Cessna 150 STANDARD User manual

~
Cessna® 1964
MODEL
05)([))
OWNER'S
........__ ~ MANUAL
For Training Purposes Only

J
PERFORMANCE and SPECIFICATIONS
GROSS WEIGHT: • . . • •
SPEED:
Top Speed At Sea Level • •
Cruise, 75% Power at 7500 ft
RANGE:
Cruise, 75% Power at 7500 ft
22. 5 Gallons, No Reserve
Patroller Version, 35. 0 Gallons
Optimum Range at 10, 000 ft . . .
22. 5
Gallons, No Reserve
Patroller Version, 35. 0 Gallons
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING
TAKE-OFF:
Ground Run ..
Total Distance Over 50-ft Obstacle
LANDING:
Landing Roll •.••.••••••.
Total Distance Over 50-ft Obstacle
EMPTY WEIGHT: (Approximate)
"Standard" . . . • . . . . • . .
BAGGAGE
.••••.•...•..
WING LOADING: Pounds/square foot
POWER LOADING: Pounds/HP
FUEL CAPACITY: Total •.•..•
OIL CAPACITY: Total .•.....
PROPELLER: Fixed pitch, metal, dia ..
POWER:
MODEL
150D
1600
lbs
125 mph
122 mph
490 mi
4. 0 hours
122 mph
565 mi
5. 7 hrs
99 mph
670 fpm
12, 650 ft
735 ft
1385 ft
445 ft
1075 ft
970 lbs*
120 lbs
10. 0 lbs
16. 0 lbs
26 gal.
6 U.S. qts
69 inches
Continental 0-200-A Engine, 100 rated HP at 2750 RPM
PATROLLER
VERSION
1600 lbs
125 mph
122 mph
760 mi
6. 2 hours
122 mph
885 mi
8. 9 hrs
99 mph
670 fpm
12, 650 ft
735 ft
1385 ft
445 ft
1075 ft
975 lbs*
120 lbs
10. 0 lbs
16. 0 lbs
38 gal.
6 U.S. qts
69 inches
*EMPTY WEIGHT (Approximate) "Trainer," 990 lbs (patroller 995 lbs)
"Inter-City Commuter," 1010 lbs (patroller 1015 lbs)
. 0•208• 13•00 N LEVY•5000•9•2•64
For Training Purposes Only

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, a pleasant and profitable experience.
This Owner's Manual has been prepared as a guide to help you get the
most pleasure and utility from your 150. It contains information
about your Cessna's equipment, operating procedures, 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
a
Cessna. World-wide, the Cessna Dealer Organization backed by the
Cessna Service Department stands ready to serve you. The following
services are offered by most Cessna Dealers:
FACTORY TRAINED MECHANICS to provide you with courteous
expert service.
FACTORY APPROVED SERVICE EQUIPMENT to provide you
with
the most efficient and accurate workmanship possible.
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand
when you
need them.
THE LATEST AUTHORITATIVE INFORMATION FOR SERV-
ICING CESSNA AIRPLANES, since Cessna Dealers have all
of the Service Manuals and Parts Catalogs, kept current by
Service Letters and Service News Letters published by Cessna
Aircraft Company.
We urge all Cessna owners to use the Cessna Dealer 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.
For Training Purposes Only

ii
* If optional rotating beacon is installed on vertical fin, add 3" to maximum
height of airplane. With the nose gear depressed and a rotating beacon
installed, this dimension is 7' -10".
**Overall length of airplane with optional bullet shaped
propeller spinner. When standard propeller spinner
is installed, length is 21'-7".
150
PRINCIPAL DIMENSIONS -
~1·------- JJ'-6"--------..i
For Training Purposes Only

TABLE OF CONTENTS
=======================================P~e=
SECTION I - OPERATING CHECK LIST .............. 1-1
SECTION II - DESCRIPTION AND
OPERATING DETAILS ...................... 2-1
SECTION Ill - OPERATING LIMITATIONS ............. 3-1
SECTION IV- CARE OF THE AIRPLANE ............ 4-1
OWNER FOLLOW-UP SYSTEM ..•........................ 4-5
SECTION V - OPERATIONAL DATA ...................... 5-1
ALPHABETICAL INDEX ........................................ Index-I
iii
For Training Purposes Only

EXTERIOR
INSPECTION
CD<a>
Turn on master switch and check fuel quantity
indicators, then turn master switch "OFF."
(b} Check ignition switches "OFF."
(c) Check fuel valve handle "ON."
(d) Remove control wheel lock
{]) (a) Remove gust lock if installed.
{b) Disconnect tail tie-down.
@ (a) Remove gust lock if installed.
®
NO TE
Check general aircraft condition
during walk around inspection.
If night flight is planned, check
operation of all lights, and make
sure a flashlight is available.
(b) Check propeller and spinner for nicks and
security.
(c) Check carburetor air filter for restrictions by
dust or other foreign matter.
(d) On first flight of day and after each refueling,
drain a two-ounce quantity of fuel from the fuel
strainer to check for presence of water and
sediment. ·
(e) Check nosewheel strut for proper inflation.
(f) Check nosewheel tire for proper inflation.
(g) Disconnect nose tie-down.
Same as@
@ (a) Check main wheel tire for proper inflation.
(b) Inspect airspeed static source hole on side of
fuselage for stoppage (left side only).
(j) (a) Remove pitot tube cover if installed and check
pi tot tube opening for stoppage.
(c) Disconnect wing tie-down.
@(a)
iv
Check oil level. Do not operate with less than 'a\
4 quarts. Fill for extended flights. ~
(b) Check fuel tank vent opening for stoppage.
Same as®
For Training Purposes Only

-SEc-rtoN l
operating check list
One of the first steps in obtaining the utmost performance, service,
and flying enjoyment from your Cessna is to familiarize yourself with your
airplane's equipment, systems, and controls. This can best be done by
reviewing this equipment while sitting in the airplane. Those items whose
function and
operation are not obvious are covered in Section II.
Section I
lists, in Pilot's Check List form, the steps necessary to
operate your airplane efficiently and safely. It is not a check list in its
true form as it is considerably longer, but it does cover briefly all of the
points that you would want to or should know concerning the information
you need for a typical flight.
The flight and
operational characteristics of your airplane are normal
in all respects. There are no unconventional characteristics or operations
that need to be mastered. All controls respond in the normal way within
the
entire range of operation. All airspeeds mentioned in Sections I and
II
are indicated airspeeds. Corresponding calibrated airspeeds may
be obtained from the Airspeed Correction Table in Section V.
BEFORE ENTERING THE AIRPLANE.
(1) Make an exterior inspection in accordance with figure 1-1.
BEFORE STARTING THE ENGINE.
(1) Seats and Seat Belts -- Adjust and lock.
(2) Brakes -- Test and set.
(3) Master Switch -- On.
(4) Fuel Valve Handle --"ON"
1-1
For Training Purposes Only

STARTING THE ENGINE.
(1) Carburetor Heat -- Cold.
(2) Mixture -- Rich.
(3) Primer -- As required.
(4) Ignition Switch -- "BOTH."
(5) Throttle -- Open 1/4".
(6) Propeller Area -- Clear.
(7) Starter Handle -- Pull.
BEFORE TAKE-OFF.
(1) Throttle Setting -- 1700 RPM.
(2) Engine Instruments -- Within green arc and generator light out.
(3) Magnetos -- Check (75 RPM maximum differential betv:tlen mag-
netos).
(4) Carburetor Heat -- Check operation.
(5) Flight Controls -- Check.
(G) Trim Tab -- "TAKE-OFF."
(7) Cabin Doors -- Latched.
(8) Flight Instruments and Radios -- Set.
TAKE-OFF.
NORMAL TAKE-OFF.
(1) Wing Flaps --UP.
(2) Carburetor Heat -- Cold.
(3) Throttle -- Full "OPEN."
(4) Elevator Control -- Lift nose wheel at 50 MPH.
(5) Climb Speed -- 72 MPH until all obstacles are cleared, then set
up climb speed as shown in "NORMAL CLlMB" paragraph.
MAXIMUM PERFORMANCE TAKE-OFF.
(1) Wing Flaps --UP.
1-2
(2) Carburetor Heat -- Cold.
(3) Brakes -- Hold.
(4) Throttle -- Full "OPEN."
(5) Brakes -- Release.
For Training Purposes Only

(6) Elevator Control -- Slightly tail low.
(7) Climb Speed -- 52 MPH (with obstacles ahead).
CLIMB.
NORMAL CLIMB.
(1) Air Speed -- 75 to 80 MPH.
(2) Power -- Full throttle.
(3) Mixture -- Rich (unless engine is rough).
MAXIMUM PERFORMANCE CLIMB.
(1) Air Speed -- 72 MPH.
(2) Power -- Full throttle.
(3) Mixture -- Rich (unless engine is rough).
CRUISING.
(1) Power -- 2000 to 2750 RPM.
(2) Elevator Trim -- Adjust.
(3) Mixture -- Lean to maximum RPM.
BEFORE LANDING.
(1) Mixture -- Rich.
(2) Carburetor Heat -- Apply full heat before closing throttle.
(3) Airspeed -- 65 to 75 MPH.
(4) Wing Flaps -- As desired below 100 MPH
(5) Airspeed -- 60 to 70 MPH (flaps extended).
NORMAL LANDING.
(1) Touch Down -- Main wheels first.
(2) Landing Roll -- Lower nose wheel gently.
(3) Braking -- Minimum required.
1-3
For Training Purposes Only

AFTER LANDING
(1) Wing Flaps -- Up.
(2)
Carburetor Heat -- Cold.
SECURE AIRCRAFT
1-4
(1) Mixture -- Idle cut-off.
(2) All Switches -- "OFF."
(3) Parking Brake -- Set.
(4) Control Lock -- Installed.
For Training Purposes Only

_,SECTlON ll - ~
description and operating details --Y
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the airplane. This
section also covers in somewhat greater detail some of the items listed
in Check List form in Section I. Only those items of the Check List re-
quiring further explanation will be found here.
All airspeeds mentioned in this section are indicated airspeeds.
Corresponding calibrated airspeeds may be obtained from the Airspeed
Correction Table in Section V.
FUEL SYSTEM.
Fuel is supplied to the engine from two 13 gallon wing tanks. From
these tanks, fuel flows by means of gravity through a fuel shutoff valve
and fuel strainer to the carburetor. The total usable fuel in all flight
conditions is 22. 5 gallons.
For fuel system service information refer to Lubrication and Ser-
vicing Procedures in Section 4.
FUEL STRAINER DRAIN.
Refer to fuel strainer Servicing Procedure, Section 4.
FUEL QUANTITY DATA (U.S. GALLONS)
IUSABLE
FUEL
IUNUSABLE I
TOTAL
TANKS ALL FLIGHT
FUEL
CONDITIONS
FUEL
VOLUME
TWO WING 22. 5 3. 5
26
(13 GAL. EACH)
TWO PATROLLER WING
35.0 3. 0 38. 0
(19 GAL. EACH)
Figure 2-1.
2-1
For Training Purposes Only

2-2
LEFT FUEL TANK
ENGINE
PRIMER
FUEL
SYSTEM
····SCHEMATIC····
RIGHT FUEL TANK
FUEL SHUTOFF
VALVE
FUEL
STRAINER
THROTTLE
.......... ~
...... ~
CARBURETOR <
~---...... ... --- '',,,~
TO ENGINE
CYLINDERS
..
Figure 2-2
MIXTURE
CONTROL
KNOB
For Training Purposes Only

ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current system
powered by an engine-driven 20-amp generator. A 12-volt storage bat-
tery 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.
FUSES AND CIRCUIT BREAKERS.
Fuses protect many of the electrical circuits in your airplane. The
circuits controlled by each fuse are indicated above each fuse retainer.
{The clock fuse is located adjacent to the battery.) Fuse capacity is indi-
cated 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.
The fuel quantity indicators, stall warning transmitter and warning
horn system, and optional turn-and- bank indicator circuits are protected
by an automatically-reset circuit breaker which provides intermittent
emergency operation of these devices in case of a faulty circuit. In addi-
tion to the fuse in the instrument panel, the cigar lighter is protected by
a manually- reset type circuit breaker mounted on the back of the lighter
receptacle.
GENERATOR WARNING LIGHT.
A red generator warning light labeled "GEN," gives an indication of
generator output. It will remain off at all times when the generator is
functioning properly. The light will not show drainage on the battery. It
will illuminate when the battery or external power is turned on prior to
starting the engine, and when there is insufficient engine RPM to produce
generator current. Also, it will illuminate if the generator becomes de-
fective.
LANDING LIGHTS.
A three-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.
2-3
For Training Purposes Only

CABIN HEATING AND VENTILATING SYSTEM.
For heated ventilation air pull the cabin heat knob out the desired
amount. Additional ventilating air is provided by pulling out the venti-
lators located in the upper corners of the windshield.
PARKING BRAKE SYSTEM.
To set the parking brake, apply toe pressure to the pedals, pull out
on the parking brake knob, then release toe pressure. To release the
parking brake, push the knob in, then apply and release toe pressure.
STARTING ENGINE.
Ordinarily the engine starts easily with one or two strokes of primer
in warm temperatures to six strokes in cold weather, with the throttle
open approximately 1/4 inch. In extremely cold temperatures, it may
be necessary to continue priming while cranking.
Weak intermittent explosions followed by puffs of black smoke from
the exhaust stack indicates overpriming or flooding. Excess fuel can be
cleaned from the combustion chambers by the following procedure: Set
the mixture control in full lean position, throttle full open, and crank
the engine through several revolutions with the starter. Repeat the
starting procedure without any additional priming.
If the engine is underprimed (most likely in cold weather with a cold
engine) it will not fire at all, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.
After starting, if the oil gage does not begin to show pressure with-
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
unless icing conditions prevail.
TAXIING.
When taxiing it is important that speed and use of brakes be held to
a
minimum and that all controls be utilized (see diagram, figure 2-1)
2-4
For Training Purposes Only

TAXIING
• WIND DIRECTION
DIAGRAM
........................ :!~:::: ............. ~ .... .
Strong quartering tailwinds require caution.
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in this attitude.
Use the steerable rtose wheel and rudder to
maintain direction.
Figure 2-2.
2-5
For Training Purposes Only

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. Full
throttle run-ups over loose gravel are especially harmful to propeller
tips. When take-offs must be made over a gravel surface, it is very im-
portant that the throttle be advanced slowly. This allows the airplane to
start rolling before high RPM is developed, and the gravel will be blown
back of the propeller rather than pulled into it. When unavoidable small
dents appear in the propeller blade, they should be immediately corrected
as described in Section 4.
BEFORE TAKE-OFF.
WARM-UP.
Most of the warm up will have been conducted during taxi, and addi-
tional warm up before take-off should be restricted to the checks out-
lined in Section II. Since the engine is closely cowled for efficient
in-flight cooling, precautions should be taken to avoid overheating on the
ground.
MAGNETO CHECK.
The magneto check should be made at 1700 RPM as follows: Move the
ignition switch first to "R" position and note RPM. Then move switch
back to "BOTH" position to clear the other set of plugs. Then move
switch to "L" position and note RPM. The difference between the two
magnetos operated individually should not be more than 75 RPM.
HIGH RPM MAGNETO CHECKS.
If there is a doubt concerning the operation of the ignition system,
RPM checks at higher engine speeds will usually confirm whether a defi-
ciency exists. If a full throttle run up is necessary the engine should run
smoothly and turn approximately 2375 to 2475 RPM with carburetor heat
off.
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
has been "bumped-up" and is set in advance of the setting specified.
2-6
For Training Purposes Only

TAKE-OFF.
POWER CHECKS.
Since the use of full throttle is not recommended in the static run-up,
it is important to check full-throttle engine operation early in the take-off
run. Any signs of rough engine operation or sluggish engine accelera-
tion is good cause for discontinuing the take-off. If this occurs, you are
justified in making a thorough full-throttle, static run-up before another
take-off is attempted.
Prior to take-off from fields above 5000 ft. elevation, the mixture
should be leaned to give maximum RPM in a full-throttle, static run-up.
FLAP SETTINGS.
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 a 50-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
extended rather than retract them in the climb to the obstacle. The ex-
ception to this rule would be in a high altitude take-off in hot weather
where climb would be marginal with flaps 10° (1st notch).
Flap deflections of 30° and 40° are not recommended at any time for
take-off.
PERFORMANCE CHARTS.
Consult the take-off chart in Section 5 for take-off distances under
various gross weight, altitude, and headwind conditions.
2-7
For Training Purposes Only

CROSSWIND TAKE-OFFS.
Take-offs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to
a
speed slightly higher than normal, then pulled off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.
CLIMB.
For detailed data, see the Climb Performance Chart in Section 5.
CLIMB SPEEDS.
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
the engine is rough due to too rich a mixture. The best rate-of-climb
speeds range from 72 MPH at sea level to 66 MPH at 10, 000 feet. If an
obstruction dictates the use of a steep 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.
NOTE
Steep climbs at these low speeds should be of sho)'t
duration to allow improved engine cooling.
CRUISE.
Normal cruising is done at 65% to 75% of METO power. The settings
required to obtain these powers at various altitudes and outside air tern-
peratures can be determined by using your Cessna Power Computer.
Cruising can be done most efficiently at high altitude because of
lower airplane drag due to lower air density. This is illustrated in the
following
table for 70% power:
2-8
For Training Purposes Only

ALTITUDE
Sea Level
5000 feet
9000 feet
RPM
• 2430
• 2550
•
Full Throttle
*70% POWER
TRUE
AIRSPEED
111
116
120
For detailed cruise performance, refer to the Cruise Performance
Chart in Section 5.
STALLS.
The stall characteristics are conventional for the flaps up and flaps
down condition. Slight elevator buffeting may occur just before the stall
with flaps down.
The stalling speeds are shown in Section 5 for forward c. g., full
gros~ weight conditions. They are presented as calibrated airspeed
because indicated airspeeds are inaccurate near the stall. Other loadings
result in slower stalling speeds. The stall warning horn produces a
steady signal 5 to 10 MPH before the actual stall is reached and remains
on until the airplane flight attitude is changed.
LANDING.
Normal landings are made power off with any flap setting. Approach
glides are normally made at 65 to 75 MPH with flaps up, or 60 to 70 MPH
with flaps down, depending upon the turbulence of the air.
SHORT FIELD LANDINGS.
For a short field landing, make a power off approach at 58 MPH with
flaps 40° (fourth notch) and land on the main wheels first. Immediately
after touchdown, lower the nose gear to the ground and apply heavy brak-
ing as required. Raising the flaps after landing will provide more ef-
ficient braking.
2-9
For Training Purposes Only

CROSSWIND LANDINGS.
When landing in a strong crosswind, use the minimum flap setting
required for the field length. Use a wing low, crab, or a combination
method of drift correction and land in a nearly level attitude. Hold a
straight course with the steerable nosewheel and occasional braking if
necessary.
COLD WEATHER OPERATION.
Prior to starting on cold mornings, it is advisable to pull the pro-
peller through several times by hand to "break loose" or "limber" the
oil, thus conserving battery energy. In extremely cold (-20°F) weather
the use of an external preheater is recommended whenever possible to
reduce wear and abuse to the engine and the electrical system Cold
weather starting procedures are as follows:
2-10
With Preheat:
(1) Clear propeller.
(2) Pull master switch "ON."
(3) With magneto switch "OFF" and throttle closed, prime the
engine four to
ten strokes as the engine is being turned over.
NOTE
Use heavy strokes of primer for best atomization of fuel.
After priming, push primer all the way in and turn to locked
position to avoid
possibility of engine drawing fuel through
the
primer.
(4) Turn magneto switch to "BOTH."
(5) Open throttle 1/4" and engage starter.
Without Preheat:
(1) Prime the engine 8 to 10 heavy strokes while the propeller
is being turned by hand.
(2) Clear propeller.
(3) Pull master switch "ON."
(4) Turn magneto switch to "BOTH."
(5) Open throttle 1/4".
(6) Pull carburetor air heat knob full on.
(7) Engage starter and continue to prime engine until it is run-
ning smoothly.
For Training Purposes Only