Cessna 150 Aerobat 1975 User manual

g
ssna,
•TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD"
Ce
ssna.
0
Nj
№
MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
MODEI
1975 A
AUSTRALIAN JET CHARTER
MsmSSF^Mms BATCHNUMBER
AJC
AJR12
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS
WORLD'S LARGEST PRO-
DUCER OF GENERAL
AVIATION AIRCRAFT
SINCE 1956
OWNER'S
MANUAL

PERFORMANCE - SPECIFICATIONS
GROSS WEIGHT .
SPEED: ' ' '
Top Speed at Sea Level
Cruise, 75% Power at 7000 ft .
RANGE: "~" ' '
Cruise, 75% Power at 7000 ft
22. 5 Gallons, No Reserve
Cruise, 75% Power at 7000 ft
35 Gallons, No Reserve
Maximum Range at 10, 000 ft
22. 5 Gallons, No Reserve
Maximum Range at 10, 000 ft
35 Gallons, No Reserve
RATE OF CUMB AT SEA LEVEL.
SERVICE CEILING. . . ". -- ; "'
TAKE-OFF: ...
Ground Run .. . . .
,
;rotal Distan" Over 50-Ft Obstacle
Ground Roll
STASt
ipSn
ceover50-Ftobstacle
Flaps Up, Power Off...
Flaps Down, Power Off
EMPTY WEIGHT: (Approximate)' ' :
"SEFULLOAD: (Approximate)"". . ;
BAGGAGE . . . . ". . . ;"" • • •• •
WING LOADING: Pounds/Sa Foot . ' ' '
POWER LOADING: Pounds/HP" . ' ' ' '
FUEL CAPACITY: -.—...
Standard Tanks .
Optional Long Range Tanks .
OIL CAPACITY . " . . °. -"""" '
PROPELLER: Fbied Pitch- Diameter
ENGINE: Continental Engine^. """
100 rated HP at 2750'RPM
150 Acrobat*
1600 Ibs
124 mph
121 mph
495 mi
4. 1 hrs
121 mph
750 mi
6. 2 hrs
121 mph
650 mi
6. 9 hrs
94 mph
1010 mi
10. 8 hrs
94mph
G70 fpm
14, 000 ft
735ft
1385 ft
445 ft
1075 ft
55 mph
48 mph
1040 Ibs
560 Ibs
120 Ibs
10. 2
16.0
26 gal.
3 8 gal.
6qts.
69 inches
0-200-A
NOTE: fAu. perfo^Mce. flgures, include the effect of °Pti°"al speed
fairings which improve the speeds by approximt'atelyalt^lph.
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r>peF,
eu^"ptee
^,
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^^'^^"^^
COPYRIGHT © 1985
D1034-13-RPC-200-1/92
Cessna Aircraft Company
Wichita, Kansas USA
CONGRATULATIONS . . . ..
^l. c. om, e. to^terank6. 0f_cessnao_wners! Your cessna has been designed and con-
stl:ucled. tcLgive, youtlw most in P. erf°™. i"ce, economy ;'andcom'fOTt&"It" Fs^ur"de-
slrJ,
ttat/ou_wmftnd
nying
it>
either-
for"b"sinesTor'plell
s'ure', '"auplL
easaL
nti'aon'Sr
experience.
^.. O^. SMa'mal , tos b!enJprepared as a euide to helP you eet the most pleasure
Md. utm^-fromyourl5° AMObat- It contains information ab№i your C'essmT
^e. "t> ^ra^"g. pr. Tdur, e. sLa"d^erf<Tmance' and suggestions~f°rits"se"r7^1^ndi'
care.
We
urge
you
to
read it
from
cover
to
cover,
and"toPrefer
to'it'frequentlyAe
^ndntS itUoc^^m^l, ^s^h^. noLclasldwuhyouI;purchase of a ces^.
d^^tb^sswJD
e:iler
OIngamzation
backed .
^the'C^s^Trvi^
D^T-'
s^ds ready to serve you- The followine-servi^sare'offe7ed"by"m^T^sna
™_ECESSNA WABBANTY - It is designed to provide you with the most
comprehensive coverage possible:
a. No exclusions
b. Coverage includes parts and labor
c. Available at Cessna Dealers world wide
d. Best in the industry
sp!cinc beneflts-and Provlsic)ns of the warranty plus other important
benent^ f. OTyouare contamed. i" y°ur Customer C'are"Progr'a'mubo^
»swu^. w^hJ№r^rc^t;warrantysem^-"~avaUabirto"^^^^
a?LauJtto±edles.™Dealerthroueho^the-woridup^"pres"en^^^^^^
^ey^rrca^lomer care card WIUCh estab"shes~your^ii'g№iU^'^deur1
fe
^RY
TRAmED
PE"SONNEL
to
provide
you
with
courteous
expert
^tT^LA
nroroyr
o.
T,
YI CE»EQUIPMENTto
provide
you
with
the
accurate workmanship possible."
;^JSO
F
GENUINE
CESSNA
SERVICE
PARTS
on
hand
when
you
^^TE^AUJH
ORITATIyE
INFORMATION
FOR
SERVICING
£,
ESSNA
AIRPLANES'.
since
cessna
Dealers'have all1
oTtte
&lr"vTce
^SS
N^.
^te.
c^^.
keplc
wYn t^/tervi"-Le^
Service News Letters, published by CMsn^A^rcra. tt Comply"
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
As
cr^^^rTasuTn
tD:al:^Te.
c.
to:^aclTpa.
mes
your
"^.
airplane.
The
Directory
_P. O. Box 387 Fyshwick A. C. T. '
Cnr. Nomad Dr. & Widgeon Rd. i
Canberra Airport A. C. T. 2609
Ph. /Fax: [phone] A. H. 2959904
is '
I!

Maximum height of airplane with nose gear depressed, all tires and nose strut
properly inflated, and optional flashing beacon InstaUed."
M. """um wme, span u. °Pti°"id mmcal camber wing tips and optional strobe
^Ts^ ^S3t?l-?i/9?' st!uldar<i WInE tips WLtI'°"t strobeuB'Msare'mstaued.
3%°
PRINCIPAL
DIMENSIONS
8'-6"MAX.
SECTION I
SECTION II
SECTION III
TABLE OF CONTENTS
Page =
- OPERATING CHECKLIST--—.... 1-1
- DESCRIPTION AND
OPERATING DETAILS .. ___„_.... 2-1
- AEROBATIC MANEUVERS—-.. 3-1
SECTION IV - EMERGENCY PROCEDURES.... 4-1
SECTION V - OPERATING LIMITATIONS-. -.... 5-1
SECTION VI - CARE OF THE AIRPLANE-. -. _. _ 6-1
SECTION VII - OPERATIONAL DATA. -_-.. _.... __ 7-1
SECTION VIII - OPTIONAL SYSTEMS. -_.... _.„. s-1
ALPHABETICAL INDEX— -———.. _. __..... __ index-1
, ^
•7'-7'/,"
iii

Section I
OPERATING CHECK LIST
fQ",€o^the. nrst. steps in obtaining the utmost performance, service,
^dn. ying. e^ymen"rom your^es^a"is to"faumn^^^^Selfsew^hce'
^r^,
ist
'^,
equ^mentLsystems',
andcontrols-"Thi^^
re
viewing
this
equipment
while
sitting
in
the
aircraft"
'rFhos7itemET
function
and
operation
are
not
obvious
are
covered
in'SectiMiTl0
Jeft!o. nJusts. '-m. puot's, checklistform' the steps necessary to
operateyour
aircraft
efficienuy
^d7afely""ltTs' not^ocheL
ccMFslt1
mTts
^u^m.
all
t
^^onsi_del'ably-longer'
but
u
doe's'coverbri'efira
ll
of°the
^±^at^,
shouldknowi°^
typical
flieht7A
mo-
c"onven^
plaL
st!e
^s^d^cu. il^stowed^. themapcompartmen^
^checking that all important procedures~have'been
sm,
cevlgilancefor
other
traffic
is
so
important"mcrowde7twmil
nall
air!asl u.
is
imPortant
that
preoccupation
with
checklists
be
avoided'in
SLJro^edures shouldbe carefully memorized"a7dperfo7meud^rlom
memory-_Then the checklist should be quickly scanned to-ensure"thaT
has been missed.
in
al?^sfnl?^an?.
op.
eJat^nl1
c,
hara
cte"stic-s,
?f_.
your
aircrait
are
norm^
?nn^u^8pel^\. There. are_no "uncon^ntional" charac^eristu;s"or operaa-±
Sn
th^
n^ed20
^emas.
tered-_ ..
An
con^^"respon7mYheoLn^malu^y'i
?tiy^Tt?^MU^^e^?pjratMnL7uai;sp;^
L"H
Ila
n^Lare^catedairspeeds-^
Cor?espondmg"caUbrl
atedca^'"°
speed may be obtained from the Airspeed CorrecHon~T^blem"Sec^V-n.
1-1

Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.
7
EXTERIOR
a.
b.
c.
d.
e.
f.
s-
1-2
INSPECTION
2
Note
y"ually-check. aircraft for general condition durmg walk-
around inspection. In cold weather, remove even'^maT
accumulations of frost'ice or snow from wing, 'tail'and
control
surfaces.
_
Also
make
sure
that
contro0
!'
s'urfac'es
no internal accumulations of ice or debris.. "Q
n!ght night isplanned' check operation of-alTugh"ts, 'and
make sure a flashlight is available.
Remove control wheel lock.
Check ignition switch OFF.
T. urn^n_master, switch_aRd check fuel quantity indicators; then
master switch OFF. ' ' -—-~—--'
Check fuel shutoff valve handle ON.
Check door release pins prior to aerobatic flight.
Inspect
seat^belts
and
shoulder
harnesses
for
co
ndition.
seatmsert^cushions as necessary and securely stow
prior to aerobatic flight. ' " -----^ "-""
Fig^e
(2) a.
c.
C3) a-
(4) a.
b.
c.
d.
C5) a.
b.
c.
d.
e.
f.
g.
h.
(6)s:
c.
[7] a.
b.
c.
d.
(8) a.
1-1.
Remove rudder gust lock, if instaUed.
Disconnect tail tie-down.
Check control surfaces for freedom of movement and security.
Check aileron for freedom of movement and security.
Disconnect wing tie-down.
Check main wheel tire for proper inflation.
Beforlnrstflight. of dayand after each'refueling, use
^up, anddrain sma11 qumtity of fuei from fuel~tMk sump'quTck^.
drram^alve. to_check for water' sediment ^dprope7fu^l4g^^.
Visually check fuel quantity; then check"fueimieTcap"sec6uraeuc"
^hiecko^level\_Donot. operatewith less than four quarts.
to six quarts for extended flight.
Beforef"stnightofthe dayand after each refueling, pull out
s. trameLdrain. knob for about four seconds to~"dear'Tuer^rai'ner
?^posliblewater and sedim<a"t. Check-straine7dram'd°os^"
lw^^^oblTedL№efuel, system/may~c"on^^^^^^^
w.
ater.
andfurther
dramineof
the
system'at''the7tramuer7I
f^l
taiAsurops, ^and fuel line'drain plug will be necessa7v. x'
propeller and spinner for'nicks and securitv."
landing light for condition and cleanliness^'
c. heck carburetor air filter for restrictions by"dust or other
matter.
Check nose wheel strut and tire for proper inflation.
nose tie-down.
Ss
sSt
effeh
tsS:.
ent
static
source
opening
on
left
side
of
Check main wheel tire for proper inflation.
Beforlfl, rstflight. of dayand ^ter-each~refuelmg, use
^^SSf?S?^^^k ^TS^-
^^l^Ltitic
k.
forwah'. sedym en^7nd^p0
^^^
check
fuel
quantity;
then
check
fueTfiUerJ
caps"ec\Tre'luc'
?S:g7o'to. tt^:;e"' ui°s'aned- "-"'-"kpitoi^b.
^heck stall. warning vent oPeni"g for stoppage.
Check fuel tank vent opening for°stoppag^u&l"
Disconnect wing tie-down.
Check aileron for freedom of movement and security
1-3
ji
it(

BEFORE STARTING ENGINE.
(D
(2)
(3)
(4)
(5)
Exterior Preflight - COMPLETE.
Seats, Belts, Shoulder Harnesses — ADJUST and LOCK.
Fuel Shutoff Valve — ON.
Radios, Electrical Equipment -- OFF.
Brakes — TEST and SET.
STARTING ENGINE.
m
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Mixture -- RICH.
Carburetor Heat — COLD.
Master Switch — ON.
Prime — AS REQUIRED.
Throttle — OPEN 1/4 INCH.
Propeller Area — CLEAR.
Ignition Switch -- START (release when engine starts).
Oil Pressure — CHECK.
BEFORE TAKE-OFF.
(D
(2)
(3)
(4)
(5)
(6)
Cabin Doors — LATCHED.
Flight Controls -"FREE and CORRECT.
Elevator Trim — TAKE-OFF.
Fuel Shutoff Valve — ON.
Brakes -- SET.
Throttle — 1700 RPM.
•ottle - 1700 RPM.
Magnetos — CHECK (RPM dr°P should not exceed 150 RPM
iither magneto or 75 RFM differential between magnetos).
Carburetor Heat " CHECK (for RPMdrop).
(7)
(8)
(9)
a.
on either magneto or 75 RFM different!
b. Carburetor Heat -- CHECK (for
c. Engine Instruments and Ammeter
d. Suction Gage — CHECK.
Flight Instruments and Radios — SET.
Throttle Friction Lock -- ADJUST.
CHECK.
Wing Flaps — Oc
TAKE-OFF.
NORMAL TAKE-OFF.
(1) Wing Flaps "0°.
1-4
(2) Carburetor Heat -- COLD.
(3) Throttle — FULL OPEN^
?S ^e^torc. ontrol, :\LIFTNOSE WHEEL (at 55 MPH).
Speed — 70-80 MPH. '"' " *'""/'
MAXIMUM PERFORMANCE TAKE-OFF
(D
(2)
(3)
(4)
(5)
(6)
(7)
Wing Flaps — 0°.
Carburetor Heat — COLD.
Brakes — HOLD.
Throttle -- FULL OPEN.
Brakes — RELEASE.
Elevator Control - SUGHTLY TAIL LOW.
Climb Speed - 70 MPH (with obstacles "ahead).
ENROUTE CLIMB.
(1) Airspeed — 75-85 MPH.
NOTE
lLmaxnnum. performance climb is necessary, use
^!i^^^M^^^^^^
(2) Throttle — FULL OPEN.
(3) Mixture - RICH (unless'engine is rough).
CRUISE.
s. i
^wlr
::wo°to
2^0RPM
(no
mo"
than
75%).
Elevator Trim -- ADJUST * """ "'"" '"'u/'
(3) Mucture -- LEAN.
BEFORE LANDING.
(1) Mixture -- RICH.
(2) Carburetor Heat - ON (apply full heat before closing throttle).
1-5

w , Alrspeed ~- 70-80 MPH (flaps UP).
winIF!aps ~;ASDESIRED^belowlOO MPH).
(5) AirspeecT- 60-WMW^^D'OWN)'. lvlt't1''
BALKED LANDING.
(1)
(2)
(3)
(4)
(5)
Throttle — FULL OPEN.
Carburetor Heat — COLD.
Wing Flaps — RETRACT TO 20°.
Airspeed — 65 MPH.
Wing Flaps — RETRACT (slowly).
NORMAL LANDING.
w Touchdown — MAIN WHEELS FIRST.
la
nding
Roll
- .
LOWER
NOSE
"WHEEL
GENTLY.
Braking — MINIMUM REQUIRED. "" """u"
AFTER LANDING.
(1) Wing Flaps — UP.
(2) Carburetor Heat -- COLD.
SECURING THE AIRCRAFT.
(D
(2)
(3)
(4)
(5)
(6)
Parking Brake -- SET.
Radios, Electrical Equipment — OFF.
Mlxture:_~. IDLE CU_T-OFF (pulled'full out).
Ignition Switch — OFF. u —- "" —/•
Master Switch -- OFF.
Control Lock -- INSTALL.
1-6
£i
is!
li
f
1-7

INSTRUMENT PANEL
1234567
? 10 11 '2 13 14
^, INA^ ^
36 35 34 33 32 3) 30 29 "i
24 23 22 21 20 19
25
2G
10.
11.
Turn Coordinator (Opt).
Airspeed Indicator
Directlonal Gyro (Opt).
Gyro Horizon (Opt).'
Clock (Opt).
Aircraft Registration Number
Vertical Speed Indicator
Altimeter ' "''
Marker Beacon Indicator
Lights and Switches/Radio
Trmsmitter Selector Switch (Ont).
Omnl Course Indicator (Opt).
Accelerometer (Opt).
12, Rear View Mirror
and Control (Opt).
13. Radios (Opt).'
14. Tachometer
15' MF Bea"ng Indicator (Opt).
>. Fuel and Gif Gages
17. Suction Gage
18. Ammeter
^' ch"!r-v^w Warning Light
20. Map Compartment
2i- (;', abin_A'r/Heat Control Knobs
22. Wing Flap Switch
23, Cigar Lighter (Opt).
24. Mixture Control Knob
^' T. hrotlle (with Fri';tiBn Lock).
26. Microphone (Opt). ~ " ~-''-
27- Elevator Trim'ControI Wheel
3?' carburetorJHeat Control'Knot,
). Electrical Switches
30. Fuses
31. Radio Dial Light Rheostat
32. Panel Lights Rheostai'
33. Ignition Switch
34. Master Switch
35. Primer
36. Parking Brake Knob
Figure 2-1.
Section II
1-{
DESCRIPTION AND OPERATING DETAILS
s^la?;^s^ie^ :?;"№to"
sjicUonalso
wvers7n
^m^<h^l^^Tp Tni»slt,
tmim_the
aircraft:"
ThFs"
in ChecS ^^^^^J^^^S^S ^
THE 150 AEROBAT.
^^^^^s^^, '^^^^^^^^
^^^LB.
^Prs^^,
*^^^^^^
d:lte,
e^-chairTr'brc
rt
ypTp^ea^^Sabl^e^
CU!M0^
are"s~ecwed^Jhpecsfv
T^St
enTteTt,
bottoman<seat'^^^^^^
and installation. The bacTc^Z^, Ia^T. rstoallow ease in removaF
sE?"^
^=n^^s];£SlD
EJZl
2, "J[SS'^S^ K£, °Sr., em"^'c"'"
b^cabm
do~ors"iu
ncMP^eaaSu \ncekAr^
Th'e~150
A'e"ro'-
Pumng№e~emerge^c7ud^o[r%ae?eu^^rT^TS^
doorpost bulkheads7'' """' lciwse rlngs' Iocated on the forward'cabm
FUEL SYSTEM.
;rSS'!5??^ ^as-
TANK SUMP OUICK-DRAIN VALVES.
.. e^eL%SS-^^^^^^^^^^^
I
J'
(H
2-1

FUEL SYSTEM SCHEMATIC
VENT
LEFT FUEL TANK
FUEL SHUTOFF
VALVE
Due to cross-feedlng between fuel
tanks, the tanks should be re -
topped after each refueling to
assure maximum capacity.
RIGHT FUEL TANK
I
FUEL
STRAINER
TO INTAKE..
MANIFOLD """"•
ENGINE
PRMER
THROTTLE
CODE
FUEL SUPPLY
VENT
MECHANICAL
LINKAGE
CARBURETOR <
TO ENGINE
CYLINDERS
MIXTURE
CONTROL
KNOB
Figure 2-2.
2-2
FUEL QUANTITY DATA (U. S. GALLONS)
TANKS
TWO, STANDARD WING
(13 GAL. EACH)
TWO, LONG RANGE WING
(19 GAL. EACH)
USABLE FUEL
ALL FLIGHT
CONDITIONS
22.5
35.0
UNUSABLE
FUEL
3.5
3.0
TOTAL
FUEL
VOLUME
26.0
38.0
Figure 2-3.
Ia^ve CTtends. through the lower surface °f the wing just outboard of ,
?, T dTO^7am?eJ'cup's^r;dT:^eua^
fu^^№t^oteJn/the7amp7e7;upTnto1^^^^^^
^•pS£»ri£SIF^ ^^'£q^^,
LONG RANGE FUEL TANKS.
»AalSn
S/S^e^t^S^^^^^
ELECTRICAL SYSTEM.
^^^:^^^1^T^^^^^^^^^^
MASTER SWITCH.
^SS^^^^^^'^^r
^^^^S^S£S^t
^a^^s: s^^^s—-
2-3

ELECTRICAL SYSTEM SCHEWATIC
TO IGNITION SWITCH
OVER-
VOLTAGE
WARNING
LIGHT
Hr
I AP TO WING FIAF SYSTEM
St 810
MASTER A
SWITCH {
AITEBNATOR
ALTERNATOB
FIEID
CIRCUIT
BREAKER
tDG
TO LANDING
IIGHT |OPT|
OVER-
VOLTAGE
SENSOR
TO WING TIP STROBE
ST. OBE LIGHTS IOPT1
ITS
•TO FLASHING
BEACON |OPT|
u
FLIGHT HOUR ,
RECORDER (OPT)
OIL PRESSURE
SWITCH (OPT]
CLOCK
|OPT]
CIGAR LIGHTER |OPT|
•I
STARTER
AMMETER
,
^N»'-TO 1>ITOT "EAT
PITOI H7 SYSTEM" lOP'J}'
TO NAVIGATION LIGHTS
AND OPTIONAL CONTROL
WHEEL MAP IIGHT
TO TRANSMITTE8 RELAY
NAV
DOME
^
STARTEB
CONTACTOB
BATTCRY
CONTACTOR
A
R
~"f""
BATTERY +
GROUND 5EBVICE
PLUG BECEPTACLE (OPT)
IGNITION
SWITCH
TO
WING FLAP
FUSE
G&
-^
<i€k
CODE
CIRCUIT BREAKER (AUTO-RESET]
CIRCUIT BREAKER (PUSH-TO-RESET]
FUSE -(<-DIODE A/WIESISTOR
CAPACITOR (NOISE FILTER|
S- FUSE
FUEl IND
INT LTS
B B
MAGNETOS
TO DOME IIGHT
•TO RADIO |OPT)
•TO RADIO [OPT)
•TO RADIO |OPT|
TO OPTIONAl TUKN
COOBDINATOB OB
OPTIONAL TURN-AND-
BANK INDICATOR
TO INSTRUMENT AND
COMPASS LIGHTS
TO FUEL QUANTITY
INDICAT08S
Figure 2-4.
2-4
AMMETER.
^sss^^^^^^^-
OVER-VOLTAGE SENSOR AND WARNING LIGHT.
^f^a^£hs^^^^%^^^^^^
FUSES AND CIRCUIT BREAKERS.
2-5

ss^^'^"^srs\t&^^^^
in
a
clip
inside
Uie'mapcompartm<^t.
iulu
repj
aced-
SPare
fuses
are
held
NOTE
. the_replacement fuse is of'the^
=?. ssss?^r^
'
'^^^°^m^^t^^^^-.l
rf
the
instrument'paiieYn'eaTt^e ^ll !LA IiLis.
Iocated ,
on
the
left
side
Thi'aIteI ;na^rTe^7^
d.
-cuTS,.
';^
"^
SSC.
^
5'^SS^S
(^ISl
anSS
t^^^Sd:
^^
transnutter .
day
NA^DOMlTlt
Ts
"me^S^osteS,
tei^s
tp^^c?lb
yJe. ES
7Iabe^d
systems
protec\YdbyI I^s[^Lron"vm^m,
ber,
thaLan^mauunctionin"^^^^^^^^
№o;iow^uellem1^ Sh№)isw£S £a, Za^on. llght^"dome1lIgh^^ruoPz^l
the'seusy=I^ K^ttTSL^ f^ ^№wm'de-^u::altel"
№ese_li^ti^^ ^^ert^Soff^th^nL thesmtches~for
replace"the~NAV-JD6MET^atrerSd ^it
tLi^te^ci^
per.
mit-its"us^e.
-"^omtSntoo^^etn%lt,
hltran!mltter,
rela7M
^^^
until the ma^n'c"tio7haTbeuernnc°onrS^?d. the lights protected by"the~f^e
LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
the r^tioc£S^^: i°^Gnthewin^ - t°P °f
i^Aaxr^ght^n^hl^olSt
^emc^dT^S^dlng_ugMM
;?,. s ^^ss'^^si^s^^S'
2-6
s^^y^^^'s^^^^^^^
"S^sys^s^^y.^
m
the-a^mosphecre"^cuTrir^Sf
ronm
Ia^Ld^^^
orienta"tTon. ^""c' parclcularly at mSht, can produce vertigoa. ndlosTot
INTERIOR LIGHTING.
^Sa
lS^^^^^;^^^^the^,s
^S^^S^^^SAV
WING FLAP SYSTEM.
^^^^^S'^ST^^y^
'iS^^^^^^Sis^^^^^^^^^
Releasing
thex
switchaUows"iFtoc
^lt^nateg^! OLextenslon
is,
reached.
ss^, "^st
e.
\^s^^^n:js;iSc
irI
I
li
2-7

^o'SciuT. SS ?^^°-retractlon- "•"•a--^ ""
^. SS 2% UP^. U'. L'to;, Sh^ttJ . t;p, ^'"»,, T'.e
^over:c;nterTS
£L^t^s^Tn
S^L^^^^^
approximately
6"^c&ondlu
lM^eltS^^lfula
p;.
etra.
ctfonm
plished b7'mtermi'ttentu^erT, r, e, ^adua. \flap. retraction can be°accom^
Af^7ulTretrcaSe^ch°ep^S°h^?n№^p,, Tltc^^
position. --"—""' Luc "wiccn is normally refairned to the center'off
CABIN HEATING AND VENTILATING SYSTEM.
t^s^^^^w^
^sSE2fse
£
s^SE!i:
^^sx"^^^^-
PARKING BRAKE SYSTEM.
^£e^^^^°^°^s^k"^^
knob/., Torelease^uP^ngnebSsan^dat^n^e^easetheparMngb^^^^^^
.
».
ped.
i;
'^^ss^^t
t%^;ae
^fS°»r
SEATS.
^^.
^^?S^^°moLr
S^^.
".
'.,.
^^^SSS^^i^'
adjusted fore and^t~bv"ra*is^ ^u, Daucoperation3-. . The seats can be
^^&№^^^^^
s^y^s^^T^r^s^
w^rd'n"nly6
andule
tancb^k
SSs
tr
£erSeTi
Se.
bacip,
ul[theJ
rn
obI
70
r-
^^nd^as^ga;thrs ^^;ksYsh;esc!£ed.
Th^c^^^
^atto^eup^h'tpo^Uona,
L
^Tf^;inoendthpTon^turnih
e
back
of-the
The^back of the^"s7ats"wil'l ^Ifoo^^n. ^b, ottomedge. of the back.
aiTto-sTowinro
^S^^Tc^^^^^^^^^^^
SHOULDER HARNESSES.
^ S&^T, TS, £°^ ^el, s- ?". ^ ,„,.„_
do^\T7st?thT^naeIsTh h?o?t£e^^5agew^Lb
eIO
W°^
harness cable) ov~erThec^at"hooStSen, S^UPJOn№e_forward endofThe"
^th^w ™°^ thl:nl'sTipZKh?Ssede^ealLtS upper^ard"c;'r'ner
?.
th
^opM
po^on^^n^^lSe
^Tn;t;^c^a^
^m^heloc^^t^r^^eth^e^!t&nd. p^^^^^^^^
the shoulder harnes&s"by'pluilinKuduo^n№e, ^^b!ltfOT a. snu^. fit and adjust
A^r^e^^^&h2npe^%Ud^nt
?hee
fr^J^°Ct l?harnl
esusisutouasPIS.
enoYh
tosit"compre
teTyT^mbit
piesrSt
htthpe^,
C^TLtole^^
^d^v^"a^^aecTSt^b^^^^^^^
^,
epulw
lirw
MtThrf
^do^I?o^rc
th^dw<;nnngs»udd!n^ecel^ra^
flight,
theharn^7s'houldc^I^er!Sa
n
controls
easily-
F^"a"erob^cu'
^^^^donreir^t^^^^^^^^^
t"
^""S^'a^ZS:
%^^eSe
lSit
'be^=H
STARTING ENGINE.
-a°r%^^^s^z^^^^
2-9

K=^te£^m^, S ST^.-—«»>,
"to^s^t°'%sr.
^L^.
°t^k..
-se.
f~n''he
cleared from\he"c^mc^sv^rSb^. n^od^iEx^sfael can"be'
^ss^ss'0^'^^^"^
TAXIING.
.
p. e^^sa»:c^tr^^at£—e
BEFORE TAKE-OFF.
WARM-UP.
Most of the warm-up will have been conducted during taxi, and addi-
2-10
TAXIING DIAGRAM
USE UP AILERON
ON LH WING AND
NEUTRAL ELEVATOR
USE UP AILERON
ON RH WING AND
NEUTRAL ELEVATOR
USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR
USE DOWN AILERON
ON RH WING AND
DOWN ELEVATOR
CODE
WIND DffiECTION
NOTE
!trM^qu. "t-e""6_tail wlnds requi" caution.
lA.
VOJdJudden
burstsof
th<l.
thro?Ue
andu
shar'p
b^ak^e
when
_the
airPlane
is"inthTs'atUt°u'del.p
^se^hLS
^!rable
nose
wheel'and"ru?der"toc'
maintain direction.
Figure 2-5.
2-11

a:^.
?'°^'.
"Se
^:dL^LT^,
dto.
uejhec''-»^
=^";^L^^:^^^^^^^
MAGNETO CHECK.
S^^^'So
T^^
^M,
RPMMMto"-..
"»'.
^OTHO twol^T.
S;eto°Se
?)sTs
^ote
?^CN
mrm
?::itcrb
vaeck
posl. tion' note RPMand"r;etuorcn ^ep^nh Jh^ ^e. switch to theL~
dropjhould not'ex'ce^dul5COl^Mtensw, i^htltheBOTH Pos^on. "RPM
75-RPM^fferue"^eat^euenR^^^ m. agneto or, sh°^eate^hlan
e^n
ofie
7gn^°^L^^^^^^^^
Mcowrernm^p-
usually
connrmbwl
heutheTaTficKepnMyceS.
at
higher
engine
SPeed^"'
^T^^. ^^. ^^^^i'^, '^^^^^
ma^o
^inVfs
Temins2^e:ro?t^ebmS^J?i^^^^^
ALTERNATOR CHECK.
"^^.
^s1
^1^^^^^
a positive verification caFbe^adT^ as^ghtOT. instrument flights);'
m^tarily
(TtoTs^SnS1
;
^Sdeeob^o^-nglh e?e^ca^^^
°Lby °Perating "th°e^n7flaZnd^n^?h°^i^ng1^
^m^wluTeL
m^%S?;
St
^tehnSn^J^PJmoRpwu
lp^^'
voltage
reguTator"a^e1
Se^gn^eeSydth
of
zero
ifthe
alternat"
^dc:
TAKE-OFF.
POWER CHECKS.
^i3^^s^xu
e.
a:=^.
s»tte"»-
^^№oica?;fo^. di^s?K^ sl^shM№Ma"el-:r-
lustifiedin making'^th^gh"f3hI^tttiTe~. 2L uthls occurs' youar;
». "e^to^»r=^^s^T^^, to. r-
2-12
ESSt
^t^b^£c^^^^^^
b^blownback-oTth?p7opeUelrTa^MttLdZe. toped^andthe. eraveTwUr
^^SSS^^^^I^-
-^^^^^s^^s^^^.
S^^^^^^5. 0^M''m,. iochc'ac1--
FLAP SETTINGS.
,
Tte
^"i»m^^"e£.
re^eTn
;,
T. m.
periOT.
"e'i'""-.
».
"P.
this ^vwtaSe isTst7n^eIucTn;b№^ f50nunfd. run>a;pproximatelylo%~tb"^
use
oMOO
"fTaps°isurbeL
slenrweed
cfo?^tno^,,
Tfo.
ot.
obstocle7"The^f0"' ^
from soft or7ough fiS^" Ior mlnlmum ground runs or for take'-off"
",, l:s~fb?!??e"°S^£;. 7, ^^^^^^^^^
climb
to
the
ob'stacTeu
vcThI e:I^^eM. ed. rauther.
than
retract
theminUiT'
^k£¥in^orw
e^
S^i^t^^wu^mTh^--
^I. c";». °^;u£t?0e", ^ ^oI±S»lrtS»-.
PERFORMANCE CHARTS.
-^sa^^s^^-
CROSSWIND TAKE-OFFS.
?^s^^^"^°sa
s. ^s.
mhe
drift-angle
immediately^ft7ra^ke"-^ffne ^id. lengthA
to
mmimize the'
^?^?hghu^^y^ernot^ealofth
e^
p^slble setui"Y^c7to"l№e Z^' ;;?e Sd^ff a^ruptly. to Prevent
.
round,
^a6
e^^^^5^^t^^^the'L
:*••
2-13

ENROUTE CLIMB.
CLIMB DATA.
For detailed data, see Maximum Rate-Of-Climb Data in Section VS.
CLIMB SPEEDS.
Normal climbs are conducted at 75 to 85 MPH with flaps up and full
throtUe, for best engine cooling. The mixture should be full rich unless
the engine is rough due to too rich a mixture. The best rate-of-climb
speeds range from 78 MPH at sea level to 72 MPH at 10, 000 feet. ~If~an
obstruction dictates the use of a steep climb angle, climb at an obstacle
clearance speed of 70 MPH with flaps retracted^
NOTE
Steep climbs at low speeds should be of short duration
to allow improved engine cooling.
CRUISE.
Normal cruising is done at power settings up to 75% power. The
engine RPM and corresponding fuel consumption'for various altitudes can
be determined by using your Cessna Power Computer or the Operatic
Data in Section VII.
The OPerational Data in Section VII shows the increased range and
^f-°ye
d
fuel.
economy
that
is
obtainable
when
operating
at
lower
power
settings and higher altitudes. The use of lower power settings said the
selection of cruise altitude on the basis of the most favorable wind condi-
tions are significant factors that should be considered on every trip to
reduce fuel consumption.
_The cruise perfOTmance table shows the true airspeed and miles
gallon
during
cruise
for
various
altitudes
and
percent
pr
owe~rs'.
"ThiTtabTe'
should be used as a guide, along with the available winds'alcft'informatTon.
determine the most favorable altitude and power setting Yor"agiven~trip.
To achive the lean mixture fuel consumption figures shown in Section
VII, the mixture should be leaned as follows:"
,
^^ ?UULthe mixture control out until engine RPM peaks and begins
to fall off.
2-14
CRUISE PERFORMANCE
AEROBAT(WITH SPEED FAIRINGS)
ALTITUDE
Sea Level
3500 Feet
7000 Feet
75% POWER
TAS MPG
114 20.4
20.9
21.6
65% POWER
TAS MPG
107
117
121
Ill
114
21.8
22.7
23.3
Standard Conditions
55% POWER
TAS MPG
101 24.0
104 24.8
107 25.5
Zero Wind
(2) Enrichen slightly back to peak RPM.
For best fuel economy at 55% power or less, operate at the leanest
mbcture that results in smooth operation or at 50 RPM on the lean side of
the peak RPM, whichever occurs first. This will result in approximately
greater range than shown in this manual.
Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the origi-
nal 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 mixhire 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.
STALLS.
The stall characteristics are conventional for the flaps up and flaps
down condition. SUght elevator buffeting jxiay occur just before the stall
with flaps down.
2-15

.
stau. spe^ds_are. shown in section vn for aft c- e., full gross
.
ronli
lT^Theya,
re.
presente,
d
as ,
^librated~airspB
eeds'becE
aus'e'
i^^ated
^"spejds^emreliablejlear
the
sta11-
The
staUwarmngho7n'prl
odu^u
^stea^tg
n^^to"MPHbefore.
the.
-actual
^U
is~reacE
>hed^7e'm^s
on until the airplane flight attitude is changed."
LANDING.
Nwma]c l, anding^approaclles. (:an be made with Power-on or power-off
^ee^^2'i"€H5tifS"^"?_^^^^^^
d. T;J. urlace ™s-and air turbute"^ are'usually ~theVrim±arlyf<alJc&tors
in determining the most comfortable approach~speeds7
,
pA. CSLtou^hdoTOShouldbe. made. with P^^-oH and on the main
TS^^^
wheel
should
be'lower^-°°^"t°^el
=ay
SHORT FIELD LANDINGS.
cFM, ^maximumperformance-short field landing i" smooth air condi-
3. '-. maKe_aIlapproachat 60 MPH with 40° flaps'u'su
.
^Vn^;l^eg^Tato^er""alra№;^
csSt
ly
r^^le
r^m^iw
MPQ
^^e^The'^srro fEers-
fcirr?tt;
I^h,
d^,
shfouid.
be^made-with"!wwer:offan?m1heumcalun
^e^F
kt;-n.
Immld
!a,
tely,
aitSLtouchdown' .
lower
the~'nos7whe'era
ndlpply"^a&vy
.
nT, ^equl, "d; .. For-. maximum brake effectiveness;-retrac'tThe"
Su
th;;ddS\nh:stT;ele
levator7and~ap~pl/m^imuI
mrr^
condiSt
ty
higher
approach
speeds
should
be
used
under
turbulent
air
CROSSWIND LANDINGS.
jxcls8ivtnose. st^t. inflation. can hinder nose wheel alignment with
ih
e.
a.
lr^^roundtrack^nTdriftin^c^cw
^ltln
fi
grou^rolli .
This
can,
be"^unteracted~bynTmly^leuruiTwg1
the
"^^L^'TK
V^
g^Td_^cer.
lnitial
contoct7"This^m^^^^
SS
£zISe
strut)
permitting
nose'wheel
-^S^^^e:om-
2-16
BALKED LANDING.
bereI^ebdTo
1olaSe
£;tT;^^^^^^
y^a£^m^^^^S^S^^^
s's^"^"^^^^^"^^^^^
^sS^SS^^^&
a^en^ZoTheX^tTo
1;
£Sic2I?tting
withouthaving
1°^^'^"
COLD WEATHER OPERATION.
^HSS^ . ^^s^
t, thus conserving battery energy.
NOTE
Cold weather starting procedures are as follows:
With Preheat:
»ss^ss^s^
NOTE
2-17

(2)
(3)
(4)
(5)
(6)
(7)
(8)
Propeller Area — CLEAR.
Master Switch -- ON.
^bcture — FULL RICH.
Throttle - OPEN 1/4~INCH.
Ignition Switch -- START
s'. 1?, ".. ^10" ^to BOTH *h" ^iDe "ar--
Without Preheat:
j^;s^^-^^^^^
(2)
(3)
(4)
(5)
(6)
Propeller Area -- CLEAR.
Master Switch -- ON7
Mixture — FULL RICH.
Ignition Switch — START.
^enppS;rottle rapidly to ful1 °Pen t— Return to 1/4 inch
iSSSt'^^^s^^-j..^
ie CS£s!S^^;^S..
°r
alter-
^s^^~—-
NOTE
IMPORTANT
pnZTn
gtle
^°dTt
mZ.
ca,
TJa;w_fuel_to
-cuznulate
S ^aicn^eeairTfdu^' ^eatin^afire. hazard^Thleu^nt
2-18
.'•LteDS?>^l. 'StSo№SH»SS^';"_le. W»t»ntt.
cold7"Iftea
rT^Seprw^mo-^eer?nVf90uteMl^t^p^^^^^^
celerate~the
^°^^ev^SmiZspSi^to,
Lmlm
tes.
at
100.
0'RPM),
"
a^y
a^erat^scX^^heuS!sptoesh^rr
Sn
e.
RP^
the airplane is~ready f^rutaTe-"offpressure remalns normal and steady
conditions. °"' """" ^1UB ls crnlcal under certain atniospheri'c'
Refer. to Section VUI for cold weather equipment.
NOISE ABATEMENT.
S^i^X ^lK'5'Stt, Lq?, T^^. e. °. T;ron. na:^"-
craft
noise
on'the^pubU'c"
tut"
pt
lrc
M
au
pilots
to
minimize
the
effecTof'air-
^s^^^^°s^^wmww-
thereby tend to bmld~pubUc"su^orutl^l%Ssted procedures> and"
^^S^^^°^SS^. T^L
areas should1 make" e^eTy ^ffo^ ?lre^ , and o№er. noise;sensitive
t£^f^^ee;S^t0^^^^^
may
be
consistent
witrU
ie"D'r^k^nve. n^oughflight
at
a
lower
level
L2
L
Dur^"de7a7tureuLZ
?r°S?ponn,
s.
?,
goIernment
r^ations:(
^e:^ff^d"dT;ce^forr^n^gaE?bto^i^ort^cUmb~after
i°"gedflig,
rt
:ri
^aiTtud?^Sd
-t^?^;°"^^^^^
NOTE
^-=cne»S"cd^; SLT."
i. SEr£S^^Is^
^^^^y^SS^
2-19

Section III
AEROBATIC MANEUVERS
AEROBATIC CONSIDERATIONS.
aw^rTu^t^^t^^^ic..
c^ot?^^^
^Emhm=[l^Te PseerftiornmedmeS SmhTT^^ №eifTari-
maneuverinSe^^PeTpS^ued^Srh
eelLwr^th^+.
6:.
°.
to/^
DUAL INSTRUCTION. ---".
"-°-rSC.
=^\^£,
a.
SSS::£rtto^
"-
PHYSICAL CONDITION.
^S^^^^st
^^w^.
s.^
minutes^ that~thepiToT'cMobeuc^^r^l, te, dtoa. maximum of 30 to 45
niihTa№tud^thna^leot^TcayoTmhL%^^^
LOOSE EQUIPMENT AND BAGGAGE.
.»—^SIS. te, ^° anF'o"I. <;^X'. pm°. l. [l°CM"'"»
seat
belt'and
shoul
der"
h'a^eTs s^°^10
aerobatic
flight'
the^-pnofs
^L ^ S^r. toroSS™^. ^r^^^=';.
SEAT BELTS AND SHOULDER HARNESSES.
v^s£^'^^^. ^''a. '-sd. <-'^
should be takenitou:nlsu^l№aa^SendflShLronditi^
and produce-maxTmu'muc^ L£vpel£t can easuy reach the flight controls
1;
1;.!
IJ-1
'. ^ I
'^
;'l
i.'
lr
!' '
3-1

PARACHUTES.
^Sd
m^^.
as:nbr^d^iu.
r.
oto!".
'"«!-«,
SPe, cted to determi^'№atu^e7a^t^' . nT^paJachutes mustbeTnl
Packing
dates'req^ed"SS?vyera^:nntg;:^Sn
and
ar-e
^hin^e1"
^^^y^s^'^^^:. ^''^..
:id
»ua^eatbacks?UKC
ausueyataS^rs
^tSt
tLth^?LS
^^^
removed
fromThe
aFrplS1
p?^siissul8end:
^he.
bottomcushion~should"be-
awayfr^\Teal
drh
e^ea^terT5s
o^^e£ps^l7p^^^^^^
FEDERAL AVIATION REGULATIONS.
^S^^VKr^^.^
the minimum legal al7itude^o^^n^es^'l5uu. feet above the surface is°
Eg El
zrd
elseg^^°er"dce?^
w"h_the~a7rPTaneu^dTteTaS^UVh
h^££Ll
Lt^
areasshould-be"ina"cco"rd^cieul^ovpTJls
l\eclw
nla"
cases,
-afTer\";ns^nguS:S0
::^^^^^
CABIN DOOR JETTISON SYSTEM.
ffw^m^^^s^s^^daath'
tion^dthe7h
^c^^eL
sulTsc;f?M?aSi
^Ts.
th.
e.
Tqu^ceof'°^^^
^.
=;GM
^M^'^?s^^iS^^^^
listed^
S:So
?^ldofbte^Sy
famiuar
with
the
bail-°^
Procedures
APPROVED MANEUVERS.
±^wrs^ttr0^^^^^^^^^
^j^^ve^S, 2;^?dZS^h№es^
^rs^thonzed"fo7the
"1U50
S?<!baMadrSTo
I?n.
A^dul?nal,
aeroba-tl'c
mu
anr-
r. lTs:-. ^'"^' S, r^e^° ?»eS;^;^\. taSS^]f
^^^^^ys^pertoMne tte •aon
3-2
P2W
EROFF-FULL
STALL
ENTRY
k.
L'J
\
^
l^^^ERvro^. Af, p^№ON. r°^°wED\
SPIN
H!.
i'l
^fi. l-
!ll
;!i]
Figure 3-1.
SPIN
t^Su
^y^st
s^\M,
^nyu^-
£siilj?ss^is?-
£S€?? ^ SEUVes°^S^S]^
3-3

•_spins shovld be Practiced at altitudes of 3000 feet or more above the
i. The normal entry is made from a power-off stall. " As'the'staU
].
s.
app-roached?.
the
elevator
control
should
be
smoothly
puUed'to
the
fuUJ
aft position. ^Just^prior to reaching the stall "break;"" ruddw controlTn
thedesired
direction
of
the
spin
rotation
should
be7pplied~so
that'fuUJ
ryd
der
deflection
is
reached
almost
simultaneously
"vrithr'eachIne'fuU^
aft
elevator- care. should be taken to avoid using aileroncontoo'1'si^eTts"
can increase the rotation and cause erratic rotation. Both
eleYator-and rudder. controls should be held full with the spn"untiTth'e'
splnrecove]'y. is imtiated. An inadvertent relaxation of either of these
controls could result in the development of a nose-down spiral.'
The normal spin recovery technique is as follows:
(1) RETARD THROTTLE TO IDLE POSITION.
(2;»_APPLY FULL RUDDER OPPOSITE TO THE DIRECTION OF
ROTATION.
(3LAFTER ONE-FOURTH TURN, MOVE THE CONTROL WHEEL
FORWARD OF NEUTRAL IN A BRISK MOTION.
(. 4LA
SROTATION_isTOPS'
NEUTRALIZE'RUDDER,
AND
MAKE A
SMOOTH RECOVERY FROM THE RESuYriNG'DFvE.
-.. ^partial power may. be used to Provide more rapid and precise en-
tries-.
-However'
once
the
SPin
rotation
is
established,
The
rthrotUel
must
retarded to the idle position.
NOTE
K a spin is entered inadvertently from an aerobatic
maneuver, it is important to close the throttle
promptly. The use of engine power in the spin will
tend to flatten the spinning attitude and prolong the
recovery.
3-4
SLIGHT RELAXATION OF BACK PRESSURE
TO MAINTAIN CONSTANT RADIUS
CONSTANT 2. 5 TO 3. 0 e
PULLUP
CONSTANT 2. 0 TO 3. 0 g PULLOUT.
IN DIVE RECOVERY
ENTRY SPEED 130 MPH
-^
<^
ENTRY
^
^
.^
LOOP
Figure 3-2.
LOOP.
The normal loop is basically a 360 degree turn executed in the verti-
ca]^ Plane. The maneuver consists of a climb, inverted flight, "dive, ' and
recovery to straight and level flight conducted in a series7"The~entire"
loop should be conducted with a positive g level on the airplane and at
maximum power (within 2750 RPM limits).
The loop is entered from a shallow dive at 130 MPH. A 2. 5 to 3. 0 g
pullup is initiated and a continuous elevator back pressure maintained
Uu-oughout the inverted position. A sUght relaxation of back'pressure
benecessal7, to Prevent sta11 buffeting from occurring through-the-down'-"
ward side of the loop and to maintain the symmetrical pattern~of~the'man-
euver. Observation of landmarks through'the skylight windows will aid~in
keeping the pilot oriented throughout the'inverted portion of "the loop."
InteresUng variations of the basic loop may be performed by (1) in-
eluding a quarter roll in the recovery dive, and (2) describing a"ciover-
leaf pattern through a series of four consecutive loops with quarter rolls.
3-5
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