Cessna 150 1969 User manual

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MORE PEOPLE BUY AND
Fl Y CESSNA AIRPLANES
THAN ANY OTHER MAKE
1969
WORLD'S LARGEST PRO-
DUCER OF GENERAL
AVIATION AIRCRAFT
SINCE 1956
OWNER'S
MANUAL

PERFORMANCE - SPECIFICATIONS
Mo del 150 *
GROSS WEIGHT . . . . .
SPEED:
Top Sp ee d at Sea Le ve l
Cruise, 75% Power at 7000 ft
RANGE:
Cruise, 75% Power at 7000 ft
22. 5
Gallons , No R ese rv e
Cruise , 75% Power at 7000 ft
Long Range Versi on, 35. 0 Gallons
Optimum Ra nge at 10, 000 ft .
22. 5
Gall o ns , No Rese rv e
Optimum Ra nge at 10, 000 ft .
Long Ra
nge Ve rsi on, 35. 0 Gallons
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING
TAKE-OFF:
Ground Run .
To
tal Di stance O ve r 50- Ft Obstacle.
LANDING:
Landing Roll . . . . . . . . . . .
To
ta l Distan ce Over 5 0-Ft O bst acl e.
EMPTY WEIGHT: (Approximate)
With Stand a rd Fuel Ta nks . .
With Long Range
Fu el T anks .
BAGGAGE
......... . .
WING LOADING: Pounds /Sq Foot
POWER LOADING: Pounds / HP
FUE L CAPACITY:
Total (Stand ar d Tanks) . .
Total (Long Ra nge Tanks) .
OIL CAPACITY : (Total). . . .
PROPELLER : Fixed Pit ch (Diameter)
ENGINE: Continental Engine . .
100 rated HP at 2750 RPM
STANDARD
AND TRAINER COMMUTER
1600
lbs
122 mph
117 mph
475
mi
4. i' hrs
117 mph
725
mi
6. 2 hrs
117 mph
565
mi
6. 1 hrs
93 mph
880 mi
9. 4 hrs
93 mph
670 fpm
12, 650 ft
7
35 ft
1385 ft
4 45 ft
1075 ft
Standard Tr ai ner
975 lbs f0051bs
980 lbs 1010 lbs
120 lbs
10. 2
16.0
26 ga l.
38 ga l.
6 qts
69 inches
0-200-A
1600 lbs
1
22 mph
117 mph
475
mi
4. 1 hrs
117 mph
725
mi
6. 2 hrs
117 mph
565
mi
6. 1 hrs
93 mph
880 mi
9. 4 hrs
93 mph
670 fpm
12,
65 0 ft
7
35 ft
1385
ft
445 ft
1075 ft
1060 lbs
1065 lbs
120 lb s
10. 2
16. 0
26 ga l.
38 ga l.
6 qts
69 inches
0-200-A
* Th is ma nual cov e rs op eration of t he M odel 150 wh ich is certificated as Mo del 150 J
under FAA Type C ert ific ate No . 3A 19 . The manual a lso covers operat ion of the Mod el
F150 wh ich is ce r tificated as Mode l F150J under French T yp e Cert if icat e No. 38/3 and
F AA Type Ce rtificate No. Al3EU. The M odel flSO . manufac tu r ed by Reims Avia t ion S.A. .
Reims (Marne). Fra nce . is identical to the 150 except that it is po w ered by an 0 -2 00 -A
engine manulactured under l icense by Roll s R oyce . Crewe. England . All 1 50 i nforma tion
in this manual perta ins to the f 150 as we ll.
0624-13
COPYRIGHT rs> 1967
Cessna Aircraft Company
Wichita. Kansas USA

CONGRATULATIONS. ....
Welcome to the ranks of C ess na owners! Your Cessna has been designed
and constructed to give you the most in performance, economy, and com-
fort. It is our desire that you will find flying it, eitl)er for business or
pleasure, a pleasant and profitable experience.
This Owner's Manual has been prepared as a guide to he lp you get the
mo st pleasure and utility from your Model 150. It contains information
about your Cessna's equipment, operating procedures, and performance;
and suggestions for its serv icing and care. We urge you to read it from
cover to cover, and to refer to it frequently.
Our interest in your flying pleasure has not ceased with your purchase of
a Cessna. World-wide, the Cessna Dealer Organization backed by the
Cessna Service Department stands ready to serve you. The following
services are offered by most Cessna Dealers:
FACTORY TRAINED PERSONNEL to provide you with courteous
expert service. ·
FACTORY APPROVED SERVICE EQUIPMENT to provide you
with the most efficient and accurate workmanship possible.
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand
when you need them.
THE LATEST AUTHORITATIVE INFORMATION FOR
SERV-
ICING CESSNA AIRPLANES, since Cessna Dealers have all
of the Service Manuals and Parts Catalogs, kept current by
Service Letters and Service News L etters, publish ed by Cessna
Aircraft Company.
We urge all Cessna owners to use the Cessna Dealer Organization to the
full est.
A current Cessna Dealer Director y accompanies your new airplane. The
Directory is revised frequently , and a current copy can be obtained from
your Cessna Dealer. Make your Directory one of your c ross-c ountry
flight planning aids; a warm welcome awaits you at every Cessna Dealer.

ii
• Maximum h eig ht of ai rplane with nose gear depressed and
an optional flashing beacon installed.
OV•rall l engt h of ai rplan e with optional bulle t - shaped
propeller spinner. When standard propeller spiMer
Is I nstall e d, length Is 23'. ,
77\l
'-.,;:. ~---- """"- "--: ~;:;,~'_/ •8 '. 7Y," MAX.
~=::::- ---: 1 1
PRINCIPAL
DIMENSIONS
11<· ~-- - -- - -- -----32'-BYi'"-- - ---- --- ----i

TABLE OF CONTENTS
================================ ======== == ==== Pag e ==
SECTION
- OPERATING CHECK LIST .............. 1-1
SECTION II - DESCRIPTION AND
OPERATING DETAILS ...................... 2-1
SECTION Ill - OPERATING LIMITATIONS ............. 3-1
SECTION IV- CARE OF THE AIRPLANE ............ 4 -1
OWNER FOLLOW-UP SYSTEM. ........................... 4-9
SECTION V - OPERATIONAL DATA ...................... 5 -1
SECTION VI - OPT I ONAL SYSTEMS ...................... 6-1
ALPHABETICAL INDEX ........................................ tn d ex- 1
Thls manual describ es the operatio n and pe rformance of
th e S tandard Model 150, th e Tr ainer and the Commuter. Equip-
men t d esc rib ed as "Optional" de notes tha t the s ub ject equipme nt
is
op t ional on the Standard airplane. Much of this equipme nt is
s tandard on the Tr aine r and Commut e r.
iii

EXTERIOR
INSPECTION
CD <·>
l\Jrn on master switch and check fuel quantity
lndJca.tors, then turn master 1 wit ch "O FF. "
(b) Check Ignition swHch "O FF. "
(c ) C heck fuel valve handle "ON."
(d) Rem ove con lr ol wheel l oc k.
CD
(a) Re mo ve rudder gust lock, U 11'18lalled.
(b) O l•coMec t ta.II ti e-down.
0 (a) R cmo>e gust lock, U Insta lled.
©(a) Di
sconnect wing tie-down.
N0 TE
Visually check fu el Hiler ca ps,
lnspecllon pla.J.es, and gene rill
a.ircr:i..fl cond 1tl on d uring walk-
aro und ln specllon. If night
flight ls pl:lllned, chec k operatio n
of all lights, and make sure a
fla shll,h t Is aval lable.
four seconds lo clear fuel st r ainer of possible
wat er and sediment. Check st ra iner drain
closed. U water la o bserved, there ts a possi -
bilit y that the wi ng tank sumps contain waler.
T hus, th e wing tank sump drain plugs and fuel
line drain plug should be removed to check for
presence of water.
(c) Check propeller and spinne r for nicks and
security .
(d) Check ca rbJ retor air filter for resLrlctlons by
dust or othe r foreign ma tter .
(e) Check n ouwheel s trut and ti re fo r prOl!er tn -
fbllon.
(0 DlscoMect nose t ie - down.
Same as ©
(b)
(c)
Ch ec k m ain wheel tire for proper inlla tl on.
Inspe ct airspeed s tatic source hole on side of
fus elage for st oppag e (lcrt side on ly ).
CD <·>
R emOYe pilot tu be cover, if installed, and
check pilot tu be openi ng for stop page.
CD < •>
Check olJ level. Do not opera te with less than
4 quarts. FUI for extended Olghts.
(b) Before flr~l night of day a nd alter each re- (;\
f ue li ng, pu l1 out st ra iner drain knob ror about \..V
(b) Check fu el tank vent opening for stoppage.
(c) Check stall wa.rnin& v ent opening for stoppage.
Same as (!)
Fi gure 1-1.
iv

Section I
•
.. ,..--~~~~~~~~~~~- .t?r .... ._
----~~~~....,...~~~~ ~ ~~~~~~~~~~~~~~tnr ........_
OPERATING CHECK LIST
Cne of the first steps in obtain ing the utmost perfo r mance, service,
and flying enjoyment from your Cessna is to familiarize your seli with your
airp l ane 's equi pment, systems, and contro ls . This can best be done by
r
eviewing this equipment while sitting in the airp l ane. Th ose items whose
function and ope rati on are not obvi ous are cove r ed in Section II.
Section I li sts, in Pil ot's Check L ist form, the steps necessary to
operate your airplane efficiently and safely. It is not a check list in its
tru e form as it is conside rably l onger, but it does cover briefly all of the
points that you sho uld know for a typical flight.
The flig ht and ope r ationa l characteristics of your airp l ane are no rma l
in a ll r es pe c ts. There ar e no un conven ti ona l c hara cteristics or operations
that need to be maste r ed. A ll contro ls resp ond in the nor ma l way within
the en ti re range of ope rati on. All airspeeds mentioned in Sections I and
II are ind i cated airspeeds. Corresponding calibrated ai rsp eeds may
be obtained from the Airspeed Correction Table in Section V.
BEFORE ENTERING THE AIRPLANE.
{l ) M ake an exterior insp ection in accordance with figure 1- 1.
BEFORE STARTING THE ENGINE.
(1) Seats and Seat Belts - - Adjust and lock.
(2)
Fue l Valv e Handle -- " ON."
(3) Brakes - - Test and set.
(4) Radios and Flashing Beacon -- "OFF . "
STARTING THE ENGINE.
{l) Carbur etor H eat -- Cold .
(2)
Mixture -- Rich.
1- 1

(3) Primer -- As requir e d.
(4) Throttle - - Op en 1/ 4".
(5) Master Switch -- " ON."
(6) Propeller Area - - Cl ear .
(7) I
gnitio n Swit ch -- "S TART' ' (release when engine starts).
(8) Oil Pr ess ur e -- Check.
BEFORE TAKE-OFF.
(1) Cab in Doo rs - - La tche d.
(2) Fli g ht Cont rols -- Check .
(3)
Trim Tab -- " TAKE-OFF" setting.
(4) Thr o ttle Setting -- 1700 RPM.
(5) Engine I nstruments -- Within gr een ar c.
(6) Suction Gage - - Che ck (4. 6 to 5. 4 inches of mercu r y) .
(7)
Carb u retor H eat -- Check ope r ation.
(8) Magnet os - - Check (75 RPM maximum differential between magnetos .)
(9)
Flight Instrum ents and Ra dio s -- Se t.
(10)
Opt ion al Wing Lev eler -- " OFF . "
TAKE-OFF.
NORMAL TAKE - OFF .
(1) Wing Flaps -- Up.
(2) Carbureto r H eat -- Cold.
(3) Throttle - Fu ll " OP EN."
(4) Elevator Co n tro l -- Lift nose wheel at 50 MPH.
(5) C
lim b Speed -- 73 MP H until all obstacles are cl eared, then set
up c li mb speed as shown in "N O RMAL CL IMB" paragraph.
MAXIMUM PERFO RM ANCE TAKE-O FF .
(1) Win g Flaps -- Up.
(2) Ca rbur et or H eat -- Col d.
(3) Brakes -- Hold.
(4)
Thr ot tl e -- F ull " OPEN."
(5) Brakes -- Rel ease .
(6)
Elevator Contro l -- Sli g htly ta il low.
(7)
Climb Speed - - 64 MPH (with obstacles ahead) .
CLIMB.
NORMAL CLIMB .
(1) Air Sp ee d - - 75 to 80 MPH.
1 -2

(2) P ower -- Full throttle ..
(3)
Mixture -- Rich (unless engine is rou gh).
MA XIMUM PERFORMANCE CLIMB .
(1) Air Speed -- 73 MPH.
(2) Power - - Full throttle.
(3) Mixture - - Rich (unless engine is r ough).
CRUISING.
(1) Power - - 2000 lo 2750 RPM .
(2)
Elevator Trim -- Adjust.
(3) Mi xture -- Lean to maximum RPM.
BEFORE LANDING.
(1) Mixture - - Rich.
(2) Carburetor Heat -- Apply full heat be fore closin g throttle .
(3)
Airspeed - - 65 to 75 MPH.
(4) Wing Flaps - - As desired below 100 MPH.
(5) Airspeed - - 60 to 70 MPH (flaps extend ed).
NORMAL LANDING .
(1) Touch Down - - Main wheels first .
(2)
Landin g Roll - - Lower nose wheel ge ntly.
(3) Brakin g -- Minimum re quir ed.
AFTER LANDING.
(1) Wing Flaps -- Up.
(2) Carburetor Heat - - Cold.
SECURE AIRCRAFT.
(1) Mixtur e - - Idle cut-off.
(2) All Switches -- Off.
(3) Parkin g Brake -- Set.
(4) Contr ol Lo ck -- Ins talled.
1- 3

INSTRUMENT PANEL
2 3 4 5 6 7 8 9 10 11 12
I. Turn Coordinator (Opl .)
2. Air speed tnd1 c ator
3. Dir ec ti o nal Cyro ( Opt. )
4. Gyro Horiz.on (Opt. )
5. Clock (Opt. )
6. Aircraft Registratton Number
7. Vert ica l Speed l ndlcuor (Opt.)
8. Altlmeler
9. Muk er Beacon L ights / Radio
Tran sm1tt r>r St!lector Switch
I0. Omni C ou rse I ndica tor (Op t. )
11. Rc:ir V ie w M lr ror ( Opt.)
l2. Rad ios ( Opt. )
1-4
13. Ta ch omet er
14. Le!t Fuel Quanttty Ind icato r
IS . Bea ring lndicator (Opt.)
16. Riaht F uel Quantity Ind ica tor
17. Sucllon Ca~e (Opt.)
18. A mmeter
19. Oil Temperature Ga ge
20. 011 Pressu re G;ige
21. Ma p Compar tment
22. Cabin Atr and H eat Control
Knobs
23. W I~ flap Swi tch
24. Ciga r Ligh t er (Opt.)
25. Mixt ure Control Knob
Fi g ure 2-1.
13 14 15 16 17
26. Wing Le vele r Co ntrol Kn ob (Opt.)
27. Mic r ophone ( Opt. )
28. Throttle
29. El evator Tnm Control Wheel
30. Carburetor Heat Control Kn ob
31. Ele c tr ical S wll ch es
32. Fuses
33. Rad io Dial Lighl Rheos tat
34. Altern2tor Circuit Break.er
3$. lgn1tlon. 'Starter Switch
36. Master Switch
37. En.gtne Primer
38. Parking Brake Kn ob

Se c tion II
brr
111:====================~~~~~~~~~~-·brr ....... _
DESCRIPTION AND OPERATING DETAILS
The fo ll owing paragraphs describe th e systems an d e quipment wh ose
func ti on and operation is not obvious when sitting in th e airplane. Th is
section al so covers in som e what gr ea ter detail some of the items listed
in Check List form in Section I that requir e further exp lanatio n.
FUEL SYSTEM.
Fu el is supplied to the engine from two tanks , one in each win g.
From thes e tanks , fuel flows by gr avity thr ough a fuel shut off va lve an d
fuel
strainer to the ca rbur eto r.
R efe r to figure 2-2 for fuel quantity data . For fu el syste m service
i nforma ti on, refer to Lu b ri ca ti on and Servi c in g Pr oced ur es in Sect i on IV.
FUEL STRAINER DRAIN KNOB .
Refer to fuel strainer serv ic in g procedure, Sec ti on IV.
FUEL QUANTITY DATA (U.S. GALLONS)
USAB LE F UEL
UNUSABLE
TOTAL
TANKS ALL FLIGHT
FUEL
FUEL
COND ITIO NS VOLUME
TWO, STANDARD WING 22. 5 3. 5
26.0
{13 GAL. EACH)
TWO, LONG RA GE WING
35.0 3. 0 38. 0
(19 GAL. EACH)
F
igu re 2- 2.
2-1

VENT
2-2
llnllllt;~jjlj~~~llll~llll~l~ll~l fjjj~~;~ill 1~~l1 ~11lli
LEFT FUEL TANK
!W;;': i : !! ! !!;!!!! !!!!~ll!lllllllllllilill!illlilllilllll
RI GHT FUEL TANK
° FUEL
0
FUE L SHUTOFF 22.s GA lS
VALVE O N ~
CODE
..._._.,.._ o ,_ •-• ..., o !;;;;;;;;;;;;! FUEL SUPPL Y
FUEL
SYSTEM
··· ·SCHEMATIC ····
CARBURETOR
TO ENGINE
CYLINDERS
....
Figu r e 2- 3.
c:::::J VENT
MEC HA NI CAL
LINKAGE
THROT
TL E
... --1-rfl
...... ~
< ......
------ ~
MIXTURE
CO
NTROL
KNOB

ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current sys tem
p owered by an engine -driv en alternator (see figure 2-4 ). A 12- vo lt
battery is located on the ri ght, forwar d side of the firewall just inside the
cowl
access doo r. Power is supplied through a sing le bus bar ; a mas t er
switc h con tr ols this power to all c ir cuits, except the en gi ne ignition sys-
t em, optional clock and optional flight hour recorder (operative only wh en
the engine is o peratin g).
AMMETER.
The amm ete r indi ca t es the fl ow of current, in amper es , from the
alte
rn ato r to th e battery or fr om the b atte r y to the a irc raft el ectrical
system. Wh en the engine is ope ratin g and the maste r switch is "ON,"
the am m ete r indicat es the chargi ng rate applied to the batt e ry . In the
event the a lt e rn ator is not fu nc ti oning or the el ect rical l oa d exceeds th e
output of the a lt e rn ator , the am meter indi cates the di sc har ge r ate of the
bat
tery .
FUSES AND CIRCUIT BREAKERS.
Fuses on the left lo;.ver po rti on of the in st rum e nt panel protect the
ma jori ty of el ectrica l c ircuits in the airp lane. Labeling bel ow eac h fu se
r etainer indi cates the c ir cuits pr ot ec ted by the fu ses . Fu se ca pa city is
shown on each fuse reta iner cap. Fuses are r emove d by pressing the
fuse r etai ne rs inward and rotating them counterc lockwise until th ey di s-
engage. The faully fuse may then be lifted ou t and repla ce d. Spare fuses
are h eld in a c lip on the i nsid e of the map co mpartment doo r.
NOTE
A special "SLO-BLO" fuse protects the wing flaps ci rcuit.
lf this fuse is replaced, care shou ld be tak en to assure
that the rep l acement fuse is of the proper type and ca pa-
ci
ty . A "S LO-BLO" fuse is identified by an integr ally
mounted
spri ng en ci rc ling the fus e element.
Tw o ad diti onal fuses are l ocaled adjace nt to the bat ter y; one fuse pro-
t ects the battery con ta ct or closing circu it , and the oth er fuse protects the
optional clock and optional flig
ht h our r eco rd er c ir c uits.
The airp lane u til i zes thre e c ircuil · breake rs f or circ uit protectio n. A
"p us h- to -r ese t" c ir cuit br eaker (labeled " GE N" ) is l ocated on the left si de
of the ins
trum ent near the fu ses and prot ects the alte rnator c ir c uit. The
2-3

ELECTRICAL SYSTEM
-
I A nERY
ALTE R NATO R FIELD
CIRCUIT
BREA K ER
CIG AR LIGHTER (OPT(
(
WI TH CIR CUIT BR EA KER!
GR OU ND SE RV ICE
P
LU G R ECEPT A CLE ( OPn
CODE
Q) CIRCUIT BREAKER
• FUSE
-i+ DIODE
- lf -CAPACITOR
MAGNETOS
'\l\N RESISTOR
Figure 2-4.
2 -4
SCHEMATIC
TO W ING FLAP SYSTEM
TO LA
ND ING AN D
TAXI LIGHTS (OPT!
TO FLASHING
BEACON (OPT!
TO PITOT
HE AT
SYSTE"'
(OPl)
TO NAVIG AT ION LIGHTS
AND OPTIONAL CONT ROL
WH EE L MA P LIGH TS
TO DO ME LIG HT
TO RADIO (OPT(
TO RADIO (O PT I
TO
RADIO (OPT!
TO OPTIO NAL TURN
COORDIN A TOR OR
OPTIONAL TURN- AN D.
BAN K IND ICAT OR
TO IN STRU MEN T AND
COMPASS LIGHTS
TO
fUEl Q UAN TIT Y
INDICA
TORS

alternator field and wiring is protected by an automatically res e tting ci r-
cuit breaker mounted behind the le ft side of the instrumen t panel. The
cigar lighter has a manua ll y reset type circuit breaker mounted dire ctly
on the back of the li ghte r behind the instrument panel.
CO N TROL WHE EL MAP LIGHT ( OPT ).
A map light may be mounted on the bottom of the pilot 's cont r ol wh ee l.
The
light illuminates the lower portion of the cab in just fo rward of the
-p il ot an d is helpful when checking maps and ot her flight data du ri ng ni ght
ope rati o ns. To o perate the li ght, fir st turn on th e "NAV LIGHTS" switch,
th en adj u st the map li g ht's intensity wit h the knurl ed rh eostat knob l ocated
at the bo tt om of the co ntrol wh ee l.
FLASHI NG BEACO N ( OPT) .
Th e flashin g b eacon should n ot be us ed when flying t hr ough clouds or
overcast; the flashin g light r eflected from water dropl ets or par ticles in
the
atmosphere, particularly at night, can pr o duce vertigo an d l oss of
or
ientation.
CABIN HEATI NG AND VENTILATING SYSTEM.
The te mper atur e and volume of airflow into t he ca b in can be r egulated •
to any degr ee d esi red by manip ula tion of the push -p ull "C AB IN HEAT" and
"CABIN AIR" knobs.
Heated fr esh air an d outside air are blende d in a cabi n manifold just
aft of the firewall by adjus tment of the heat and air co ntro l s; this air is
then vented into the ca bin fr om o utl et s in the cabin manifo ld near the
pil ot's and passen ge r's fee t. Wi ndshield defrost air is also supplied by
a duct leading from the manifold .
A
separate adjustable ventilator near each u pper co rn er of t he wi nd-
sh ield suppli es additional o ut s id e air to the pil ot and passenger.
PAR KI NG BRA KE SYS TEM.
To set pa rki ng brake, pull out on the parking b rak e knob, apply and
rel
ease t.o e pressure to the pedals, and then r el ease t he parking brake
knob. To re l ease the pa rking brak e, app ly and re l ease toe pr essu re on
th e pe da ls while checking to see that the parking b rak e knob is full in.
2- 5

2-6
TAXIING
USE UP AILERON ON
LEFT WlN G AND
NEUTRAL ELEVATOR
• WIND DIRECTION
DIAGRAM
...
USE UP All.ERON ON
RIGHT WlNG AND
NEUTRAL ELEVATOR
NOTE
Strong quartering tallwlnds require cauUoo.
Av oid sudden bu.rat. of the throttle and ahar p
braking when tile airplane i.. In tlllB attit ude.
Use lhe ate era.ble no se wheel and rudder to
malntain dlrecti o n.
Figure 2-5.

STARTING ENGINE.
Ordin a rily the engine starts easily with one or two strokes of p rim er
in warm temperatures to six strokes in co ld weather, with the thrott le
open
ap pr o ximat ely 1/ 4 inch. In e xtr eme ly co ld temperatures, it may
be n ecess ary to co ntinue primin g w hil e cranking .
Weak
intermittent exp l os i ons followed by puffs of black smoke fr om
the exhaust
stack indi ca te over p riming or fl ooding. Excess fuel ca n be
cleared fr om the co mbusti on c hambers by the following proced ur e: Set
the mixtur e con tr ol in full l ean pos iti on, thr ott le full ope n, and crank
the engine thr ough severa l r evo lution s with the start er . R epe at the
s
tartin g pr oce dur e without any additional p ri ming.
If the engine is unde rprim ed (mo st lik ely in co ld w eat her with a co ld
engine)
it will not fire at all , and additional prim ing will be necessary.
As soo n as the cy lind er s begin to fire, open the throttle sligh tl y to keep
it runnin g.
After starting, if the o il gage do es n ot begin to sh ow pr essure with-
in 30 seco n ds in the summ e rtim e and ab o ut twice that long in ve ry co ld
w
ea ther , stop engine and investiga te. L ack of oil pressure can cause
serious engine damage. After st artin g, avoid the u se of ca rbur eto r h ea t
unl
ess i ci ng co nditi ons preva il.
TAXIING.
Wh en taxiing, it is impo r tant th at speed and use of brakes be held to
a
minimum and that all controls be utili zed (see taxiing diagram, figure
2-5) to maintain dir ectio nal co ntr ol and bala n ce .
Taxii ng over l oose gravel or cinders shou ld be done at low eng in e
speed to avoid ab r asion and sto ne dam age to the propeller tips .
Th e n ose wheel is designed to automatically center st ra ight ahead
when the n ose str ut is full y exte nd ed. In the event the nose strut is ove r -
inflat ed and the airplane is l oa ded to a rearward cente r of gra vity p os i-
ti on, it may be n ecessary to partially compress the str ut to pe r mit steer -
ing.
This can be accomplis hed prior to taxiing by depr essing the a irplan e
n
ose (by hand ) or du ring taxi by s harpl y applying brakes .
2-7

BEFORE TAKE-OFF.
WARM-UP .
Mo st of the warm-up will have been conducted during taxi, and addi -
ti onal warm-up before take-ofi shou ld be restricted to the checks o ut -
lined in Section I. Since the engine is closely cowled for efficient in-flight
cooling, pr ecau tions shou ld be taken to avoid overheating on the ground.
MAGNETO CHECK.
Th e magneto chec k shou ld be made at 1700 RPM as follows: Move the
ignition
switch first to "R" position and note RPM. Then move switch
back to "BOTH" position to clear the other set of plugs . Then move
switch to "L " position and note RPM. The difference between the two
magnetos oper ated individually should not be more than 75 RPM. If there
is a doubt concerning the operation of the i gnition system, RPM checks at
higher engine speeds will usually confirm whether a defici ency exists.
An abs ence of RPM drop may be an indi ca ti on of faulty grou nding of
one side of the ignition system or shou ld be cause for suspicion that the
magneto timing is set in advance of the setting specified .
TAKE-OFF.
POWER CHECKS .
It is imp o rtant to check full-throttle engine o peration early in lhe take -
off
run. Any signs of rough engine operation or sluggish en gine accelera -
tion
is good cause for discontinuin g the take -off. If t his occu rs, you are
justified in making a th orough full-throttle, static runup before another
t ake-off is attempted. The engine should run smooth ly and turn ap proxi -
mately 2500 to 2600 RPM with carburetor heat off.
Full throttl e runups ove r l oose gravel are especially harmful to pro-
pe ll er tips. When take-offs must be made over a g ravel surface, it is
very important that the throttle be advanced slowly. This all o ws the air -
pl
ane to s tart rolling before high RPM is deve loped, and the gravel will
be blown back of the propeller rath er than pulled into it. When unavoi d-
2-8

ab le small dents appear in the propeller blades, they should be immediate-
ly co rre c ted as d esc rib ed in Section IV.
Pri or to take-off from fields above 5000 feet elevation , th e mixture
should be l eaned to give maximum RPM in a full-thr ott le, static runup.
FLAP SETTINGS.
Normal and obstac le clearance take-offs are pe rform ed with flaps up.
Th e us e of 10° flap s will shorten the ground run approximate ly 1 0%, but
this advant age is l os t in the c limb to a 50-foot obstacle. Therefore the
us e of 10° flap is re served for minimum ground runs or for tak e-off
from soft or rough fields with no ob sta cl es ahead.
If 10° of flaps are used in ground ru ns, it is preferable to le ave them
ext ended rather than r et r ac t th em in the c limb to the obstac le. The ex-
cep tion to this rule would be in a high a ltitud e take-off in hot weather
w her e c limb would be margina l with flaps 10°.
Flap d eflections of 30° and 40° are not r ecommen d ed at any time for
tak e-off.
PERFORMANCE CHARTS.
Consult the Take-Off Distance cha rt in Sec ti on V for take -off dis-
ta nc es at gross weight under various altitude and hea dwind condit io ns.
CROSSWIND TAKE - OFFS .
Take - offs int o st rong crossw inds no rmall y are performed with the
minimum fl ap setting necessary for the field length, to minimize the
drift angle immediately after take -off. The airp l ane is accelerated to
a
speed slightly higher than normal, then pull ed off abruptly to prevent
possible set tli ng back to the runway wh il e driftin g. Wh en cl ear of the
grou
nd , make a coor di na ted turn into the wind to co rr ect for drift.
CLIMB.
CLIMB DATA.
For d eta il ed data, see Maximum Rat e- of -Climb Data chart in
S
ectio n V.
2-9

CLIMB SPEEDS .
Normal c limb s are conducted at 75 to 80 MPH with flaps up and full
thr o ttl e, for best engine cooling. The mixture shou ld be full ri ch unl ess
the engi ne is rough due to too rich a m ixture . The best rate- o f-climb
speeds ran ge from 73 MP H at sea l eve l to 65 MP H at 10, 000 feet. If an
obstruction di ctat es the us e of a st eep c limb an g le , c limb at 64 MPH with
fl aps r e tr acted .
NOTE
Steep c lim bs at th ese low speeds should be of sho rt
duration to allow imp r oved engi ne coo ling.
GO-AROUND CLIMB .
In a balked l anding (go-around) c limb , the wing fl ap sett ing should
be
redu ce d to 20° imm e diat ely after full power is applied. Upon r each-
in g a safe a ir speed, the fla ps shou ld be s lowly retracted Lo Lhe f ull up
p
os iti on .
CRUISE .
Normal c rui sing is done b etwee n 65% and 75% power. The pow er
set ti n gs r e quir ed to o bl ain th ese p owers at va ri o us al titudes and o ut s id e
ai r temperatu r es can be d ete rmined by using your C ess na Power Com-
put er or the OPERATIO NA L DATA, Section V.
Cruising ca n be done m os t effici en tly at high a lti tude because of lower
a
ir density and therefore hi gher true a ir sp ee ds for the same powe r. Th is
is
illu s tr ated in the fo ll owing ta ble which shows pe rf o rm an ce at 75% power
at various al titudes.
OPTIMUM CRUISE PERFORMANCE
ALTHUDE
Sea L eve l
5000 feet
7000 fe et
RPM
* 2525
* 2650
* Full Thr ott le
----------- *75% POWER
2-10
TRUE AIRSPEED
110
11 5
117