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  9. Cessna 150 STANDARD User manual

Cessna 150 STANDARD User manual

ESSNA
MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
1967
WORLD'S LARGEST PRO- OWNER'S
,o¶ 4G NC RA, MANUAL
SINCE 1956
Intentional Spins and
other Aerobatic
Maneuvers prohibited per
AD 2009-10-09 R2.
NOTE: This does not
prohibit intentional stalls.
PERFORMANCE -SPECIFICATIONS SERVICING REQUIREMENTS
STANDARD
AND TRAINER COMMUTER FUEL:
AVIATION GRADE -- 80/87 MINIMUM GRADE
CAPACITY EACH STANDARD TANK -- 13 GALLONS
GREESS WEIGHT . . .. . . . . . . . . .... . 1600 lbs 1600 lbs CAPACITY EACH LONG RANGE TANK -- 19 GALLONS
Top Speed At Sea Level . . . . . . . . . . . . 123 mph 125 mph
Cruise, 75% Power at 7500 ft . . . . . . . . . 120 mph 122 mph
RANGE:
Cruise, 75% Power at 7500 ft ..... . ...480 mi 490 mi ENGINE OIL:
22.5 Gallons, No Reserve 4.0 hrs 4.0 hrs AVIATION GRADE -- SAE 40 ABOVE 40° F.
120 mph 122 mph SAE 10W30 OR SAE 20 BELOW 40° F.
CrL ge, 75%e VoweLan,
7355000
Gallons 2h-s 2s(lVIULTI-VISCOSITY OIL WITH ARANGE OF SAE 10W30
120 mph 122 mph IS RECOMMENDED FOR IMPROVED STARTING IN COLD
Optimum Range at 10, 000 ft ... . ... . .560 mi 565 mi WEATHER. DETERGENT OR DISPERSANT OIL, CON-
22.5 Gallons, No Reserve 5.7 hrs 5.7 hrs FORMING TO CONTINENTAL MOTORS SPECIFICATION
98 mph 99 mph MHS-24, MUST BE USED.
Optimum Range at 10, 000 ft . . . . . . . . . 870 mi 885 mi CAPACITY OF ENGINE SUMP -- 6QUARTS
Long Range Version, 35.0 Gallons 8.9 hrs 8.9 hrs
98 mph 99 mph (DO NOT OPERATE ON LESS THAN 4QUARTS. TO
RATE OF CLIMB AT SEA LEVEL . . . . . . . . . 670 fpm 670 fpm MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL
SERVICE CEILING ............ . .. . 12, 650 ft 12, 650 ft TO 5QUART LEVEL FOR NORMAL FLIGHTS OF LESS
TAKE-OFF: THAN 3HOURS. FOR EXTENDED FLIGHT, FILL TO
Ground Run .... . . . . . . . . . . . . . 735 ft 735 ft 6 QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED,
Total Distance Over 50-ft Obstacle ... . . ..1385 ft 1385 ft ONE ADDITIONAL QUART IS REQUIRED WHEN THE
LANDING: FILTER ELEMENT IS CHANGED.
Landing Roll . . . . . . .... . . . .. . . . 445 ft 445 ft
Total Distance Over 50-ft Obstacle ... . ...1075 ft 1075 ft
EMPTY WEIGHT: (Approximate) Standard Trainer
With Standard Fuel Tanks . . . ... . . 975 lbs 1005 lbs 1060 lbs
With Long Range Fuel Tanks . . . . ...980 lbs 1010 lbs 1065 lbs HYDRAULIC FLUID:
BAGGAGE ..... . .. ... . . . . . . . . 120 lbs 120 lbs MIL-H-5606 HYDRAULIC FLUID
WING LOADING: Pounds/Sq Foot .. . .. . ...10. 2 10. 2
POWER LOADING: Pounds/HP . . . . . ... . .16. 016. O
FUEL CAPACITY:
Total (Standard Tanks) . . . . ... . . . . 26 gal. 26 gal· TIRE PRESSURE:
Total (Long Range Tanks) . . . . . . . . . . . 38 gal. 38 gal.
OIL CAPACITY: Total . . . . ... . ... . ..6qts 6 qts NOSE WHEEL --- 30 PSI ON 5:00 ×5TIRE
PROPELLER: Fixed Pitch (Diameter) ... . . . . 69 inches 69 inches MAIN WHEELS -- 21 PSI ON 6:00 ×6TIRES
ENGINE: Continental Engine ....... . .. . O-200-A* O-200-A*
100 rated HP at 2750 RPM
*The Model F150, which is manufactured by Reims Aviation S. A. ,Reims (Marne) France, is NOS E GEARSHOCKSTRU T:
identical to the 150 except that it is powered by an O-200-A engine manufactured under license KEEP FILLED WITH FLUID AND INFLATED TO 20 PSI
by Rolls Royce, Crewe, England. All 150 information in this manual pertains to the F150 as well. •
DO NOT OVER-INFLATE.
D397-13-RAND-1000-9/77
CONGRATULATIONS . . . . .
Welcome to the ranks of Cessna 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, either for business or
pleasure, apleasant and profitable experience.
This Owner's Manual has been prepared as aguide to help you get the
most pleasure and utility from your Model 150. It contains information
about your Cessna's equipment, operating procpdures, and performance;
and suggestions for its servicing 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
aCessna. 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.
ASTOCK 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 Letters, published by Cessna
Aircraft Company.
We urge all Cessna owners to use the Cessna Daaler Organization to the
fullest.
A current Cessna Dealer Directory 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 cross-country
flight planning aids; a warm welcome awaits you at every Cessna Dealer.
i
*Maximum height of airplane with nose gear depressed and
an optional flashing beacon installed.
** Overal11ength of airplane with optional bullet -shaped
propeller spinner. When standard propeller spinner
is installed, length is 23'.
8'-7½" MAX.
**23 -9"
10 -D"
PRINCIPAL
DIMENSIONS
ii
+- 7-0
6-6½"
ii
TABLE OF CONTENTS
SECTION I-OPERATING CHECK LIST.............. 1-1
SECTION 11 -DESCRIPTION AND
OPERATING DETAILS ...................... 2-1
SECTION lli -OPERATING LIMITATIONS............. 3-1
SECTION IV -CARE OF TH E AIRPLANE ............ 4-1
OWNER FOLLOW-UP SYSTEM ........................... 4-8
SECTION V -OPERATIONAL DATA ...................... 5-1
SECTION VI -OPTIONAL SYSTEMS...................... 6-1
A LPH A BET IC A LINDEX ........................................ Index -1
This manual describes the operation and performance of
the Standard Model 150, the Trainer and the Commuter. Equip-
ment described as "Optional" denotes that the subject equipment
is optional on the Standard airplane. Much of this equipment is
standard on the Trainer and Commuter.
iii
distance table, 5-3
flap settings, 2-8
maximum performance, 1-2 Vacuum System Air Filter, 4-7
normal, 1-2 Vacuum System Oil Separator, 4-7
performance charts, 2-9 Vertical Speed Indicator, 1-4
power checks, 2-8
6 4 TRXiing, 2-7
diagram, 2-6 W
IThrottle, 1-4, 2-2
Tire Pressure, inside back cover Weight,
Trim Tab Control Wheel, Elevator, empty, inside cover
831-4 gross, inside cover, 3-1
N0TE True Airspeed Indicator, 6-2 Weight and Balance, 3-3
Turn-and-Bank Indicator, 1-4 center of gravity envelope, 3-6
n's"p"eion ic neianiiierne" loading graph, 3-5
aircraft condition during walk- Sample loading problem, 3-4
around inspection. If night
EXTERIOR flight is planned, check operation Wheel Bearings, 4-7
of all lights, and make sure aWindshield -Windows, 4-2
INSPE CTION flashlight is available. UWing Flap Switch, 1-4
Wing Loading, inside cover
Utility Category, Maneuvers, 3-1 Winterization Kit, 6-1
2
(a) Turn on master switch and check fuel quantity (c) Check carburetor air filter for restrictions by
indicators, then turn master switch off, dust or other foreign matter.
(b) Check ignition switch "OFF." (d) On first flight of day and after each refueling,
(c) Check fuel valve handle "ON." pull strainer drain knob and drain a two-
(d) Remove control wheel lock, ounce quantity of fuel trom the fuel strainer
to check for presence of water and sediment.
(e) Check nosewheel strut and tire for proper
inflation.
(a) Remove rudder gust lock, if installed. (f) Disconnect nose lie-down.
(b) Disconnect tail tie-down.
(a) Remove gust lock, if installed. Same as
4(a) Check main wheel tire for proper inflation.
(b) Inspect airspeed static source hole on side of
fuselage for stoppage (left side only). (a) Remove pitot tube cover, if installed, and
(c) Disconnect wing tie-down. check pitot tube opening for stoppage.
(b) Check fuel tank vent opening for stoppage.
(c) Check stall warning vent opening for stoppage.
5(a) Check all level. Do not operate with less than
4 quarts. Fill for extended flights.
(b) Check propeller and spinner for nicks and
security. Same as
Figure 1-1.
iv Index-5
filter, 4-7 S•
temperature gage, 1-4, 3-3
pressure gage, 1-4, 3-3 Sample Loading Problem, 3-4
Operation, Cold Weather, 2-11 Secure Aircraft, 1-3
Operation Limitations, Engine, 3-2 Service Ceiling, inside cover
Operations Authorized, 3-1 Servicing and Lubrication, 4-6 OPERATING CHECK LIST
Optimum Cruise Performance, 2-10 Servicing Intervals Check List, 4-7
Optional Instrument Space, 1-4 Servicing Requirements Table,
Owner Follow-Up System, 4-8 inside back cover
Shimmy Dampener 4-7 One of the first steps in obtaining the utmost performance, service,
Short Field Landing, 2-11 and flying enjoyment from your Cessna is to familiarize yourself with your
PShut-Off Valve Fuel, 2-2 airplane's equipment, systems, and controls. This can best be done by
Specifications -Performance, reviewing this equipment while sitting in the airplane. Those items whose
. . function and operation are not obvious are covered in Section II.
Painted Surfaces, 4-2 inside cover
Parking Brake Control, 1-4 eeeedd,S inC11dnebco2 Section Ilists, in Pilot's Check List form, the steps necessary to
Parking Brake System, 2-5 Stalls 2-10 operate your airplane efficiently and safely. It is not acheck list in its
Performance -Specifications' speed chart, 5-2 true form as it is considerably longer, but it does cover briefly all of the
inside cover Starter, 2-4 points that you should know for atypical flight.
Power, inside cover
..Starter Handle, 1-4, 2-4
Power Loading, inside cover Starting Engine 1-1, 2-5 The flight and operational characteristics of your airplane are normal
Primer, Engine, 1-4, 2-2 before, 1-1 in all respects. There are no unconventional characteristics or operations
Principal Dimensions, ii Strainer, Fuel, 2-1, 2-2, 4-6, 4-7 that need to be mastered. All controls respond in the normal way within
Propeller, inside cover Suction Relief Valve Inlet Screen, the entire range of operation. All airspeeds mentioned in Sections I and
care, 4-3 4-7 II are indicated airspeeds. Corresponding calibrated airspeeds may
Publications, 4-8 Surfaces, be obtained from the Airspeed Correction Table in Section V.
aluminum, 4-3
painted, 4-2
Sy stec in heating and ventilating, BEFOREENTER INGTHE AIRPLANE.
Quantity Data, Fuel, 2-1 2-5
Quantity Indicators, Fuel, 1-4, 3-3 electrical, 2-3 (1) Make an exterior inspection in accordance with figure 1-1.
fuel, 2-1
owner follow-up, 4-8
Rparking brake, 2-5 BEFORE STARTING THE ENGINE.
(1) Seats and Seat Belts -- Adjust and lock.
Radio, 1-4 T(2) Brakes -- Test and set.
Radio Transmitter Selector I(3) Master Switch -- "ON. "
Switch, 6-2 (4) Fuel Valve Handle -- "ON "
Range, inside cover Table of Contents, iii
Rate of Climb, inside cover Tachometer, 1-4, 3-3
Rate-of-ClimbDataTable, 5-3 Take-Off, inside cover, 1-2, 2-8 STARTING THE ENGINE
Registration Number, Aircraft, 1-4 before take-off, 1-2, 2-7
Regulator, Voltage, 2-4 crosswind, 2-9 (1) Carburetor gat -- Cold.
Index-4 1-1
(2) Mixture -- Rich. Gross Weight, inside cover, 3-1 Loading Graph, 3-5
(3) Primer -- As required. Ground Handling, 4-1 Loading Problem, Sample, 3-4
(4) Ignition Switch -- "BOTH. "Gyro, Directional, 1-4 Long Range Fuel Tanks, 6-1
(5) Throttle -- Open 1/4". Gyro Horizon, 1-4 Lubrication and Servicing
(6) Propeller Area -- Clear. Procedures, 4-6
(7) Starter Handle -- Pull. HM
BEFORE TAKE-OFF. Handling Airplane on Ground, 4-1
Heating and Ventilating System, Magnetic Compass, 1-4
(1) Throttle Setting -- 1700 RPM. Cabin, 2-5 Magnetos, 2-4
(2) Engine Instruments -- Within green arc. Hydraulic Fluid, inside back cover Maneuvers -Utility Category, 3-1
(3) Magnetos -- Check (75 RPM maximum differential between magneto Map Compartment, 1-4
(4) Carburetor Heat -- Check operation. Markings, Instrument, 3-3
(5) Suction Gage -- Check (4. 6 to 5. 4 inches of mercury). Master Cylinders, Brake, 4-7
(6) Flight Controls -- Check. Master Switch, 1-4, 2-4
(7) Trim Tab -- "TAKE-OFF" setting. Indicator, Maximum Glide, 5-5
(8) Cabin Doors -- Latched. airspeed, 1-4, 6-2 Maximum Performance Climb, 1-3
(9) Flight Instruments and Radios -- Set. turn-and-bank, 4-4 Maximum Performance Take-Off,
vertical speed, 1-4 1-2
Indicators, Fuel Quantity, 1-4, 3-3 Maximum Rate-of-Climb Data, 5-3
TAKE-OFF. Ignition Switch, 1-4, 2-4 Mixture Control Knob, 1-4, 2-2
Inspection Diagram, Exterior, iv Moment Envelope, Center of
NORMAL TAKE-OFF. Inspection Service and Inspection Gravity, 3-6
(1) Wing Flaps -- Up. Periods, 4-4 Mooring Your Airplane, 4-1
(2) Carburetor Heat -- Cold. Instrument Markings, Engine, 3-3
(3) Throttle -- Full "OPEN. "Interior Care, 4-3
(4) Elevator Control -- Lift nose wheel at 50 MPH. N
(5) Climb Speed -- 72 MPH until all obstacles are cleared, then set
up climb speed as shown in "NORMAL CLIMB" paragraph- LNormal Climb, 1-2
Normal Landing, 1-3
MAXIMUM PERFORMANCE TAKE-OFF- Landing, inside cover, 2-11 Normal Take-Off, 1-2
(1) Wing Flaps -- UP. after, 1-3 Nose Gear Shock Strut, 4-7
(2) Carburetor Heat -- Cold. before, 1-3 Nose Gear Torque Links, 4-7
(3) Brakes -- Hold. crosswind, 2-11
(4) Throttle -- Full "OPEN. "distance table, 5-3
(5) Brakes -- Release. lights, 2-3
(6) Elevator Control -- Slightly tail low. normal, 1-3
(7) Climb Speed -- 52 MPH (with obstacles ahead). short field, 2-11 Oil System,
Light, Landing, 2-3 capacity, inside cover s
Limitations, dipstick, 4-6
CL1MB-air speed, 3-2 engine oil, 4-7, inside back
NORMAL CLIMB. engine operation, 3-2 cover
(1) Air Speed -- 75 to 80 MPH. Loading, Power, inside cover filler, 4-6
1-2 Index-3
Cruise Performance Table, 5-4 Elevator Trim Control Wheel, 1-4 (2) Power -- Full throttle.
Cruising, 1-3, 2-10 Empty Weight, inside cover (3) Mixture -- Rich (unless engine is rough).
Engine, inside cover
before starting, 1-1 MAXIMUM PERFORMANCE CLIMB.
Dinstrument markings, 3-3 (1) Air Speed -- 72 MPH.
oil dipstick, 4-6 (2) Power -- Full throttle.
oil filler, 4-6 (3) Mixture -- Rich (unless engine is rough).
Diagb gage loading/tie-down, 3-4 operation limitations, 3-2
electrical, 2-4 21--21, 2-5 CRUISING.
exterior inspection, iv
fuel 2-2 Equipment, Cold Weather, 6-1
'Exterior Care 4-2, 4-3 (1) Power -- 2000 to 2750 RPM.
maximum glide, 5-5 Exterior Inspe'ction Diagram, iv (2) Elevator Trim -- Adjust.
principal dimensions, ii (3) Mixture -- Lean to maximum RPM.
taxiing, 2-6
Dimensions, Principal, ii F
Dipstick, Oil, 4-6 BEFORE LANDING.
Directional Gyro, 1-4 File, Aircraft, 4-5
Distance Table' Filler, Oil, 4-6 (1) Mixture -- Rich.
landing, 5-3 Filter, Carburetor Air, 4-7 (2) Carburetor Heat -- Apply full heat before closing throttle.
take-off, 5-3 Filter, Oil, 4-7 (3) Airspeed -- 65 to 75 MPH.
Flashing Beacon, 2-3 (4) Wing Flaps -- As desired below 100 MPH.
Fuel System, 2-1 (5) Airspeed -- 60 to 70 MPH (flaps extended).
Ecapacity, inside covers
carburetor, 2-2
Electrical System, 2-3 fuel line drain plug, 4-7 NORM ALL ANDING.
alternator, 2-4 fuel tanks, 2-2
ammeter, 1-4, 2-3, 2-4 fuel tank fillers, 4-6 (1) Touch Down -- Main wheels first.
hattery, 2-4, 4-7 fuel tank sump drains, 4-7 (2) Landing Roll -- Lower nose wheel gently.
battery contactor, 2-4 long range fuel tanks, 6-1 (3) Braking -- Minimum required.
cigar lighter, 1-4, 2-4 mixture control knob, 1-4, 2-2
clock, 1-4, 2-4 primer, 1-4, 2-2
flashing beacon, 2-3 quantity data, 2-1 AFTER LAND ING.
fuses and circuit breakers, quantity indicators, 1-4, 3-3
2-3, 2-4 schematic, 2-2 (1) Wing Flaps -- Up.
ignition switch, 1-4, 2-4 shut-off valve, 2-2 (2) Carburetor Heat -- Cold.
landing lights, 2-3 strainer, 2-1, 2-2, 4-6, 4-7
magnetos, 2-4 Fuse/Circuit Breaker Panel, 1-4
master switch, 1-4, 2-4 Fuses and Circuit Breakers, 2-3, 2-4 SECURE AIRCR A FT.
regulator, 2-4
schematic, 2-4 (1) Mixture -- Idle cut-off.
starter, 2-4 (2) All Switches -- Off.
starter handle, 1-4, 2-4 (3) Parking Brake -- Set.
switches, 1-4 Go-Around Climb, 2-10 (4) Control Lock -- Insta11ed.
Index-2 1-3
INSTRUMENT PANEL ALPHABETICAL INDEX
234567810 11 12 3 14 516 17 19
AC
After Landing, 1-3 Cabin Air and Heat Controls, 1-4
Air and Heat Controls, Cabin, 1-4 Cabin Heating and Ventilating
Air Filter, Carburetor, 4-7 System, 2-5
Air Filter, Vacuum System, 4-7 Capacity,
Aircraft Registration Number, 1-4 baggage, inside cover
Airplane, fuel, inside covers
before entering, 1-1 oil, inside covers
file, 4-5 Carburetor, 2-2
ground handling, 4-1 air filter, 4-7
mooring, 4-1 air heat control, 1-4
secure, 1-3 Care,
Airspeed Correction Table, 5-2 exterior, 4-2, 4-3
Airspeed Indicator, 1-4 interior, 4-3
Airspeed Limitations, 3-2 propeller, 4-3
Alternator, 2-4 Center of Gravity Moment
Altimeter, 1-4 Envelope, 3-6
Aluminum Surfaces, 4-3 Check List, Servicing Intervals, 4-7
Ammeter, 1-4, 2-3, 2-4 Cigar Lighter, 1-4, 2-4
Authorized Operations, 3-1 Climb, 1-2, 2-9
climb data, 2-9
climb speeds, 2-9
36 35 14 33 :2 31 30 29 28 27 26 25 24 23 22 21 20 8go-around clinib, 2-10
maximum performance, 1-3
1. Altimeter 13. Oil Pressure Gage 25. Mixture Control Knob Baggage, Capacity, inside cover maximum rate-of-climb data,
2. AirspeedIndicator 14. OilTemperatureGage 26. Throttle Baggage Loading/Tie-Down, 324 5-3
r'e"etÌnd-B
yr ncator(Opt.) AFume ue tityIndicator(Right) Ehnr craTrimeChonStro1Wheel Battery, 2-4, 4-7 ROrmal, 1-2
5. Vertical Speed Indicator (Opt.) 17. Optional Instrument Space 29. Carburetor Air Heat Control Battery Contactor, 2-4 Clock, 1-4, 2-4
m°piss ŠreoenCard SOp nnalGans ru nt Space Omni Course Indicator (Opt.) BORCOn, Flashing, 2-3 Cold Weather Equipment, 6-1
8. Optional Radio 20. Map Compartment 32. Clock BOÎOre Entering the Airplane, 1-1 winterization kit, 6-1
1e"1"Ûnty na cator (Left) 21 CF ser/CLircuit Breaker Panel 3Stern tBOÎOre Landing, 1-3 Cold Weather Operation, 2-11
11. Aircraft Registration Number 23. Cabin Air and Heat Controls 35. Primer BOÎOre Starting the Engine, 1-1 Compass Correction Card, 1-4
12. Tachometer 24. Wing Flap Switch 36. Master Switch BOÎOre Take-Off, 1-2, 2-7 Compass, Magnetic, 1-4
magneto check, 2-7 Correction Table, Airspeed, 5-2
warm-up, 2-7 Crosswind Landing, 2-11
Figure 2-1. Brake Master Cylinders, 4-7 Crosswind Take-Off, 2-9
Brake System, Parking, 2-5 Cruise Performance, Optimum, 2-10
1-4 Index-1
RADIOTRANSMITTER
SELECTORSWITCH Jeeties H
Operation of the radio equipment is normal as covered in the respec-
tive radio manuals. When more than one radio with transmitter function DESCRIPTION AND OPERATING DETAILS
is installed, a transmitter switch is necessary. The transmitter selector
switch is mounted in the upper left corner of the control pedestal and has
two positions. When two transmitters are installed, it is necessary to
switch the microphone to the radio unit the pilot desires to use for trans- The following paragraphs describe the systems and equipment whose
mission. This is accomplished by placing the transmitter selector switch function and operation is not obvious when sitting in the airplane. This
in the position corresponding to the radio unit which is to be used. section also covers in somewhat greater detail some of the items listed
in Check List form in Section Ithat require further explanation.
TRUE AIRSPEED INDICATOR FUEL SYSTEM.
Fuel is supplied to the engine from two tanks, one in each wing.
Atrue airspeed indicator is available to replace the standard airspeed From these tanks, fuel flows by gravity through a fuel shutoff valve and
indicator in your airplane. The true airspeed indicator has a calibrated fuel strainer to the carburetor.
rotatable ring which works in conjunction with the airspeed indicator dial
in amanner similar to the operation of a flight computer. Refer to figure 2-2 for fuel quantity data. For fuel system service
information, refer to Lubrication and Servicing Procedures in Section IV.
TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude
is aligned with outside air temperature in degrees Fahrenheit. Then FUEL STRAINER DRAIN KNOB.
read true airspeed on rotatable ring opposite airspeed needle. Refer to fuel strainer servicing procedure, Section IV.
NOTE
Pressure altitude should not be confused with indicated
altitude. To obtain pressure altitude, set barometric FUEL QU A NT ITY DATA(U. S. G A LLON S)
scale on altimeter to "29.92" and read pressure altitude
on altimeter. Be sure to return altimeter barometric USABLE FUEL TOTAL
scale to original barometric setting after pressure alti- TANKS ALL FLIGHT UNUSABLE FUEL
tude has been obtained. CONDITIONS FUEL VOLUME
TWO, STANDARD WING
(13 GAL. EACH) 22. 53. 526. O
TWO, LONG RANGE WING 35.0 3.0 38.0
(19 GAL. EACH)
Figure 2-2.
6-2 2-1
Jecties TI
LEFT FUEL TANK RIGHT FUEL TANK OPTIONAL SYSTEMS
This section contains a description, operating procedures, and per-
lità formance data (when applicable) for some of the optional equipment which
FUEL °may be installed in your Cessna. Owner's Manual Supplements are pro-
FUEL SHUTOFF vided to cover operation of other optional equipment systems when in-
VALVE stalled in your airplane. Contact your Cessna Dealer for acomplete
OFF oliSt of available optional equipment.
RENER LONG RANGE FUELTANKS
Special wings with long range fuel tanks are available to replace the
EER standard wings and fuel tanks for greater endurance and range. Each
tank has atotal capacity of 19 gallons. Usable fuel in each long range
tank, for all flight conditions, is 17. 5 gallons.
THROTTLE
COLD WEATHER EQUIPMENT
FUEL CARBURETOR <s
SYSTEM !!! "WINTERIZATION KIT.
TO ENGINE
···· SCHEM ATI C···· CYLINDERS MIXTURE For continuous operation in temperatures consistently below 20° F,
COK OROL the Cessna winterization kit, available from your Cessna Dealer, should
be installed to improve engine operation.
Figure 2-3.
2-2 6-1
ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current system
powered by an engine-driven alternator (see figure 2-4). A12-volt
storage battery is located on the right, forward side of the firewall just
inside the cowl access door. The master switch controls all electrical
circuits except the clock and the ignition system.
AMMETER.
The ammeter indicates the flow of current, in amperes, from the
alternator to the battery or from the battery to the aircraft electrical
system. When the engine is operating and the master switch is "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 discharge rate of the
battery.
FUSES AND CIRCUIT BREAKERS.
Fuses on the instrument panel protect most of the electrical circuits
in your airplane. (The clock fuse is located adjacent to the battery.) The
circuits controlled by each fuse are indicated above each fuse retainer.
Fuse capacity is indicated on each fuse retainer cap. Fuses are removed
by pressing the fuse retainers inward and rotating them counterclockwise
until they disengage. The faulty fuse may then be lifted out and replaced.
Spare fuses are held in a clip on the inside of the map compartment door.
A"push-to-reset" circuit breaker on the instrument panel protects
the alternator circuit. The cigar lighter is protected by a manually re-
set type circuit breaker mounted directly on the back of the lighter behind
the instrument panel.
LANDING LIGHTS (OPT).
Athree-position, push-pull type switch controls the optional landing
lights mounted in the leading edge of the left wing. To turn one lamp on
for taxiing, pull the switch out to the first stop. To turn both lamps on
for landing, pull the switch out to the second stop.
FLASHING BEACON (OPT).
The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
2-3
•SPEED 65 MPH (IAS)
ELECTRICAL SYSTEM SCHEMATIC MAXIMUM GLIDE •PROPELLER WINDMILLING
•FLAPS UP •ZERO WIND
CIGAR LIGHTER 12,
(WITH CIRCUIT BREAKER) M..
TO WING FLAP SYSTEM z10,000 -------- ------
FLAPS
REGULATOR 60
iTO LANDING &8000
|| GEN TAXi LIGHTS (OPT) L
s
A+ ALTERNATOR
L D
TO FLASHING
FBEACON (OPT)
AMMETER
scN LT
cLOCK PITOT HT TO PITOT HEAT
BATTERY SYSTEM (OPT)
O5 10 15 20
TO RADIO (OPT) GRouND DISTANCE (STATUTE MILES)
STARTER RADIO
HANDLE
BATTERY RADIO
TO RADIO (OPT)
Figure 5-5.
CONTACTOR TO RADIO (OPT)
RADIO
TO DOME LIGHT &
OPT COURTESY LIGHTS
MASTER
SWITCH NAV
STARTER -LTS TO NAVIGATION LIGHTS
TJ
NAVI( ATION IGNITION
LIGHI FUSE SWITCH TO TURN & BANK
INDICATOR (OPT)
CODE
CIRCUIT BREAKER ITO INSTRUMENT LIGHTS
eFUSE ST
DIODE INST TO FUEL QUANTITY
-CAPACITOR - - INDICATORS
-- MECHANICAL CONNECTION MAGNETOS
Figure 2-4.
2-4 5-5
the atmosphere, particularly at night, can produce vertigo and loss of
-CRUISE PERFORMANCE xH RAEN orientation.
MCDEL 150 COMMUTER
END HOURS RANGE MILES
ALTITUDE RPM %BHP TASMPH GAL/HR. STANDARD LONGRANGE STANDARDLONGRANGE CABIN HEATING AND VENTILATING SYSTEM.
22. 5 GAL. 35 GAL. 22. 5 GAL. 35 GAL.
2500 0417 2 33.31 4940 The temperature and volume of airflow into the cabin can be regulated
2600 79 119 6.0 3.8 5.9 450 700 tO any degree desired by manipulation of the push-pull "CABIN HEAT" and
2"|°° 6731 688"CABIN AIR" Imobs.
2300 56 102 4.2 5.3 8.3 540 845
2200 50 95 3.8 5.9 9.1 555 865
2100 45 87 3.5 6.4 10.0 560 870 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
5000 7500 27 11 26 5500 7600 then vented into the cabin from an outlet on the left side of the manifold.
2600 74 119 5.5 4.1 6.3 485 755 Windshield defrost air is also supplied by a duct leading from the manifold.
2500 66 113 4.9 4.6 7.1 515 800
2400 58 107 4.4 5.1 7.9 545 845
22ËËÎ7 92 es $Ëo 86 ASeparate adjustable ventilator near each upper corner of the wind-
2100 44 86 3.4 6.6 10.2 565 875 Shield supplies additional outside air to the pilot and passenger.
7500 2700 76 123 5.7 3.9 6.1 485 755
2600 68 117 5.1 4.4 6.8 515 805
2500 61 111 4.6 4.9 7.6 540 845
lo°° |19°¾ :| :s' 26:| 6"" PARKING BRAKE SYSTEM.
2200 46 90 3.6 6.3 9.7 560 875
2100 44 85 3.4 6.6 10.2 560 870 To set parking brake, pull out on the parking brake 1mob, apply and
release toe pressure to the pedals, and then release the parking brake
10,000 2700 71 122 5.3 4.2 6.6 515 805 knOb. To release the parking brake, apply and release toe pressure on
644 00 8othe pedals while checking to see that the parking brake knob is full in.
2400 52 101 4.0 5.6 8.7 565 880
2300 48 94 3.7 6.0 9.4 565 885
2200 45 89 3.6 6.3 9.8 562 875
STARTING ENGINE.
12,500 2650 63 117 4.7 4.8 7.4 555 860
oss oË 4:2 a4° s':4' Ë7600 Ordinarily the engine starts easily with one or two strokes of primer
2400 51 99 3.9 5.8 9.0 570 890 in WRrm temperatürBS to six strokes in cold weather, with the throttle
2300 48 89 3.7 6.1 9.5 545 845 Open approximately 1/4 inch. In extremely cold temperatures, it may
be necessary to continue priming while cranking.
NOTES: 1. Maximum cruise is normally limited to 75% power.
2. In the above calculaticas of endurance in hours a id range in miles, no allowances were made Weak intermittent explosions followed by puffs of black smoke from
3. C ean ra eepseer sermance figures shown are applicable to the COMMUTER. the exhaust stack indicate overpriming or flooding. Excess fuel can be
For the STANDARD aid TRAINER versions, subtract 2 MPH from the higher cruise speeds cleared from the combustion chambers by the following procedure: Set
and 1 MPH from the 1mver cruise speeds shown. the mixture control in full lean position, throttle full open, and crank
the engine through several revolutions with the starter. Repeat the
Figure 5-4. starting procedure without any additional priming.
5-4 2-5
-TA KE -OF FDi5 TA NCE FLAPS RETRACTED HARD SURFACE RUNWAY
AT SEA LEVEL &59* F. AT 2500 FT. & 50* F. AT 5000 FT. &41° F. AT 7500 FT. &32° F.
GROSS IAS HDar
WT 50 FT. WIND TOTAL TOTAL 'IOTAL TOTT
LBS MPH KNOTS GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR
RUN 50 FT.OBS RUN 50 FT.OBS RUN 50 FT.OBS RUN 50 FT.OBS
0735 1385 910 1660 1115 1985 1360 2440
1600 64 10 500 1035 630 1250 780 1510 970 1875
20 305 730 395 890 505 1090 640 1375
NOTES: 1. Increase the distances 10%for each 35°F. increase in temperature above standard for the particular altitude.
2. For operation on adry, grass runway, increase distances (both "groundrun" and "total to clear 50 ft, obstacle") by 7%of the
"total to clear 50 ft. obstacle" figure.
---MAXIMUM RATE-OF-CLIMB DATA
GROSS AT SEA LEVEL & 59° F. AT 5000 FT. & 41° F. AT 10000 FT. &23 F.
WEIGHT ÌAS, MPH RATE OF FUEL IAS, MPH RATE OF FUEL IAS, MPH RATE OF FUEL
LBS. CLIMB USED, CLIMB USED CLIMB USED
FT. /MIN. GAL. FT. /MIN. S. L. FT. /MIN S L.
1600 72 580 0. 669 370 1. 8 66 160 3. 5
NOTES: 1. Flaps retracted, full throttle, mixture leaned to smooth operation above 5000 ft.
2. Fuel used includes warm-up and take-off allowances.
3. For hot weather, decrease rate of climb 15 ft./min. for each 10°F above standard day temperature for particular altitude.
-LANDING DISTANCE FH DSS DRTOW40 POEWREORW
AT SEA LEVEL &59° F. AT 2500 FT. &50° F. AT 5000 FT. &41° F. AT 7500 FT. &32* F.
GROSS APPRUACH TOTAL TOTAL TOTAL TOTAL
WEIGHT SPEED, GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEÁR GROUND TO CLEAR
LBS. IAS,MPH ROLL 50 FT.OBS ROLL 50 FT.OBS ROLL 50 FT.OBS ROLL 50 FT.OBS
1600 58 445 1075 470 1135 495 1195 520 1255
NOTES: 1. Decrease the distances shown by 10%for each 4 knots of headwind.
2. Increase thedistance by 10/ofor each 60°F. temperature increase above standard.
3. For operation on a dry, grassy runway, increase distances (both "groundroll" and "total to clear 50 ft. obstacle") by 20%of
the "total to clear 50 ft. obstacle" figure.
Figure 5-3.
AIRSPEEDCORRECTIONTABLE
-If the engine is underprimed (most likely in cold weather with acold
(Flaps Up) 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
IAS 40 50 60 70 80 90 100 110 120 130 140 it running.
After starting, if the oil gage does not begin to show pressure with-
CAS 51 57 65 73 82 91 100 109 118 127 136 in 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 carburetor heat
(Flaps Down) unless icing conditions prevail.
IAS 40 50 60 70 80 90 100 TAXIING.
CAS 49 55 63 72 81 89 98
When taxiing, it is important that speed and use of brakes be held to
aminimum and that all controls be utilized (see taxiing diagram, figure
Figure 5-1 2-5) to maintain directional control and balance.
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
=Power Of f=STALLINGSPEEDS MPH =CAS when the nose strut is fully extended. In the event the nose strut is over -
inflated and the airplane is loaded to arearward center of gravity posi-
ANGLE OF BANK tion, it inay be necessary to partially compress the strut to permit steer-
oss Weig ing. This can be accomplished prior to taxiing by depressing the airplane
1600 lbs. nose (by hand) or during taxi by sharply applying brakes.
BEFORE TAKE-OFF.
Flaps 55 57 63 78 WARM-UP.
Flaps Most of the warm-up will have been conducted during taxi, and addi-
20° 556 70 tional warm-up before take-off should be restricted to the checks out-
lined in Section I. Since the engine is closely cowled for efficient in-flight
Flaps cooling, precautions should be taken to avoid overheating on the ground.
40° 48 49 54 67 MAGNETO CHECK.
The magneto check should be made at 1700 RPM as follows: Move the
Figure 5-2• ignition switch first to "R" position and note RPM. Then move switch
5-2 2-7
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 operated individually should not be more than 75 RPM. If
there is adoubt concerning the operation of the ignition system, RPM
checks at higher engine speeds will usually confirm whether adeficiency
exists. OPERATIONAL DATA
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. The operational data shown on the following pages are compiled from
actual tests with airplane and engine in good condition, and using average
piloting technique and best power mixture. You will find this data avalu-
able aid when planning your flights.
TAKE-OFF. To realize the maximum usefulness from your Cessna, you should
POWER CHECKS. take advantage of its high cruising speeds. However, if range is of pri-
mary importance, it may pay you to fly at a low cruising RPM, thereby
It is important to check full-throttle engine operation early in the take- increasing your range and allowing you to make the trip non-stop with
off run. Any signs of rough engine operation or sluggish engine accelera- ample fuel reserve. The range table on page 5-4 should be used to solve
tion is good cause for discontinuing the take-off. If this occurs, you are flight planning problems of this nature.
justified in making athorough full-throttle, static runup before another
take-off is attempted. The engine should run smoothly and turn approx- In the table (figure 5-4), range and endurance are given for lean mix-
imately 2375 to 2475 RPM with carburetor heat off. ture from 2500 feet to 12, 500 feet. All figures are based on zero wind,
22. 5and 35.0 gallons of fuel for cruise, McCauley 1A100/MCM6950
Full throttle runups over loose gravel are especially harmful to pro- propeller, 1600 pounds gross weight, and standard atmospheric conditions.
peller tips. When take-offs must be made over a gravel surface, it is Mixture is leaned to maximum RPM. Allowances for fuel reserve, head-
very important that the throttle be advanced slowly. This allows the air- winds, take-offs and climb, and variations in mixture leaning technique
plane to start rolling before high RPM is developed, and the gravel will should be made as no allowances are shown on the chart. Other indetermi-
be blown back of the propeller rather than pulled into it. When unavoid_ nate variables such as carburetor metering characteristics, engine and
able small dents appear in the propeller blades, they should be immediate- propeller conditions, and turbulence of the atmosphere may account for
ly corrected as described in Section IV. variations of 10% or more in maximum range.
Prior to take-off from fields above 5000 feet elevation, the mixture Remember that the charts contained herein are based on standard day
should be leaned to give maximum RPM in afull-throttle, static runup. conditions. For more precise power, fuel consumption, and endurance in-
formation, consult the Cessna Flight Guide (Power Computer) supplied
FLAP SETTINGS. with your aircraft. With the Flight Guide, you can easily take into account
temperature variations from standard at any flight altitude.
Normal and obstacle clearance take-offs are performed with flaps up.
The use of 10° flaps will shorten the ground run approximately 10%, but
this advantage is lost in the climb to a50-foot obstacle. Therefore the
use of 10° flap is reserved for minimum ground runs or for take-off
from soft or rough fields with no obstacles ahead.
If 10° of flaps are used in ground runs, it is preferable to leave them
2-8 5-1
OWNER
FOLLOW-UP
SYSTEM extended rather than retract them in the climb to the obstacle. The ex-
ception to this rule would be in ahigh altitude take-off in hot weather
where climb would be marginal with flaps 10°.
Flap deflections of 30° and 40° are not recommended at any time for
Your Cessna Dealer has an owner follow-up system to notify you take-off
when he receives information that applies to your Cessna. In addi-
tion, if you wish, you may choose to receive similar notification
directly from the Cessna Service Department. Asubscription card PERFORMANCE CHARTS.
is supplied in your aircraft file for your use, should you choose to
request this service. Your Cessna Dealer will be glad to supply Consult the take-off chart in Section Vfor take-off distances under
you with details concerning these follow-up programs, and stands various gross weight, altitude, and headwind conditions.
ready through his Service Department to supply you with fast,
efficient, low cost service. CROSSWIND TAKE-OFFS.
Take-offs into strong crosswinds normally are performed with the
PUBUCATIONS minimum 11ap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to
. . aspeed slightly higher than normal, then pulled off abruptly to prevent
Included in your aircraft file are various manuals which describe the ·b °
operation of the equipment in your aircraft. These manuals, plus possi le settling back to the runway while drifting. When clear of the
many other supplies that are applicable to your aircraft, are available ground, make acoordinated turn into the wind to correct for drift.
from your Cessna Dealer, and, for your convenience, are listed below.
-OWNER'S MANUALS FOR YOUR CU MB.
AIRCRAFT
ELECTRONICS -300 SERIES CLIMB DATA.
-SERVICE MANUALS AND PARTS CATALOGS FOR YOUR For detailed data, see Maximum Rate-of-Climb Data chart in
AIRCRAFT Section V.
ENGINE AND ACCESSORIES
ELECTRONICS -300 SERIES CLIMB SPEEDS.
-COMPUTERS Normal climbs are conducted at 75 to 80 MPH with flaps up and full
throttle, for best engine cooling. The mixture should be full rich unless
-SALES AND SERVICE DEALER DIRECTORY the engine is rough due to too rich amixture. The best rate-of-climb
speeds range from 72 MPH at sea level to 66 MPH at 10, 000 feet. If an
-DO'S AND DON'TS ENGINE BOOKLET obstruction dictates the use of asteep climb angle, the best angle-of-
climb speed should be used with flaps up and full throttle. These speeds
vary from 52 MPH at sea level to 60 MPH at 10, 000 feet.
Your Cessna Dealer has a current catalog of all Customer Services
Supplies that are available, many of which he keeps on hand. Supplies NOTE
which are not in stock, he will be happy to order for you. Steep climbs at these low speeds should be of short
duration to allow improved engine cooling.
2-9
4-8
GO-AROUND CLIMB- SERVICING INTERVALSCHECK LIST
In a balked landing (go-around)
climb, the wing flap setting should
be reduced to 20° immediately after full power is applied. Upon reach-
ing asafe airspeed, the flaps should be slowly retracted to the full up EACH 5OHOURS
position. BATTERY--Check and service. Check oftener (at least every 30 days)
if operating in hot weather.
CRUISE. ENGINE OIL AND OIL FILTER--Change engine oil and replace filter
element. If optional oil filter is not installed, change oil and clean screen
Normal cruising is done at 65%to 75% of METO power. The set every 25 hours. Change engine oil at least every four months even though
tings required to obtain these powers at various altitudes and outside less than 50 hours have been accumulated. Reduce periods for prolonged
air temperatures can be determined by using your Cessna Power Com_ operation in dusty areas, cold climates, or when short flights and long
puter or the OPERATIONAL DATA, Section V. idle periods result in sludging conditions.
CARBURETOR AIR FILTER--Clean or replace. Under extremely dusty
Cruising can be done most efficiently at high altitude because of the conditions, daily maintenance of the filter is recommended.
NOSE GEAR TORQUE LINKS--Lubricate.
higher true airspeeds obtainable at the same power. This is illustrated
in the following table for 709'opower. EACH 100 HOURS
OPTIMUM CRUISE PERFORMANCE BRAKE MASTER CYLINDERS--Check and fill.
ALTITUDE RPM TRUE AIRSPEED SHIMMY DAMPENER--Check and fill.
FUEL STRAINER--Disassemble and clean.
FUEL TANK SUMP DRAINS--Drain water and sediment.
Sea Level •2430 111 FUEL LINE DRAIN PLUG--Drain water and sediment.
5000 feet *2550 116 VACUUM SYSTEM OIL SEPARATOR (OPT)--Clean.
9000 feet *Full Throttle 120 SUCTION RELIEF VALVE INLET SCREEN (OPT)--Clean.
470/c POWER EACH 500 HOURS
STALLS. VACUUM SYSTEM AIR FILTER (OPT)--Replace filter element. Re-
place sooner if suction gage reading drops to 4. 6in. Hg.
The stall characteristics are conventional for the flaps up and flaps WHEEL BEARINGS--Lubricate at first 100 hours and at 500 hours there-
down condition. Slight elevator buffeting may occur just before the stall after. Reduce lubrication interval to 100 hours when operating in dusty
with flaps down. or seacoast areas, during periods of extensive taxiing, or when numerous
take-offs and landings are made.
The stalling speeds are shown in Section Vfor aft c.g., full gross
weight conditions. They are presented as calibrated airspeeds because
indicated air speeds are unreliable near the stall. Other loadings result ASREQU IRED
in slower stalling speeds. The stall warning horn produces a steady
signal 5to 10 MPH before the actual stall is reached and remains on NOSE GEAR SHOCK STRUT--Keep filled with fluid and inflated to 20 psi.
until the airplane flight attitude is changed. Do not over-inflate.
4-7
2-10

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