Cessna 152 Installation guide

CESSNA 152 TRAINING MANUAL
CESSNA 152
Training Manual
By
Oleg Roud and Danielle Bruckert
Red Sky Ventures and Memel CATS
© 2004
by D. Bruckert & O. Roud © 2004 Page 1

CESSNA 152 TRAINING MANUAL
Contact the Authors:
We appreciate your feedback
D Bruckert O Roud
[email protected] [email protected]
[phone] [phone]
PO Box 112 Windhoek, Namibia PO Box 30421 Windhoek, Namibia
Red Sky Ventures Memel CATS
Printing and Publication Information
First Edition © 2004 Oleg Roud and Danielle Bruckert
This Edition © 2011 Oleg Roud and Danielle Bruckert
Lulu Paperback Version ISBN 978-0-557-02280-9
Createspace Paperback Version ISBN-13 978-1466234284,
Createspace Paperback Version ISBN-10 1466234288
COPYRIGHT & DI CLAIMER
All rights reserved No part of this manual may be reproduced for commercial
use in any form or by any means without the prior written permission of the
authors
This Training Manual is intended to supplement information you receive from
your flight instructor during your type conversion training It should be used for
training and reference only, and is not part of the Civil Aviation Authority or
FAA approved Aircraft Operating Manual or Pilot's Operating Handbook While
every effort has been made to ensure completeness and accuracy, should any
conflict arise between this training manual and other operating handbooks, the
approved aircraft flight manuals or pilot's operating handbook should be used
as final reference Information in this document is subject to change without
notice and does not represent a commitment on the part of the authors, nor is
it a complete and accurate specification of this product The authors cannot
accept responsibility of any kind from the use of this material
ACKNOWLEDGEMENT :
Peter Hartmann, Aviation Center, Windhoek: Supply of technical information,
maintenance manuals and CD's for authors research
Brenda Whittaker, Auckland New Zealand: Non Technical Editor
by D. Bruckert & O. Roud © 2004 Page 2

CESSNA 152 TRAINING MANUAL
Table of Contents
Introduction 6
History 6
Cessna 150 7
Cessna 152 7
Model History 9
Models within the Series 9
Model Versus Serial Number Modifications History 10
Common Modifications 13
Engine/Propeller Modifications 13
Tail Wheel 14
STOL and Speed Kits 14
Door Latch Modifications 14
Terminology 15
Useful Factors and Formulas 19
Conversion Factors 19
Formulas 20
Pilot's Operating Handbook Information 20
AIRCRAFT TECHNICAL INFORMATION 22
Airframe 23
Seats and Seat Adjustment 24
Doors 24
Baggage Compartment 24
Flight Controls 26
Elevator 26
Rudder 27
Ailerons 28
Trim 29
Flaps 30
Landing Gear 32
Shock Absorption 32
Brakes 34
Park Brake 35
Towing 35
Engine & Engine Controls 36
Engine Controls 37
Throttle 37
Mixture 38
Engine Gauges 40
Tachometer 40
Induction System and Carb Heat 42
Engine Lubrication 43
Ignition System 44
Ignition Switch 44
Dead Cut and Live Mag Check 45
Engine Cooling 46
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CESSNA 152 TRAINING MANUAL
Fuel System 47
Fuel Measuring and Indication 48
Priming 48
Accelerator Pump 49
Fuel Venting 49
Fuel Drains 50
Fuel System Schematic 52
Electrical System 53
Battery 53
Alternator 53
Ground (External) Power Receptacle 54
Electrical Equipment 54
System Protection and Distribution 54
Electrical System Schematic 58
Flight Instruments and Associated Systems 59
Vacuum System 59
Pitot-Static System 61
Stall Warning 61
Accelerometer 62
Ancillary Systems and Equipment 63
Lighting 63
Cabin Heating and Ventilating System 63
Avionics Equipment 64
Audio Selector 64
Intercom 65
VHF Radio Operations 65
Transponder 65
NORMAL PROCEDURES 66
Pre-flight Check 66
Cabin 67
Exterior Inspection 67
Passenger Brief 72
In-Flight Operations 72
Before Start 72
Priming 73
Start 74
Flooded Start 74
After Start 75
Taxi 75
Engine Run-up 77
Pre Takeoff Vital Actions 78
Takeoff 78
Wing Flaps Setting on Takeoff 80
Short Field Takeoff 80
Soft Field Takeoff 80
Crosswind Component 80
Crosswind Takeoff 81
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CESSNA 152 TRAINING MANUAL
Climb 81
Cruise 82
Mixture Setting 82
Cruise Checks 82
Approach and Landing 82
Short Field Landing 83
Crosswind Landing 84
Flapless Landing 84
Balked Landing 85
After Landing Checks 85
Taxi and Shutdown 85
Circuit Pattern 86
Note on Checklists 90
EMERGENCY PROCEDURES 92
Emergency During Takeoff 92
Engine Failure after Takeoff 92
Gliding and Forced Landing 93
Engine Fire 95
Electrical Fire 96
Stalling and Spinning 96
Rough Running Engine 97
Magneto Faults 97
Spark Plug Faults 97
Abnormal Oil Pressure or Temperature 98
Blocked Air Intake 98
Carburettor Ice 99
PERFORMANCE 100
Performance Specifications and Limitations 100
Ground Planning 101
Navigation Planning 101
Fuel Planning 102
Fuel Planning Worksheet 104
Weight and Balance 104
Weight and Balance Calculation 105
Weight & Balance Worksheet 106
Take-off and Landing Performance Planning 107
Takeoff Performance 109
Landing Performance 110
REVIEW QUESTIONS 111
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CESSNA 152 TRAINING MANUAL
Introduction
This training manual provides a technical and operational descriptions of the
the Cessna 152 aeroplane
The information is intended as an instructional aid to assist with type ratings or
ab-initio training and is laid out according to training syllabus for ease of use
This material does not supersede, nor is it meant to substitute any of the
manufacturer’s operation manuals The material presented has been prepared
from the basic design data obtained in the pilots operating handbook and from
operational experience
History
The Cessna aircraft company has a long and rich history Founder Clyde
Cessna built his first aeroplane in 1911, and taught himself to fly it!
He went on to build a number of innovative aeroplanes, including several race
and award winning designs
In 1934, Clyde's nephew, Dwane Wallace, fresh out of college, took over as
head of the company During the depression years Dwane acted as everything
from floor sweeper to CEO, even personally flying company planes in air races
(several of which he won!)
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Illustration 1a Cessna 152

CESSNA 152 TRAINING MANUAL
Under Wallace's leadership, the Cessna Aircraft Company eventually became
the most successful general aviation company of all time
Cessna first began production of two-seat light planes in 1946 with the model
120 which had an all aluminium fuselage and fabric covered wings
This was followed by a nearly identical model the 140, with aluminium clad
wings
More than 7,000 model 120-140's were sold over four years when Cessna
stopped production in order to focus on four-seat aircraft
Cessna 150
In 1957 the company decided there was a market for a two seat trainer and
designed a tricycle geared version of the Model 140
Following their standard tailwheel/tricycle model scheme, Cessna named the
new aeroplane the 142, but for reasons now unknown changed their minds six
days later and renamed it the 150
Only 683 of the first model were built between 1957 and 1959 All were sold as
1959 models By 1966 the plane had become enormously popular, over 3000
1966 C150F alone were built, Cessna began assembly in France under contract
to Reims Aviation, and in 1967 the first C150 float option was offered
By the end of production in 1978 there were 23,839 C150's built, including
1764 produced by Reims in France, 47 produced in Argentina under contract to
Reims, and a total of 1079 Aerobats
The Cessna 150 was equipped with a four cylinder 100 horsepower Continental
0-200 engine During its 18 year production history there were many changes
to the C150 design These changes included increased cabin space, inclusion of
the omnivision rear window, improved control surface and cowling design,
manual to electric flap, 12 Volt to 24 Volt electrical system, mixture vernier,
key starter, and split master switches to name a few Most of the changes and
improvements throughout the C150 development can be considered as
contributory to the initial appearance and success of the Cessna 152
Cessna 152
In 1978 Cessna introduced the new revamped version of the C150, type
certified as the C152, with a 110 horsepower Lycoming O-235 engine and
modified airframe
The Lycoming engine was chosen to make the 152 more tolerant of the new
100 octane fuel, as well as provide a long overdue increase in horsepower
The cabin was widened slightly to make room for the increased girth of late
20th century pilots, and the maximum flap setting was reduced from 40
degrees to 30 degrees for a safer power to drag relationship
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CESSNA 152 TRAINING MANUAL
Unlike the C150 model, there were few changes in 152's from one year to the
next, and aside from minor technical and trim improvements, the C152
remained outwardly the same throughout the series' production history
The last Model 152 rolled off the production line in 1985 In it's relatively short
8 year production history, from 1978-1985, there were approximately 7,541
C152's produced worldwide, including 596 assembled by Reims in France, with
a total of 396 aerobats
Because of product liability exposure, Cessna, like most other light plane
companies in the US, stopped building light aircraft altogether in the mid
1980's
Today Cessna is once again in the light aircraft business, building 172's, 182's
and 206's Unfortunately, the high cost of production and insurance premiums
make it unlikely that Cessna will reintroduce the Cessna 152 However in 2006,
to compete in the light-sports-aircraft (LSA) category, they have unveiled the
C162 Skycatcher as the new two seat trainer
Although we are beginning to see many advances in light aircraft
manufacturing, the Cessna 150/152 remains a favourite amongst pilots and
flight schools for due to availability, affordability, and the time proven design
and handling
Both the C150 and C152, in all variations, are certified on the same FAA type
certificate, No 3A19
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CESSNA 152 TRAINING MANUAL
Model History
The table below summarises the model history versus serial number and
significant differences The information is compiled from the type data
certification summaries (TDC) and the technical information in the Cessna
maintenance, parts manuals, and operating handbooks
Models within the eries
All models of C152, those manufactured in Wichita by Cessna, and those
manufactured or assembled under contract by Reims, both the aerobat and
non aerobat versions are designated by ICAO as a 'C152' The model
designators listed below are the names the manufacturer has given to
distinguish the different variants within the type series
The C152 has only four model variants:
C152, the Cessna 152 - standard model;
A152, the Cessna 152 Aerobat, (sometimes called a C152A);
F152, the Reims Cessna 152;
FA152, the Reims Cessna 152 Aerobat, (sometimes called a F152A)
There was no deviation in the model designator throughout the years of
manufacturer
Aerobat models all have the following additional features:
Strengthened main and tail spars and attachments;
Viewing ports (windows) overhead the pilot/co-pilot seats;
Quick release cabin doors;
Full aerobatic harnesses;
G-meter, and airframe 'g' limits increased to +4, -2;
Removable seat cushions to facilitate a seat pack or backpack type
parachute
Asides from these additional features, the construction of the Aerobat is the
same as the basic model for the respective year
The C152 II and the C152T are not different models or type variants, but
purchase options which were provided with the basic C152
The C152II had additional avionics for instrument navigation, and additional
interior finishes, resulting in a higher basic weight
The C152T was an options package tailored specifically for sales to flight
schools
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CESSNA 152 TRAINING MANUAL
Model Versus erial Number Modifications History
Model Serial
Numbers
ummary of Main Changes
1978
C152 15279406-
15282031
Lycoming O-235-L2C engine rated at 110 HP, 28
volt electrical system, 30 degrees flap, a fuel
capacity of 37 5 or 24 5 US gallons usable,
McCauley propeller, gross weight 1670 lbs
Aileron droop rigged approximately 1 degree down,
commencing serial numbers 15279474, A1520737,
F15201429, and FA1520337
Aileron direct and carry through cable turnbuckles
shifted from right wing to above headliner, from
serial numbers 15281427, A1520786, F1521539,
and FA1520353
Beginning with 15279630, F15201529, A1520742,
FA1520348,the left hand cap is no longer vented,
only the right cap is vented
F152 F15201449-
F15201528
A152 A1500433,
A1520735-
A1520808
FA152 FA1520337-
FA1520347
1979
C152 15282032-
15283591
Minor modifications to instrument panel layout
Exhaust gas temperature (EGT) indicator fitted
Right magneto changed to the Slick 4052 type
magneto to match the left, providing impulse
couplings on both magnetos to improve starting
Modified engine primer lines for more effective
priming
F152 F15201529-
F15201673
A152 681,
A1520809-
A1520878
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CESSNA 152 TRAINING MANUAL
Model Serial
Numbers
ummary of Main Changes
Alternator Voltage Regulator replaced by Alternator
Control Unit (ACU), and HIGH VOLTAGE light
replaced by a LOW VOLTAGE light
Ignition harness changed from the right magento
firing all bottom plugs and left all top plugs, to the
right magneto firing bottom right and top left plugs,
and the left bottom left and top right plugs, for
improved performance and redundancy
Throttle, mixture, and propeller control cable ends
changed from ball bearing-type to a pre-drilled bolt,
washers castellated nut, and a cotter pin
Light switch added to dome light console and light
switch for map light added at door pillar post Rear
view mirror in glareshield removed
Beginning with Aircraft 15283092 on and
A1520853 & on, a Prestolite Slower Turning starter
is installed to improve starting characteristics
Clock changed to digital
Brake cylinder redesigned, improving overhaul
times
Wheel fairings were not split from 1979, requiring
main wheel disassembly for removal, replacements
are split
FA152 FA1520348-
FA1520357
Model Serial
Numbers
ignificant Changes and Features
1980
C152 15283592-
15284541
Accelerator pump incorporated in carburettor
Modified windshield defrosters
Modified battery installation, eliminating battery
box
Carb heat source changed from the muffler to a
shroud at #4 cylinder, beginning with15284899,
F15201894, A1520971 and FA1520378
Simulated wood instrument panels introduced
Magneto changed from Slick 4052 to Slick 42181 at
serial numbers 15284028 and A1520915
F152 F15201674-
F15201808
A152 A1520879-
A1520948
FA152 FA1520358-
FA1520372
1981
C152 15284542-
15285161
Spin-on oil filter now standard
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CESSNA 152 TRAINING MANUAL
Model Serial
Numbers
ignificant Changes and Features
Larger capacity battery contactor to reduce
'welding' occurrences
Integral intercom standard in trainer purchase
options (C152T), optional on other versions
Avionics cooling fan introduced
Modified vertical fin and horizontal stabilizer
attachment
Modified vacuum system
Modified bus bar
Cabin door latch system altered at serial numbers
15284730 and A1520961 to include a ball and
spring plate
Interior vents changed at serial numbers 15284924,
F15201894, A1520972, and FA1520378, to provide
better access and more air supply
F152 F15201809-
F15201893
A152 A1520949-
A1520983
FA152 FA1520373-
FA1520377
1982
C152 15285162-
15285594
Additional fuel quick drain in belly below fuel
selector
White toggle switches for avionics equipment
introduced
On models with optional navigational equipment,
the “Bow-tie” glideslope antenna was eliminated,
and an antenna coupler is utilized to allow the nav
receiver to receive glideslope signals
Wing root air vents are made smaller to allow for
better sealing
F152 F15201894-
F15201928
A152 A1520984-
A1521014
FA152 FA1520378-
FA1520382
1983
C152 15285595-
15285833
Engine changed to Lycoming O-235-N2C, 108 HP to
address lead fouling problems
Avionics cooling fan improved
Vacuum system includes low-vacuum warning light
Gyro instrument installation redesigned to allow
removal of gyro instruments from the front of the
panel
F152 F15201929-
F15201943
A152 A1521015-
A1521025
FA152 FA1520383-
FA1520387
1984
C152 15285834-
15285939
Landing and taxi light wing mounted
F152 F15201944-
F15201952
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CESSNA 152 TRAINING MANUAL
Model Serial
Numbers
ignificant Changes and Features
A152 A1521026-
A1521027
1985
C152 15285940-
15286033
Aileron hinge changed at serial number 1525916
and A1521028
F152 F15201953-
F15201965
A152 A1521028-
A1521049
FA152 FA1520388-
FA1520415
FA152 FA1520416-
FA1520425
These serial numbers are listed by the manufacturer
as produced in 1986, however all type certifiation
information refer to production ceasing in 1985 It
can be assumed no changes were made and the
models were registered as 1985 builds
Common Modifications
There are a large number of Supplemental Type Certificates issued by the FAA
for modifications to the C152 The following lists some of the more commonly
found
Engine/Propeller Modifications
The 'Sparrowhawk' 125hp engine with Sensenich propeller is available from
AirMods Inc The installation includes a top overhaul, that is, larger pistons,
and a modified propeller and spinner The modifications can be done together
or separately, as the engine and propeller upgrades are much more economic
if completed with the routine overhaul schedules on each The Sensenich
propeller comes in three pitch options, which are an important consideration,
as a climb pitch will disappoint someone upgrading for speed, and likewise a
cruise pitch, even with the higher horsepower may perform worse than a
standard installation in the climb
Lycoming 0320 and O360 engine installations are available, providing increases
in power to 150hp or 180hp, O&N Aircraft Technologies has one of the most
popular options for this upgrade
Note, on non-aerobat models, engine upgrades may impose restrictions on
spinning because of the modified lift-weight couple This may be of importance
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CESSNA 152 TRAINING MANUAL
if looking at purchasing an aircraft or installing the upgrade for use in a flight
school
Tail Wheel
It is possible to convert the tricycle landing gear to a tail wheel version,
providing shorter landing and takeoff distances and the more streamlined
profile improves cruise speed Many existing examples of this conversion can
be found
A tailwheel conversion involves strengthening of the fuselage and tail area for
the new gear positions, removal of the nose wheel, alteration of the main gear,
and addition of the tail wheel
One of the most popular tail wheel conversions fitted to the C152 is the Texas
Taildragger kit, from Aircraft Conversion Technologies, although they are no
longer in operation which may cause problems with maintenance on existing
installations Tail wheel conversions are also available from Bush Conversions
TOL and peed Kits
Various STOL and speed kits are available, including the wing tip modifications,
leading edge modifications, flap gaps seals, vortex generator (VG) kits, fairing
and cowl modifications, and wing fences One of the more common STOL kits is
the Horton STOL, including wing tip fences, leading edge modifications and
drooping wing tips, all acting to reduce stall speed, and reducing takeoff and
landing speeds and thus distances
Door Latch Modifications
Many door catch modifications are available to replace the pull to close type
which often fail with wear resulting in poor closing and latching
Note, door latch modifications that lock may not be applicable to Aerobats
since they can operate in conflict with the quick release door hinges
Fuel Modifications
Various fuel system modifications are available, including conversions to auto-
fuel, auxiliary fuel tanks, additional sump (belly) drains and modified
gascolators for removing water from the fuel system
One of the most common auxiliary fuel tank modification is available from O&N
Aircraft Modifications, providing 14 US gallons additional fuel, and featuring a
baggage compartment tank with a transfer pump connected to the right wing
The Texas Ranger Fuel Tanks from Aircraft Conversion Technologies provide an
additional 7USG per tank
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CESSNA 152 TRAINING MANUAL
Terminology
Airspeed
KIAS Knots
Indicated
Airspeed
Speed in knots as indicated on the airspeed indicator
KCAS Knots
Calibrated
Airspeed
KIAS corrected for instrument error Note this error is
often negligible and CAS may be omitted from
calculations
KTAS Knots True
Airspeed
KCAS corrected for density (altitude and temperature)
error
Va Max
Manoeuverin
g peed
The maximum speed for full or abrupt control inputs
Vfe Maximum
Flap
Extended
peed
The highest speed permitted with flap extended
Indicated by the top of the white arc
Vno Maximum
tructural
Cruising
peed
Sometimes referred to as “normal operating range”
Should not be exceeded except in smooth conditions
and only with caution Indicated by the green arc
Vne Never Exceed
speed
Maximum speed permitted, exceeding will cause
structural damage Indicated by the upper red line
Vs tall peed The minimum speed before loss of control in the
normal cruise configuration Indicated by the bottom
of the green arc Sometimes referred to as minimum
‘steady flight’ speed
Vso tall peed
Landing
Configuration
The minimum speed before loss of control in the
landing configuration, at the most forward C of G*
Indicated by the bottom of the white arc
*forward centre of gravity gives a higher stall speed and so is used for certification
Vx Best Angle of
Climb peed
The speed which results in the maximum gain in
altitude for a given horizontal distance
Vy Best Rate of
Climb peed
The speed which results in the maximum gain in
altitude for a given time, indicated by the maximum
rate of climb for the conditions on the VSI
Vref Reference
peed
The minimum safe approach speed, calculated as 1 3
x Vso
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CESSNA 152 TRAINING MANUAL
Vbug Nominated
peed
The speed nominated as indicated by the speed bug,
for approach this is Vref plus a safety margin for
conditions
Vr Rotation
peed
The speed which rotation should be initiated
Vat Barrier peed The speed to maintain at the 50ft barrier or on
reaching 50ft above the runway
Maximum
Demonstrate
d Crosswind
The maximum demonstrated crosswind during testing
Meteorological Terms
OAT Outside Air
Temperature
Free outside air temperature, or indicated outside air
temperature corrected for gauge, position and ram air
errors
IOAT Indicated
Outside Air
Temperature
Temperature indicated on the temperature gauge
ISA International
tandard
Atmosphere
The ICAO international atmosphere, as defined in
document 7488 Approximate conditions are a sea
level temperature of 15 degrees with a lapse rate of
1 98 degrees per 1000ft, and a sea level pressure of
1013mb with a lapse rate of 1mb per 30ft
tandard
Temperature
The temperature in the International Standard
atmosphere for the associated level, and is 15
degrees Celsius at sea level decreased by two degrees
every 1000ft
Pressure
Altitude
The altitude in the International Standard Atmosphere
with a sea level pressure of 1013 and a standard
reduction of 1mb per 30ft Pressure Altitude would be
observed with the altimeter subscale set to 1013
Density
Altitude
The altitude that the prevailing density would occur in
the International Standard Atmosphere, and can be
found by correcting Pressure Altitude for temperature
deviations
Engine Terms
BHP Brake Horse
Power
The power developed by the engine (actual power
available will have some transmission losses)
RPM Revolutions
per Minute
Engine drive and propeller speed
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CESSNA 152 TRAINING MANUAL
tatic RPM The maximum RPM obtained during stationery full
throttle operation
Weight and Balance Terms
Moment Arm The horizontal distance in inches from reference
datum line to the centre of gravity of the item
concerned, or from the datum to the item 'station'
C of G Centre of
Gravity
The point about which an aeroplane would balance if it
were possible to suspend it at that point It is the
mass centre of the aeroplane, or the theoretical point
at which entire weight of the aeroplane is assumed to
be concentrated It may be expressed in percent of
MAC (mean aerodynamic chord) or in inches from the
reference datum
Centre of
Gravity Limit
The specified forward and aft points beyond which the
CG must not be located Typically, the forward limit
primarily effects the controllability of aircraft and aft
limits stability of the aircraft
Datum
(reference
datum)
An imaginary vertical plane or line from which all
measurements of arm are taken The datum is
established by the manufacturer
Moment The product of the weight of an item multiplied by its
arm and expressed in inch-pounds The total moment
is the weight of the aeroplane multiplied by distance
between the datum and the CG
MZFW Maximum
Zero Fuel
Weight
The maximum permissible weight to prevent
exceeding the wing bending limits This limit is not
always applicable for aircraft with small fuel loads
BEW Basic Empty
Weight
The weight of an empty aeroplane, including
permanently installed equipment, fixed ballast, full oil
and unusable fuel, and is that specified on the aircraft
mass and balance documentation for each individual
aircraft
SEW tandard
Empty
Weight
The basic empty weight of a standard aeroplane,
specified in the POH, and is an average weight given
for performance considerations and calculations
OEW Operating
Empty
Weight
The weight of the aircraft with crew, unusable fuel,
and operational items (galley etc )
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CESSNA 152 TRAINING MANUAL
Payload The weight the aircraft can carry with the pilot and
fuel on board
MRW Maximum
Ramp Weight
The maximum weight for ramp manoeuvring, the
maximum takeoff weight plus additional fuel for start
taxi and runup
MTOW Maximum
Takeoff
Weight
The maximum permissible takeoff weight and
sometimes called the maximum all up weight, landing
weight is normally lower as allows for burn off and
carries shock loads on touchdown
MLW Maximum
Landing
Weight
Maximum permissible weight for landing Sometimes
this is the same as the takeoff weight for smaller
aircraft
Note: The correct technical is 'mass' instead of 'weight' in all of these terms, however in
everyday language and in many aircraft operating manuals the term weight remains in
common use. In this context there is no difference in meaning and the terms may be
interchanged.
Other
AFM Aircraft
Flight Manual
These terms are inter-changeable and refer to the
approved manufacturer's handbook General Aviation
manufacturers from 1976 began using the term
'Pilot's Operating Handbook', early manuals were
called Owner's Manual and most legal texts use the
term AFM
POH Pilot's
Operating
Handbook
PIM Pilot
Information
Manual
A Pilot Information Manual is a new term, coined to
refer to a POH or AFM which is not issued to a specific
aircraft
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CESSNA 152 TRAINING MANUAL
Useful Factors and Formulas
Conversion Factors
Lbs to kg 1kg =2 204lbs kgs to lbs 1lb = 454kgs
USG to Lt 1USG = 3 785Lt lt to USG 1lt = 0 264USG
Lt to Imp Gal 1lt = 0 22 Imp G Imp Gal to lt 1Imp G = 4 55lt
NM to KM 1nm = 1 852km km to nm 1km = 0 54nm
NM to StM to ft 1nm = 1 15stm
1nm = 6080ft
Stm to nm to ft 1 stm = 0 87nm
5280ft
FT to Meters 1 FT = 0 3048 m meters to ft 1 m = 3 281 FT
Inches to Cm 1 inch = 2 54cm cm to inches 1cm = 0 394”
Hpa(mb) to “Hg 1mb = 029536” “ Hg to Hpa (mb) 1” = 33 8mb
AVGA FUEL Volume / Weight G = 0.72
Litres Lt/kg kgs Litres lbs/lts Lbs
1 39 1 0 72 0 631 1 1 58
Crosswind Component per 10kts of Wind
Deg 10 20 30 40 50 60 70 80
Kts235689910
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