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1. y JO 9061 Aq 20 351 55216 e uo 1 404 p 51003 10 01 Aq se2ue1sip sjou 0 dn 204 51017 104 0 151 aseau9aq dnund 21115 Wd peuee pinoys 193 0006 5 109323 OlJOld Z uonoes ui se anbiuyse paly 1404 SALON 9197 Aemuny Aq aAa7 aseajay 33818 20144 ANHI 91314 LYOHS JUNVLSIO 44O35 V 1 001 Sdej4 NOLLIQNOO Page 80 118 7 AOHNON POH Cessna Model 152 RATE OF CLIMB MAXIMUM CONDITIONS Flaps Up Full Throttle NOTE Mixture leaned above 3000 feet for maximum RPM CONDITIONS Flaps Up Full Throttle otandard Temperature NOTES 1 Add 0 8 of a gallon of fuel for engine start taxi and takeoff allowance 2 Mixture leaned above 3000 feet for maximum RPM Increase time fuel and distance by 10 for each 10 C above standard temperature 4 Distances shown are based on zero wind Page 81 118 7 AOHNON POH Cessna Model 152 PRESSURE WEIGHT ALTITUDE LBS Page 82 118 AEPOAEZXH AOHNON POH Cessna Model 152 CRUISE PERFORMANCE CONDITIONS 16
2. e s 14 15 10 11 12 13 LOAD MOMENT 1000 POUND INCHES NOTES Line representing adjustable seats shows the pilot or passenger center of gravity on adjustable seats positioned for an average occupant Refer to the Loading Arrangements Diagram for forward and aft limits of occupant C G range LOAD WEIGHT KILOGRAMS Page 91 118 Cessna Model 152 AEPOAE2XH AOHNON SINVHOO1I LH9I3 A 000L LN3AOIN 3NV IdHIV 99 LN3NON ALIAVHO H31N3O SH3L13NTTTIW INVH9O1D3 000L LN3AOMW _ LH9I3M Page 92 118 AEPOAE2XH AOHNON AIRPLANE C G LOCATION MILLIMETERS AFT OF DATUM STA 0 0 CENTER OF GRAVITY LOADED AIRPLANE WEIGHT POUNDS AIRPLANE C G LOCATION INCHES AFT OF DATUM STA 0 0 LIMITATIONS INTRODUCTION
3. sy G E 5402 GPZ sque 189 501 9 lqesn pue ajqesnun sapnjou peddinbe Aj1ueseJd si 31 se aue dare ano asn 9 oeg 3J VS JIdWVS Page 90 118 Cessna Model 152 AEPOAE2XH AOHNON LOAD WEIGHT POUNDS 400 350 300 250 200 150 100 LOAD MOMENT 1000 KILOGRAM MILLIMETERS 25 _ 50 75 100 125 150 _ 175 Q hn PILOT PASSENGER AND FUEL LONG RANGE TANKS 6 GAL 0 72 KG LITRE FUEL STANDARD TANKS 6 GAL 0 72 KG LITRE NI TN BAGGAGE IN AREA 1 OR PASSENGER ON CHILD S SEAT 120 54 4 KG MAX BAGGAGE IN AREA 2 40 MAx 181 KG MAX i 7 5 GAL Hii S I IIT T e 4 4 20 75 1 1 i S 1 i r2 1 i DR AE 1 r
4. depuooeg oeoedg 1 1 14814 MOTA asmo uoovog Iejeurnpy 2 X901 zequrm N uorjer sigoy eue dary peedsiry 1018 umng c lt i 0 7 118 7 AOHNON POH Cessna Model 152 INSTRUMENT PANEL The instrument panel see figure 7 2 is designed to place the primary flight instruments directly in front of the pilot The gyro operated flight instruments are arranged one above the other slightly to the left of the control column To the left of these instruments are the airspeed indicator turn coordinator and suction gage The clock altimeter rate of climb indicator and navigation instruments are above and or to the right of the control column Avionics equipment is stacked approximately on the centerline of the panel with space for additional equipment on the lower right side of the instrument panel The right side of the panel also conta
5. uinunxe s3ue L pyepueis 189 501 9 lqesn pue ajqesnun sapnjou paddinba Ajjuasaid si y se aue dure aui asn A1duu3 21529 VS JIdWVS Page 67 118 AEPOAE2XH AOHNON POH Cessna Model 152 LOAD WEIGHT POUNDS 400 H 350 300 250 200 150 100 bO LOAD MOMENT 1000 KILOGRAM MILLIMETERS 0 25 50 75 100 125 150 TAE 175 PILOT PASSENGER AND FUEL LONG RANGE TANKS 6 GAL 0 72 KG LITRE FUEL STANDARD TANKS 6 GAL 0 72 KG LITRE MES BAGGAGE IN AREA 1 OR PASSENGER ON CHILD S SEAT 120 MAX 54 4 KG MAX BAGGAGE IN AREA 2 40 MAx 18 1 KG MAX hn RAPH 10 11 12 13 14 LOAD MOMENT 1000 POUND INCHES NOTES Line representing adjustable seats shows the pilot or passenger center of gravity on adjustable seats positioned for an average occupant Refer to the Loading Arrangements Diagram for forward and aft limits of occupant C G range
6. Page 56 118 Cessna Model 152 AEPOAE2XH AOHNON ia av iari SY 581 4JO3XV L j O4 y jo 908 Aq sooueisip 55216 e uo uonejedo 404 p 51007 Z yoga 10 01 Aq se2ue1sip sjou 01 dn spuiM Ie3 uonejado 104 104 104 90 15 5 dnunj 2n eis 9730441 ui Wd aq p nous 1921 0006 spjaij OlJOld Z 5 se 9 1404 SALON 0137 Aemuny Aq 9 9 paced aseajay 91104u 01 Sdej4 LOHS _ NOILIQNOO J NVLSIA d4dO3DIVL Page 57 118 7 AEPOAEXXH AOHNON POH Cessna Model 152 RATE OF CLIMB MAXIMUM CONDITIONS Flaps Up Full Throttle NOTE Mixture leaned above 3000 feet for maximum RPM WEIGHT RATE OF CLIMB FPM Page 58 118 AOHNON POH Cessna Model 152 TIME FUEL AND DISTANCE TO CLIMB MAXIMUM RATE OF CLIMB CONDITIONS Flaps Up Full Throttle otandard Temperature NOTES 1 Add 0 8 of a gallon of fuel for engine start taxi and takeoff allowance 2 Mixture leaned above 3000 feet for maximum RPM Increase time fuel and distance by 10 for each 10 C above standard
7. 200 175 150 125 100 75 e NJ m e LOAD WEIGHT KILOGRAMS Page 68 118 Wu AEPOAEXXH AOHNON POH Cessna Model 152 Page 69 118 Cessna Model 152 SINVHOO1I LH9I3 A AEPOAE2XH AOHNON SSHONI GNNOd 000L LN3AOIN 3NV IdHIV SHALAWITTIA WVYYSO1IM 000L LN3AOMW LHDISM Page 70 118 Cessna Model 152 AIRPLANE C G LOCATION MILLIMETERS AFT OF DATUM STA 0 0 AEPOAE2XH AOHNON 925 900 875 850 825 800 775 SWvHDO1DI LHOI3M 3NV un 22 GRAVITY 14 O dues died 4 1 J T3 foedo o mcos pude SQNNOd LHOI3M 3NV IdHIV 0 AIRPLANE C G LOCATION INCHES OF DATU
8. 7 AOHNON Cessna Model 152 MORE PEOPLE AND FLY CESSMA AIRPLANES THAN ANY OTHER MAKE 106 i PT J nur WORLD S LARGEST PRO OF GENERAL AVIATION AIRCRAFT SINCE 1756 Page 1 118 QI AEPOAEXXH POH Cessna Model 152 AIRPLANE amp SYSTEMS DESCRIPTION INTRODUCTION This section provides description and operation of the airplane and its systems Some equipment described herein is optional and may not be installed in the airplane AIRFRAME The airplane is an all metal two place high wing single engine airplane equipped with tricycle landing gear and is designed for general utility purposes The construction of the fuselage is a conventional formed sheet metal bulkhead stringer and skin design referred to as semimonocoque Major items of structure are the front and rear carry through spars to which the wings are attached a bulkhead and forgings for main landing gear attachment at the base of the rear door posts and a bulkhead with attaching plates at the base of the forward door posts for the lower attachment of the wing struts Four engine mount stringers are also attached to the forward door posts and extend forward to the firewall The externally braced wings containing the fuel tanks are constructed of a front and rear spar with formed sheet metal ribs doublers and stringers The
9. 800 775 750 725 700 675 650 625 600 575 550 500 475 525 152 LOADED AIRPLANE WEIGHT KILOGRAMS Section 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 equipment are included in Section 9 Your Cessna is certificated under FAA Type Certificate No 3A19 as Cessna Model No 152 AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2 1 Page 93 118 7 AOHNON Cessna Model 152 SPEED KCAS KIAS REMARKS Never Exceed Ser Do not exceed this pum in any operation Maximum Structural Do not exceed this speed Cruising Speed except in smooth air and then only with caution VA Maneuvering Speed 1670 Pounds 101 104 Do not make full or abrupt 1500 Pounds 96 control movements above 1350 Pounds 917 this speed Maximum Flap Extended Do not exceed this speed Speed with down Maximum Window Open Do not exceed this speed em Speed 139 143 windows open AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2 2 KIAS VALUE MARKING OR RANGE SIG
10. TO CLEAR GRND TO CLEAR ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 OBS ROLL 50 FT OBS Page 63 118 W AOHNON POH Cessna Model 152 WEIGHT AND BALANCE The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations To figure weight and balance use the Sample Problem Loading Graph and Center of Gravity Moment Envelope as follows Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane and enter them in the column titled YOUR AIRPLANE on the Sample Loading Problem NOTE In addition to the basic empty weight and moment noted on these records the C G arm fuselage station is also shown but need not be used on the Sample Loading Problem The moment which is shown must be divided by 1000 and this value used as the moment 1000 on the loading problem Use the Loading Graph to determine the moment 1000 for each additional item to be carried then list these on the loading problem NOTE Loading Graph information for the pilot passengers and baggage is based on seats positioned for average occu pants and baggage loaded in the center of the baggage areas as shown on the Loading Arrangements diagram For loadings which may differ from these the Sample Loading Problem lists fuselage stations for these items to indicate their forward and range limitation seat travel
11. 10 13 Decrease Ground roll zero wind 980 Decrease in ground roll 980 feet x 13 127 Corrected ground roll 853 Feet Total distance to clear a 90 foot obstacle zero wind 1820 Decrease in total distance 1820 feet 13 237 Corrected total distance to clear 50 foot obstacle 1583 Feet Page 51 118 7 AEPOAEZXH AOHNON POH Cessna Model 152 CRUISE The cruising altitude should be selected based on a consideration of trip length winds aloft and the airplane s performance A typical cruising altitude and the expected wind enroute have been given for this sample problem However the power setting selection for cruise must be deter mined based on several considerations These include the cruise perfor mance characteristics presented in figure 5 7 the range profile chart presented in figure 5 8 and the endurance profile chart presented in figure 5 9 The relationship between power and range is illustrated by the range profile chart Considerable fuel savings and longer range result when lower power settings are used The range profile chart indicates that use of 65 power at 5500 feet yields a predicted range of 375 nautical miles under no wind conditions The endurance profile chart figure 5 9 shows a corresponding 3 9 hours The range figure of 375 nautical miles is corrected to account for the expected 10 knot headwind at 5500 feet Range zero wind 375 Decrease in range due to wind 3 9 hours 10 knot headwind
12. E s H i EE nu a HE eae ES jl i ES n BERS Z _ DEGREES CELSIUS B Hye a PAT 287224822 YEH H 20 4 GER 100 80 H TEMPERATURE CONVERSION CHART 120 8338930 ae nuni 5 0 aaa Saana E 40 20 40 XH lt Cus AEPOAEZXH AOHNON POH Cessna Model 152 STALL SPEEDS CONDITIONS Power Off NOTE 1 Altitude loss during a stall recovery may be as much as 160 feet 2 KIAS values are approximate and are based on airspeed calibration data with power off MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK II KIAS KCAS KIAS KCAS KIAS KCAS KIAS 5 DEFLECTION WEIGHT LBS ANGLE OF BANK Ie as ees ns res s WEIGHT LBS FLAP DEFLECTION
13. KIAS VALUE MARKING OR RANGE SIGNIFICANCE White Arc 3b 85 Full Flap Operating Range Lower limit is maximum weight Vs in landing configuration Upper limit is maximum speed permissible with flaps extended Normal Operating Range Lower limit is maximum weight Vc at most forward 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 Figure 2 2 Airspeed Indicator Markings Green Arc POWER PLANT LIMITATIONS Engine Manufacturer Avco Lycoming Engine Model Number O 235 L2C Engine Operating Limits for Takeoff and Continuous Operations Maximum Power 110 BHP Maximum Engine Speed 2550 RPM NOTE The static RPM range at full throttle carburetor heat off and mixture leaned to maximum RPM is 2280 to 2380 RPM Maximum Oil Temperature 118 C 245 Oil Pressure Minimum 25 psi Maximum 100 psi Propeller Manufacturer McCauley Accessory Division Propeller Model Number 1 103 6958 Propeller Diameter Maximum 69 inches Minimum 67 5 inches POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2 3 Page 73 118 XH lt 4 8 2 lt lt Z 7 AOHNON POH Cessna Model 152 RED LINE GREEN ARC RED LINE INSTRUMENT MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT Tachometer
14. Leave the primer charged and ready for a stroke Propeller Area CLEAR Master Switch ON Mixture FULL RICH Throf tle OPEN 1 8 INCH Ignition Switch START Release ignition switch to BOTH when engine starts Continue to prime engine until it is running smoothly Oil Pressure CHECK 10 Pull carburetor heat knob full on after engine has started Leave on until engine is running smoothly 11 Primer LOCK COND CO If the engine does not start during the first few attempts or if engine firing diminishes in strength it is probable that the spark plugs have been frosted over Preheat must be used before another start is attempted During cold weather operations no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold Page 48 118 AOHNON POH Cessna Model 152 After a suitable warm up period 2 to 5 minutes at 1000 RPM accelerate the engine several times to higher engine RPM If the engine accelerates smoothly and the oil pressure remains normal and steady the airplane is ready for takeoff When operating in temperatures below 18 C avoid using partial carburetor heat Partial heat may increase the carburetor air temperature to the 0 21 range where icing is critical under certain atmospheric conditions NOISE ABATEMENT Increased emphasis on improving the quality of our env
15. _39 Corrected range 336 Nautical Miles This indicates that the trip can be made without a fuel stop using approximately 6596 power The cruise performance chart figure 5 7 is entered at 6000 feet altitude and 206 above standard temperature These values m ost nearly corres pond to the planned altitude and expected temperature conditions The engine speed chosen is 2400 RPM which results in the following Power 64 True airspeed _ 99 Knots Cruise fuel flow 5 2 GPH The power computer may be used to determine power and fuel consump tion more accurately during the flight FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5 6 and 5 7 For this sample problem figure 5 6 shows that a climb from 2000 feet to 6000 feet requires 1 gallon of fuel The corresponding distance during the climb is 9 nautical miles These values are for a standard temperature as shown on the climb chart and are sufficiently accurate for most flight planning purposes However a further correction for the effect of temperature may be made as noted on the climb chart The approximate effect of a non standard temperature is to increase the time fuel and distance by 10 for each 10 C above standard Page 52 118 Wu POH Cessna Model 152 temperature due to the lower rate of climb In this case assuming a temperature 16 C above standard the correction wou
16. lever aft and apply pressure against the back until it stops moving then release the lever The seat back may be returned to the upright position by pulling forward on the exposed portion of the lower seat back frame Check Page 10 118 7 AOHNON POH Cessna Model 152 that the release lever has returned to its vertical position Both seat backs will fold full forward A child s seat is available for installation in the rear of the cabin The seat back is secured to the cabin sidewalls and the seat bottom is attached to brackets on the floor This seat is non adjustable Page 11 118 Cessna Model 152 AIRPLANE amp SYSTEMS DESCRIPTION STANDARD SHOULDER HARNESS NARHOW RELEASE STRAP Pul up when lengthening harness FREE END OF HARNESS Pull down to tighten SHOULDER HARNESS CONNECTING LINK Snap onto retaining stud on seat belt link to attach harness PILOT 5 SEATSHOWN SEAT BELT BUCKLE HALF Non adjustable id SEAT BELT SHOULDER C HARNESS WITH INERTIA REEL SEAT BELT LINK HALF AND SHOULDER HARNESS RETAINING STUD FREE END OF SEAT BELT Puil to tighten SEAT BELT BUCKLE Non adjustable SEAT BELT SHOULDER HARNESS ADJUSTABLE LINK Position link just below shoulder level pull link and harness down ward ta connect to seat beit buckle Page 12 118 AEPOAE2XH AOHNON POH Cessna Model 152 Q amp I Cessna Model 152
17. on each cabin wali at the aft end of area Two additional rings are located at the top aft end of area 2 At least four rings should be used to restrain the maximum baggage load of 120 Page 65 118 27 AEPOAEXXH AOHNON POH Cessna Model 152 CABIN HEIGHT MEASUREMENTS gt FIREWALL 56 0 FACE INSTRUMENT PANEL REAR WALL OF CABIN DOOR OPENING DIMENSIONS WIDTH WIDTH HEIGHT HEIGHT BOTTOM FRONT REAR WIDTH e LWR WINDOW LINE CABIN FLOOR CABIN WIDTH MEASUREMENTS A TIE DOWN RINGS 6 2 7 7 m x desc SD ET T VS m 17 CABIN STATIONS 0 0 10 20 30 40 50 60 70 80 9094 C G ARMS 56 0 Page 66 118 Cessna Model 152 AEPOAE2XH AOHNON 50 90 3NV I1dMIV 0001 ld MIV ejqe1de2oe si 5119 urod siy 1 pue edo aAu3 ANALIS 191097 94 4796 12 0 91 siy 342907 LNIWOW ONY LHO9I3M 1 101 581 p6 01 9 vones abebbeg 541 021 9 91 OG 1285 5 uo 1eBuassed IO Lp gg uoneis JaBuasseg pue 3 Aq sy janj G E 5302
18. 1900 2550 RPM 2550 Oil Temperature 1009 2459 F 2459F Pressure 60 90 psi 100 psi Figure 2 3 Power Plant Instrument Markings WEIGHT LIMITS Maximum Takeoff Weight 1670 lbs Maximum Landing Weight 1670 Ibs Maximum Weight in Baggage Compartment Baggage Area 1 or passenger on child s seat Station 50 to 76 120 lbs oee note below Baggage Area 2 Station 76 to 94 40 16 See note below NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 Ibs CENTER OF GRAVITY LIMITS Center of Gravity Range Forward 31 0 inches aft of datum at 1350 Ibs less with straight line variation to 32 65 inches aft of datum at 1670 lbs Aft 36 5 inches aft of datum at all weights Reference Datum Front face of firewall Page 74 118 W AOHNON POH Cessna Model 152 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 pilot instrument pilot and flight instructor certain maneuv ers are required All of these maneuvers are permitted in this airplane No aerobatic maneuvers are approved except those listed below MANEUVER MAXIMUM ENTRY SPEED Chandelles 95 knots Lazy Bigh ts 95 Steep Turns 80 00 0000 0 99 knots Spins M uU HRS Use Slow Dece
19. AILERONS ARE NEUTRAL AND THROTTLE IS IN IDLE POSITION 2 APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC TION OF ROTATION 3 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 center of gravity loadings to assure optimum recoveries 4 HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS Premature relaxation of the control inputs may extend the recov ery 5 AS ROTATION STOPS NEUTRALIZE RUDDER AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE NOTE 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 Variations in basic airplane rigging or in weight and balance due to installed equipment or cockpit occupancy can cause differences in behav ior particularly in extended spins These differences are normal and will result 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 extended are prohibited since the high speeds which may occur during recovery are potentially damaging to the flap wing structure LANDING Normal landing approaches can be made with power on or power off at speeds of 60 to 70 KIAS with flaps up an
20. Airspeed 85 fire is not extinguished increase glide speed to find an airspeed which will provide an incombustible mixture 6 Forced Landing EXECUTE as described in Emergency Landing Without Engine Power ELECTRICAL FIRE IN FLIGHT 1 Master Switch OFF 2 All Other Switches except ignition switch OFF 3 Vents Cabin Air Heat CLOSED 4 Fire Extinguisher ACTIVATE if available Page 102 118 XH lt 4 8 2 lt lt Z 7 AOHNON POH Cessna Model 152 WARNING After discharging an extinguisher within a closed cabin ventilate the cabin If fire appears out and electrical power is necessary for continuance of flight 5 Master Switch ON 6 Circuit Breakers CHECK for faulty circuit do not reset 7 Radio Electrical Switches ON one at a time with delay after each until short circuit is localized 8 Vents Cabin Air Heat OPEN when it is ascertained that fire is completely extinguished CABIN FIRE 1 Master Switch OFF 2 Vents Cabin Air Heat CLOSED to avoid drafts 3 Fire Extinguisher ACTIVATE if available WARNING After discharging an extinguisher within a closed cabin ventilate the cabin 4 Land the airplane as soon as possible to inspect for damage WING FIRE 1 Navigation Light Switch OFF 2 Pitot Heat OFF NOTE Perform a side slip to keep the flames away from the fuel tank and cabin and land as soon as possibl
21. SEAT BELTS AND SHOULDER HARNESSES All seat positions are equipped with seat belts see figure 7 4 The pilot s and passengers seats are also equipped with separate shoulder harnesses Integrated seat belt shoulder harnesses with inertia reels can be furnished for the pilot s and passenger s seat positions if desired SEAT BELTS The seat belts used with the pilot s seat passenger s seat and the child s seat if installed are attached to fittings on the floorboard The buckle half of the seat belt is inboard of each seat and has a fixed length the link half of the belt is outboard and is the adjustable part of the belt To use the seat belts for the pilots and passenger s seats position the seat as desired and then lengthen the link half of the belt as needed by grasping the sides of the link and pulling against the belt Insert and lock the belt link into the buckle Tighten the belt to a snug fit by pulling the free end of the belt The seat belt for the child s seat if installed is used in the same manner as the belts for the pilots and passenger seats To release the seat belts grasp the top of the buckle opposite the link and pull upward SHOULDER HARNESSES Each shoulder harness is attached to a rear doorpost above the window line and is stowed behind a stowage sheath above the cabin door To stow the harness fold it and place it behind the sheath No harness is available for the child s seat The shoulder harnesses are used
22. The horizontal stabilizer also contains the elevator trim tab actuator Construction of the elevator consists of a main spar and belicrank left and right wrap around skin panels and a formed trailing edge skin on the left half of the elevator the entire trailing edge of the right half is hinged and forms the elevator trim tab The leading edge of both left and right elevator tips incorporate extensions which contain balance weights FLIGHT CONTROLS The airplane s flight control system see figure 7 1 consists of conventional aileron rudder and elevator control surfaces The control surfaces are manually operated through mechanical linkage using a control wheel for the ailerons and elevator and rudder brake pedals for the rudder Extensions are available for the rudder brake pedals They consist of a rudder pedal face two spacers and two spring clips To install an extension place the clip on the bottom of the extension under the bottom of the rudder pedal and snap the top clip over the top of the rudder pedal Check that the extension is firmly in place To remove the extensions reverse the above procedures TRIM SYSTEM A manually operated elevator trim tab is provided Elevator trimming is accomplished through the elevator trim tab by utilizing the vertically mounted trim control wheel Forward rotation of the trim wheel will trim nose down conversely aft rotation will trim nose up Page 3 118 AEPOAE2XH AOHNON POH Cessna M
23. a pressure relief valve which regulates engine oil pressure by allowing excessive oil to return to the sump while the balance of the pressure oil is circulated to various engine parts for lubrication Residual oil is returned to the sump by gravity flow An oil filler cap oil dipstick is located at the rear of the engine on the right side The filler cap dipstick is accessible through an access door in the engine cowling The engine should not be operated on less than four quarts of oil To minimize loss of oil through the breather fill to five quarts for normal flights of less than three hours For extended flight fill to six quarts dipstick indication only For engine oil grade and specifications refer to Section 8 of this handbook An oil quick drain valve is available to replace the drain plug in the oil sump drain port and provides quicker cleaner draining of the engine oil To drain the oil with this valve installed slip a hose over the end of the valve and push upward on the end of the valve until it snaps into the open position Spring clips will hold the valve open After draining use a suitable tool to snap the valve into the extended closed position and remove the drain hose IGNITION STARTER SYSTEM Engine ignition is provided by two engine driven magnetos and two spark plugs in each cylinder The right magneto fires the lower right and the upper left spark plugs and the left magneto fires the lower left and upper right
24. attention at 50 100 and 200 hour intervals plus those items which require servicing inspection and or testing at special intervals Since Cessna Dealers conduct all service inspection and test proce dures in accordance with applicable Service Manuals it is recommended that you contact your Cessna Dealer concerning these requirements and begin scheduling your airplane for service at the recommended intervals Cessna Progressive Care ensures that these requirements are accomp lished at the required intervals to comply with the 100 hour or ANNUAL inspection as previously covered Depending on various flight operations your local Government Aviation Agency may require additional service inspections or tests For these regulatory requirements owners should check with local aviation officials where the airplane is being operated For quick and ready reference quantities materials and specifica tions for frequently used service items are as follows ENGINE OIL GRADE AND VISCOSITY FOR TEMPERATURE RANGE The airplane was delivered from the factory with a corrosion preven tive aircraft engine oil This oil should be drained after the first 25 hours of operation and the following oils used as specified for the average ambient air temperature in the operating area MIL L 6082 Aviation Grade Straight Mineral Oil Use to replenish supply during the first 25 hours and at the first 25 hour oil change Continue to use until a total of 50 hours
25. avoidance is impractical minimize airspeed and anticipate temporary loss of radio signals while in these areas Page 30 118 7 AOHNON POH Cessna Model 152 NORMAL PROCEDURES INTRODUCTION Section provides checklist and amplified procedures for the conduct of normal operation 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 Takeoff Normal Climb Out 65 75 KIAS Short Field Takeoff Flaps 10 Speed at 50 Feet 54 KIAS Climb Flaps Up Normal 70 80 KIAS Best Rate of Climb Sea Level 67 KIAS Best Rate of Climb 10 000 Feet 61 KIAS Best Angle of Climb Sea Level thru 10 000 Feet 55 KIAS Landing Approach Normal Approach Flaps Up 60 70 KIAS Normal Approach Flaps 30 55 65 KIAS Short Field Approach Flaps 30 54 KIAS Balked Landing Maximum Power Flaps 20 55 KIAS Maximum Recommended Turbulent Air Penetration Speed 1670 Lbs 104 KIAS 1500 Lbs 98 KIAS 1350 Lbs 93 KIAS Maximum Demonstrated Crosswind Velocity 12 KNOTS Page 31 118 7 AOHNON POH Cessna Model 152 NOTE Visually check airplane for general condition during walk around inspection cold weather remove even small accumulations of frost ice or snow from wing tail and control surfaces Also make sure that control surfaces contain no internal accumulations of ice or debris Prior to flight check
26. be moved forward or aft by depressing the lock button in the end of the control and then positioning the control as desired ENGINE INSTRUMENTS Engine operation is monitored by the following instruments oil pressure gage oil temperature gage and a tachometer The oil pressure gage located on the sub panel is operated by oil pressure A direct pressure oil line from the engine delivers oil at engine operating pressure to the oil pressure gage Gage markings indicate that minimum idling pressure is 25 PSI red line the normal operating range is 60 to 90 PSI green arc and maximum pressure is 100 PSI red line temperature is indicated by a gage located on the sub panel The gage is operated by an electrical resistance type temperature sensor which receives power from the airplane electrical system Oil temperature limitations are the normal operating range green arc which is 380 100 to 118 2455 and the maximum red line which is 1186 245 The engine driven mechanical tachometer is located near the upper center portion of the instrument panel The instrument is calibrated in increments of 100 RPM and indicates both engine and propeller speed An hour meter below the center of the tachometer dial records elapsed engine time in hours and tenths Instrument markings include a normal operating range green arc of 1900 to 2550 RPM and a maximum red line of 2550 RPM NEW ENGINE BREAK IN AND OPERATION The engine
27. by fastening and adjusting the seat belt first Then lengthen the harness as required by pulling on the connecting link on the end of the harness and the narrow release strap Snap the connecting link firmly onto the retaining stud on the seat belt link half Then adjust to length Removing the harness is accomplished by pulling upward on the narrow release strap and removing the harness connecting link from the stud on the seat belt link an emergency the shoulder harness may be removed by releasing the seat belt first and allowing the harness still attached to the link half of the seat belt to drop to the side of the seat Adjustment of the shoulder harness is important A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect but prevent excessive forward movement arid contact with objects during sudden deceleration Also the pilot will want the freedom to reach all controls easily Page 13 118 AOHNON POH Cessna Model 152 The mixture control mounted above the right corner of the control pedestal is a red knob with raised points around the circumference and is equipped with a lock button in the end of the knob The rich position is full forward and full aft is the idle cut off position For small adjustments the control may be moved forward by rotating the knob clockwise and aft by rotating the knob counter clockwise For rapid or large adjustments the knob may
28. entire structure is covered with aluminium skin The front spars are equipped with wing to fuselage and wing to strut attach fittings The aft spars are equipped with wing to fuselage attach fittings and are partial span spars Conventional hinged ailerons and single slotted flaps are attached to the trailing edge of the wings The ailerons are constructed of a forward spar containing balance weights formed sheet metal ribs and V type corrugated aluminium skin joined together at the trailing edge 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 empennage tail assembly consists of a conventional vertical stabilizer rudder horizontal stabilizer and elevator The vertical stabilizer consists of a spar formed sheet metal ribs and reinforcements a wraparound skin panel formed leading edge skin and a dorsal The rudder is constructed of a formed leading edge skin containing hinge halves a wraparound skin panel and ribs and a formed trailing edge skin with a ground adjustable trim tab at its base The top of the rudder incorporates a leading edge extension which contains a balance weight The horizontal stabilizer is constructed of a forward spar main spar formed sheet metal ribs and stiffeners a wrap around skin panel and formed leading edge Page 2 118 7 AOHNON Cessna Model 152 skins
29. ld be o 1620 x 10 16 Increase With this factor included the fuel estimate would be calculated as follows Fuel to climb standard temperature 1 0 Increase due to non standard temperature 1 0 16 0 2 Corrected fuel to climb 1 2 Gallons Using a similar procedure for the distance to climb results in 10 nautical miles The resultant cruise distance is Total distance i 320 Climb distance 10 2 Cruise distance 310 Nautical Miles With an expected 10 knot headwind the ground speed for cruise is predicted to be 99 i0 89 Knots Therefore the time required for the cruise portion of the trip is 310 Nautical Miles 89 Knots The fuel required for cruise is 3 5 hours x 5 2 gallons hour 18 2 Gallons 8 5 Hours The total estimated fuel required is as follows Engine start taxi and takeoff 0 8 Climb 1 2 Cruise 18 2 Total fuel required 20 2 Gallons This will leave a fuel reserve of 24 5 20 2 4 3 Gallons Once the flight is underway ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve Page 53 118 AEPOAEZXH AOHNON POH Cessna Model 152 LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport Figure 5 10 presents landing distances for various airport altitude and temperature combinations using the short field tec
30. 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 ta4l attitude If no Page 41 118 Ws AEPOAEXXH AOHNON POH Cessna Model 152 obstacles are ahead the airplane should be leveled off immediately to accelerate to a higher climb speed 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 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 EN ROUTE CLIMB Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate of climb speeds for the best combination of performance visibility and engine cooling The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM For maximum rate of climb use the best rate of climb speeds shown in the Rate Of Climb chart in Section 5 If an obstruction dictates the use of a steep climb angle the best angle of climb speed should be used with flaps up and maximum power Climbs at speeds lower than the best
31. psi Figure 2 3 Power Plant Instrument Markings WEIGHT LIMITS Maximum Takeoff Weight 1670 lbs Maximum Landing Weight 1670 1 5 Maximum Weight in Baggage Compartment Baggage Area 1 or passenger on child s seat Station 50 to 76 120 1 5 See note below Baggage Area 2 Station 76 to 94 40 16 See note below NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 Ibs CENTER OF GRAVITY LIMITS Page 95 118 7 AOHNON POH Cessna Model 152 Center of Gravity Range Forward 31 0 inches aft of datum at 1350 165 or less with straight line variation to 32 65 inches aft of datum at 1670 lbs Aft 36 5 inches aft of datum at all weights Reference Datum Front face of firewall MANEUVER LIMITS This airplane is certificated in the utility category and is designed for limited aerobatic flight In the acquisition of various certificates such as commercial pilot instrument pilot and flight instructor certain maneuv ers are required All of these maneuvers are permitted in this airplane No aerobatic maneuvers are approved except those listed below MANEUVER ZEN MAXIMUM ENTRY SPEED Chandell6S 4 2 4o x lt x lt Ww x0 sv 95 knots Lazy BightS 4 4 x x amp w k UE s 4 wo 95 knots Steep Turns 7 95 knots a a 2 Use Slow Deceleration Stalls Except Whip Stalls Use Slow Deceler
32. that pitot heater if installed is warm to touch within 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 32 118 QI Cessna Model 152 CHECKLIST PROCEDURES PRE FLIGHT INSPECTION INSIDE CABIN Control Wheel Lock REMOVE Ignition Switch OFF Master Switch ON Fuel Quantity Indicators CHECK QUANTITY Master Switch OFF 6 Fuel Shutoff Valve ON EMPENNAGE Rudder Gust Lock REMOVE Tail Tie Down DISCONNECT Control Surfaces CHECK freedom of movement and security 1 2 3 4 5 1 2 9 3 RIGHT WING Trailing Edge 1 Aileron CHECK freedom of movement and security 1 2 3 4 RIGHT WING Wing Tie Down DISCONNECT Main Wheel Tire CHECK for proper inflation Before first flight of the day and after each refuelling 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 Fuel Quantity CHECK VISUALLY for desired level 5 FuelFiller Cap SECURE NOSE 1 Engine Oil Level CHECK do not operate with less than four quarts Fill to six quarts for extended flight 2 Before first flight of the day and after each refueling pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment Check strainer drain clo
33. with carburetor heat off and mixture leaned to maximum 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 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 accomplished with wing flaps 20 100 Using 10 wing flaps reduces the total distance over an obstacle by approximately 10 Flap deulections greater than 10 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 cl earance speed of 54 KIAS should be used This speed provides the best
34. 01 118 AOHNON POH Cessna Model 152 3 Approach High Winds Heavy Seas INTO THE WIND Light Winds Heavy Swells PARALLEL TO SWELLS 4 Wing Flaps 30 5 Power ESTABLISH 300 FT MIN DESCENT AT 55 KIAS 6 Cabin Doors UNLATCH 7 Touchdown LEVEL ATTITUDE 300 FT MIN DESCENT 8 Face CUSHION at touchdown with folded coat 9 Airplane EVACUATE through cabin doors necessary open windows and flood cabin to equalize pressure so doors can be opened 10 Life Vests and Raft INFLATE 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 engine starts 2 Power 1700 RPM for a few minutes 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 INSPECT 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
35. 24 5 Gallons Usable Fuel Maximum Range at 10 000 Ft 37 5 Gallons Usable Fuel RATE 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 152 152 II MAXIMUM USEFUL LOAD 152 152 II BAGGAGE ALLOWANCE WING LOADING Pounds Sq Ft POWER LOADING Pounds HP FUEL CAPACITY Total Standard Tanks Long Range Tanks OIL CAPACITY ENGINE Lycoming 110 BHP at 2550 RPM PROPELLER Fixed Pitch Diameter Range Time Range Time Range Time Range Time 110 KNOTS 107 KNOTS 300 NM 3 4 HRS 580 NM 5 56 HRS 415 NM 5 2 HRS 690 NM 8 7 HRS 715 FPM 14 700 FT 725 FT 1340 FT 475 FT 1200 FT 48 KNOTS 43 KNOTS 1670 LBS 1081 LBS 1118 LBS 589 LBS 552 LBS 120 LBS 10 5 15 2 26 GAL 39 GAL 6 QTS O 235 L2C 69 IN Speed performance is shown for an airplane equipped with optional speed fairings which increase the speeds by approximately 2 knots There is a corresponding difference in range while all other performance figures are unchanged when speed fairings are installed Page 118 118
36. 70 Pounds Recommended Lean Mixture See Section 4 Cruise NOTE Cruise speeds are shown for an airplane equipped with speed fairings which increase the speeds by approximately two note 20 C BELOW PRESSURE STANDARD TEMP ALTITUDE STANDARD 20 C ABOVE TEMPERATURE STANDARD TEMP oa a A PAND f WP ROD C p 5 8 5 2 4 6 4 2 3 8 OPA PARNI RANGE PROFILE 45 MINUTES RESERVE 24 5 GALLONS USABLE FUEL Page 83 118 gt WAAI WA ATTO gt 0 00 ONTON OWNNO gt P WREST GOOD PPOO NOWDD DORON NOBWAN bho 7 AOHNON POH Cessna Model 152 CONDITIONS 1670 Pounds Recommended Lean Mixture for Cruise otandard Temperature Zero Wind NOTES 1 This chart allows for the fuel used for engine start taxi takeoff and climb and the distance during climb as shown in figure 5 6 2 Reserve fuel is based on 45 minutes at 45 BHP and is 2 8 gallons 3 Performance is shown for an airplane equipped with speed fairings which increase the cruise speeds by approximately two knots 12 000 LL 2 lt 77 KTAS 300 350 400 450 RANGE NAUTICAL MILES COND
37. ANCE The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations To figure weight and balance use the Sample Problem Loading Graph and Center of Gravity Moment Envelope as follows Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane and enter them in the column titted YOUR AIRPLANE on the Sample Loading Problem NOTE In addition to the basic empty weight and moment noted on these records the C G arm fuselage station is also shown but need not be used on the Sample Loading Problem The moment which is shown must be divided by 1000 and this value used as the moment 1000 on the loading problem Use the Loading Graph to determine the moment 1000 for each additional item to be carried then list these on the loading problem NOTE Loading Graph information for the pilot passengers and baggage is based on seats positioned for average occupants and baggage loaded in the center of the baggage areas as shown on the Loading Arrangements diagram For loadings which may differ from these the Sample Loading Problem lists fuselage stations for these items to indicate their forward and Page 86 118 AEPOAEZXH AOHNON POH Cessna Model 152 C G range limitation seat travel and baggage area limitation Additional moment calculations based on the actual weight and C G arm fuselage station of the item being load
38. BOOK SUPPLEMENTS FOR YOUR AIRPLANE AVIONICS PILOT S CHECKLISTS POWER COMPUTER SALES AND SERVICE DEALER DIRECTORY The following additional publications plus many other supplies that are applicable to your airplane are available from your Cessna Dealer SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AIRPLANE ENGINE AND ACCESSORIES AVIONICS Your Cessna Dealer has a Customer Care Supplies Catalog covering all available items many of which he keeps on hand He will be happy to place an order for any item which is not in stock AIRPLANE FILE There are miscellaneous data information and licenses that are a part of the airplane file The following is a checklist for that file In addition a periodic check should be made of the latest Federal Aviation Regulations to ensure that all data requirements are met A To be displayed in the airplane at all times 1 Aircraft Airworthiness Certificate FAA Form 8100 2 2 Aircraft Registration Certificate FAA Form 8050 3 3 Aircraft Radio Station License if transmitter installed FCC Form 556 B To be carried in the airplane at all times 1 Weight and Balance and associated papers latest copy of the Repair and Alteration Form FAA Form 337 if applicable 2 Equipment List C To be made available upon request 1 Airplane Log Book 2 Engine Log Book Page 111 118 V AOHNON POH Cessna Model 152 Most of the items listed are required by the United S
39. Cessna owners Regardless of the inspection method selected by the owner he should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required FAA inspections and most of the manufacturer recommended inspections CESSNA CUSTOMER CARE PROGRAM Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER PROGRAM book supplied with your airplane You will want to thoroughly review your Customer Care Program book and keep it in your airplane at all times Coupons attached to the Program book entitle you to an initial inspection and either a Progressive Care Operation No 1 or the first 100 hour inspection within the first 6 months of ownership at no charge to you If you take delivery from your Dealer the initial inspection will have been performed before delivery of the airplane to you If you pick up your airplane at the factory plan to take it to your Dealer reasonably soon after you take delivery so the initial inspection may be performed allowing the Dealer to make any minor adjustments which may be necessary You will also want to return to your Dealer either at 50 hours for your first Progressive Care Operation or at 100 hours for your first 100 hour inspection depending on which program you choose to establish for your airplane While these important inspections will be performed for y
40. DING 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 control the glide angle by adjusting power exclusively At flareout the nose down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel Consequent ly at flareout the trim control should be set at the full nose up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown Close the throttle at touchdown FIRES Although engine fires are extremely rare in flight the steps of the appropriate checklist should be followed if one is encountered After completion of this procedure execute a forced landing Do not attempt to restart the engine 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 EMERGENCY OPERATION IN CLOUDS Vacuum System Failure In the event of a vacuum system failure during flight in marginal weather the directional indicator and attitude indicator will be disabled and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds The following instructions assume that only the electrically powered turn coordinator is operative and that the pilot is not completely proficient
41. E 02 FUEL STRAINER TO CYLINDER w INTAKE PORTS ENGINE PRIMER THROTTLE CARBURETOR lt TO ENGINE CODE MIXTURE INDERS ZR CONTROL FUEL SUPPLY gt KNOB VENT Due to crossfeeding between fuel MECHANICAL tanks the tanks should be re LINKAGE topped after each refueling to assure maximum capacity Page 19 118 7 AOHNON Cessna Model 152 BRAKE SYSTEM The airplane has a single disc hydraulically actuated brake on each main landing gear wheel Each brake is connected by a hydraulic line to a master cylinder attached to each of the pilot s rudder pedals The brakes are operated by applying pressure to the top of either the left pilot s or right co pilot s set of rudder pedals which are interconnected When the airplane is parked both main wheel brakes may be set by utilizing the parking brake which is operated by a knob on the lower left side of the instrument panel For maximum brake life keep the brake system properly maintained and minimize brake usage during taxi operations and landings Some of the symptoms of impending brake failure are gradual decrease in braking action after brake application noisy or dragging brakes soft or spongy pedals and excessive travel and weak braking action If any of these symptoms appear the brake system is in need of immediate attention
42. GRAM has been developed to provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOUR and ANNUAL inspections as applicable to Cessna airplanes The program assists the owner in his responsibility to comply with all FAA inspection requirements while ensuring timely replacement of life limited parts and adherence to factory recommended inspection intervals and maintenance procedures CESSNA PROGRESSIVE CARE The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and downtime Under this program your airplane is inspected and maintained in four operations at 50 hour intervals during a 200 hour period The operations are recycled each 200 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 200 hours or more per year and the 100 hour inspection for all other airplanes The procedures for the Progressive Care Program and the 100 hour inspection have been carefully worked out by Page 112 118 AOHNON POH Cessna Model 152 the factory and are followed by the Cessna Dealer Organization The complete familiarity of Cessna Dealers with Cessna equipment and factory approved procedures provides the highest level of service possi ble at lower cost to
43. ILY Wing Flaps RETRACT p UE Page 36 118 7 AOHNON Cessna Model 152 LANDING Throttle FULL OPEN Carburettor Heat COLD Wing Flaps RETRACT to 200 Airspeed 55 KIAS Wing Flaps RETRACT slowly AFTER LANDING 1 Wing Flaps UP 2 Carburettor Heat COLD 3 Trim TAKE OFF SECURING AIRPLANE Parking Brake SET Radios Electrical Equipment OFF Mixture IDLE CUT OFF pull full out Ignition Switch OFF Master Switch OFF Control Lock INSTALL Ies oS o Page 37 118 QI AEPOAEXXH POH Cessna Model 152 AMPLIFIED PROCEDURES STARTING ENGINE During engine starting open the throttle approximately 1 8 inch In warm temperatures one or two strokes of the primer should be sufficient In cold weather up to eight strokes of the primer may be necessary If the engine is warm no priming will be required In extremely cold temperatures it may be necessary to continue priming while cranking the engine and after it starts until it is running smoothly The carburettor is not equipped with an accelerator pump and therefore pumping the throttle does not enrich the mixture for starting Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates over priming or flooding Excess fuel can be cleared from the combustion chambers by the following procedures Set mixture c
44. ITIONS 1670 Pounds Recommended Lean Mixture for Cruise otandard Temperature ENDURANCE PROFILE 45 MINUTES RESERVE 24 5 GALLONS USABLE FUEL 2 NOTES Page 84 118 Wu AOHNON POH Cessna Model 152 1 This chart allows for the fuel used for engine start taxi takeoff and climb and the time during climb as shown in figure 5 6 Reserve fuel is based on 45 minutes at 45 and is 2 8 gallons EE um um 1 1 65 POWER ALTITUDE FEET a 45 ENDURANCE HOURS Page 85 118 7 AEPOAEXXH AOHNON POH Cessna Model 152 LANDING DISTANCE SHORT FIELD CONDITIONS Flaps 309 Power Off Maximum Braking Paved Level Dry Runway Zero Wind NOTES 1 Short field technique as specified in Section 4 2 Decrease distances 1096 for each 9 knots headwind For operation with tailwinds up to 10 knots increase distances by 10 for each 2 knots 3 operation on a dry grass runway increase distances by 45 of the ground roll figure TOTAL TOTAL TOTAL TOTAL TOTAL GRND TO CLEAR CLEARIGRND TO CLEAR ROLL 50 FT OBS ROLL 150 OBS ROLL 50 OBS ROLL 50 FT OBS ROLL 50 FT OBS GL WEIGHT amp BALANCE EQUIPMENT LIST WEIGHT AND BAL
45. If during taxi or landing roll braking action de creases let up on the pedals and then re apply the brakes with heavy pressure If the brakes become spongy or pedal travel increases pumping the pedals should build braking pressure If one brake becomes weak or fails use the other brake sparingly while using opposite rudder as required to offset the good brake ELECTRICAL SYSTEM Electrical energy see figure 7 7 is supplied by a 28 volt direct current system powered by an engine driven 60 amp alternator and a 24 volt 14 amp hour battery or 17 amp hour battery if installed located on the right forward side of the firewall Power is supplied through a single bus bar a master switch controls this power to all circuits except the engine ignition system clock or flight hour recorder if installed The flight hour recorder receives power through activation of an oil pressure switch whenever the engine is operating and the clock is supplied with current at all times All avionics equipment should be turned off prior to starting the engine or using an external power source to prevent harmful transient voltages from damaging the transistors in this equipment MASTER SWITCH The master switch is a split rocker type switch labelled MASTER and is ON in the up position and OFF in the down position The right half of the switch labelled BAT controls all electrical power to the airplane The left half labelled ALT controls the alternat
46. M STA 0 0 Page 71 118 AEPOAEZXH AOHNON POH Cessna Model 152 LIMITATIONS INTRODUCTION Section 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 3A19 Cessna Model No 152 AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2 1 NN SPEED 5 REMARKS VNE A FE Do not exceed this speed in any operation Never Exceed Speed Do not exceed this speed except in smooth air and then only with caution VNO Maximum Structural 108 111 Cruising Speed V Maneuvering Speed 1670 Pounds 101 104 1500 Pounds 96 98 1350 Pounds 917 93 this speed V Maximum Flap Extended Do not exceed this speed Speed 87 85 with flaps down Maximum Window Open Do not exceed this speed with Speed 139 143 windows open AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2 2 Do not make full or abrupt control movements above Page 72 118 N Cessna Model 152
47. Model 152 STALL WARNING SYSTEM The airplane is equipped with a pneumatic type stall warning system consisting of an inlet in the leading edge of the left wing an air operated horn near the upper left corner of the windshield and associated plumbing As the airplane approaches a stall the low pressure on the upper surface of the wings moves forward around the leading edge of the wings This low pressure creates a differential pressure in the stall warning system which draws air through the warning horn resulting in an audible warning at 5 to 10 knots above stall in all flight conditions The stall warning system should be checked during the pre flight inspection by placing a clean handkerchief over the vent opening and applying suction A sound from the warning horn will confirm that the system is operative AVIONICS SUPPORT EQUIPMENT The airplane may at the owner s discretion be equipped with various types of avionics support equipment such as an audio control panel and static dischargers The following paragraphs discuss these items AUDIO CONTROL PANEL Operation of radio equipment is covered in Section 9 of this handbook When one or more radios is installed a transmitter audio switching system is provided see figure 7 10 The operation of this switching system is described in the following paragraphs The transmitter selector switch is labelled TRANS and has two positions When two transmitters are installed it is necessary
48. NIFICANCE White Arc 3b 85 Full Flap Operating Range Lower limit is maximum weight Vg in landing configuration Upper limit is maximum speed permissible with flaps extended Normal Operating Range Lower limit is maximum weight Vc at most forward 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 POWER PLANT LIMITATIONS Engine Manufacturer Avco Lycoming Engine Model Number O 235 L2C Green Arc Page 94 118 AOHNON POH Cessna Model 152 Engine Operating Limits for Takeoff and Continuous Operations Maximum Power 110 Maximum Engine Speed 2550 RPM NOTE The static RPM range at full throttle carburetor heat off and mixture leaned to maximum RPM is 2280 to 2380 RPM Maximum Oil Temperature 118 C 245 Oil Pressure Minimum 25 psi Maximum 100 psi Propeller Manufacturer McCauley Accessory Division Propeller Model Number 1A103 TCM6958 Propeller Diameter Maximum 69 inches Minimum 67 5 inches POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2 3 RED LINE GREEN ARC RED LINE INSTRUMENT MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT Tachometer 1900 2550 RPM 2550 RPM Oil Temperature 1009 2459 F 2459F Pressure 60 90 psi 100
49. Production Certificate Number PC and Type Certificate Number TC can be found on the Identification Plate located on the cabin floor below the left rear corner of the pilots seat The plate is accessible by sliding the seat forward and lifting the carpet in this area Located adjacent to the Identification Plate is a Finish and Trim Plate which contains a code describing the interior color scheme and exterior paint combination of the airplane The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed OWNER FOLLOW UP SYSTEM Page 110 118 AOHNON POH Cessna Model 152 Your Cessna Dealer has an Owner Follow Up System to notify you when he receives information that applies to your Cessna In addition if you wish you may choose to receive similar notification in the form of Service Letters directly from the Cessna Customer Services Department A subscription form is supplied in your Customer Care Program book for your use should you choose to request this service Your Cessna Dealer will be glad to supply you with details concerning these follow up programs and stands ready through his Service Department to supply you with fast efficient low cost service PUBLICATIONS Various publications and flight operation aids are furnished in the airplane when delivered from the factory These items are listed below CUSTOMER CARE PROGRAM BOOK e PILOTS OPERATING HAND
50. S TOTAL TANKS 2 5 ALL FLIGHT CONDITIONS STANDARD LONG RANGE Fuel flows by gravity from the two wing tanks to a fuel shutoff valve With the valve in the ON position fuel flows through a strainer to the carburettor From the carburettor mixed fuel and air flows to the cylinders through Page 17 118 AOHNON Cessna Model 152 intake manifold tubes The manual primer draws its fuel from the fuel strainer and injects it into the cylinder intake ports Fuel system venting is essential to system operation Blockage of the venting system will result in a decreasing fuel flow and eventual engine stoppage Venting is accomplished by an interconnecting line from the right fuel tank to the left tank The left tank is vented overboard through a vent line which is equipped with a check valve and protrudes from the bottom surface of the left wing near the wing strut attach point The right fuel tank filler cap is also vented Fuel quantity is measured by two float type fuel quantity transmitters one in each tank and indicated by two electrically operated fuel quantity indicators on the lower left portion of the instrument panel An empty tank is indicated by a red line and the letter E When an indicator shows an empty tank approximately 75 gallon remains in either a standard or long range tank as unusable fuel The indicators cannot be relied upon for accurate readings during skids slips or unusual at
51. a Model 152 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 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 EMERGENCY LANDING WITHOUT ENGINE POWER 1 Airspeed 65 KIAS flaps UP 60 KIAS flaps DOWN Mixture IDLE CUT OFF Fuel Shutoff Valve OFF Ignition Switch OFF Wing Flaps AS REQUIRED 30 recommended Master Switch OFF Doors UNLATCH PRIOR TO TOUCHDOWN Touchdown SLIGHTLY TAIL LOW Brakes APPLY HEAVILY cO OO Io PRECAUTIONARY LANDING WITH ENGINE POWER 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 30 final approach 6 Airspeed 55 KIAS 7 Master Switch OFF 8 Doors UNLATCH PRIOR 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 2 Heavy Objects in baggage area SECURE OR JETTISON Page 1
52. able Fuel 1 5 U S gallons NOTE Due to cross feeding between fuel tanks the tanks should be re topped after each refueling to assure maximum capacity NOTE Takeoffs have not been demonstrated with less than 2 gallons total fuel 1 gallon per tank Approved Fuel Grades and Colors 100LL Grade Aviation Fuel Blue 100 Formerly 100 130 Grade Aviation Fuel Green 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 Page 76 118 AEPOAEZXH POH Cessna Model 152 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 IAS 104 knots GROSS WEIGHT 1670 165 FLIGHT LOAD FACTOR Flaps Up 4 4 1 76 Flaps Down 3 5 NO ACROBATIC MANEUVERS APPROVED EXCEPT THOSE LISTED BELOW Maneuver Recm Entry Speed Maneuver Recm Entry Speed Chandelles 95knots Spins Slow Deceleration Lazy Eights 95 knots Stalls except Steep Turns 95 knots whip stalls Slow Deceleration Abrupt use of controls prohibited above 104 knots Intentionalspins with flaps extended are prohibited Altitude loss in stall re
53. ance work on the electrical and electronic equipment The receptacle is located behind a door on the left side of the fuselage near the aft edge of the cowling Just before connecting an external power source generator type or battery cart the master switch should be turned ON This is especially important since it will enable the battery to absorb transient voltages which otherwise might damage the transistors in the electronic equipment The battery and external power circuits have been designed to completely eliminate the need to jumper across the battery contactor to close it for charging a completely dead battery A special fused circuit in the external power system supplies the needed jumper across the contacts so that with a dead battery and an external power source applied turning the master switch ON will close the battery contactor LIGHTING SYSTEMS EXTERIOR LIGHTING Conventional navigation lights are located on the wing tips and top of the rudder a single landing light is installed in the cowl nose cap and a flashing beacon is mounted on top of the vertical fin Additional lighting is available and includes dual landing taxi lights in the cowl nose cap and a strobe light on each wing tip All exterior lights are controlled by rocker type switches on the lower left side of the instrument panel The switches are ON in the up position and OFF in the down position The flashing beacon should not be used when flying through c
54. and baggage area limitation Additional moment calculations based on the actual weight and C G arm fuselage station of the item being loaded must be made if the position of the load is different from that shown on the Loading Graph Total the weights and moments bOO and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope and if the loading is acceptable Page 64 118 STATION d T Pilot or passenger center of C G ARM C G ARM gravity on adjustable seats positioned for average occu pant Numbers in parentheses indicate forward and aft limits of occupant center of gravity range 39 39 33 TO 41 33 TO 41 Arms measured to the center of the areas shown CHILD SEAT NOTE The aft baggage wall approx imate station 94 can be used g4 AREA 2 84 AREA 2 as a convenient interior refer ence point for determining the 94 Q4 location of baggage area fuselage stations STANDARD OPTIONAL SEATING SEATING BAGGAGE LOADING AND TIE DOWN BAGGAGE AREA MAXIMUM ALLOWABLE LOADS 120 POUNDS 40 POUNDS 120 POUNDS TIE DOWN NET ATTACH POINTS A cargo tie down net is provided to secure baggage in the baggage area The net attaches to six tie down rings Two rings are located on the floor just aft of the seat backs and one ring is located two inches above the floor
55. ar will result If the airplane is towed or pushed over a rough surface during hangaring watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure A flat nose tire or deflated strut will also increase tail height PARKING When parking the airplane head into the wind and set the parking brakes Do not set the parking brakes during cold weather when accumulated moisture may freeze the brakes or when the brakes are overheated Install the control wheel lock and chock the wheels In severe weather and high wind conditions tie the airplane down as outlined in the following paragraph TIE DOWN Proper tie down procedure is the best precaution against damage to the parked airplane by gusty or strong winds To tie down the airplane securely proceed as follows 1 Set the parking brake and install the control wheel lock 2 Install a surface control lock between each aileron and flap 3 Tie sufficiently strong ropes or chains 700 pounds tensile strength to the wing and tail tie down fittings and secure each rope to a ramp tie down 4 Install a surface control lock over the fin and rudder 5 a rope no chains or cables to an exposed portion of the engine mount and secure to a ramp tie down 6 Install a pitot tube cover JACKING When a requirement exists to jack the entire airplane off the ground or when wing jack poin
56. ation 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 thing to bear in mind in flight maneuvers 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 use of controls FLIGHT LOAD FACTOR LIMITS Flight Load Factors Flaps Up 4 4g 1 76g Flaps Down 3 59 design load factors are 150 of the above and in all cases the structure meets or exceeds design loads KINDS OF OPERATION 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 required instrumentation and equipment for these operations The reference to Page 96 118 Ws AEPOAEXXH AOHNON POH Cessna Model 152 types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance Flight into known icing conditions is prohibited FUEL LIMITATIONS 2 Standard Tanks 13 U S gallons each Total Fuel 26 U S gallons Usable Fuel all flight conditions 24 5 U S gallons Unusable Fuel 1 5 U S gallons NOTE Due to cross feeding betwe
57. ator is not operating and the battery is supplying all electrical power The over voltage sensor may be reset by turning the master switch off and back on again If the warning light does not illuminate normal alternator charging has resumed however if the light does illuminate again a malfunction has occurred and the flight should be terminated as soon as practical The warning light may be tested by momentarily turning off the ALT portion of the master switch and leaving the BAT portion turned on CIRCUIT BREAKERS AND FUSES Most of the electrical circuits in the airplane are protected by push to reset circuit breakers mounted under the engine controls on the instrument panel The cigar lighter is equipped with a manually reset type circuit breaker located on the back of the lighter and a fuse behind the Page 22 118 Wu AOHNON POH Cessna Model 152 instrument panel The control wheel map light if installed is protected by the NAV DOME circuit breaker and a fuse behind the instrument panel Electrical circuits which are not protected by circuit breakers are the battery contactor closing external power circuit clock circuit and flight hour recorder circuit These circuits are protected by fuses mounted adjacent to the battery GROUND SERVICE PLUG RECEPTACLE A ground service plug receptacle may be installed to permit the use of an external power source for cold weather starting and during lengthy mainten
58. aximum RPM during all operations at any altitude including those below 3000 feet when using 75 or less power NOTE When cruising at 7596 or less power the mixture may be further leaned until the RPM peaks and drops 25 50 RPM This is especially applicable to cross country training flights but may also be practiced during transition flights to and from the practice area Using the above recommended procedures can provide fuel savings of up to 1396 when compared to typical training operations at a full rich mixture STALLS The stall characteristics are conventional for the flaps up and flaps down condition 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 airplane see Section 2 Before attempting to perform spins however several 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 recoveries from a qualified instructor who is familiar with the spin characteristics of the Cessna 152 The cabin should be clean and all loose equipment including the microphone should be stowed For a solo flight in which spins will be conducted the copilot s seat belt and shoulder harne
59. by the carburettor heat control on the instrument panel Heated air from the muffler shroud is obtained from an unfiltered outside source Use of full carburettor heat at full throttle will result in a loss of approximately 150 to 200 RPM EXHAUST SYSTEM Exhaust gas from each cylinder passes through riser assemblies a muffler and tailpipe on the right side of the engine The muffler is constructed with a shroud around the outside which forms a heating chamber for carburettor heat and cabin heater air CARBURETTOR AND PRIMING SYSTEM The engine is equipped with an up draft float type fixed jet carburettor mounted on the bottom of the engine The carburettor has an idle cut off mechanism and a manual mixture control Fuel is delivered to the carburettor by gravity flow from the fuel system In the carburettor fuel is atomised proportionally mixed with intake air and delivered to the cylinders through intake manifold tubes The proportion of atomised fuel to air is controlled within limits by the mixture control on the instrument panel For starting the engine is equipped with a manual priming system The primer is actually a small pump which draws fuel from the fuel strainer when the plunger is pulled out and injects it into the cylinder intake ports when the plunger is pushed back in The plunger knob on the instrument panel is equipped with a lock and after being pushed full in must be rotated either left or right until the kn
60. ch 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 3 Touchdown GOOD TIRE FIRST hold airplane off flat tire long as possible with aileron control ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER VOLTAGE LIGHT ILLUMINATES 1 Master Switch OFF both sides 2 Master Switch ON 3 Over Voltage Light OFF If over voltage light illuminates again 4 Flight TERMINATE as soon as practical AMMETER SHOWS DISCHARGE 1 Alternator OFF 2 Nonessential Electrical Equipment OFF 3 Flight TERMINATE as soon as practical Page 104 118 Wu AOHNON POH Cessna Model 152 AMPLIFIED PROCEDURES 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 ignition systems pr
61. covery 160 ft Flight into known icing conditions prohibited This airplane is certified for the following flight operations as of date of original airworthiness certificate DAY NIGHT VFR 2 In the baggage compartment 120 lbs maximum baggage and or auxiliary seat passenger For additional loading instructions see Weight and Balance Data PERFORMANCE TEMPERATURE CONVERSION CHART Page 77 118 AEPOAEZXH 152 MOST REARWARD CENTER GRAVITY ANGLE OF BANK gt KIAS KCAS KIAS KCAS KIAS KCAS KIAS 5 UP 36 46 39 49 43 51 65 FLAP DEFLECTION WEIGHT LBS 36 43 39 46 43 51 61 309 31 41 33 44 37 44 58 MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK rs 48 43 52 48 57 57 68 WEIGHT LBS FLAP DEFLECTION UP ZH 46 43 49 48 55 57 65 1670 109 309 3b 43 38 46 42 51 49 61 Page 79 118 Cessna Model 152 AEPOAE2XH AOHNON 0008 0002 0009 0009 000 0002 0001 580 13 09 11081 580 13 091 7108 590 14 09 5 1 7704 80 14 09 1704 13 393715 0 15 14 LV 43345 AAOANVIL
62. d 55 to 65 KIAS with flaps down Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds Page 46 118 Wu AOHNON POH Cessna Model 152 Actual touchdown should be made with power off and on the main wheels first The nose wheel should be lowered smoothly to the runway as speed is diminished SHORT FIELD LANDING For a short field landing in smooth air conditions make an approach at 54 KIAS with 30 flaps using enough power to control t he glide path After all approach obstacles are cleared progressively reduce power and maintain 54 KIAS by lowering the nose of the airplane Touchdown should be made with power off and on the main wheels first Immediately after touchdown lower the nose wheel and apply heavy braking as required For maximum brake effectiveness retract the flaps hold full nose up elevator and apply maximum brake pressure without sliding the tires Slightly higher approach speeds should be used under turbulent air conditions CROSSWIND LANDING When landing in a strong crosswind use the minimum flap setting required for the field length Use a wing low crab or a combination method of drift correction and land in a nearly level attitude BALKED LANDING In a balked landing go around climb the wing flap setting should be reduced to 20 immediately after full power is applied Upon reaching safe airspeed the flaps should be slowly
63. 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 INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system All nonessential equipment should be turned off and the flight terminated as soon as practical HANDLING SERVICE amp MAINTENANCE INTRODUCTION This section contains factory recommended procedures for proper ground handling and routine care and servicing of your Cessna also identifies certain inspection and maintenance requirements which must be followed if your airplane is to retain that new plane performance and dependability It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your locality Keep in touch with your Cessna Dealer and take advantage of his knowledge and experience He knows your airplane and how to maintain it He will remind you when lubrications and oil changes are necessary and about other seasonal and periodic services IDENTIFICATION PLATE All correspondence regarding your airplane should include the SERIAL NUMBER The Serial Number Model Number
64. dvertent encounter with these conditions can best be handled using the checklist procedures The WD Page 107 118 7 AOHNON Cessna Model 152 best procedure of course is to turn back or change altitude to escape icing conditions SPINS Should an inadvertent spin occur the following recovery procedure should be used 1 PLACE AILERONS IN NEUTRAL POSITION 2 RETARD THROTTLE TO IDLE POSITION 3 APPLY AND HOLD FULL RUDDER OPPOSITE 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 center of gravity loadings to assure optimum recoveries 5 HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS Premature relaxation of the control inputs may extend the recov ery 6 AS ROTATION STOPS NEUTRALIZE RUDDER AND MAKE SMOOTH RECOVERY FROM THE RESULTING DIVE NOTE If disorientation precludes a visual determination of the direction of rotation the symbolic airplane in the turn coordinator may be referred to for this information For additional information on spins and spin recovery see the discus sion under SPINS in Normal Procedures 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 fu
65. e with flaps retracted 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 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 maximum 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 Page 103 118 AOHNON POH Cessna Model 152 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 effective ness 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 shp if necessary for improved visibility 11 Approa
66. e 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 differen tial between magnetos If there is a doubt concerning operation of the ignition system RPM checks at higher engine speeds will usually confirm whether a deficiency exists An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be 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 voltage regulator 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 Page 40 118 Wu AOHNON POH Cessna Model 152 of its initial position if the alternator and voltage regulator are operating properly TAKEOFF POWER CHECK 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 approxi mately 2280 to 2380 RPM
67. ed must be made if the position of the load is different from that shown on the Loading Graph Total the weights and moments 1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope and if the loading is acceptable STATION rp STATION C G ARM C G ARM Pilot or passenger center of gravity on adjustable seats positioned for average occu pant Numbers in parentheses indicate forward and aft limits of occupant center of gravity 39 39 33 TO 41 33 TO 41 Arms measured to the center of the areas shown CHILD SEAT 64 l AREA 1 64 NOTE The aft baggage wall approx imate station 94 can be used 84 AREA 2 84 i AREA 2 as a convenient interior refer ence point for determining the 94 94 location of baggage area fuselage STANDARD OPTIONAL stations SEATING SEATING Page 87 118 a AOHNON Cessna Model 152 BAGGAGE LOADING AND TIE DOWN BAGGAGE AREA MAXIMUM ALLOWABLE LOADS AREA 1 120 POUNDS AREA 2 40 POUNDS cue Co i SS AREAS T 0 120 POUNDS TIE DOWN NET ATTACH POINTS A cargo tie down net is provided to secure baggage in the baggage area The net attaches to six tie down rings Two rings are located on the floor just aft of the seat backs and one
68. eed indicator is calibrated in knots and miles per hour Limitation and range markings include the white arc 35 to 85 knots green arc 40 to 111 knots yellow arc 111 to 149 knots and a red line 149 knots If a true airspeed indicator is installed it is equipped with a rotatable ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer To operate the indicator first rotate the ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit Pressure altitude should not be confused with indicated altitude To obtain pressure altitude momentarily set the barometric scale on the altimeter to 29 92 and read pressure altitude on the altimeter Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has been obtained Having set the ring to correct for altitude and temperature read the true airspeed shown on the rotatable ring by the indicator pointer For best accuracy the indicated airspeed should be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5 Knowing the calibrated airspeed read true airspeed on the ring opposite the calibrated airspeed RATE OF CLIMB INDICATOR The rate of climb indicator depicts airplane rate of climb or descent in feet per minute The pointer is actuated by atmospheric pressure changes resulting from changes of altitude as suppl
69. en fuel tanks the tanks should be re topped after each refueling to assure maximum capacity NOTE Takeoffs have not been demonstrated with less than 2 gallons total fuel 1 gallon per tank Approved Fuel Grades and Colors 100LL Grade Aviation Fuel Blue 100 Formerly 100 130 Grade Aviation Fuel Green 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 Page 97 118 Wu AEPOAEXXH AOHNON POH Cessna Model 152 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 IAS 104 knots GROSS WEIGHT 1670 165 FLIGHT LOAD FACTOR Flaps Up 4 4 1 76 Flaps Down 3 5 NO ACROBATIC MANEUVERS APPROVED EXCEPT THOSE LISTED BELOW Maneuver Recm Entry Speed Maneuver Recm Entry Speed Chandelles 95knots Spins Slow Deceleration Lazy Eights 95 knots Stalls except Steep Turns 95 knots whip stalls Slow Deceleration Abrupt use of controls prohibited above 104 knots Intentionalspins with flaps extended are prohibited Altitude loss in stall recovery 160 ft Flight into known icing conditions prohibited This airplane i
70. ent 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 could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging To preclude these possibilites an over voltage sensor will automatically shut Page 109 118 AOHNON POH Cessna Model 152 down the alternator and the over voltage warning light will illumi nate if the charge voltage reaches approximately 31 5 volts Assuming that the malfunction was only momentary an attempt should be made to reactivate the alternator system To do this 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 warning light will go off If the light illuminates again a malfunction is confirmed In this event the flight should be terminated and or the current
71. enter Moving the airplane by hand is most easily accomplished by attaching a tow bar to the nose gear strut If a tow bar is not available or pushing is required use the wing struts as push points Do not use the vertical or horizontal surfaces to move the airplane If the airplane is to be towed by vehicle never turn the nose wheel more than 30 ei ther side of center or structural damage to the nose gear could result Page 8 118 XH lt 4 8 2 lt lt Z 7 AOHNON POH Cessna Model 152 The minimum turning radius of the airplane using differential braking and nose wheel steering during taxi is approximately 24 feet 8 inches To obtain a minimum radius turn during ground handling the airplane may be rotated around either main landing gear by pressing down on the tail cone just forward of the vertical stabilizer to raise the nose wheel off the ground WING FLAP SYSTEM The wing flaps are of the single slot type see figure 7 3 and are extended or retracted by positioning the wing flap switch lever on the instrument panel to the desired flap deflection position The switch lever is moved up or down in a slot in the instrument panel that provides mechanical stops at the 10 and 20 positions For flap settings greate than 10 move the switch lever to the right to clear the stop and position it as desired A scale and pointer on the left side of the switch lever indicates flap travel in degrees The wi
72. has accumulated or oil consumption has stabilized SAE 50 above 16 lt 60 Page 115 118 AOHNON POH Cessna Model 152 SAE 40 between 1 30 F and 32 C 90 SAE 30 between 18 OF and 21 C 70 SAE 20 below 12 C 10 MIL L 22851 Ashless Dispersant Oil This oil must be used after the first 50 hours or oil consumption has stabilized SAE 40 or SAE 50 above 16 604 SAE 40 between 1 C 30 TF and 32 90 SAE 30 or SAE 40 between 18 OF and 21 C 701 SAE 30 below 12 10 CAPACITY OF ENGINE SUMP 6 Quarts Do not operate on less than 4 quarts To minimize loss of oil through breather fill to 5 quart level for normal flights of less than 3 hours For extended flight fill to 6 quarts These quantities refer to oil dipstick level readings During oil and oil filter changes one additional quart is required when the filter is changed OIL AND OIL FILTER CHANGE After the first 25 hours of operation drain engine oil sump and and oil cooler and clean the oil pressure screen If an oil filter is installed change filter at this time Refill sump with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized then change to dispersant oil On airplanes not equipped with an oil filter drain the engine oil sump and oil cooler and clean the oil pressure screen each 50 hours thereafter On airplanes which have an oil filter the oil change inter
73. he following information is known AIRPLANE CONFIGURATION Takeoff weight 1610 Pounds Usable fuel 24 5 Gallons TAKEOFF CONDITIONS Field pressure altitude 1500 Feet Temperature 28 16 above standard Wind component along runway 12 Knot Headwind Field length 3500 Page 50 118 7 AEPOAEXXH AOHNON CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute LANDING CONDITIONS POH Cessna Model 152 320 Nautical Miles 5500 Feet 20 16 above standard 10 Knot Headwind Field pressure altitude 2000 Feet Temperature 259 Field length 3000 Feet TAKE OF F The takeoff distance chart figure 5 4 should be consulted keeping in mind that the distances shown are based on the short field technique Conservative distances can be established by reading the chart at the next higher value of altitude and temperature For example in this particular sample problem the takeoff distance information presented for a pressure altitude of 2000 feet and a temperature of 30 C sho be used and results in the following Ground roll 980 Feet Total distance to clear 50 foot obstacle 1820 Feet These distances are well within the available takeoff field length Howev er a correction for the effect of wind may be made based on Note 3 of the takeoff chart The correction for a 12 knot headwind is 12 Knots 9 Knots This results in the following distances corrected for wind
74. he airplane is in this attitude Use the steerable nose wheel and rudder to maintain direction Page 39 118 Ws AOHNON POH Cessna Model 152 The carburettor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary When the knob is pulled out to the heat position air entering the engine is not filtered Taxiing over loose gravel or cinders 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 inflated and the airplane 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 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 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 overheating on the ground MAGNETO CHECK The magneto check should be made at 1700 RPM as follows Move ignition switch first to R position and note RPM Next move switch back to BOTH to clear the other set of plugs Then move switch to the L position not
75. hes determine whether the output of the receiver in use is fed to the headphones or through the audio amplifier to the speaker Place the switch for the desired receiving system either in the up position for speaker operation or in the down position for headphones The center OFF position will remove receiver output to either headphones or the speaker TRANS COM 1 1 2 ADF SPEAKER C Q w 2 SPEAKER PHONE SWITCH TYPICAL TRANSMITTER SELECTOR SWITCH STATIC DISCHARGERS If frequent IFR flights are planned installation of wick type static dischargers is recommended to improve radio communications during flight through dust or various forms of precipitation rain snow or ice crystals Under these conditions the build up and discharge of static electricity from the trailing edges of the wings rudder elevator propeller tips and radio antennas can result in loss of usable radio signals on all communications and navigation radio equipment Usually the ADF is first to be affected and VHF communication equipment is the last to be affected Installation of static dischargers reduces interference from precipitation static but it is possible to encounter severe precipitation static conditions which might cause the loss of radio signals even with static dischargers installed Whenever possible avoid known severe precipitation areas to prevent loss of dependable radio signals
76. hnique The distances corresponding to 2000 feet and 306 are as follows Ground roll 535 Feet Total distance to clear a 50 foot obstacle 1300 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff CONDITION Power required for level flight or maximum rated RPM dive FLAPS UP KIAS 100 110 120 130 140 KCAS 97 107 117 127 136 FLAPS 109 KIAS KCAS FLAPS 30 KIAS KCAS Page 54 118 Cessna Model 152 Wu AEPOAEZXH AOHNON Ep Ly d il cnr i n A HH 5 Er ur HI i EE 40 nu gaa sss 24 nu r HH FH 7 dH H E HA L anm on 711 H H H Hu 5 H E FH E f m s m nu H H Page 55 118 H 5 E nu ger an an
77. ied by the static source Page 26 118 7 AOHNON POH Cessna Model 152 ALTIMETER Airplane altitude is depicted by a barometric type altimeter A knob near the lower left portion of the indicator provides adjustment of the instrument s barometric scale to the current altimeter setting VACUUM SYSTEM AND INSTRUMENTS An engine driven vacuum system see figure 7 9 is available and provides the suction necessary to operate the attitude indicator and directional indicator The system consists of a vacuum pump mounted on the engine a vacuum relief valve and vacuum system air filter on the aft side of the firewall below the instrument panel and instruments including a suction gage on the left side of the instrument panel ATTITUDE INDICATOR An attitude indicator is available and gives a visual indication of flight attitude Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which has index marks 10 20 30 60 and 90 either side of the center mark Pitch and roll attitudes are presented by a miniature airplane in relation to the horizon bar A knob at the bottom of the instrument is provided for in flight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication DIRECTIONAL INDICATOR A directional indicator is available and displays airplane heading on a compass card in relation to a fixed simulated airplane image a
78. in instrument flying EXECUTING A 180 TURN IN CLOUDS Upon inadvertently entering the clouds an immediate plan should be made to turn back as follows 1 Note the time of the minute hand and observe the position of the sweep second hand on the clock 2 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 3 Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading Page 106 118 AOHNON POH Cessna Model 152 4 If necessary adjust heading primarily with skidding motions rather than roling motions so that the compass will read more accurately 5 Maintain altitude and airspeed by cautious application of elevator control Avoid over controlling 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 1800 turn a descent through a cloud deck to VFR conditions may be appropriate If possible obtain radio clearance for an emergency descent through clouds To guard against a spiral dive choose an easterly or westerly heading to minimize compass card swings due to changing bank angles In addition keep hands off the control
79. inds aloft information to determine the most favorable altitude and power setting for a given trip To achieve the recommended lean mixture fuel consumption figures shown in Section 5 the mixture should be leaned until engine RPM peaks and drops 25 50 RPM At lower powers it may be necessary to enrichen the mixture slightly to obtain smooth operation Carburetor ice as evidenced by an unexplained drop in RPM can be removed by application of full carburetor heat Upon regaining the original RPM with heat off use the minimum amount of heat by trial and error to prevent ice from forming Since the heated air causes a richer mixture readjust the mixture setting when carburetor heat is to be used continuously in cruise flight The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion The mixture setting should be readjusted for smoothest operation FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING OPERATIONS For best fuel economy during flight training operations the following procedures are recommended 1 Use 55 to 60 power while transitioning to and from the practice area approximately 2200 2250 RPM Page 43 118 Ws AOHNON POH Cessna Model 152 2 Lean the mixture for maximum RPM during climbs above 3000 feet The mixture may be left leaned for practicing such maneuvers as stalls 3 Lean the mixture for m
80. ins the tachometer ammeter over voltage light and additional instruments such as a flight hour recorder A sub panel under the primary instrument panel contains the fuel quantity indicators cigar lighter and engine instruments positioned below the pilots control wheel The electrical switches panel and radio light rheostat knob ignition and master switches primer and parking brake control are located around these instruments The engine controls wing flap switch and cabin air and heat control knobs are to the right of the pilot along the upper edge of the sub panel Directly below these controls are the elevator trim control wheel trim position indicator microphone and circuit breakers A map compartment is on the extreme right side of the sub panel For details concerning the instruments switches circuit breakers and controls on this panel refer in this section to the description of the systems to which these items are related GROUND CONTROL Effective ground control while taxiing is accomplished through nose wheel steering by using the rudder pedals left rudder pedal to steer left and right rudder pedal to steer right When a rudder pedal is depressed a spring loaded steering bungee which is connected to the nose gear and to the rudder bars will turn the nose wheel through an arc of approximately 8 5 each side of center By applying either left or right brake the degree of turn may be increased up to 30 each side of c
81. ior 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 restarted a forced landing without power must be completed 12 000 t 10 000 X 8000 H 6000 gt Q 5 22 SPEED 60 KIAS PROPELLER WINDMILLING FLAPS UP K ZERO WIND 4 6 8 10 12 14 16 18 20 GROUND DISTANCE NAUTICAL MILES FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist Before attempting an off airport landing with engine power available one should fly over the landing area at a safe but low altitude to inspect the Page 105 118 AOHNON POH Cessna Model 152 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 LAN
82. ironment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public We as pilots can demonstrate our concern for environmental improvement by application of the following suggested procedures and thereby tend to build public support for aviation 1 Pilots operating aircraft under VFR over outdoor assemblies of persons recreational and park areas and other noise sensitive areas should make every effort to fly not less than 2000 feet above the surface weather permitting even though flight at a lower level may be consistent with the provisions of government regulations 2 During departure from or approach to an airport climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise sensitive areas NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions or where in the pilots judgment an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft The certificated noise level for the Model 152 at 1670 pounds maximum weight is 65 0dB A No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at into or out of any airport Page 49 118 AOHNON POH Cessna Model 152 Ce
83. ized 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 Emergency procedures associated with ELT and other optional systems can be found in Section 9 AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff x 60 KIAS Maneuvering Speed 1670 LDS om Q 9 do X 9 3c 104 KIAS 1900 LDS s uoc ck oae 9 x 98 KIAS 1350 LBS lt s S e gmd XP 3 39 eee SSS amp 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 ENGINE FAILURE DURING FLIGHT 1 Airspeed 60 KIAS Page 100 118 AEPOAEXXH AOHNON POH Cessn
84. leration Stalls Except Whip Stalls UseSlow 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 thing to bear in mind in flight maneuvers 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 use of controls FLIGHT LOAD FACTOR LIMITS Flight Load Factors Flaps Up 4 4g 1 769 Flaps Down 3 59 design load factors are 150 of the above and in all cases the structure meets or exceeds design loads KINDS OF OPERATION 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 required instrumentation and equipment for these operations The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance Flight into known icing conditions is prohibited Page 75 118 7 AEPOAEZXH AOHNON POH Cessna Model 152 FUEL LIMITATIONS Standard Tanks 13 U S gallons each Total Fuel 26 U S gallons Usable Fuel all flight conditions 24 5 U S gallons Unus
85. ll 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 Page 108 118 W AOHNON POH Cessna Model 152 airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable If not swi
86. louds or overcast the flashing light reflected from water droplets or particles in the atmosphere particularly at night can produce vertigo and loss of orientation The high intensity strobe lights will enhance anti collision protection Page 23 118 Wu AOHNON POH Cessna Model 152 However the lights should be turned off when taxiing in the vicinity of other airplanes or during night flight through clouds fog or haze INTERIOR LIGHTING Instrument and control panel lighting is provided by flood lighting and integral lighting Two concentric rheostat control knobs on the lower left side of the instrument panel labelled PANEL LT and RADIO LT control the intensity of both flood and integral lighting Instrument and control panel flood lighting consists of a single red flood light in the forward part of the overhead console To use the flood lighting rotate the PANEL LT rheostat control knob clockwise to the desired intensity The radio equipment and magnetic compass have integral lighting The light intensity of all integral lighting is controlled by the RADIO LT rheostat control knob A cabin dome light is located in the aft part of the overhead console and is operated by a switch on the lower portion of the instrument panel To turn the light on place the switch in the ON position A control wheel map light is available and is mounted on the bottom of the pilot s control wheel The light illuminates the
87. lower portion of the cabin just forward of the pilot and is helpful when checking maps and other flight data during night operations To operate the light first turn on the NAV LIGHTS switch then adjust the map lights intensity with the knurled disk type rheostat control located at the bottom of the control wheel The most probable cause of a light failure is a burned out bulb however in the event any of the lighting systems fail to illuminate when turned on check the appropriate circuit breaker If the circuit breaker has opened white button popped out and there is no obvious indication of a short circuit smoke or odour turn off the light switch of the affected lights reset the breaker and turn the switch on again If the breaker opens again do not reset it CABIN HEATING VENTILATING AND DEFROSTING SYSTEM The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push pull CABIN HT and CABIN AIR control knobs Heated fresh air and outside air are blended in a cabin manifold just aft of the firewall by adjustment of the heat and air controls this air is then vented into the cabin from outlets in the cabin manifold near the pilot s and Page 24 118 Ws AOHNON POH Cessna Model 152 passenger s feet Windshield defrost air is also supplied by a duct leading from the manifold Full ventilation air may be obtained by utilization of the adjustable ventila
88. nd index The directional indicator will precess slightly over a period of time Therefore the compass card should be set in accordance with the magnetic compass just prior to takeoff and occasionally re adjusted on extended flights A knob on the lower left edge of the instrument is used to adjust the compass card to correct for any precession SUCTION GAGE A suction gage is located on the left side of the instrument panel when the airplane is equipped with a vacuum system Suction available for operation of the attitude indicator and directional indicator is shown by this gage which is calibrated in inches of mercury The desired suction range is 4 6 to 5 4 inches of mercury A suction reading below this range may indicate a system malfunction or improper adjustment and in this case the indicators should not be considered reliable Page 27 118 7 AEPOAEXXH AOHNON POH Cessna Model 152 INLET AIR 7 OVERBOARD VENT LINE VACUUM DISCHARGE AIR VACUUM PUMP VACUUM RELIEF VALVE ATTITUDE _ INDICATOR SUCTION GAGE e DIRECTIONAL N z 22 INDICATOR 5 VACUUM SYSTEM zz DSS z 2 ES 2 2 AIR FILTER z gt im Ma v oo a ck A s v a bM B m ara et Nh A Pob E w P 4 p s d B P P n P B 5 B b b t w Iz P P B A v w P Page 28 118 Cessna
89. ng flap system circuit is protected by a 15 ampere circuit breaker labelled FLAP on the right side of the instrument panel LANDING GEAR SYSTEM The landing gear is of the tricycle type with a steer able nose wheel and two main wheels The landing gear may be equipped with wheel fairings Shock absorption is provided by the tubular spring steel main landing gear struts and the air oil nose gear shock strut Each main gear wheel is Page 9 118 7 AEPOAEXXH AOHNON POH Cessna Model 152 equipped with a hydraulically actuated disc type brake on the inboard side of each wheel When wheel fairings are installed an aerodynamic fairing covers each brake BAGGAGE COMPARTMENT The baggage compartment consists of the area from the back of the pilot and passenger s seats to the aft cabin bulkhead Access to the baggage compartment is gained from within the airplane cabin A baggage net with six tie down straps is provided for securing baggage and is attached by tying the straps to tie down rings provided in the airplane When loading the airplane children should not be placed or permitted in the baggage compartment unless a child s seat is installed and any material that might be hazardous to the airplane or occupants should not be placed anywhere in the airplane For baggage area dimensions refer to Section 6 SEATS The seating arrangement consists of two separate adjustable seats for the pilot and passenger and if installed a child s sea
90. ob cannot be pulled out Page 16 118 7 AOHNON Cessna Model 152 COOLING SYSTEM Ham air for engine cooling enters through two intake openings in the front of the engine cowling The cooling air is directed around the cylinders and other areas of the engine by baffling and is then exhausted through an opening at the bottom aft edge of the cowling No manual cooling system control is provided A winterisation kit is available for the airplane The kit consists of two cover plates to partially cover the cowl nose cap opening two placards to be installed on the cover plates insulation for the engine crankcase breather line and a placard to be installed on the map compartment door This equipment should be installed for operations in temperatures consistently below 7 20f Once installed the crankcase br eather insulation is approved for permanent use regardless of temperature PROPELLER The airplane is equipped with a two bladed fixed pitch one piece forged aluminium alloy propeller which is anodised to retard corrosion The propeller is 69 inches in diameter FUEL SYSTEM The airplane may be equipped with either a standard fuel system or long range system see figure 7 6 Both systems consist of two vented fuel tanks one in each wing a fuel shutoff valve fuel strainer manual primer and carburettor Refer to figure 7 5 for fuel quantity data for both systems FUEL QUANTITY DATA U S GALLON
91. odel 152 Cessna Model 152 AIRPLANE amp SYSTEMS DESCRIPTION RUDDER CONTROL SYSTEM Page 4 118 gt 2 t AOHNON POH Cessna Model 152 AIRPLANE amp SYSTEMS DESCRIPTION Cessna Model 152 ELEVATOR TRIM CONTROL SYSTEM Page 5 118 AEPOAE2XH AOHNON Cessna Model 152 Cessna Model 152 AIRPLANE 8 SYSTEMS DESCRIPTION 32 31 43 42 41 40 39 38 37 36 35 34 33 Page 6 118 Cessna Model 152 AEPOAE2XH AOHNON AIRPLANE amp SYSTEMS DESCRIPTION Cessna Model 152 QOU Supq1eq IJUMA 9 HULL YOUMG AYUNO Teng 93174 38150949 5317 OIpe pu 1u unrsur 1914817 12810 ogen 91 55944 SIMS EOOH qouy 10191 8185 99VM 107000 WML MOOT UOOA enjodu qouy 104340 Sura SJoxeo1g 1 dey ev OF 66 LE 9 amp SE 66 TE 06 66 86 46 96 86 M 8
92. ontrol in the idle cut off position 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 under primed 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 carburettor heat unless icing conditions prevail NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERATION paragraphs in this section Page 38 118 AOHNON Cessna Model 152 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 below to maintain directional control and balance rr USE UP AILERON ON LH WING AND _ JEUTRAL ELEVATOR USE DOWN AILER N 2 USE DOWN AILERON LH WING AND ON RH WING AND 2 E DOWN ELEVATOR 5 CODE Strong quartering tail winds require caution WIND DIRECTION Avoid sudden bursts of the throttle and sharp braking when t
93. or Page 20 118 AEPOAE2XH AOHNON REGULATOR ALTERNATOR R OVER VOLTAGE SENSOR WARNING LIGHT ALTERNATOR FIELD CIRCUIT BREAKER 8 k MASTER SWITCH CLOCK 4 STARTER OIL PRESSURE SWITCH L STARTER 34 2 FLIGHT HOUR RECORDER BATTERY s CONTACTOR lt TO t WING FLAP CIRCUIT BREAKER GROUND SERVICE PLUG RECEPTACLE BATTERY IGNITION SWITCH CIRCUIT BREAKER CIRCUIT BREAKER PUSH TO RESET FUSE q DIODE RESISTOR CAPACITOR NOISE FILTER MAGNETOS Page 21 118 p POH Cessna Model 152 FUEL IND BCN PITOT STROBE LTS LOG LTS FLAP INST LTS DOME 40 RADIO 1 D RADIO 2 RADIO 3 2 RADIO 4 TO FUEL QUANTITY INDICATORS TO FLASHING BEACON TO PITOT HEAT TO STROBE LIGHTS TO CIGAR LIGHTER WITH FUSE AND CIRCUIT BREAKER TO LANDING AND TAXI LIGHTS TO GNITION SWITCH TO WING FLAP SYSTEM TO INSTRUMENT RADIO AND COMPASS LIGHTS TO OIL TEMPERATURE GAGE TO TURN COORDINATOR TO AUDIO MUTING RELAY TO CONTROL WHEEL MAP LIGHT TO NAVIGATION LIGHTS TO DOME LIGHT TO RADIO TO RADIO TO RADIO OR TRANSPONDER AND ENCODING ALTIMETER TO RADIO 7 AOHNON POH Cessna Model 152 Normally both sides of the master
94. ou by any Cessna Dealer in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work PILOT CONDUCTED PREVENTIVE MAINTENANCE A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed NOTE Pilots operating airplanes of other than U S registry should refer to the regulations of the country of certifica tion for information on preventive maintenance that may be performed by pilots A Service Manual should be obtained prior to performing any preven tive maintenance to ensure that proper procedures are followed Your Cessna Dealer should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed personnel Page 113 118 AEPOAEZXH AOHNON POH Cessna Model 152 ALTERATIONS OR REPAIRS It is essential that the FAA be contacted prior to any alterations on the airplane to ensure that airworthiness of the airplane is not violated Alterations or repairs to the airplane must be accomplished by licensed personnel GROUND HANDLING TOWING The airplane is most easily and safely maneuvered by hand with the tow bar attached to the nose wheel When towing with a vehicle do not exceed the nose gear turning angle of 30 either side of c enter or damage to the ge
95. rate of climb speed should be of short duration to improve engine cooling CRUISE Normal cruising is performed between 55 and 75 power The engine 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 6596 to 7596 power until a total of 50 hours has accumulated or oil consumption has stabil ized This is to ensure proper seating of the rings and is applicable to new engines and engines in service follow ing cylinder replacement or top overhaul of one or more cylinders The data in Performance shows the increased range and improved fuel economy that is obtainable when operating at lower power settings The use of lower power settings and the selection of cruise altitude on the basis of the most favorable wind conditions are significant factors that should be considered on every trip to reduce fuel consumption Page 42 118 7 AOHNON POH Cessna Model 152 osx rower sot power ALTITUDE KTAS 5 NMPG KTAS NMPG Sea Level 16 4 19 3 4000 Feet 17 0 19 8 8000 Feet 17 6 20 4 Standard Conditions gt oe Zero Wind Figure 4 3 Cruise Performance Table The Cruise Performance Table figure 4 3 shows the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers This table should be used as a guide along with the available w
96. retracted to the full up position COLD WEATHER OPERATION Prior to starting on cold mornings it is advisable to pull the propeller through several times by hand to break loose or limber the oil thus conserving battery energy NOTE When pulling the propeller through by hand treat it as if the ignition switch is turned on A loose or broken ground wire on either magneto could cause the engine to fire In extremely cold 18C and lower weather the use of an external preheater is recommended whenever possible to reduce wear and abuse to the engine and electrical system Cold weather starting procedures are as follows With Preheat Page 47 118 Ws AOHNON POH Cessna Model 152 1 With ignition switch OFF and throttle closed prime the engine four to eight strokes as the propeller is being turned over by hand NOTE Use heavy strokes of primer for best atomization of fuel Leave primer charged and ready for a stroke Propeller Area CLEAR Master Switch ON Mixture FULL RICH Throttle OPEN 1 8 INCH Ignition Switch START Release ignition switch to BOTH when engine starts Continue to prime the engine using the manual primer if required until the engine runs smoothly 9 Oil Pressure CHECK 10 Primer LOCK CON O 01 OW Without Preheat 1 Prime the engine six to eight strokes while the propeller is being turned by hand with the throttle closed
97. ring is located two inches above the floor on each cabin wali at the aft end of area 1 Two additional rings located at the top aft end of area 2 At least four rings should be used to restrain the maximum baggage load of 120 CABIN HEIGHT MEASUREMENTS gt 311 4 22 FIREWALL l Z amp BEER t ME 38 56 0 FACE OF INSTRUMENT PANEL REAR WALL OF CABIN DOOR OPENING DIMENSIONS WIDTH WIDTH HEIGHT WIDTH BOTTOM FRONT REAR e LWR WINDOW LINE 33 x CABIN FLOOR Page 88 118 7 AOHNON POH Cessna Model 152 CABIN WIDTH MEASUREMENTS A TIE DOWN RINGS 6 2 x LI J r x x 31 y 2 m CABIN STATIONS 0 0 10 20 30 40 50 60 70 80 9094 C G ARMS 56 0 Page 89 118 Cessna Model 152 AEPOAE2XH AOHNON 50 90 3NV I1dMIV ANV ld HIV ejqe1deooe si uri urod siy pue edo aAu3 ANALIS 191097 ay G 9G 18 0 91 1009 siy 946201 LN3IOIN ANY LH9I3M 19101 581 OF p6 01 9 7 abebbeg XW 541 021 94 91 OG 1285 5 uo 1eBuessed 10 Lp 01 JaBuassed pue Oiid 1uBI AA
98. rol LIFT NOSE WHEEL at 50 KIAS 5 Climb Speed 65 75 KIAS SHORT FIELD TAKEOFF Eu Wing Flaps 100 Carburetor Heat COLD Brakes APPLY Throttle FULL OPEN Mixture RICH above3 Brakes RELEASE Elevator Control SLIGHTLY TAIL LOW Climb Speed 54 KIAS until all obstacles are cleared Wing Flaps RETRACT slowly after reaching 60 KIAS Page 35 118 7 AOHNON POH Cessna Model 152 EN ROUTE CLIMB 1 Airspeed 70 80 KIAS NOTE If a maximum performance climb is necessary use speeds shown in the Rate of Climb chart in Section 5 2 Throttle FULL OPEN 3 RICH below 3000 feet LEAN for maximum RPM above 3000 feet CRUISE 1 Power 1900 2550 RPM no more than 75 2 Elevator Trim ADJUST 3 Mixture LEAN BEFORE LANDING 1 Seats Belts Harnesses ADJUST and LOCK 2 Mixture RICH Carburettor Heat ON apply full heat before closing throttle LANDING NORMAL LANDING Airspeed 60 70 KIAS flaps UP Wing Flaps AS DESIRED below 85 KIAS Airspeed 55 65 KIAS flaps DOWN Touchdown MAIN WHEELS FIRST Landing Roll LOWER NOSE WHEEL GENTLY Braking MINIMUM REQUIRED SHORT FIELD LANDING Airspeed 60 70 KIAS flaps UP Wing Flaps 300 below 85 KIAS Airspeed MAINTAIN 54 KIAS Power REDUCE to idle as obstacle is cleared Touchdown MAIN WHEELS FIRST Brakes APPLY HEAV
99. s certified for the following flight operations as of date of original airworthiness certificate DAY NIGHT VFR 2 In the baggage compartment 120 lbs maximum baggage and or auxiliary seat passenger For additional loading instructions see Weight and Balance Data Page 98 118 AEPOAEZXH AOHNON POH Cessna Model 152 3 Near fuel shutoff valve standard tanks FUEL 24 5 GALS ON OFF Near fuel shutoff valve long range tanks FUEL 37 5 GALS ON OFF 4 Near fuel tank filler cap standard tanks FUEL 100LL 100 MIN GRADE AVIATION GASOLINE CAP 13 U S GAL Near fuel tank filler cap long range tanks FUEL 100LL 100 MIN GRADE AVIATION GASOLINE 19 5 0 5 GAL CAP 13 0 U S GAL TO BOTTOM OF FILLER COLLAR 9 On the instrument panel near the altimeter SPIN RECOVERY VERIFY AILERONS NEUTRAL AND THROTTLE CLOSED APPLY FULL OPPOSITE RUDDER MOVE CONTROL WHEEL BRISKLY FORWARD TO BREAK STALL NEUTRALIZE RUDDER AND RECOVER FROM DIVE dim Page 99 118 XH lt 4 8 A ON 2 nn NA 7 AOHNON POH Cessna Model 152 EMERGENCY PROCEDURES INTRODUCTION Section provides checklist and amplified procedures for coping with emergencies that may occur Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced Enroute weather emergencies can be minim
100. se the cruise speeds by approximately two knots ALTITUDE FEET 77 KTAS 300 350 400 450 RANGE NAUTICAL MILES Page 61 118 7 AOHNON POH Cessna Model 152 ENDURANCE PROFILE 45 MINUTES RESERVE 24 5 GALLONS USABLE FUEL CONDITIONS 1670 Pounds Hecommended Lean Mixture for Cruise otandard Temperature NOTES 1 This chart allows for the fuel used for engine start taxi takeoff and climb and the time during climb as shown in figure 5 6 2 Reserve fuel is based on 45 minutes at 45 and is 2 8 gallons a LL ui 3 2 m lt T JRE SEE ENDURANCE HOURS Page 62 118 AEPOAEZXH AOHNON POH Cessna Model 152 LANDING DISTANCE SHORT FIELD CONDITIONS Flaps 300 Power Off Maximum Braking Paved Level Dry Runway Zero Wind NOTES 1 Short field technique as specified in Section 4 2 Decrease distances 1096 for each 9 knots headwind For operation with tailwinds up to 10 knots increase distances by 10 for each 2 knots 3 For operation on a dry grass runway increase distances by 4596 of the ground roll figure oc WEIGHT LBS TOTAL TOTAL TOTAL TOTAL TOTAL FT JGRND TO CLEAR CLEAR GRND
101. sed 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 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 Page 33 118 7 T C gt AOHNON POH Cessna Model 152 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 flight 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 3 Fuel Quantity CHECK VISUALLY for desired level 4 Fuel Filler Cap SECURE 1 LEFT WING Leading Edge 3 4 1 Pitot Tube Cover REMOVE and check opening for stoppage Stall Warning Opening CHECK for stoppage To check the system place a clean handkerchief over the vent opening and apply suction a sound from the warning horn will confirm system operation Fuel Tank Vent Opening CHECK for stoppage Wing Tie Down DISCONNECT LEFT WING Trailing Edge 1 Aileron CHECK freedom of movement and sec
102. spark plugs Normal operation is conducted with both magnetos due to the more complete burning of the fuel air mixture with dual ignition Ignition and starter operation is controlled by a rotary type switch located on the left sub panel The switch is labelled clockwise OFF R L BOTH and STARTS The engine should be operated on both magnetos BOTH Page 15 118 Wu AOHNON POH Cessna Model 152 position except for magneto checks The H and L positions are for checking purposes and emergency use only When the switch is rotated to the spring loaded START position with the master switch in the ON position the starter contactor is energized and the starter will crank the engine When the switch is released it will automatically return to the BOTH position AIR INDUCTION SYSTEM The engine air induction system receives ram air through an intake in the lower portion of the engine cowling The intake is covered by an air filter which removes dust and other foreign matter from the induction air Airflow passing through the filter enters an air box After passing through the air box induction air enters the inlet in the carburettor which is under the engine and is then ducted to the engine cylinders through intake manifold tubes the event carburettor ice is encountered or the intake filter becomes blocked alternate heated air can be obtained from the muffler shroud through a duct to a valve in the air box operated
103. ss should be secured opins with baggage loadings or occupied child s seat are not approved The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions However care should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels Page 44 118 es AOHNON POH Cessna Model 152 It is recommended that where feasible entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level At least 1000 feet of altitude loss should be allowed for a 1 turn spin and recovery while a 6 turn spin and recovery may require somewhat more than twice that amount For example the recommended entry altitude for a 6 turn spin would be 6000 feet above ground level In any case entries should be planned so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91 71 Another reason for using high altitudes for practicing 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 sim
104. ssna Model 152 PERFORMANCE INTRODUCTION Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions and also to facilitate the planning of flights in detail and with reasonable accuracy The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 4596 power Fuel flow data fOr cruise is based on the recommended lean mixture setting Some indeterminate variables such as mixture leaning technique fuel metering characteristics engine and propeller condition and air turbulence may account for variations of 1096 or more in range and endurance Therefore it is important to utilize all available information to estimate the fuel required for the particular flight USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus trate the effect of different variables Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight T
105. switch should be used simultaneously however the BAT side of the switch could be turned ON separately to check equipment while on the ground The ALT side of the switch when placed in the OFF position removes the alternator from the electrical system With this switch in the OFF position the entire electrical load is placed on the battery Continued operation with the alternator switch in the OFF position will reduce battery power low enough to open the battery contactor remove power from the alternator field and prevent alternator restart AMMETER The ammeter indicates the flow of current in amperes from the alternator to the battery or from the battery to the airplane electrical system When the engine is operating and the master switch is turned on the ammeter indicates the charging rate applied to the battery In the event the alternator is not functioning or the electrical load exceeds the output of the alternator the ammeter indicates the battery discharge rate OVER VOLTAGE SENSOR AND WARNING LIGHT The airplane is equipped with an automatic over voltage protection system consisting of an over voltage sensor behind the instrument panel and a red warning light labelled HIGH VOLTAGE under the ammeter In the event an over voltage condition occurs the over voltage sensor automatically removes alternator field current and shuts down the alternator The red warning light will then turn on indicating to the pilot that the altern
106. t in the rear cabin area The pilots and passenger s seats are available two designs four way and six way adjustable Four way seats may be moved forward or aft and the seat back angle changed To position either seat lift the lever under the inboard corner of the seat slide the seat into position release the lever and check that the seat is locked in place To adjust the seat back pull forward on the knob under the center of the seat and apply pressure to the back To return the seat back to the upright position pull forward on the exposed portion of the seat back frame Both seat backs will also fold full forward The six way seats may be moved forward or aft adjusted for height and the seat back angle changed Position either seat by lifting the tubular handle under the inboard front corner of the seat bottom and slide the seat to the desired position Release the lever and check that the seat is locked in place The seats may be raised or lowered two inches in one inch steps and should be adjusted prior to flight To raise or lower either seat pull forward on a handle under the seat near the inboard corner force the seat down against spring tension or allow spring tension to raise it to the desired position release the handle and then allow the seat to move until it locks in place Seat back angle is adjustable by rotating a lever on the rear inboard corner of each seat To adjust either seat back rotate the
107. tates Federal Aviation Regulations Since the Regulations of other nations may require other documents and data owners of airplanes not registered in the United States should check with their own aviation officials to determine their individual requirements Cessna recommends that these items plus the Pilots Operating Handbook Pilot s Checklists Power Computer Customer Care Program book and Customer Care Card be carried in the airplane at all times AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS As required by Federal Aviation Regulations all civil aircraft of U S registry must undergo a complete inspection annual each twelve calendar months In addition to the required ANNUAL inspection aircraft operated commercially for hire must have a complete inspection every 100 hours of operation The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane engine propeller and components It is the responsibility of the owner operator to ensure compliance with all applicable airworthiness directives and when the inspections are repetitive to take appropriate steps to prevent inadvertent noncompliance In lieu of the 100 HOUR and ANNUAL inspection requirements an airplane may be inspected in accordance with a progressive inspection schedule which allows the work load to be divided into smaller operations that can be accomplished in shorter time periods The CESSNA PROGRESSIVE CARE PRO
108. tch to the good magneto and proceed to the nearest airport for repairs 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 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 airport would be advisable to inspect the source of trouble If a total loss of oil pressure is accompanied 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 ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over voltage warning light however the cause of these 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 voltage regulator can also cause mal functions Problems of this nature constitute an electrical emergency and should be dealt with immediately Electrical power malfunctions usually fall into two categories excessive rate of charge and insuffici
109. temperature 4 Distances shown are based on zero wind TIME FUEL USED DISTANCE MIN GALLONS NM PRESSURE ALTITUDE WEIGHT LBS Page 59 118 7 AOHNON Cessna Model 152 CRUISE PERFORMANCE CONDITIONS 1670 Pounds Recommended Lean Mixture See Section 4 Cruise NOTE Cruise speeds are shown for an airplane equipped with speed fairings increase the speeds by approximately two din 209C BELOW STANDARD 209C ABOVE PRESSURE STANDARD TEMP TEMPERATURE STANDARD TEMP ALTITUDE neo a fe C 00 4 5 8 5 2 4 6 4 2 3 8 ARANT WASAN OADM WAAD WARTO P P OO QO GOO ONGTOM OWNIN O NORWOOD DANO Qoo p gt GOE TD DOO WAAN GO ION ONOO dS NORDAN ONO oOOUN Page 60 118 7 AOHNON POH Cessna Model 152 RANGE PROFILE 45 MINUTES RESERVE 24 5 GALLONS USABLE FUEL CONDITIONS 1670 Pounds Hecommended Lean Mixture for Cruise otandard Temperature Zero Wind NOTES 1 This chart allows for the fuel used for engine start taxi takeoff and climb and the distance during climb as shown in figure 5 6 2 Reserve fuel is based on 45 minutes at 45 and is 2 8 gallons Performance is shown for an airplane equipped with speed fairings which increa
110. titudes The amount of unusable fuel is relatively small due to the dual outlets at each tank The maximum unusable fuel quantity as determined from the most critical flight condition is about 1 5 gallons total This quantity was not exceeded by any other reasonable flight condition including pro longed 30 second full rudder sideslips in the landing configuration Takeoffs have not been demonstrated with less than 2 gallons total fuel 1 gallon per tank The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system for contamination and grade The system should be examined before the first flight of every day and after each refuelling by using the sampler cup provided to drain fuel from the wing tank sumps and by utilizing the fuel strainer drain under an access panel on the right side of the engine cowling The fuel tanks should be filled after each flight to prevent condensation When the airplane is equipped with long range tanks it may be serviced to a reduced fuel capacity to permit heavier cabin loadings This is accomplished by filling each tank to the bottom of the indicator on the fuel filler neck When filled to this level the tank contains 13 gallons 12 25 usable in all flight conditions Page 18 118 AEPOAEZXH AOHNON POH Cessna Model 152 FILLER CAP VENTED FILLER ss VENT LEFT FUEL TANK RIGHT FUEL TANK FUEL FUEL SHUTOFF 245 GALS VALV
111. to switch the microphone to the radio unit the pilot desires to use for transmission This is accomplished by placing the transmitter selector switch in the position corresponding to the radio unit which is to be used The up position selects the upper transmitter and the down position selects the lower transmitter The installation of Cessna radio equipment provides certain audio back up capabilities and transmitter selector switch functions that the pilot should be familiar with The audio amplifier in the NAV COM radio is required for speaker and transmitter operation The amplifier is automatically selected along with the transmitter by the transmitter selector switch As an example if the number 1 transmitter is selected the audio amplifier in the associated NAV COM receiver is also selected and functions as the amplifier for ALL speaker audio In the event the audio amplifier in use fails as evidenced by loss of all speaker audio and transmitting capability Page 29 118 AOHNON POH Cessna Model 152 of the selected transmitter select the other transmitter This should re establish speaker audio and transmitter operation Since headset audio is not affected by audio amplifier operation the pilot should be aware that while utilizing a headset the only indication of audio amplifier failure is loss of the selected transmitter This can be verified by switching to the speaker function The speaker phone switc
112. tors near the upper left and right corners of the windshield and by pulling the CABIN AIR control knob out The CABIN HT control knob must be pushed full in EXHAUST MUFFLER SHROUD HEATER VALVE VENTILATING AIR DOOR CABIN HEAT CONTROL OUTLET CONTROL ADJUSTABLE ADJUSTABLE VENTILATOR VENTILATOR CODE 4 RAM AIR FLOW lt VENTILATING AIR lt HEATED AIR BLENDED AIR MECHANICAL CONNECTION Page 25 118 Cessna Model 152 PITOT STATIC SYSTEM AND INSTRUMENTS The pitot static system supplies ram air pressure to the airspeed indicator and static pressure to the airspeed indicator rate of climb indicator and altimeter The system is composed of either an unheated or heated pitot tube mounted on the lower surface of the left wing an external static port on the lower left side of the forward fuselage and the associated plumbing necessary to connect the instruments to the sources The heated pitot system consists of a heating element in the pitot tube a rocker type switch labeled PITOT HT on the lower left side of the instrument panel a 15 amp circuit breaker under the engine controls on the instrument panel and associated wiring When the pitot heat switch is turned on the element in the pitot tube is heated electrically to maintain proper operation in possible icing conditions Pitot heat should be used only as required AIRSPEED INDICATOR The airsp
113. ts are used in the jacking operation refer to the Service Manual for specific procedures and equipment required Individual main gear may be jacked by using the jack pad which is incorporated in the main landing gear strut step bracket When using the individual gear strut jack pad flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised tilting the jack The jack must Page 114 118 AOHNON POH Cessna Model 152 then be lowered for a second jacking operation Do not jack both main wheels simultaneously using the individual main gear jack pads If nose gear maintenance is required the nose wheel may be raised off the ground by pressing down on a tailcone bulkhead just forward of the horizontal stabilizer and allowing the tail to rest on the tail tie down ring NOTE Do not apply pressure on the elevator or outboard stabiliz er surfaces When pushing on the tailcone always apply pressure at a bulkhead to avoid buckling the skin To assist in raising and holding the nose wheel off the ground weight down the tail by placing sand bags or suitable weight on each side of the horizontal stabilizer next to the fuselage If ground anchors are available SERVICING In addition to the PREFLIGHT INSPECTION covered in Section 4 COMPLETE servicing inspection and test requirements for your airplane are detailed in the Service Manual The Service Manual outlines all items which require
114. ultaneously with reaching full aft eleva tor 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 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 in the development of a nose down spiral NOTE Careful attention should be taken to assure that the aileron control is neutral during all phases of the spin since any aileron deflection in the direction of the spin may alter the spin characteristics by increasing the rotation rate and changing the pitch attitude For the purpose of training in spins and spin recoveries a 1 to 2 turn spin is adequate and should be used Up to 2 turns the spin will progress to a fairly rapid rate of rotation and a steep attitude Application of recovery controls will produce prompt recoveries of from 1 4 to 1 2 of a turn If the spin is continued beyond the 2 to 3 turn range some change in character of the spin may be noted Rotation rates may vary and some additional sideslip may be felt Normal recoveries 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 Page 45 118 QI Cessna Model 152 1 VERIFY THAT
115. underwent a run in at the factory and is ready for the full range of use It is however suggested that cruising be accomplished at 6596 to 75 power until a total of 50 hours has accumulated or oil consumption has stabilized This will ensure proper seating of the rings The airplane is delivered from the factory with corrosion preventive oil in the engine If during the first 25 hours oil must be added use only aviation grade straight mineral oil conforming to Specification No MIL L 6082 Page 14 118 7 AOHNON Cessna Model 152 ENGINE OIL SYSTEM Oil for engine lubrication is supplied from a sump on the bottom of the engine The capacity of the engine sump is six quarts one additional quart is required if a full flow oil filter is installed Oil is drawn from the sump through an oil suction strainer screen into the engine driven oil pump From the pump oil is routed to a bypass valve If the oil is cold the bypass valve allows the oil to bypass the oil cooler and go directly from the pump to the oil pressure screen full flow oil filter if installed If the oil is hot the bypass valve routes the oil out of the accessory housing and into a flexible hose leading to the oil cooler on the front side of the left forward engine baffle Pressure oil from the cooler returns to the accessory housing where it passes through the pressure strainer screen full flow oil filter if installed The filter oil then enters
116. urity BEFORE STARTING ENGINE S I c Pre flight Inspection COMPLETE Seats Belts Shoulder Harnesses ADJUST and LOCK Fuel Shutoff Valve ON Radios Electrical Equipment OFF Brakes TEST and SET Circuit Breakers CHECK IN STARTING ENGINE 1 2 3 4 5 6 7 8 Mixture RICH Carburettor Heat COLD Master Switch ON Prime AS REQUIRED 2 to 6 strokes none if engine is warm Throttle OPEN 1 8 INCH Propeller Area CLEAR Ignition Switch START release when engine starts 8 Oil Pressure CHECK Page 34 118 7 AOHNON Cessna Model 152 BEFORE TAKEOFF am oce Parking Brake SET Cabin Doors CLOSED and LATCHED Flight Controls FREE and CORRECT Flight Instruments SET Fuel Shutoff Valve ON Mixture RICH below 3000 feet Elevator Trim TAKEOFF 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 9 9 Radios SET 10 10 Flashing Beacon Navigation Lights and or Strobe Lights ON as required 11 11 Throttle Friction Lock ADJUST 12 12 Brakes RELEASE TAKEOFF NORMAL TAKEOFF 1 Wing Flaps 0 100 2 Carburetor Heat COLD 3 Throttle FULL OPEN 4 Elevator Cont
117. val may be extended to 100 hour intervals providing the oil filter is changed at 50 hour intervals Change engine oil at least every 6 months even though less than the recommended hours have accumulated Reduce intervals for pro longed operation in dusty areas cold climates or when short flights and long idle periods result in sludging conditions FUEL APPROVED FUEL GRADES AND COLORS 100LL Grade Aviation Fuel Blue 100 Formerly 100 130 Grade Aviation Fuel Green CAPACITY EACH STANDARD TANK 13 Gallons CAPACITY EACH LONG RANGE TANK 19 5 Gallons NOTE Due to cross feeding between fuel tanks the tanks should be re topped after each refueling to assure maximum capacity LANDING GEAR NOSE WHEEL TIRE PRESSURE 30 PSI on 5 00 5 4 Ply Rated Tire MAIN WHEEL TIRE PRESSURE 21 PSI on 6 00 6 4 Rated Tires NOSE GEAR SHOCK STRUT Page 116 118 7 AEPOAEXXH AOHNON POH Cessna Model 152 Keep filled with MIL H 5606 hydraulic fluid and inflated with air to 20 PSI Do not over inflate Page 117 118 AEPOAE2XH AOHNON SPEED Maximum at Sea Level Cruise 75 Power at 8000 Ft POH Cessna Model 152 QUICK REFERENCE PERFORMANCE SPECIFICATIONS CRUISE Recommended lean mixture with fuel allowance for engine start taxi takeoff climb and 45 minutes reserve at 45 power 7596 Power at 8000 Ft 24 5 Gallons Usable Fuel 75 Power at 8000 Ft 37 5 Gallons Usable Fuel Maximum Range at 10 000 Ft
118. wheel and steer a straight course with rudder control by monitoring the turn coordinator Occasionally check the compass heading and make minor corrections to hold an approximate course Before descending into the clouds set up a stabilized let down condition as follows Apply full rich mixture Use full carburetor heat Reduce power to set up a 500 to 800 ft mm rate of descent Adjust the elevator trim for a stabilized descent at 70 KIAS Keep hands off control wheel Monitor turn coordinator and make corrections by rudder alone Check trend of compass card movement and make cautious corrections with rudder to stop turn 8 Upon breaking out of clouds resume normal cruising flight RECOVERY FROM A SPIRAL DIVE If a spiral is encountered proceed as follows 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 airspeed 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 cruising flight FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited An ina

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