page 45: Ignition System

    CESSNA 152 TRAINING MANUAL Ignition System The necessary high-tension electrical current for the spark plugs comes from self-contained spark generation and distribution units called the magnetos. The magneto consists of a magnet that is rotated near a conductor which has a coil of wire around it.

  • Page 46: Dead Cut And Live Mag. Check

    CESSNA 152 TRAINING MANUAL Dead Cut and Live Mag. Check It is important to realise if the ignition is live, the engine may be started by moving the propeller, even though the master switch is OFF. The magneto does not require outside source of electrical energy.

  • Page 47: Engine Cooling

    CESSNA 152 TRAINING MANUAL Run the engine at a correct or slightly lean mixture setting and a high power setting (+/-2000rpm) for a few minutes, caution engine temperatures and surrounds. Engine Cooling Intake The engine cooling system is designed to keep...

  • Page 48: Fuel System

    The long range tanks, although specified in the pilot's operating handbook, are a relatively uncommon installation, and not specified on the type certification data. Some Cessna 152's with standard tanks may have post manufacturer auxiliary tanks installed to increase fuel capacity.

  • Page 49: Fuel Measuring And Indication

    CESSNA 152 TRAINING MANUAL quick-drain control is located adjacent to the oil dipstick and is accessible through the oil dipstick door. The strainer should be opened for a few seconds before the first flight of the day to ensure removal of any water and sediment, preferably into a sample cup for analysis.

  • Page 50: Accelerator Pump

    CESSNA 152 TRAINING MANUAL Although priming may be achieved by operation of the throttle with an accelerator pump (as described below), the primer is a more effective method and is the method specified in the pilots operating handbook. Priming the engine is normally required when starting a cold engine, when the fuel in the carburettor is reluctant to vaporize.

  • Page 51: Fuel Drains

    CESSNA 152 TRAINING MANUAL A vent line is installed in the outboard end of the left fuel cell and extends overboard Fuel vent down through the lower wing skin (as illustrated opposite). The inboard end of the vent line extends into the fuel tank, then forward and slightly upward.
  • Page 52 The Cessna 152 does not have bladder tanks fitted, so any small rubber particles in the fuel are normally a sign that the rubber o-ring which seals the fuel drain is perishing.

  • Page 53: Fuel System Schematic

    CESSNA 152 TRAINING MANUAL Fuel System Schematic Illustration 6e Fuel System Schematic by D. Bruckert & O. Roud © 2004 Page 52...

  • Page 54: Electrical System

    CESSNA 152 TRAINING MANUAL Electrical System Electrical energy aircraft supplied by a 28-volt, direct-current, single wire, negative ground, electrical system. Battery A 24-volt battery supplies power for Battery starting and furnishes a reserve source of power in the event of alternator failure.

  • Page 55: Ground (External) Power Receptacle

    Pilot's Operating Handbook. Electrical Equipment The following standard equipment on the Cessna 152 requires electrical power for operation (there may be additional optional equipment which uses electrical power): Fuel quantity indicators;...
  • Page 56 CESSNA 152 TRAINING MANUAL is normal procedure (provided there is no smell or other sign of burning or overheating) to reset a CB once only, after a cooling period, by pushing it back in. If the circuit breaker pops again, the flight should be continued, without use of the faulty equipment, plan a diversion if necessary to the nearest suitable airport.
  • Page 57 CESSNA 152 TRAINING MANUAL When the ammeter needle is deflected right of Ammeter center, the current flows into the battery and indicates the battery charge rate. When the ammeter needle is deflected left of center, the current flows from the battery battery and the battery is therefore discharging.
  • Page 58 This situation is considerably less dangerous, and as such is only detailed in the Cessna maintenance manuals. On the following page a schematic of the electrical system can be seen.

  • Page 59: Electrical System Schematic

    CESSNA 152 TRAINING MANUAL Electrical System Schematic Illustration 7d Electrical System Schematic by D. Bruckert & O. Roud © 2004 Page 58...

  • Page 60: Flight Instruments And Associated Systems

    CESSNA 152 TRAINING MANUAL Flight Instruments and Associated Systems The aircraft is equipped with the following standard flight instruments: Attitude Indicator: or artificial horizon, a gyro which operates on vacuum pressure and provides a visual indication of flight attitude. A knob at the bottom of the instrument is provided for adjustment of the miniature aeroplane to the horizon bar on the case;...
  • Page 61 CESSNA 152 TRAINING MANUAL If the vacuum pressure is too high, the gyro rotors speed will be too fast and the gyro may be damaged. A schematic of the system is shown below. Illustration 8b Vacuum System Schematic by D. Bruckert & O. Roud © 2004...

  • Page 62: Pitot-Static System

    CESSNA 152 TRAINING MANUAL Pitot-Static System The pitot-static system supplies dynamic air pressure to the airspeed indicator and static air pressure to the airspeed indicator, vertical speed indicator and altimeter. The system is composed of a pitot tube mounted on the lower surface of the left wing, an external static port on the lower left side of the forward fuselage, and associated plumbing necessary to connect the instrument to the sources.

  • Page 63: Accelerometer

    CESSNA 152 TRAINING MANUAL The system can be checked during the preflight inspection by covering the vent with a clean cloth and applying suction to the vent opening with your mouth. A sound from the warning horn will confirm that the system is operative.

  • Page 64: Ancillary Systems And Equipment

    CESSNA 152 TRAINING MANUAL Ancillary Systems and Equipment Lighting Instrument and control panel lighting Flood Light is provided by flood lighting, and integral lighting (internally equipment) and, optional post lights (individual lights above instruments). Two rheostat control knobs on the...

  • Page 65: Avionics Equipment

    CESSNA 152 TRAINING MANUAL To raise the air temperature, pull the CABIN HT knob partially or fully out as required. Additional direct ventilation may be obtained by opening the adjustable ventilators near the upper left and right corners of the windshield.

  • Page 66: Intercom

    CESSNA 152 TRAINING MANUAL Where two radios are fitter, it is considered best practice to use COM 1 for the primary active frequency and COM 2 for any auxiliary frequencies when required (such as TIBA, ATIS, or listening ahead to the next frequency), to avoid selection errors.

  • Page 67: Normal Procedures

    CESSNA 152 TRAINING MANUAL NORMAL PROCEDURES Pre-flight Check The pre-flight inspection should be done in anticlockwise direction as indicated in the flight manual, beginning with the interior inspection. by D. Bruckert & O. Roud © 2004 Page 66...

  • Page 68: Cabin

    CESSNA 152 TRAINING MANUAL Cabin Ensure the required documents (certificate of airworthiness, maintenance release, radio license, weight and balance, flight folio, flight manual, and any other flight specific) are on board and valid. Perform a visual inspection of the panel from right to left to ensure all instruments and equipment are in order.
  • Page 69 CESSNA 152 TRAINING MANUAL Linkage and turn-buckles secure, and Beacon, Aerials and rear navigation free movement of control surface. light undamaged and secure. Right Wing Check top, bottom, and side surfaces Ensure flaps do not retract if for any damage. Aerials undamaged pushed, flap rollers allow small and secure.
  • Page 70 CESSNA 152 TRAINING MANUAL Check condition, security and colour of Check top and bottom wing surfaces navigation light. for any damage or accumulations on wing. Ice or excessive dirt must be removed before flight. Check condition and security of fairings Check visually for desired fuel level and wing and wheel struts.
  • Page 71 CESSNA 152 TRAINING MANUAL Check security, condition Use sampler cup and drain a small hydraulic lines, disc brake and all nuts. quantity of fuel from tank sump quick-drain valve to check for water, sediment and proper fuel grade. Nose Confirm security of nuts and split pins, Check freedom of operating linkage, inspect state of tyre.
  • Page 72 CESSNA 152 TRAINING MANUAL Check propeller and spinner for nicks Check security and condition of and security. Ensure propeller blades engine cowling. On the picture nut and spinner cover is secure. The indicated by arrow is unsecured. propeller may be turned through to assist with pre-start lubrication.

  • Page 73: Passenger Brief

    CESSNA 152 TRAINING MANUAL Final Inspection Check all chocks and covers are removed and the aircraft is in a position to safely taxi without excessive manoeuvering or power application. Passenger Brief After completion of the preflight inspection and preferably before boarding the...

  • Page 74: Priming

    CESSNA 152 TRAINING MANUAL After completing before start flows, the following before start checklist is recommended: Preflight Inspection – COMPLETE; ● Tach/Hobbs/Time – RECORDED; ● Passenger Briefing – COMPLETE; ● Brakes – SET/HOLD; ● Doors – CLOSED; ● Seats / Seatbelts – ADJUSTED, LOCKED;...

  • Page 75: Start

    CESSNA 152 TRAINING MANUAL If over priming occurs, engine clearing, turning the engine over with the mixture at idle cut-off, may be needed. This may be combined with a flooded start procedure. Ensure starter limits, not more than 30 seconds without cooling, are observed.

  • Page 76: After Start

    CESSNA 152 TRAINING MANUAL After Start After start checks ensure all the critical items are completed prior to taxi. The time spent completing the after takeoff checks properly will also assist with the engine warm-up prior to taxi. This will include leaning the mixture if the airfield is above 3000ft density altitude, to prevent spark plug fouling during taxi.
  • Page 77 CESSNA 152 TRAINING MANUAL Controls must be held to prevent buffeting by the wind and for the most desirable handling during taxi. Elevators should be held fully aft when taxiing over rough surfaces, bumps or gravel to reduce loads on the nose wheel and propeller damage.

  • Page 78: Engine Run-Up

    If incorrectly positioned, a strong wind can lift the into wind wing, or the tail especially with the low flying speeds of the Cessna 152. These positions are designed to ensure the most positive, downwards force is available on the into wind flying surfaces.

  • Page 79: Pre Takeoff Vital Actions

    CESSNA 152 TRAINING MANUAL Move the switch to R position, note the rpm drop and return ● the switch to BOTH position; The rpm drop in either L or R position should not exceed ● 125 rpm and the difference between the drop on the L and R should be no greater than 50 rpm;...
  • Page 80 CESSNA 152 TRAINING MANUAL Unless on a gravel runway or with traffic on final approach oe asked to expedite by ATC, it is always good airmanship to line up straight on the runway centreline, stop and reset idle rpm, and complete final line up checks.

  • Page 81: Wing Flaps Setting On Takeoff

    Soft or rough field takeoffs are performed with the maximum flap setting permitted for takeoff, for the Cessna 152 this is 10 degrees. The aircraft should be lifted off the ground as soon as practical in a slightly tail-low attitude to reduce the large frictional drag caused by the runway surface.

  • Page 82: Crosswind Takeoff

    CESSNA 152 TRAINING MANUAL The maximum demonstrated crosswind is not a limitation, and as such is only listed in the normal operating section of the pilot's operating handbook, however, it is good practice to not exceed this speed until sufficient experience operating the aircraft safely under dual training in crosswind conditions has been gained.

  • Page 83: Cruise

    CESSNA 152 TRAINING MANUAL Often with a heavy aircraft or high takeoff altitudes and temperatures, the aircraft will have insufficient climb performance to permit accelerating to speeds above Vy. For extended climbs at Vy, engine temperatures must be monitored carefully, and an intermediate level off may be needed for cooling purposes.

  • Page 84: Short Field Landing

    CESSNA 152 TRAINING MANUAL usually increased by 5 knots, that is 65-70 flaps up and 60-65kts flaps down, to provide a bigger safety margin above the stall speed. In windy conditions, a wind correction factor should also be applied increasing the safety margin to allow for wind shear.

  • Page 85: Crosswind Landing

    CESSNA 152 TRAINING MANUAL point has been misjudged, it is better to initiate a go around than to try to land the aircraft at a higher speed. Crosswind Landing When approaching to land with a crosswind the aircraft flight manual discusses crabbed, slipping or combination method.

  • Page 86: Balked Landing

    CESSNA 152 TRAINING MANUAL To assist with overcoming these items a slightly lower power setting and higher approach speed should be used. If necessary the downwind may be extended slightly. Due to these factors the approach and round out will be flatter than for a normal approach, and the aircraft may tend to float during the flare, requiring a longer hold off.

  • Page 87: Taxi And Shutdown

    CESSNA 152 TRAINING MANUAL Taxi and Shutdown Taxi should be planned to suit engine cooling requirements when needed. If you are operating on rough gravel remember to avoid needing to operate the aircraft stationary at idle for prolonged periods. In a normally aspirated engine, providing the approach was accomplished without using excessive amounts of power, in most cases the taxi should provide sufficient time for cooling down the engine.
  • Page 88 CESSNA 152 TRAINING MANUAL the condition of the aircraft and all components is acceptable for flight, complete the cockpit set up and the before start checks. Preflight Inspection – COMPLETE; ● Tach/Hobbs/Time – RECORDED; ● Passenger Briefing – COMPLETE; ●...
  • Page 89 Gyros – CHECKED and SET; ● Fuel – CHECKED: Contents sufficient, on correct tank, primer ● locked, pump as required (normally off for Cessna high wing aircraft), Flaps – Set for takeoff; ● Instruments – CHECKED and SET: Panel check from right to ●...
  • Page 90 CESSNA 152 TRAINING MANUAL Brakes – ON and OFF; ● Undercarriage – FIXED; ● Power / Pitch / Mixture – SET; ● Flaps – UP; ● Fuel Valve – ON; ● Engine’s Temperature & Pressure – CHECK; ● Landing Light – OFF.

  • Page 91: Note On Checklists

    CESSNA 152 TRAINING MANUAL Mixture – SET for go around power; ● Pitch – FIXED. ● Execute the appropriate landing procedure. Maintain the centre line during the landing run by using rudder and wings kept level with aileron. Brakes may be used once the nose- wheel is on the ground.
  • Page 92 CESSNA 152 TRAINING MANUAL The approved Pilot's Operating Handbook provides a checklist of minimum items which must be adhered to, it is often good practice to include a number of additional items, a checklist can then be developed to assist with completion of mandatory and critical items.

  • Page 93: Emergency Procedures

    CESSNA 152 TRAINING MANUAL EMERGENCY PROCEDURES The main consideration in any emergency should be given to flying the aircraft. Primary attention should be given to altitude and airspeed control and thereafter to the emergency solution. Rapid and proper handling of an emergency will be useless if the aircraft is stalled and impacts with the ground due to loss of control.

  • Page 94: Gliding And Forced Landing

    CESSNA 152 TRAINING MANUAL A controlled descent and crash landing on an unprepared surface is more preferable to uncontrolled impact with the ground in the attempted engine start. Just before the landing: Airspeed – 60kts; ● This speed gives the best gliding distance with a propeller windmilling and flaps in up position.
  • Page 95 CESSNA 152 TRAINING MANUAL If the failure is partial, resulting in reduced or intermittent running, it is recommended to use the partial power till arrival overhead the intended area of landing, and then reduce to idle for the approach. Once landing is assured, the engine should be secured. If a partial power...

  • Page 96: Engine Fire

    CESSNA 152 TRAINING MANUAL procedure as detailed for an engine failure after takeoff above, should be initiated. In case of simulated forced landing training, the carburettor heat should be selected before closing the throttle. During an extended glide, select a partial power for a brief period every 500-1000ft to provide engine warming and to ensure power is available.

  • Page 97: Electrical Fire

    CESSNA 152 TRAINING MANUAL In flight: Mixture – IDLE CUT-OFF; ● Fuel valve – OFF; ● Throttle – FULLY OPEN; ● Master switch – OFF; ● Cabin Heat and Air – OFF (To prevent the fire to be drawn into ●...

  • Page 98: Rough Running Engine

    This often occurs during prolonged operation at low power settings with the mixture set too rich, and commonly happens at high density altitudes during taxi, well below 3000ft pressure altitude where Cessna recommends leaning the mixture. Switching to one magneto can normally isolate the problem, as running the cylinder on one plug will cause misfiring on the cylinder that contains the faulty plug.

  • Page 99: Abnormal Oil Pressure Or Temperature

    CESSNA 152 TRAINING MANUAL L or R position, select the L or R magneto and continue to the nearest suitable airfield. Abnormal Oil Pressure or Temperature Low oil pressure, which is not accompanied by high oil temperature, may indicate a failure of the gauge or the relief valve. This is not necessarily cause for an immediate precautionary landing, but a landing at the nearest suitable airfield should be planned for inspection.

  • Page 100: Carburettor Ice

    CESSNA 152 TRAINING MANUAL Carburettor Ice Carburettor ice can be experienced during low rpm operation, but may also be experienced at normal cruise in the right conditions of humidity and temperature. Typically carburettor ice will form at humidities above 50% and temperatures from -10 to +25 degrees Celsius.

  • Page 101: Performance

    CESSNA 152 TRAINING MANUAL PERFORMANCE Performance Specifications and Limitations Performance figures given at 1670lbs (MAUW) and speeds in KIAS unless specified otherwise. Structural Limitations Gross weight (take-off and landing) 1670 lbs Maximum ramp weigh weight 1675 lbs (5 lbs taxi fuel)

  • Page 102: Ground Planning

    CESSNA 152 TRAINING MANUAL Speeds for Emergency Operation Engine failure after take-off 60 kts Forced landing 65 kts flap up, 60 flap down Precautionary landing 60 kts flap 20º, 55 kts full flap Cruise Performance* Cruise at 2000ft pressure altitude 2300 rpm 97KTAS, 5.4gph/ lts...

  • Page 103: Fuel Planning

    CESSNA 152 TRAINING MANUAL The navigation log may be completed very accurately with reported conditions, approximately with forecast conditions, or used with block figures and still wind during advance planning, where small adjustments can be applied later. In all cases contingency needs to be applied for unexpected conditions, since weather is never static.
  • Page 104 CESSNA 152 TRAINING MANUAL calculation, we shall convert fuel volume into the weight. Using the formula in the table, we will find 70 litres dipped is equivalent to 100 pounds of usable fuel (unusable fuel is allowed for in the aircraft weight). This figure can now be transferred to the weight and balance sheet.

  • Page 105: Fuel Planning Worksheet

    CESSNA 152 TRAINING MANUAL Fuel Planning Worksheet Date: Reg. Cessna 152 LITRES ENROUTE TIME @ 25 LITRES / HOUR 37.5 10 % CONTINGENCY FUEL RESERVE (45 MINS) @ 25 LITRES / HOUR TAXI / TAKEOFF UNUSABLE FUEL 69.3 MIN FUEL REQUIRED...

  • Page 106: Weight And Balance Calculation

    CESSNA 152 TRAINING MANUAL Minor overloading, or mis-loading, may not result in obvious structural damage, but can cause fatigue on internal structural components or produce hazardous aeroplane handling characteristics. Severe overloading can cause structural damage loss control adverse aerodynamic characteristics.

  • Page 107: Weight & Balance Worksheet

    CESSNA 152 TRAINING MANUAL NOTE: All weights and arms used in weight and balance calculation should be in the same units. Moments are divided by 1000 for more easily workable numbers, and this is also the format used in the Pilot's Operating Handbook.

  • Page 108: Take-Off And Landing Performance Planning

    CESSNA 152 TRAINING MANUAL graph, however it is a good idea to calculate the position of the centre of gravity as a cross check on calculations. NOT FOR OPERATIONAL It sometimes may be necessary to calculate how far we can fly with the load on board then plan fuel stops in the required distance, in this case the calculation must be reversed.
  • Page 109 CESSNA 152 TRAINING MANUAL runway surface have been considered and applied correctly in the distances calculation. The tables used in this example use pressure altitude and temperature, providing for density. In some POH's figures are only given for standard temperature at different altitudes, in this case you will need to calculate density altitude first.

  • Page 110: Takeoff Performance

    CESSNA 152 TRAINING MANUAL Takeoff Performance DEPARTURE AIRFIELD WINDHOEK, EROS DESIGNATOR FYWE VARIATION AMBIENT TEMPERATURE I.S.A. 1013 LESS QNH 1005 +PRESS ALT/1000X2 11.6 DIFFERENCE DIFF FROM STD TEMP 26.6 x 30 feet x 120 feet 3192 PLUS ELEVATION 5570 PLUS PRESS ALT...

  • Page 111: Landing Performance

    CESSNA 152 TRAINING MANUAL Landing Performance ARRIVAL AIRFIELD WINDHOEK, EROS DESIGNATOR FYWE VARIATION AMBIENT TEMPERATURE I.S.A. 1013 LESS QNH 1005 +PRESS ALT/1000X2 11.6 DIFFERENCE DIFF FROM STD TEMP 26.6 x 30 feet x 120 feet 3192 PLUS ELEVATION 5570 PLUS PRESS ALT...

  • Page 112: Review Questions

    Cessna 152 engine has: fuel injection system; carburettor located on the bottom of the engine; carburettor located on the top of the engine.
  • Page 113 CESSNA 152 TRAINING MANUAL 10. The pilot controls the fuel/air ratio with the: throttle; carb heat; mixture. 11. For takeoff at a sea level airport, the mixture control should be: in the leaned position for maximum rpm; in the full rich position;...
  • Page 114 CESSNA 152 TRAINING MANUAL 17. If carb. heat is applied: rpm will increase due to the leaner mixture; rpm will decrease due to the leaner mixture; rpm will decrease due to the richer mixture. 18. When the engine is primed for start-up, the fuel priming pump delivers fuel: through the carburettor to the induction manifold;...
  • Page 115 CESSNA 152 TRAINING MANUAL 25. What action can a pilot take to aid in cooling an engine that is overheating during a climb: lean the mixture and increase airspeed; enrichen the mixture and increase airspeed; increase airspeed and reduce engine rpm.
  • Page 116 CESSNA 152 TRAINING MANUAL 34. The aircraft is equipped with: a fixed pitch propeller; a constant speed propeller. 35. The aircraft is equipped with: a fixed pitch propeller; a constant speed propeller. 36. Engine power is monitored by the: manifold pressure gauge;...
  • Page 117 CESSNA 152 TRAINING MANUAL 44. Flaps selections are: 10, 20 and 30 degrees; take-off, approach and land; 15, 30 and 45 degrees 45. Nose wheel steering is provided by: mechanical links with rudder pedals; differential braking; all of the above.

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