Cessna 150 STANDARD Owner's manual

L

Ccssna@

*1

$41125

AND

seawce

"TAKE

YOUR

CESSNA

HOME

FOR

SERVICE

AT

THE

SIGN

OF

THE

CESSNA

SHIELD".

CESSNA

AIRCRAFT

COMPANY

>

WICHITA,

KANSAS

S

FLYING

THAN

ANY

OTHER

M'AKE

4:

5'

€SSfl21@

‘*1

SALES

AND

SERV\CE

MODEL

1

PERFORMANCE

-

SPECIFICATIONS

STANDARD

I I

AND

TRAINER

COMMUTER

GROSS

WEIGHT

.

. . . .

. . .

. . . .

.

. .

1600

lbs

SPEED:

Top

Speed

At

Sea

Level

. . .

.

. . . . .

. . .

123

mph

Cruise,

15%

Power

at

1500

ft

.

. . . .

.

. . .

120

mph

RANGE:

Cruise,

75%

Power

at

7500

it

.

. .

.

. .

480

mi

22.

5

Gallons,

No

Reserve

4.0

hrs

120

mph

Cruise,

75%

Power

at

7500

rt

. . .

. .

. . . .

745

mi

Long

Range

Version,

35.

0

Gallons

6.

2

hrs

120

mph

Optimum

Range

at

10,

000

it

.

. . . .

.

. . .

560

mi

22.

5

Gallons,

No

Reserve

5.

7

hrs

9B

mph

Optimum

Range

at

10,

000

ft

. . . . . . . .

.

8'70

mi

Long

Range

Version,

35.0

Gallons

8.9

hrs

98

mph

RATE

OF

CLIMB

AT

SEA

LEVEL

.

. . . . . . .

670

fpm

SERVICE

CEILING

. . .

. .

.

. .

.

12,

650

ft

TAKE-OFF:

Ground

Run

. . . .

.

. . . . . . . . . .

735

ft

Total

Distance

Over

50

-ft

Obstacle

. . . .

.

. .

1385

ft

LANDING:

Landing

Roll

. . .

.

. . . .

.

. . . .

.

. .

445

ft

Total

Distance

Over

50

-ft

Obstacle

.

. .

.

1075

ft

EMPTY

WEIGHT:

(Approximate)

Standard

Trainer

With

Standard

Fuel

Tanks

.

. . .

. .

.

975

lbs

1005

lbs

With

Long

Range

Fuel

Tanks

. .

.

980

lbs

1010

lbs

BAGGAGE

. . .

. .

.

. .

.

. . . . .

. . . .

120

lbs

WING

LOADING:

Pounds,-"

Sq

Foot

.

. . . .

10.

2

POWER

LOADING:

P0unds/

HP

. . . . . . .

. . .

16.

0

FUEL

CAPACITY:

Total

(Standard

Tanks)

. . . . . . .

.

26

gal.

Total

(Long

Range

Tanks)

.

. . . . .

. . .

.

38

gal.

OIL

CAPACITY:

Total

. .

. . .

.

. .

.

. .

6

qts

PROPELLER:

Fixed

Pitch

(Diameter)

.

. .

.

. .

69

inches

ENGINE:

Continental

Engine

. . .

.

. . .

.

0-200-A"

100

rated

HP

at

2750

RPM

1600

lbs

125

mph

122

mph

490

mi

4.0

hrs

122

mph

760

mi

6.

2

hrs

122

mph

565

mi

5.7

hrs

99

mph

885

mi

8.9

hrs

99

mph

670

fpm

12,

650

ft

735

ft

1305

ft

445

ft

I075

it

1060

lbs

1065

lbs

120

lbs

10.

2

16.0

26

gal.

38

gal.

6

qts

69

inches

0-200-A*

*The

Model

F150,

which

ls

manufactured

by

Reims

Aviation

S.A.

,

Reims

(Marne)

France,

is

identical

to

the

150

except

that

it

is

powered

by

an

O-200-A

engine

manufactured

under

license

by

R0115

Royce,

Crewe,

England.

All

150

information

in

this

manual

pertains

to

the

F150

as

well.

D397-I3-RAND

ISUDD

-

ID-II-67

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

Model

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

PERSONNEL

to

provide

you

with

courteous

expert

service.

FACTORY

APPROVED

SERVICE

EQUIPMENT

to

provide

you

with

the

most

efficient

and

accurate

workmanship

possible.

A

STOCK

OF

GENUINE

CESSNA

SERVICE

PARTS

on hand

when

you

need

them.

THE

LATEST

AUTHORITATIVE

INFORMATION

FOR

SERV-

ICING

CESSNA

AIRPLAN

ES,

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

one

of

your

cross-country

flight

planning

aids;

a

warm

welcome

awaits

you

at

every

Cessna

Dealer.

v

Maximum

height

oi

airplane

with

nose

gear

depressed

and

an

optional

ﬂashing

beacon

installed.

' '

Overall

length

oi

airplane

with

optional

bullet

-shaped

*

‘a

7:/="

mx

propeller

spinner.

when

standard

propeller

spinner

*

is

Installed,

length

la

23'.

‘-_

_

-

_

'_

_

I

5”"

t_________-"23'-9

PRINCIPAL

DIMENSIONS

‘IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIHIIIIIIIIIIIIIIIII

-i

J1

or

\\

‘

IP__“_I

TABLE

OF

CONTENTS

*—

W

_'

A

Page-

SECTION

I

-

OPERATING

CHECK

LIST

............

..

I-I

SECTION

ll

-

DESCRIPTION

AND

OPERATING

DETAILS

....................

..

2-I

SECTION

Ill

-

OPERATING

LIMITATIONS

...........

..3-I

SECTION

IV-

CARE

OF

THE

AIRPLANE

..........

..

4-1

OWNER

FOLLOW-UP

SYSTEM

....................

..4-s

H

IIIIIllllIIIIIIIHIllllllllllllllllllllllllllllllllllll'

SECTION

V

-

OPERATIONAL

DATA

....................

..5-I

\o'-0“

I

_

N

I

I‘

-__,=

=>___-

SECTION

v|-

OPTIONAL

SYSTEMS

....................

..

6-1

E

ALPHABETICAL

INDEX

......................................

..

Index-I

i

5 _

V

I

This

manual

describes

the

operation

and

performance

of

5'-9'

MAX.

P;

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.

!

1:11

!

I-5--a

i&"—~I

111

_

I

o

r

‘D

I-

I2‘

i-H};

0

I

E

X

T

E

R

I

O

R

t

y

|

N

s

PECTI

0

N

g

‘-‘*l*r:i|1;

.

Iii.

‘

-~

---"-nil?‘

Hnmﬂmlmgmugaumw

Hiliilllililillilliii1i::i:iiiiHIiHiiriI=i1==

0

,

D

ll

0

T

E

Visually

check

iuei

iiller

caps,

inspection

plates,

and

general

aircralt

condition

during

walk-

around

inspection.

If

night

ﬂight

is

planned,

check

operation

oi

all

lights,

and

make

sure

a

ﬂashlight

is

available

ii-i

®

(1)

‘him

on

master

switch

and

check

fuel

quantity

lc)

indicators,

then

turn

master

switch

oil.

(b)

Check

ignition

switch

"Oi-‘F.

"

(cl)

(1%)

Cheek

fuel

valve

handle

"ON.

"

(d)

Remove

control

wheel

lock.

Ie)

I

®

(a)

Remove

rudder

gust

lock,

ii

installed.

(U

(bi

Disconnect

tail

tie-down.

@

(It)

Remove

gust

lock,

ii

installed.

®

(a)

Check

msln

wheel

tire

(or

proper

inﬂation.

(b)

inspect

airspeed

static

source

hole

on

side

oi

fuselage

for

stoppme

(lett

side

only).

(D

W

(c)

Disconnect

wing

tie-down.

M

(cl

4

quarts.

i-‘ill

ior

extended

flights.

Check

propeller

and

spinner

[or

nicks

and

security.

.

®

(2)

Check

oil

level,

Do

not

operate

with

less

than

lb)

Figure

1

-

1.

iv

Check

carburetor

air

filter

for

restrictions

by

dust

or

other

ioreign

matter.

On

first

flight

oi

day

and

alter

each

reiueling,

pull

strainer

drain

knob

and

drain

s

two-

ounce

quantity

oi‘

iuel

irom

the

iuel

strainer

to

check

[or

presence

oi

water

and

sediment.

Check

nosewheel

strut

and

tire

tor

proper

inilstion.

Disconnect

nose

tie-down.

.......@

Remove

pitol

tube

cover,

ll

installed,

and

check

pitot

tube

opening

lor

stoppage.

Check

luel

tank

vent

opening

[or

stoppage.

Check

stall

warning

vent

opening

tor

stoppage.

SamaI8®

I

g

H

g

Seating

OPERATING

CH

ECK

LIST

One

of

the

first

steps

in

obtaining

the

utmost

performance,

service,

and

flying

enjoyment

from

your

Cessna

is

to

familiarize

yourself

with

your

air-plane'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

H.

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

should

know

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.

"

STARTING

THE

ENGINE.

(1)

Carburetor

Heat

—-

Cold.

1-1

(2)

(3)

(4)

(5)

(6)

('7)

Mixture

--

Rich.

Primer

--

As

required.

Ignition

Switch

——

"BOTH.

"

Throttle

--

Open

1/4".

Propeller

Area

--

Clear.

Starter

Handle

--

Pull.

BEFORE

TAKE-OFF.

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

Throttle

Setting

--

1700

RPM.

Engine

Instruments

—-

Within

green

arc.

(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.

Magnetos

--

Check

('75

RPM

maximum

differential

between

magnetos).

(2)

Elevator

Tr

im

--

Adjust.

Carburetor

Heat

--

Check

operation.

Suction

Gage

--

Check

(4.

6

to

5.

4

inches

of

mercury).

Flight

Controls

--

Check.

Trim

Tab

--

"TAKE-OFF"

setting.

Cabin

Doors

--

Latched.

(3)

Mixture

--

Lean

to

maximum

RPM.

BEFORE

LANDING.

Flight

Instruments

and

Radios

--

Set.

(1)

Mixture

_-

Rich,

(2)

Carburetor

Heat

--

Apply

full

heat

before

closing

throttle.

(3)

Airspeed

--

65

to

'75

MPH.

TAKE-OFF.

(4)

Wing

Flaps

--

As

desired

below

100

MPH.

NOR

4:1)

(2)

1.3)

(4)

(5)

(1

)

(2)

(3)

(4)

(5)

(6)

(7)

CLIMB

NORMA

Wing

Flaps

--

Up.

Carburetor

Heat

—-

Cold.

Throttle

--

Full

"OPEN.

"

MAL

1-AKE_oH;_

(5)

Airspeed

--

60

to

'70

MPH

(flaps

extended).

NORMAL

LANDING.

Elevator

Control

--

Lift

nose

wheel

at

50

MPH.

,

_

-

h

el

f1

~

b d

__

I

d

th

TOLIC

DOWII

'-

Mﬂlnw

6

S

ISL.

Chm

Spee

72

MPH"un

1

a

o

c

es.are

cleare

,

en

set

(2)

Landing

Ron

__

Lower

nose

wheel

gently.

P

MAXIMUM

PERFORMANCE

TAKE-OFF.

Wing

Flaps

--

Up.

Carburetor

Heat

--

Cold.

Brakes

--

Hold.

'

‘

RMAL

C

.

u

climb

speed

as

shown

m

NO

LIMB

paragraph

(3)

Br

_

g

__

Minimum

required.

AFTER

LANDING.

(1)

Wing

Flaps

--

Up.

__

Ful

II

.

fl

F

Throttle

1

OPEN

(2)

Carburetor

Heat

--

Cold.

Brakes

--

Release.

Elevator

Control

-—

Slightly

tail

low.

Climb

Speed

--

52

MPH

(with

obstacles

ahead).

SECURE

AIRCRAFT.

(1)

Mixture

--

Idle

cut-off.

'

(2)

All

Switches

--

Off.

(3)

L

CLIMB.

Parking

Brake

--

Set.

(1)

Air

Speed

--

75

to

80

MPH.

(4)

Control

Lock

--

Installed.

1-2

s

-—

“

l

-ﬁ—*

—'-'.-=.I-T.

_

—

-‘J51

-

Z

'

|

INSTRUMENT

PANEL

SJ

.--"'----.

_-—-"N,

'____-—-Gui

____-an

.-"'---‘II

Q5

1

Ilwlllllillll

as

34

as

22

31

so

29

2a

21

2s

25

24

Altimeter

13.

Oil

Pressure

Gage

“N?

_

Turn-and—Bank

Indicator

(0pt.)

.

mme

r

)

.

Fuel

Quantity

Indicator

(Right)

w_~I_ChU\-h

Gyro

Horizon

(Opt.)

.

Suction

Gage

(OP!-)

Optional

Radio

20

li

C

21

E???

Figure

2-l

.

1

-4

25

Airspeed

Indicator

14.

Oil

Temperature

Gage

26

I5

A

te

2’!

.

Directional

Gyro

(Opt.

I6

Z3

.

Vertical

Speed

Indicator

(Opt.)

1;.

Optional

Instrument

Space

3

1

Compass

Correction

Card

19.

Optional

Instrument

Space

31

.

Map

Compartment

32

Magne

c

ompass

.

Fuse.-“Circuit

Breaker

Panel

33

Fuel

Quantity

Indicator

(Left)

22.

Cigar

Lighter

34

Aircraft

Registration

Number

23.

Cabin

Air

and

Heat

Controls

35

Tachometer

24.

Wing

Flap

Switch

36

\

Tl

T

T7/'“/'7'/I

l"il\

2322

2120

Mixture

Control

Knob

Throttle

Elevator

Trim

Control

Wheel

Electrical

Switches

Carburetor

Air

Heat

Control

Omni

Course

Indicator

(O|>t.)

Parking

Brake

Control

Io

It

C

c

Ignition

Switch

Starter

Handle

Primer

Master

Switch

‘

Sevtiall

ll

DESCRIPTION

AND

OPERATING

DETAILS

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

that

require

further

explanation.

FUEL

SYSTEM.

Fuel

is

supplied

to

the

engine

from

two

tanks,

one

in

each

wing.

From

these

tanks,

fuel

flows

by

gravity

through

a

fuel

shutoff

valve

and

fuel

strainer

to

the

carburetor.

Refer

to

figure

2-2

for

fuel

quantity

data.

For

fuel

system

service

information,

refer

to

Lubrication

and

Servicing

Procedures

in

Section

IV.

FUEL

STRAINER

DRAIN

KNOB.

Refer

to

fuel

strainer

servicing

procedure,

Section

IV.

FUEL

QUANTITY

DATA

(U.S.

GALLONS)

USABLE

FUEL

TOTAL

TANKS

ALL

FLIGHT

UNFUgﬁLE

FUEL

CONDITIONS

VOLUME

A

Twca

3SgA£‘_D§§€I¥)”mG

22.

s

3.

s

26.

0

TWO,

LONG

RANGE

wmo

(19

GAL.

EACH)

35-

°

3-

°

38-

°

Figure

2-2.

I

2-1

Ill

’,

—-’

zﬂti}

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i

LEFT

FUEL

TANK

RIGHT

FUEL

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FUEL

°

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sramnsn

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ééééééé

T

ENGINE

_ p

PRIMER

-r1mo'r'r1.1s:

SYSTEM

TO

ENGINE

mxrunr:

SCI!

E

M

ATIB

CYLINDERS

CONTROL

Q

mos

Figure

2-3.

2-2

r‘

ELECTRICAL

SYSTEM.

Electrical

energy

is

supplied

by

a

14-volt,

direct-current

system

powered

by

an

engine-driven

alternator

(see

figure

2-4).

A

12—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

"0N,

"

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).

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.

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

I‘!

0

vi}:

FLAPS

;

J

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Figure

2-4

2'5

_

ELECTRICAL

SYSTEM

_

TO

WING

HAP

SYSTEM

TO

LANDING

A

TAXI

LIGHTS

[OPT]

10

nnsn-|mG

ancou

[om

to

mot

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svsreu.

[om

1o

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10:-n

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G

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COURTESY

LIGHTS

TO

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LIGHTS

to

wan

a.

amx

moncnoa

torn

TO

INSTRUME

NT

LIGHTS

TO

FUEI

QUANTITY

INDICATORS

the

atmosphere,

particularly

at

night,

can

produce

vertigo

and

loss

of

orientation.

~.§I°<T:<ﬁL°§I§f.¢-,

I

CABIN

HEATING

AND

VENTILATING

SYSTEM.

The

temperature

and

volume

of

airflow

into

the

cabin

can

be

regulated

to

any

degree

desired

by

manipulation

of

the

push-pull

"CABIN

HEAT"

and

"CABIN

AIR"

knobs.

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

then

vented

into

the

cabin

from

an

outlet

on

the

left

side

of

the

manifold.

Windshield

defrost

air

is

also

supplied

by

a

duct

leading

from

the

manifold

A

separate

adjustable

ventilator

near

each

upper

corner

of

the

wind-

shield

supplies

additional

outside

air

to

the

pilot

and

passenger.

PARKING

BRAKE

SYSTEM.

‘lb

set

parking

brake,

pull

out

on

the

parking

brake

knob,

apply

and

release

toe

pressure

to

the

pedals,

and

then

release

the

parking

brake

knob.

To

release

the

parking

brake,

apply

and

release

toe

pressure

on

the

pedals

while

checking

to

see

that

the

parking

brake

knob

is

full

in.

STARTING

ENGINE.

Ordinarily

the

engine

starts

easily

with

one

or

two

strokes

of

prime

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

indicate

overpriming

or

flooding.

Excess

fuel

can

be

cleared

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

the

starter.

Repeat

the

2_4_

starting

procedure

without

any

additional

priming.

I‘

2..

TAXIING

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ta

ilwlnds

require

caution.

Avold

sudden

bursts

of

the

throttle

and

ah"?

brag“;

'11“

the

airplane

is

In

this

attitude.

The

the

steerable

nose

wheel

and

rudder

l0

maintain

direction.

Figure

2-

5.

j

L-,.-5,.

d.._\-5'3

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

tazciing

diagram,

figure

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

when

the

nose

strut

is

fully

extended.

In

the

event

the

nose

strut

is

over-

inflated

and

the

airplane

is

loaded

to

a

rearward

center

of

gravity

posi-

tion,

it

may

be

necessary

to

partially

compress

the

strut

to

permit

steer-

ing.

This

can

be

accomplished

prior

to

taxiing

by

depressing

the

airplane

nose

(by

hand)

or

during

taxi

by

sharply

applying

brakes.

BEFORE

TAKE-OFF.

W

A

R

M

-

U

P

.

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

I.

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

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

a

doubt

concerning

the

operation

of

the

ignition

system,

RPM

checks

at

higher

engine

speeds

will

usually

confirm

whether

a

deficiency

exists.

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.

TAKE-OFF.

POWER

cnscxs.

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

runup

before

another

take-off

is

attempted.

The

engine

should

run

smoothly

and

turn

approx-

imately

2375

to

2475

RPM

with

carburetor

heat

off.

Full

throttle

runups

over

loose

gravel

are

especially

harmful

to

pro-

peller

tips.

When

take-offs

must

be

made

over

a

gravel

surface,

it

is

very

important

that

the

throttle

be

advanced

slowly.

This

allows

the

air-

plane

to

start

rolling

before

high

RPM

is

developed,

and

the

gravel

will

be

blown

back

of

the

propeller

rather

than

pulled

into

it.

When

unavoid-

able

small

dents

appear

in

the

propeller

blades,

they

should

be

immediate-

ly

corrected

as

described

in

Section

IV.

Prior

to

take-off

from

fields

above

5000

feet

elevation,

the

mixture

should

be

leaned

to

give

maximum

RPM

in

a

full-throttle,

static

runup.

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

2-8

..

L

_

extended

rather

than

retract

them

in

the

climb

to

the

obstacle.

The

ex-

ception

to

this

rule

would

be

in

a

high

altitude

t,a1;e_0ff

in

hot

weather

where

climb

would

be

marginal

with

flaps

10°.

Flap

deflections

of

30°

and

40°

are

not

recommended

at

any

time

for

take-off.

PERFORMANCE

CHARTS.

_

Consult

the

take-off

chart

in

Section

V

for

take-off

distances

under

various

gross

weight,

altitude,

and

headwind

cOnditiQ|1s_

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

prgvent

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.

cums

DATA.

Sectiljﬁrvdetailed

data,

see

Maximum

Rate-of-Climb

Data

(;h3_1-tin

CLIMB

SPEEDS.

Normal

climbs

are

cond

ct

d

at

75

t

80

M

'

throttle,

for

best

engine

cooli:g.e

The

miiﬁture

si¥|,<§I1l‘d1I:>l:afflt?l§,sri1<§)hatIl:f1il¢§:Ie.l

the

engine

is

rough

due

to

too

rich

a

mixture.

The

best

rate-of-climb

sseeds

range

from

72

MPH

at

sea

level

to

66

MPH

at

10,000

feet

If

an

o

‘SIII‘l.lCIZlOl1

dictates

the

use

of

a

steep

climb

angle,

the

best

a_ng]_e..°f..

°1““'°

‘Peed

s“°“1d

be

“S91”!

Wlth

flaps

up

and

mu

throttle

These

s

e

a

vary

from

52

MPH

at

sea

level

to

60

MPH

at

10

000

feet.

P

e

S

NOTE

gteepiclimbs

at

these

low

speeds

should

be

of

Short

ura

on

to

allow

improved

engine

cooling.

2-9

GO-AROUND

CLIMB.

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

a

safe

airspeed,

the

flaps

should

be

slowly

retracted

to

the

full

up

position.

CRUISE.

Normal

cruising

is

done

at

65%

to

75%

of

METO

power.

The

set-

tings

required

to

obtain

these

powers

at

various

altitudes

and

outside

air

temperatures

can

be

determined

by

using

your

Cessna

Power

Com-

puter

or

the

OPERATIONAL

DATA,

Section

V.

Cruising

can

be done

most

efficiently

at

high

altitude

because

of

the

higher

true

airspeeds

obtainable

at

the

same

power.

This

is

illustrated

in

the

following

table

for

70%

power.

OPTIMUM

CRUISE

PERFORMANCE

ALTITUDE

‘

RPM

i

TRUE

AIRSPEED

Sea

Level

4»

2430

111

5000

feet

I

2550

116

9000

feet

r

Full

Throttle

120

I

70%

POWER

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

V

for

aft

c.

g.

,

full

gross

weight

conditions.

They

are

presented

as

calibrated

airspeeds

because

indicated

airspeeds

are

unreliable

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.

2-10

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°

and

land

on

the

main

wheels

first.

Immediately

after

touchdown,

lower

the

nose

gear

to

the

ground

and

apply

heavy

braking

as

required.

Raising

the

flaps

after

landing

will

provide

more

efficient

braking.

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.

Excessive

nose

strut

inflation

can

hinder

nose

wheel

alignment

with

the

airplane

ground

track

in

a

drifting

crosswind

landing

at

touchdown

and

during

ground

roll.

This

can

be

counteracted

by

firmly

lowering

the

nose

wheel

to

the

ground

after

initial

contact.

This

action

partially

com-

presses

the

nose

strut,

permitting

nose

wheel

swiveling

and

positive

ground

steering.

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

(0°F

and

lower)

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:

With

Preheat:

(1)

Clear

propeller.

(2)

Pull

master

switch

"ON.

"

(3)

With

ignition

switch

"OFF"

and

throttle

closed,

prime

the

engine

four

to

ten

strokes

as

the

propeller

is

being

turned

over

by

hand.

2-11

-

_

-

<1--—

—-—--—

J

-——

-—-

-—

-

_

|i-1-_—-_.:4.

—_

—

. _

_ _

_

v

_

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

ignition

switch

to

"BOTH.

"

(5)

Open

throttle

1/

4"

and

engage

starter.

Without

Preheat:

(1)

Prime

the

engine

eight

to

ten

strokes

while

the

propeller

is

being

turned

by

hand

with

throttle

closed.

Leave

primer

charged

and

ready

for

stroke.

(2)

Clear

propeller.

(3)

Pull

master

switch

"ON.

"

(4)

Turn

ignition

switch

to

"BOTH.

"

(5)

Pump

throttle

rapidly

to

full

open

twice.

Return

to

1/4"

open

position.

(6)

Engage

starter

and

continue

to

prime

engine

until

it

is

run-

ning

smoothly,

or

alternately,

pump

throttle

rapidly

over

first

1/4

of

total

travel.

(7)

Pull

carburetor

air

heat

knob

full

on

after

engine

has

started.

Leave

on

until

engine

is

running

smoothly.

(8)

Lock

primer.

NOTE

If

the

engine

does

not

start

during

the

first

few

attempts,

or

if

engine

firing

diminishes

in

strength,

it

is

probable

that

the

spark

plugs

have

been

frosted

over.

Preheat

must

be

used

before

another

start

is

attempted.

NOTE

Pumping

the

throttle

may

cause

raw

fuel

to

accumulate

in

the

intake

air

duct,

creating

a

fire

hazard

in

the

event

of

a

backfire.

If

this

occur

s,

maintain

a

cranking

action

to

suck

flames

into

the

engine.

An

outside

attendant

with

a

fire

extinguisher

is

advised

for

cold

starts

without

pre-

heat.

4,

During

cold

weather

operations,

no

indication

will

be

apparent

on

the

2-12

1

_

1-an

_.__

oil

temperature

gage

prior

to

take-off

if

outside

air

temperature

are

very

cold.

After

a

suitable

warm-up

period

(2

to

5

minutes

at

1000

RPM),

ac-

celerate

the

engine

several

times

to

higher

engine

RPM.

If

the

engine

accelerates

smoothly

and

the

oil

pressure

remains

normal

and

steady,

the

airplane

is

ready

for

take-off.

When

operating

in

sub-zero

temperature,

avoid

using

partial

carbu-

retor

heat.

Partial

heat

may

increase

the

carburetor

air

temperature

to

the

32°

to

70°

range,

where

icing

is

critical

under

certain

atmospheric

conditions.

Refer

to

Section

VI

for

cold

weather

equipment.

2-13

1_

J

-‘L

Motion

III

-—-im

_

L

W

,_

L

OPERATING

LIMITATIONS

OPERATIONS

AUTHORIZED.

Your

Cessna

exceeds

the

requirements

for

airworthiness

as

set

forth

by

the

United

States

Government,

and

is

certificated

under

FAA

Type

Cer-

tificate

No.

3Al9.

I

With

standard

equipment,

the

airplane

is

approved

for

day

and

night

operation

under

VFR.

Additional

optional

equipment

is

available

to

in-

crease

its

utility

and

to

make

it

authorized

for

use

under

IFR

day

and

night.

Your

airplane

must

be

operated

in

accordance

with

all

FAA-approved

markings,

placards

and

check

lists

in

the

airplane.

If

there

is

any

infor-

mation

in

this

section

which

contradicts

the

FAA-approved

markings,

plac-

ards

and

check

lists,

it

is

to

be

disregarded.

MANEUVERS-UTILITY

CATEGORY.

This

airplane

is

not

designed

for

purely

aerobatic

flight.

However,

in

the

acquisition

of

various

certiﬁcates

such

as

commercial

pilot,

in-

*

stnument

pilot

and

flight

instructor,

certain

maneuvers

are

required

by

the

FAA.

All

of

these

maneuvers

are

permitted

in

this

airplane

when

op-

erated

in

the

utility

category.

In

cormection

with

the

foregoing,

the

fol-

,

lowing

gross

weight

and

flight

load

factors

apply,

with

recommended

entry

speeds

for

maneuvers

as

shown:

Gross

Weight

.

. . . .

.

. . . . . . . . . . . . .

1600

lbs

Flight

Maneuvering

Load

Factor,

*Flaps

Up

,

_

+4,

4

_1_

76

Flight

Maneuvering

Load

Factor,

*Flaps

Down

. .

+3.

5

c»

-"

*The

design

load

factors

are

150%

of

the

above,

and

in

1

all

cases,

the

structure

meets

or

exceeds

design

loads.

r

'

a-1

-

1

il

No

aerobatic

maneuvers

are

approved

except

those

listed

below:

EN

GI

NE

IN

STR

U

MENT

MARKI

N

GS.

MANEUVER

RECOMMENDED

ENTRY

SPEED

OIL

TEMPERATURE

GAGE.

Normal

Operating

Range

. . . .0

Green

Arc

Chandelles

. . .

.

. .

109

MPH

(95

knots)

Maximum

Allowable

-

- -

-

225

F

Red

Lme

Lazy

Eights

. . . .

109

MPH

(95

knots)

'

Steep

Turns

.

. .

.

109

MPH

(95

knots)

Spins

. . . . . .

.

Use

Slow

Deceleration

'

OIL

PRESSURE

GAGE.

Stalls

.

. .

.

. . . .

.

. .

.

. . . . . .

Use

Slow

Deceleration

Minlnlllln

Idling

- -

- - - -

- -

10

PSI

(red

line)

Normal

Operating

Range

. . .

30-60

PSI

(green

arc)

During

prolonged

spins,

the

aircraft

engine

may

stop;

however,

spin

-

Maximum

- - - -

-

- -

-

100

PSl(1‘9d

line)

recovery

is

not

adversely

affected

by

engine

stoppage.

Intentional

spins

with

wing

flaps

extended

are

prohibited.

FUEL

QUANTITY

INDICATORS.

Aerobatics

that

may

impose

high

inverted

loads

should

not

be

attempt-

Empty

(1-

75

gallons

unusable

each

standard

tank)

- -

E

(red

line)

ed.

The

important

thing

to

bear

in

mind

in

flight

maneuvers

is

that

the

(L

50

$911005

unusable

each

long

range

tank)

airplane

is

clean

in

aerodynamic

design

and

will

build

up

speed

quickly

with

the

nose

down.

Proper

speed

control

is

an

essential

requirement

for

execution

of

any

maneuver,

and

care

should

always

be

exercised

to

TAcHoMETER-

avoid

excessive

speed

which

in

turn

can

impose

excessive

loads.

In

the

Normal

Operating

Range:

execution

of

all

maneuvers,

avoid

abrupt

use

of

controls.

All

599-

level

- -

-

- -

-

2000-2550

(inner

green

arc)

At

5000

feet

. . . .

.2000-2650

(middle

green

arc)

At

10,000

feet

.

. .

2000-2750

(outer

green

arc)

Maximum

Allowable

.

. .

.

. .

.

. .

2750

(red

line)

AIRSPEED

LIMITATIONS.

The

following

are

the

certificated

calibrated

airspeed

limits

for

the

Cessna

150:

Maximum

(Glide

or

dive

smooth

air)

.

. .

.

162

MPH

(red

line)

AN

BALANCE

Caution

Range

.

. . ,

.

. .

.

. .

120-162

MPH

(yellow

arc)

§

WEIGHT

D

'

Normal

Range

'

' '

' ' ' ' '

'

' '

56'120

MPH

(green

arc)

‘

The

following

information

will

enable

you

to

operate

your

Cessna

Flap

Operfﬁing

Ranfe

' '

'

49'100

MPH

(white

arc)

within

the

prescribed

weight

and

center

of

gravity

limitations.

To

figure

Maneuvermg

Speed

'

' ' ' ' ' ' ' ' ' '

'

' ' '

'

109

MPH

the

weight

and

balance

for

your

particular

airplane,

use

the

Sample

Prob-

*The

maximum

Speed

at

which

you

can use

abrupt

lem,

Loading

Graph,

and

Center

of

Gravity

Moment

Envelope

as

follows:

°°““‘°1

*1“’“’°1"’i*h°“t

exceeding

the

design

1°“

fa°‘°"

Take

the

licensed

Empty

Weight

and

Moment/1000

from

the

Weight

and

Balance

Data

sheet,

plus

any

changes

noted

on

forms

FAA-337,

carried

in

your

airplane,

and

write

them

down

in

the

proper

columns.

Using

the

Loading

Graph,

determine

the

moment/1000

of

each

item

to

be

ENGINE

OPERATION

LIMITATIONS.

carried.

Total

the

weights

and

moments/1000

and

use

the

Center

of

‘Gravity

Moment

Envelope

to

determine

whether

the

point

falls

within

the

Power

and

Speed

.

. .

.

. .

100

BHP

at

2750

RPM

envelope,

and

if

the

loading

is

acceptable.

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H

G

V

m

O

H

V

M

H

L

_

MM

G

S

to

ramp

tie—down.

(4)

Install

a

surface

control

lock

over

the

fin

and

rudder.

(5)

Install

a

pitot

tube

cover.

(6)

Tie

a

rope

to

an

exposed

portion

of

the

engine

mount

and

secure

the

opposite

end

to

a

ramp

tie—down.

WINDSHIELD-WINDOWS.

The

plastic

windshield

and

windows

should

be

cleaned

with

an

aircraft

windshield

cleaner.

Apply

the

cleaner

sparingly

with

soft

cloths,

and

rub

with

moderate

pressure

until

all

dirt,

011

scum

and

bug

stains

are

re-

moved.

Allow

the

cleaner

to

dry,

then

wipe

it

off

with

soft

flannel

cloths.

If

a

windshield

cleaner

is

not

available,

the

plastic

can

be

cleaned

with

soft

cloths

moistened

with

Stoddard

solvent

to

remove

oil

and

grease.

NOTE

Never

use

gasoline,

benzine,

alcohol,

acetone,

carbon

tetrachloride,

fire

extinguisher

or

anti-ice

fluid,

lacquer

thinner

or

glass

cleaner

to

clean

the

plastic.

These

ma-

terials

will

attack

the

plastic

and

may

cause

it

to

craze.

Follow

by

carefully

washing

with

a

mild

detergent

and

plenty

of

water.

Rinse

thoroughly,

then

dry

with

a

clean

moist

chamois.

Do

not

rub

the

plastic

with

a

dry

cloth

since

this

builds

up

an

electrostatic

charge

which

attracts

dust.

Waxing

with

a

good

commercial

wax

will

finish

the

clean-

ing

job.

A

thin,

even

coat

of

wax,

polished

out

by

hand

with

clean

soft

flan

nel

cloths,

will

fill

in

minor

scratches

and

help

prevent

further

scratching.

Do

not

use

a

canvas

cover

on

the

windshield

unless

freezing

rain

or

sleet

is

anticipated

since

the

cover

may

scratch

the

plastic

surface.

PAINTED

SURFACES.

The

painted

exterior

surfaces

of

your

new

Cessna

have

a

durable,

long

lasting

finish

and,

under

normal

conditions,

require

no

polishing

or

buffing.

Approximately

15

days

are

required

for

the

paint

to

cure

com-

pletely;

in

most

cases,

the

curing

period

will

have

been

completed

pI‘1OI‘

to

delivery

of

the

airplane.

In

the

event

that

polishing

or

buffing

1S

re-

quired

within

the

curing

period,

it

is

recommended

that

the

work

be

done

4-2

'

by

someone

experienced

in

handling

uncured

paint.

Any

Cessna

Dealer

can

accomplish

this

work.

Generally,

the

painted

surfaces

can

be

kept

bright

by

washing

with

water

and

mild

soap,

followed

by

a

rinse

with

water

and

drying

with

cloths

or

a

chamois.

Harsh

or

abrasive

soaps

or

detergents

which

cause

cor-

rosion

or

make

scratches

should

never

be

used.

Remove

stubborn

oil

and

grease

with

a

cloth

moistened

with

Stoddard

solvent.

Waxing

is

unnecessary

to

keep

the

painted

surfaces

bright.

However,

if

desired,

the

airplane

may

be

waxed

with

a

good

automotive

wax.

A

heavier

coating

of

wax

on

the

leading

edges

of

the

wings

and

tail

and

on

the

engine

nose

cap

and

propeller

spinner

will

help

reduce

the

abrasion

encountered

in

these

areas.

ALUMINUM

SURFACES.

The

clad

aluminum

surfaces

of

your

Cessna

require

only

minimum

care

to

keep

them

bright

and

clean.

The

airplane

may

be

washed

with

water

to

remove

dirt;

oil

and

grease

may

be

removed

with

gasoline,

naphtha,

car-

bon

tetrachloride

or

other

non-alkaline

solvents.

Dulled

aluminum

sur-

faces

may

be

cleaned

effectively

with

an

aircraft

aluminum

polish.

After

cleaning,

and

periodically

thereafter,

waxing

with

a

good

auto-

motive

wax

will

preserve

the

bright

appearance

and

retard

corrosion.

Regular

waxing

is

especially

recommended

for

airplanes

operated

in salt

water

areas

as

a

protection

against

corrosion.

PROPELLER

CARE.

Preflight

inspection

of

propeller

blades

for

nicks,

and

wiping

them

occasionally

with

an

oily

cloth

to

clean

off

grass

and

bug

stains

will

as-

sure

long,

trouble-free

service.

It

is

vital

that

small

nicks

on

the

blades,

particularly

near

the

tips

and

on

the

leading

edges,

are

dressed

out

as

soon

as

possible

since

these

nicks

produce

stress

concentrations,

and

if

ignored,

may

result

in

cracks.

Never

use

an

alkaline

cleaner

on

the

blades;

remove

grease

and

dirt

with

carbon

tetrachloride

or

Stoddard

solvent.

INTERIOR

CARE.

To

remove

dust

and

loose

dirt

from

the

upholstery,

headliner,

and

4-3

.___

_

.h

._

77

-——-_

_

——

--£7

._

--

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—‘_--

Y

-

-—

—>i-

_-

—

’

__

in;

carpet,

clean

the

interior

regularly

with

a

vacuum

cleaner.

Blot

up

any

spilled

liquid

promptly,

with

cleansing

tissue

or

rags.

Don't

pat

the

spot;

press

the

blotting

material

firmly

and

hold

it

for

sev-

eral

seconds.

Continue

blotting

until

no

more

liquid

is

taken

up.

Scrape

off

sticky

materials

with

a

dull

knife,

then

spot-clean

the

area.

Oily

spots

may

be

cleaned

with

household

spot

removers,

used

spar-

ingly.

Before

using

any

solvent,

read

the

instructions

on

the

container

and

test

it

on an

obscure

place

on

the

fabric

to

be

cleaned.

Never

satu-

rate

the

fabric

with

a

volatile

solvent;

it

may

damage

the

padding

and

back-

ing

materials.

Soiled

upholstery

and

carpet

may

be

cleaned

with

foam

-type

detergent,

used

according

to

the

manufacturer's

instructions.

To

minimize

wetting

the

fabric,

keep

the

foam

as

dry

as

possible

and

remove

it

with

a

vacuum

cleaner.

The

plastic

trim,

instrument

panel

and

control

knobs

need

only

be

wiped

off

with

a

damp

cloth.

Oil

and

grease

on

the

control

wheel

and

con-

trol

knobs

ca.n

be

removed

with

a

cloth

moistened

with

kerosene.

Volatile

solvents,

such

as

mentioned

in

paragraphs

on

care

of

the

windshield,

must

never

be

used

since

they

soften

and

craze

the

plastic.

INSPECTION

SERVICE

AND

INSPECTION

PERIODS.

With

your

airplane

you

will

receive

an

Owner's

Service

Policy.

Cou-

pons

attached

to

the

policy

entitle

you

to

an

initial

inspection

and

the

first

100-hour

inspection

at

no

charge.

If

you

take

delivery

from

your

Dealer,

he

will

perform

the

initial

inspection

before

delivery

of

the

airplane

to

you.

If

you

pick

up

the

airplane

at

the

factory,

plan

to

take

it

to

your

Dealer

reasonably

soon

after

you

take

delivery

on

it.

This

will

permit

him

to

check

it

over

and

to

make

any

minor

adjustments

that

may

appear

necessary.

Also,

plan

an

inspection

by

your

Dealer

at

100

hours

or

180

days,

whichever

comes

first.

This

inspection

also

is

performed

by

your

Dealer

for

you

at

no

charge.

While

these

important

inspections

will

be

performed

for

you

by

any

Cessna

Dealer,

in

most

cases

you

will

prefer

to

have

the

Dealer

from

whom

you

purchased

the

airplane

accomplish

this

work.

Federal

Aviation

Regulations

require

that

all

airplanes

have

a

periodic

(annual)

inspection

as

prescribed

by

the

administrator,

and

performed

by

a

person

designated

by

the

administrator.

In

addition,

100-hour

periodic

4-4

in$Pe_¢I1iOns

made

by

an

"appropriately-rated

mechanic"

are

required

if

the

airplane

is

flown

for

hire.

The

Cessna

Aircraft

Company

recom-

mends

the

100-hour

periodic

inspection

for

your

airplane.

The

procedure

for

this

100-hour

inspection

has

been

carefully

worked

out

by

the

factory

and

is

followed

by

the

Cessna

Dealer

Organization.

The

complete

famil-

iarity

of

the

Cessna

Dealer

Organization

Cessna

equipment

and

with

factory-approved

procedures

provides

the

highest

type

of

service

possible

at

lower

cost.

AIRCRAFT

FILE.

There

are

miscellaneous

data,

information

and

licenses

that

are

a

part

of

the

aircraft

file.

The

following

is

a

check

list

for

that

file.

In

addition,

a

periodic

check

should

be

made

of

the

latest

Federal

Aviation

Regulations

to

insure

that

all

data

requirements

are

met.

A.

To

be

displayed

in

the

aircraft

at

all

times:

(1)

Aircraft

Airworthiness

Certificate

(Form

FAA-1362B).

(2)

Aircraft

Registration

Certificate

(Form

FAA-500A).

(3)

Aircraft

Radio

Station

License

(Form

FCC-404,

if

transmitter

installed).

'

B.

To

be

carried

in

the

aircraft

at

all

times:

(1)

Weight

and

Balance,

and

associated

papers

(latest

copy

of

the

Repair

and

Alteration

Form,

Form

FAA-337,

if

applicable).

(2)

Aircraft

Equipment

List.

C.

To

be

made

available

upon

request:

(1)

Aircraft

Log

Book.

(2)

Engine

Log

Book.

NOTE

Cessna

recommends

that

these

items,

plus

the

Owner's

Manual

andlthe

"Cessna

Flight

Guide"

(Flight

Computer),

be

carried

in

the

aircraft

at

all

times.

Most

of

the

items

listed

are

required

by

the

United

States

Federal

Aviation

Regulations.

Since

the

regulations

of

other

nations

may

require

other

documents

and

data,

ovmers

of

exported

aircraft

should

check

with

their

own

aviation

officials

to

determine

their

individual

requirements.

"

4-5

T-E1

'

'-

7

1‘

T

_’

'1'—-

Inf“

LUBRICATION

AND

SERVICING

PROCEDURES

Specific

servicing

information

is

provided

here

for

items

requiring

daily

attention.

A

Servicing

Intervals

Check

List

is

included

to

inform

the

pilot

when

to

have

other

items

checked

and

serviced.

DAILY

FUEL

TANK

FILLERS:

Service

after

each

flight

with

80/

87

minimum

grade

fuel.

The

capac-

ity

of

each

wing

tank

is

13

gallons

for

standard

fuel

tanks,

19

gallons

for

optional

long

range

tanks.

FUEL

STRAINER:

On

the

first

flight

of

the

day

and

after

each

refueling,

pull

out

fuel

strainer

drain

knob

(located

just

inside

cowl

access

door)

for

about

four

seconds,

to

clear

fuel

strainer

of

possible

water

and

sediment.

Release

drain

knob,

then

check

that

strainer

drain

is

closed

after

draining.

OIL

FILLER:

When

preflight

check

shows

low

oil

level,

service

with

aviation

grade

engine

oil;

SAE

40

above

40°F

and

SAE

10W30

or

SAE

20

below

40°F.

(Multi-viscosity

oil

with

a

range

of

SAE

10W30

is

recommended

for

improved

starting

in

cold

weather.)

Detergent

or

dispersant

oil,

con-

forming

to

Continental

Motors

Specification

MHS-24,

must

be

used.

Your

Cessna

Dealer

can

supply

approved

brands

of

oil.

NOT

E

To

promote

faster

ring

seating

and

improved

oil

control,

your

Cessna

was

delivered

from

the

factory

with

straight

mineral

oil

(non-detergent).

This

"break-in"

oil

should

be

used

only

for

the

first

20

to

30

hours

of

operation,

at

which

time

it

must

be

replaced

with

detergent

oil.

OIL

DIPSTICK:

Check

oil

level

before

each

flight.

Do

not

operate

on

less

than

4

quarts.

To

minimize

loss

of

oil

through

breather,

fill

to

5

quart

level

for

normal

flights

of

less

than

3

hours.

For

extended

flight,

fill

to

6

quarts.

If

optional

oil

filter

is

installed,

one

additional

quart

is

required

when

the

filter

element

is

changed.

4-6

SERVICING

INTERVALS

CHECK

LIST

EACH

50

HOURS

BATTERY--Check

and

service.

Check

oftener

(at

least

every

30

days)

if

operating

in

hot

weather.

ENGINE

OIL

AND

OIL

FILTER--Change

engine

oil

and

replace

filter

element.

If

optional

oil

filter

is

_n_9_t_

installed,

change

oil

and

clean

screen

l}gy§§

Change

engine

oil

at

least

every

four

months

even

though

less

than

50

hours

have

been

accumulated.

Reduce

periods

for

prolonged

operation

in

dusty

areas,

cold

climates,

or

when

short

flights

and

long

idle

periods

result

in

sludging

conditions.

CARBURETOR

AIR

FILTER--Clean

or

replace.

Under

extremely

dusty

conditions,

daily

maintenance

of

the

filter

is

recommended.

NOSE

GEAR

TORQUE

LINKS--Lubricate.

EACH

I00

HOURS

BRAKE

MASTER

CYLINDERS-

-Check

and

fill.

SHIMMY

DAMPENER--Check

and

fill.

FUEL

STRAINER--Disassemble

and

clean.

FUEL

TANK

SUMP

DRAINS--Drain

water

and

sediment.

FUEL

LINE

DRAIN

PLUG--Drain

water

and

sediment.

VACUUM

SYSTEM

OIL

SEPARATOR

(OPT)--Clean.

SUCTION

RELIEF

VALVE

INLET

SCREEN

(OPT)--Clean.

EACH

500

HOURS

VACUUM

SYSTEM

AIR

FILTER

(OPT)--Replace

filter

element.

Re-

place

sooner

if

suction

gage

reading

drops

to

4.

6

in.

Hg.

V2-IEEL

BEARINGS.--Lubricate

at

first

100

hours

and

at

500

hours

there-

a

er.

Reduce

lubrication

mterval

to

100

hours

when

operating

in

dusty

or

seacoast

areas,

during

periods

of

extensive

taxiing,

or

when

numergus

take—offs

and

landings

are

made.

AS

REQUIRED

NOSE

GEAR

SHOCK

STRUT--Keep

filled

with

fluid

and

inflated

to

20

psi.

Do

not

over-inflate.

'

4-'1

-'-'.

.—I

.--.

-1--

-

;

5

_-

_

____

—

l

_.-__

_

u.-._

_

;__._.:_

IIIIIIEII

F0ll0W-IIP

SYSTEM

J10

6

L40

”

,/

Your

Cessna

Dealer

has

an

owner

follow-up

system

to

notify

you

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.

A

subscription

card

is

supplied

in

your

aircraft

file

for

your

use,

should

you

choose

to

request

this

service.

Your

Cessna

Dealer

will

be

glad

to

supply

you

with

details

concerning

these

follow-up

programs,

and

stands

ready

through

his

Service

Department

to

supply

you

with

fast,

efficient,

low

cost

service.

PIIBLICIITIIIIIS

Included

in

your

aircraft

file

are

various

manuals

which

describe

the

operation

of

the

equipment

in

your

aircraft.

These

manuals,

plus

many

other

supplies

that

are

applicable

to

your

aircraft,

are

available

from

your

Cessna

Dealer,

and,

for

your

convenience,

are

listed

below.

I

OWNER'S

MANUALS

FOR

YOUR

AIRCRAFT

ELECTRONICS

-

300

SERIES

I

SERVICE

MANUALS

AND

PARTS

CATALOGS

FOR

YOUR

AIRCRAFT

ENGINE

AND

ACCESSORIES

ELECTRONICS

-

300

SERIES

I

COMPUTERS

I

SALES

AND

SERVICE

DEALER

Cessna 150 STANDARD Owner's manual

Cessna 150 STANDARD Owner's manual

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