Cessna 150 1969 Owner's manual

,.

..

1

~ee~a

,

.......

~

L

__j

...

MORE

PEOPLE

BUY

AND

Fl

Y

CESSNA

AIRPLANES

THAN

ANY

OTHER

MAKE

1969

WORLD'S

LARGEST

PRO-

DUCER

OF

GENERAL

AVIATION

AIRCRAFT

SINCE

1956

OWNER'S

MANUAL

PERFORMANCE

-

SPECIFICATIONS

Mo

del

150

*

GROSS WEIGHT . . . . .

SPEED:

Top

Sp

ee

d

at

Sea

Le

ve

l

Cruise,

75% Power

at

7000 ft

RANGE:

Cruise,

75%

Power

at

7000 ft

22. 5

Gallons

, No R

ese

rv

e

Cruise

, 75% Power at 7000 ft

Long

Range

Versi

on,

35. 0

Gallons

Optimum

Ra

nge

at

10, 000

ft

.

22. 5

Gall

o

ns

, No Rese

rv

e

Optimum

Ra

nge

at

10, 000

ft

.

Long Ra

nge

Ve

rsi

on, 35. 0

Gallons

RATE

OF

CLIMB

AT

SEA

LEVEL

SERVICE CEILING

TAKE-OFF:

Ground

Run .

To

tal

Di

stance

O

ve

r

50-

Ft

Obs tac le.

LANDING:

Landing

Roll . . . . . . . . . . .

To

ta

l

Distan

ce

Over

5

0-Ft

O

bst

acl

e.

EMPTY

WEIGHT:

(Approximate)

With

Stand

a

rd

Fuel

Ta

nks

. .

With Long Range

Fu

el T

anks

.

BAGGAGE

.........

. .

WING

LOADING:

Pounds

/ Sq Foot

POWER LOADING:

Pounds

/

HP

FUE

L CAPACITY:

Total

(Stand

ar

d

Tanks)

. .

Total

(Long

Ra

nge

Tanks)

.

OIL

CAPACITY

:

(Total).

. . .

PROPELLER

:

Fixed

Pit

ch

(Diameter)

ENGINE:

Continental

Engine . .

100

rated

HP

at

2750 RPM

STANDARD

AND

TRAINER COMMUTER

1600

lbs

122 mph

117 mph

475

mi

4.

i'

hrs

117 mph

725

mi

6. 2

hrs

117 mph

565

mi

6. 1

hrs

93 mph

880

mi

9. 4

hrs

93

mph

670 fpm

12,

650 ft

7

35

ft

1385 ft

4

45

ft

107 5 ft

Standard

Tr

ai

ner

975 lbs f0051bs

980

lbs

1010

lbs

120

lbs

10. 2

16.0

26

ga

l.

38

ga

l.

6

qts

69 inches

0-200-A

1600 lbs

1

22

mph

117 mph

475

mi

4. 1

hrs

117 mph

725

mi

6. 2

hrs

117 mph

565

mi

6. 1

hrs

93

mph

880

mi

9.

4

hrs

93 mph

670 fpm

12,

65

0 ft

7

35

ft

1385

ft

445 ft

1075 ft

1060

lbs

1065

lbs

120

lb

s

10. 2

16. 0

26

ga

l.

38

ga

l.

6

qts

69

inches

0-200-A

*

Th

is

ma

nual

cov

e

rs

op

eration

of

t

he

M

odel

150

wh

ich

is

certificated

as

Mo

del

150

J

under

FAA

Type

C

ert

ific

ate

No

. 3A

19

.

The

manual

a

lso

covers

operat

ion

of

the

Mod

el

F150

wh

ich

is

ce

r

tificated

as

Mode

l

F150J

under

French

T

yp

e

Cert

if

icat

e No.

38/3

and

F

AA

Type

Ce

rtificate No. Al3EU.

The

M

odel

flSO

.

manufac

tu

r

ed

by

Reims

Avia

t

ion

S.A.

.

Reims

(Marne).

Fra

nce

.

is

identical to

the

150

except

that

it

is

po

w

ered

by

an

0

-2

00

-A

engine

manulactured

under

l

icense

by

Roll

s R

oyce

.

Crewe.

England

.

All

1

50

i

nforma

tion

in

this

manual

perta

ins to

the

f

150

as

we

ll.

0624-13

COPYRIGHT

rs>

1967

Cessna Aircraft Company

Wichita. Kansas

USA

CONGRATULATIONS.

. . . .

Welcome

to

the

ranks

of

C

ess

na

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,

eitl)er

for

business

or

pleasure,

a

pleasant

and

profitable

experience.

This

Owner's

Manual

has

been

prepared

as

a guide

to

he

lp

you

get

the

mo

st

pleasure

and

utility

from

your

Model 150.

It

contains

information

about

your

Cessna's

equipment,

operating

procedures,

and

performance;

and

suggestions

for

its

serv

icing

and

care.

We

urge

you

to

read

it

from

cover

to

cover,

and

to

r efer

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 AIRPLANES,

since

Cessna

Dealers

have

all

of the

Service

Manuals and

Parts

Catalogs,

kept

current

by

Service

Letters

and

Service

News L

etters,

publish

ed

by

Cessna

Aircraft

Company.

We

urge

all

Cessna

owners

to

use

the

Cessna

Dealer

Organization

to

the

full

est.

A

current

Cessna

Dealer

Director

y

accompanies

your

new

airplane.

The

Directory

one

of

your

c

ross-c

ountry

flight planning

aids;

a

warm

welcome

awaits

you

at

every

Cessna

Dealer.

ii

• Maximum h

eig

ht of

ai

rplane with

nose

gear

depressed

and

an optional flashing

beacon

installed.

OV•rall

l

engt

h

of

ai

rplan

e with

optional

bulle

t -

shaped

propeller spinner.

When

standard propeller

spiMer

Is

I

nstall

e

d,

length Is 23'.

,

77\l

'-.,;:.

~----

""""-

"--:

~;:;,~'_/

•8

'.

7 Y,"

MAX.

~=::::-

---:

1

PRINCIPAL

DIMENSIONS

11<·

~--

-

--

-

--

-----32'-BYi'"--

-

----

---

----i

TABLE

OF

CONTENTS

================================

========

==

====

Pag

e

==

SECTION

-

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.

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

4-9

SECTION

V -

OPERATIONAL

DATA

...................... 5 -1

SECTION

VI

-

OPT

I

ONAL

SYSTEMS

...................... 6-1

ALPHABETICAL

INDEX

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

tn

d

ex-

1

Thls

manual

describ

es

the

operatio

n

and

pe

rformance

of

th

e S

tandard

Model 150,

th

e

Tr

ainer

and

the

Commuter.

Equip-

men

t d

esc

rib

ed

as

"Optional"

de

notes

tha

t

the

s

ub

ject

equipme

nt

is

op

t

ional

on the

Standard

airplane.

Much of

this

equipme

nt

is

s

tandard

on

the

Tr

aine

r

and

Commut

e

r.

iii

EXTERIOR

INSPECTION

CD

<·>

l\Jrn on

master

switch

and

check

fuel quantity

lndJca.tors,

then

turn

master

1

wit

ch

"O

FF.

"

(b) Check Ignition swHch

"O

FF.

"

(c

) C

heck

fuel

valve

handle

"ON."

(d)

Rem

ove

con

lr

ol

wheel

l

oc

k.

CD

(a) Re

mo

ve

rudder

gust

lock, U

11'18lalled.

(b) O

l•coMec

t ta.II

ti

e-down.

0 (a) R

cmo>e

gust

lock,

U

Insta

lled.

©

(a) Di

sconnect

wing

tie-down.

N 0

TE

Visually

check

fu

el

Hiler

ca

ps,

lnspecllon

pla.J.es, and

gene

rill

a.ircr:i..fl

cond

1tl

on

d

uring

walk-

aro

und

ln

specllon.

If

night

flight

ls

pl:lllned,

chec

k

operatio

n

of

all

lights,

and make

sure

a

fla

shll,h

t Is aval

lable.

four

seconds

lo

clear

fuel

st

r

ainer

of

possible

wat

er

and

sediment.

Check

st

ra

iner

drain

closed.

U

water

la

o

bserved,

there

ts

a

possi

-

bilit

y

that

the

wi

ng tank

sumps

contain

waler.

T

hus,

th

e

wing

tank

sump

drain

plugs

and

fuel

line

drain

plug

should

be

removed

to

check

for

presence

of

water.

(c)

Check

propeller

and

spinne

r

for

nicks

and

security

.

(d)

Check

ca

rbJ

retor

air

filter

for

resLrlctlons

by

dust

or

othe

r

foreign

ma

tter

.

(e)

Check

n

ouwheel

s

trut

and

ti

re

fo

r

prOl!er

tn

-

fbllon.

(0

DlscoMect

nose

t

ie

-

down.

Same as ©

(b)

(c)

Ch

ec

k m

ain

wheel

tire

for

proper

inlla

tl

on.

Inspe

ct

airspeed

s

tatic

source

hole

on

side

of

fus

elage

for

st

oppag

e (lcrt

side

on

ly

).

CD

<·>

R

emOYe

pilot

tu

be

cover,

if

installed,

and

check

pilot

tu

be openi

ng

for

stop

page.

CD

<

•>

Check

olJ

level.

Do

not

opera

te

with

less

than

4

quarts.

FUI for

extended

Olghts.

(b)

Before

flr~l

night

of

day

a

nd

alter

each

re-

(;\

f

ue

li

ng, pu

l1

out

st

ra

iner

drain

knob ror

about

\..V

(b)

Check

fu

el

tank

vent opening

for

stoppage.

(c)

Check

stall

wa.rnin& v

ent

opening

for

stoppage.

Same

as

(!)

Fi

gure

1-1.

iv

Section

I

•

..

,..--~~~~~~~~~~~-

.t?r

....

._

----~~~~....,...~~~~

~

~~~~~~~~~~~~~~tnr

........ _

OPERATING

CHECK

LIST

Cne

of

the

first

steps

in

obtain

ing

the

utmost

perfo

r

mance,

service,

and

flying

enjoyment

from

your

Cessna

is

to

familiarize

your

seli

with

your

airp

l

ane

's equi

pment,

systems,

and

contro

ls .

This

can

best

be

done by

r

eviewing

this

equipment

while

sitting

in

the

airp

l

ane.

Th

ose

items

whose

function and

ope

rati

on

are

not

obvi

ous

are

cove

r

ed

in

Section

II.

Section

I

li

sts,

in

Pil

ot's

Check

L

ist

form,

the

steps

necessary

to

operate

your

airplane

efficiently

and

safely.

It

is not a

check

list

in

its

tru

e

form

as

it

is

conside

rably

l

onger,

but it

does

cover

briefly

all

of

the

points

that

you

sho

uld

know

for

a

typical

flight.

The

flig

ht

and

ope

r

ationa

l

characteristics

of

your

airp

l

ane

are

no

rma

l

in

a

ll

r

es

pe

c

ts.

There

ar

e no un

conven

ti

ona

l c

hara

cteristics

or

operations

that

need

to

be

maste

r

ed.

A

ll

contro

ls

resp

ond

in

the

nor

ma

l way

within

the

en

ti

re

range

of

ope

rati

on. All

airspeeds

mentioned

in

Sections

I and

II

are

ind

i

cated

airspeeds.

Corresponding

calibrated

ai

rsp

eeds

may

be

obtained

from

the

Airspeed

Correction

Table

in

Section

V.

BEFORE

ENTERING

THE

AIRPLANE.

{l ) M

ake

an

exterior

insp

ection

in

accordance

with

figure

1- 1.

BEFORE

STARTING

THE

ENGINE.

(1)

Seats

and

Seat

Belts

- -

Adjust

and

lock.

(2)

Fue

l

Valv

e Handle

--

"

ON."

(3)

Brakes

- -

Test

and

set.

(4)

Radios

and

Flashing

Beacon

--

"OFF

. "

STARTING

THE

ENGINE.

{l)

Carbur

etor

H

eat

--

Cold

.

(2)

Mixture

--

Rich.

1- 1

(3)

Primer

--

As

requir

e

d.

(4)

Throttle

- -

Op

en

1/

4".

(5)

Master

Switch

--

"

ON."

(6)

Propeller

Area

- - Cl

ear

.

(7) I

gnitio

n

Swit

ch --

"S

TART'

'

(release

when

engine

starts).

(8)

Oil

Pr

ess

ur

e

--

Check.

BEFORE

TAKE-OFF.

(1)

Cab

in Doo

rs

- -

La

tche

d.

(2)

Fli

g

ht

Cont

rols

--

Check

.

(3)

Trim

Tab

-- "

TAKE-OFF"

setting.

(4)

Thr

o

ttle

Setting

-- 1700

RPM.

(5)

Engine

I

nstruments

--

Within

gr

een

ar

c.

(6)

Suction

Gage

- -

Che

ck (4. 6

to

5. 4

inches

of

mercu

r

y)

.

(7)

Carb

u

retor

H

eat

--

Check

ope

r

ation.

(8)

Magnet

os --

Check

(75

RPM

maximum

differential

between

magnetos

.)

(9)

Flight

Instrum

ents

and

Ra

dio

s --

Se

t.

(10)

Opt

ion

al

Wing

Lev

eler

--

"

OFF

. "

TAKE-OFF.

NORMAL

TAKE

-

OFF

.

(1) Wing

Flaps

--

Up.

(2)

Carbureto

r H

eat

--

Cold.

(3)

Throttle

-

Fu

ll

"

OP

EN."

(4)

Elevator

Co

n

tro

l

--

Lift

nose

wheel

at

50

MPH.

(5) C

lim

b

Speed

--

73

MP

H

until

all

obstacles

are

cl

eared,

then

set

up c

li

mb

speed

as

shown

in

"N

O

RMAL

CL

IMB"

paragraph.

MAXIMUM

PERFO

RM

ANCE

TAKE-O

FF

.

(1)

Win

g

Flaps

--

Up.

(2)

Ca

rbur

et

or

H

eat

--

Col

d.

(3)

Brakes

--

Hold.

(4)

Thr

ot

tl

e

--

F

ull

"

OPEN."

(5)

Brakes

--

Rel

ease

.

(6)

Elevator

Contro

l

--

Sli

g

htly

ta

il

low.

(7)

Climb

Speed

- -

64

MPH (with

obstacles

ahead)

.

CLIMB.

NORMAL

CLIMB

.

(1)

Air

Sp

ee

d - - 75

to

80

MPH.

1

-2

(2) P

ower

--

Full

throttle

..

(3)

Mixture

--

Rich

(unless

engine

is

rou

gh).

MA

XIMUM PERFORMANCE

CLIMB

.

(1)

Air

Speed

--

73

MPH.

(2) Power - -

Full

throttle.

(3)

Mixture

- -

Rich

(unless

engine

is

r ough).

CRUISING.

(1)

Power

- - 2000

lo

2750

RPM

.

(2)

Elevator

Trim

--

Adjust.

(3) Mi

xture

--

Lean

to

maximum

RPM.

BEFORE

LANDING.

(1)

Mixture

- -

Rich.

(2)

Carburetor

Heat

--

Apply

full

heat

be

fore

closin

g

throttle

.

(3)

Airspeed

- -

65

to

75

MPH.

(4) Wing

Flaps

- -

As

desired

below

100

MPH.

(5)

Airspeed

- - 60 to 70

MPH

(flaps

extend

ed).

NORMAL

LANDING

.

(1)

Touch

Down - -

Main

wheels

first

.

(2)

Landin

g

Roll

- -

Lower

nose

wheel

ge

ntly.

(3)

Brakin

g - -

Minimum

re

quir

ed.

AFTER

LANDING.

(1) Wing

Flaps

--

Up.

(2)

Carburetor

Heat

- - Cold.

SECURE

AIRCRAFT.

(1)

Mixtur

e - -

Idle

cut-off.

(2) All

Switches

-- Off.

(3)

Parkin

g

Brake

--

Set.

(4)

Contr

ol Lo

ck

--

Ins

talled.

1-

3

INSTRUMENT

PANEL

2 3 4 5 6 7 8 9

10

11

12

I.

Turn

Coordinator

(Opl

.)

2.

Air

speed

tnd1

c

ator

3.

Dir

ec

ti

o

nal

Cyro

(

Opt.

)

4 .

Gyro

H oriz.on

(Opt.

)

5.

Clock

(Opt.

)

6.

Aircraft

Registratton Number

7.

Vert

ica

l

Speed

l

ndlcuor

(Opt.)

8.

Altlmeler

9.

Muk

er

Beacon

L

ights

/

Radio

Tran

sm1tt

r>r

St!lector Switch

I 0.

Omni

C

ou

rse I

ndica

tor

(Op

t. )

11. Rc:ir V

ie

w M

lr

ror (

Opt.)

l 2.

Rad

ios

(

Opt.

)

1-4

13.

Ta

ch

omet

er

14.

Le!t

Fuel

Quanttty

Ind

icato

r

IS

.

Bea

ring lndicator

(Opt.)

16.

Riaht F

uel

Quantity Ind

ica

tor

17.

Sucllon

Ca~e

(Opt.)

18.

A

mmeter

19.

Oil

Temperature

Ga

ge

20.

011

Pressu

re

G;ige

21.

Ma

p Compar

tment

22.

Cabin

Atr

and H

eat

Control

Knobs

23.

W

I~

flap

Swi

tch

24.

Ciga

r

Ligh

t

er

(Opt.)

25.

Mixt

ure

Control

Knob

Fi

g

ure

2-1.

13 14

15

16

17

26.

Wing

Le

vele

r

Co

ntrol

Kn

ob

(Opt.)

27. Mic r

ophone

(

Opt.

)

28.

Throttle

29.

El

evator

Tnm

Control Wheel

30.

Carburetor

Heat Control

Kn

ob

31.

Ele

c

tr

ical

S

wll

ch

es

32. Fuses

33.

Rad

io

Dial Lighl

Rheos

tat

34.

Altern2tor

Circuit

Break.er

3$.

lgn1tlon. 'Starter

Switch

36.

Master

Switch

37.

En.gtne

Primer

38. Parking

Brake

Kn

ob

Se

c

tion

II

brr

111:====================~~~~~~~~~~-·brr

.......

_

DESCRIPTION

AND

OPERATING

DETAILS

The

fo

ll

owing

paragraphs

describe

th

e

systems

an

d e

quipment

wh

ose

func

ti

on

and

operation

is not

obvious

when

sitting

in

th

e

airplane.

Th

is

section

al

so

covers

in

som

e

what

gr

ea

ter

detail

some

of

the

items

listed

in

Check

List

form

in

Section

I

that

requir

e

further

exp

lanatio

n.

FUEL

SYSTEM.

Fu

el

is

supplied

to

the

engine

from

two

tanks

,

one

in

each

win

g.

From

thes e

tanks

,

fuel

flows by gr

avity

thr ough a

fuel

shut

off

va

lve

an

d

fuel

strainer

to the

ca

rbur

eto

r.

R

efe

r to

figure

2-2

for fuel

quantity

data

.

For

fu

el

syste

m

service

i

nforma

ti

on,

refer

to

Lu

b

ri

ca

ti

on

and

Servi

c

in

g

Pr

oced

ur

es

in

Sect

i

on

IV.

FUEL

STRAINER

DRAIN

KNOB

.

Refer to fuel

strainer

serv

ic

in

g

procedure,

Sec

ti

on

IV.

FUEL

QUANTITY

DATA

(U.S.

GALLONS)

USAB

LE

F

UEL

UNUSABLE

TOTAL

TANKS ALL

FLIGHT

FUEL

COND

ITIO

NS

VOLUME

TWO,

STANDARD WING

22. 5 3. 5

26.0

{13

GAL. EACH)

TWO, LONG

RA

GE WING

35.0

3. 0 38. 0

(19 GAL. EACH)

F

igu

re

2- 2.

2-1

VENT

2-2

llnllllt;~jjlj~~~llll~llll~l~ll~l

fjjj~~;~ill

1~~l1

~11lli

LEFT

FUEL

TANK

!W;;':

i

:

!!

!

!!;!!!!

!!!!~ll!lllllllllllilill!illlilllilllll

RI

GHT

FUEL

TANK

°

FUEL

0

FUE

L

SHUTOFF

22.s GA

lS

VALVE

O

N

~

CODE

..._._.,.._

o

,_

•-•

...,

o !;;;;;;;;;;;;!

FUEL

SUPPL

Y

FUEL

SYSTEM

···

·SCHEMATIC

····

CARBURETOR

TO

ENGINE

CYLINDERS

....

Figu

r e 2- 3.

c:::::J

VENT

MEC

HA

NI

CAL

LINKAGE

THROT

TL

E

...

--1-rfl

......

~

<

......

------

~

MIXTURE

CO

NTROL

KNOB

ELECTRICAL SYSTEM.

Electrical

energy

is

supplied

by a 14-volt,

direct-current

sys

tem

p

owered

by

an engine

-driv

en

alternator

(see

figure

2-4

). A

12-

vo

lt

battery

is

located

on the

ri

ght,

forwar

d

side

of the

firewall

just

inside

the

cowl

access

doo

r.

Power

is

supplied through a sing

le

bus

bar

; a

mas

t

er

switc

h con

tr

ols

this

power to

all

c

ir

cuits,

except

the en

gi

ne ignition

sys-

t

em,

optional clock and optional flight

hour

recorder

(operative

only wh

en

the engine

is

o

peratin

g).

AMMETER.

The amm

ete

r indi

ca

t

es

the fl

ow

of

current,

in

amper

es

,

from

the

alte

rn

ato

r to

th

e

battery

or

fr

om

the b

atte

r y

to

the a

irc

r aft el

ectrical

system.

Wh

en the engine is ope

ratin

g and the

maste

r switch is

"ON,"

the

am

m

ete

r indicat

es

the

chargi

ng

rate

applied to the

batt

e

ry

.

In

the

event

the a

lt

e

rn

ator

is

not

fu

nc

ti

oning or the el

ect

rical

l

oa

d

exceeds

th

e

output of the a

lt

e

rn

ator , the am

meter

indi

cates

the

di

sc

har

ge r ate of the

bat

tery

.

FUSES

AND

CIRCUIT BREAKERS.

Fuses

on

the left lo;.ver po

rti

on

of the

in

st

rum

e

nt

panel

protect

the

ma

jori

ty of el

ectrica

l c

ircuits

in the

airp

lane. Labeling bel

ow

eac

h fu

se

r

etainer

indi

cates

the c

ir

cuits

pr

ot

ec

ted by the fu

ses

. Fu

se

ca

pa

city is

shown on

each

fuse

reta

iner

cap.

Fuses

are

r

emove

d by

pressing

the

fuse r

etai

ne

rs

inward and rotating them

counterc

lockwise until th

ey

di

s-

engage. The faully fuse may then be lifted

ou

t and

repla

ce

d.

Spare

fuses

are h

eld

in a c

lip

on the i

nsid

e of the map

co

mpartment

doo

r.

NOTE

A

special

"SLO-BLO"

fuse

protects

the wing flaps

ci

rcuit.

lf

this

fuse

is

replaced,

care

shou

ld

be

tak

en

to

assure

that

the

rep

l

acement

fuse

is

of the proper type and

ca

pa-

ci

ty

. A "S

LO-BLO"

fuse

is

identified by an integr ally

mounted

spri

ng en

ci

rc

ling the

fus

e element.

Tw

o ad

diti

onal

fuses

are

l

ocaled

adjace

nt

to

the

bat

ter

y;

one

fuse

pro-

t

ects

the

battery

con

ta

ct

or

closing

circu

it

, and the oth

er

fuse

protects

the

optional clock and optional flig

ht

h

our

r

eco

rd

er

c

ir

c

uits.

The

airp

lane u

til

i

zes

thre

e c

ircuil

·

breake

rs f

or

circ

uit

protectio

n. A

"p

us

h-

to

-r

ese

t"

c

ir

cuit

br

eaker

(labeled "

GE

N"

)

is

l

ocated

on the left

si

de

of the ins

trum

ent

near

the fu

ses

and prot

ects

the

alte

rnator

c

ir

c

uit.

The

2-3

ELECTRICAL

SYSTEM

-

I A

nERY

ALTE

R

NATO

R FIELD

CIRCUIT

BREA

K

ER

CIG

AR LIGHTER (OPT(

(

WI

TH

CIR

CUIT

BR

EA

KER!

GR

OU

ND

SE

RV

ICE

P

LU

G R

ECEPT

A

CLE

(

OPn

CODE

Q)

CIRCUIT

BREAKER

•

FUSE

-i+ DIODE

-

lf

- CAPACITOR

MAGNETOS

'\l\N

RESISTOR

Figure

2-4.

2

-4

SCHEMATIC

TO W

ING

FLAP

SYSTEM

TO LA

ND

ING

AN

D

TAXI LIGHTS (OPT!

TO

FLASHING

BEACON

(OPT!

TO PITOT

HE

AT

SYSTE"'

(OPl)

TO

NAVIG

AT

ION

LIGHTS

AND

OPTIONAL

CONT

ROL

WH

EE

L

MA

P LIGH

TS

TO

DO

ME LIG

HT

TO

RADIO (OPT(

TO RADIO (O

PT

I

TO

RADIO

(OPT!

TO

OPTIO

NAL

TURN

COORDIN

A

TOR

OR

OPTIONAL

TURN-

AN

D.

BAN

K

IND

ICAT

OR

TO IN

STRU

MEN

T

AND

COMPASS LIGHTS

TO

fUEl

Q

UAN

TIT

Y

INDICA

TORS

alternator

field

and

wiring

is

protected

by

an

automatically

res

e

tting

ci

r-

cuit

breaker

mounted

behind

the le

ft

side

of

the

instrumen

t

panel.

The

cigar

lighter

has

a

manua

ll

y

reset

type

circuit

breaker

mounted

dire

ctly

on the

back

of

the

li

ghte

r

behind

the

instrument

panel.

CO

N

TROL

WHE

EL

MAP

LIGHT

(

OPT

).

A

map

light

may

be

mounted

on the

bottom

of

the

pilot

's

cont

r ol wh

ee

l.

The

light

illuminates

the lower

portion

of

the

cab

in

just

fo

rward

of the

-p

il

ot

an

d

is

helpful

when

checking

maps

and

ot

her

flight

data

du

ri

ng ni

ght

ope

rati

o

ns.

To o

perate

the

li

ght,

fir

st

turn

on

th

e "NAV LIGHTS"

switch,

th

en

adj

u

st

the

map

li

g

ht's

intensity

wit

h the

knurl

ed

rh

eostat

knob l

ocated

at

the bo

tt

om

of the

co

ntrol

wh

ee

l.

FLASHI

NG

BEACO

N (

OPT)

.

Th

e

flashin

g b

eacon

should

n

ot

be

us

ed

when flying t

hr

ough

clouds

or

overcast;

the

flashin

g

light

r

eflected

from

water

dropl

ets

or

par

ticles

in

the

atmosphere,

particularly

at

night,

can

pr

o

duce

vertigo

an

d l

oss

of

or

ientation.

CABIN HEATI NG

AND

VENTILATING SYSTEM.

The

te

mper

atur

e

and

volume

of

airflow

into

t

he

ca

b

in

can

be

r

egulated

•

to any degr

ee

d

esi

r ed by

manip

ula

tion of

the

push

-p

ull

"C

AB

IN

HEAT"

and

"CABIN AIR" knobs.

Heated

fr

esh

air

an

d

outside

air

are

blende

d in a

cabi

n

manifold

just

aft

of the

firewall

by

adjus

tment

of

the

heat

and

air

co

ntro

l

s;

this

air

is

then

vented

into

the

ca

bin

fr

om

o

utl

et

s in the

cabin

manifo

ld

near

the

pil

ot's

and

passen

ge

r's

fee

t.

Wi

ndshield

defrost

air

is

also

supplied

by

a

duct

leading

from

the

manifold

.

A

separate

adjustable

ventilator

near

each

u

pper

co

rn

er

of

t

he

wi

nd-

sh

ield

suppli

es

additional

o

ut

s

id

e

air

to the

pil

ot

and

passenger.

PAR

KI

NG

BRA

KE

SYS

TEM.

To

set

pa

rki

ng

brake,

pull

out

on

the

parking

b

rak

e knob,

apply

and

rel

ease

t.o

e

pressure

to

the

pedals,

and

then

r el

ease

t

he

parking

brake

knob. To

re

l

ease

the

pa

rking

brak

e,

app

ly

and

re

l

ease

toe

pr

essu

re on

th

e pe

da

ls while

checking

to

see

that

the

parking

b

rak

e knob

is

full

in.

2- 5

2-6

TAXIING

USE

UP

AILERON

ON

LEFT

WlN

G

AND

NEUTRAL ELEVATOR

•

WIND

DIRECTION

DIAGRAM

...

USE UP

All.ERON

ON

RIGHT

WlNG

AND

NEUTRAL ELEVATOR

NOTE

Strong

quartering

tallwlnds

require

cauUoo.

Av

oid

sudden

bu.rat.

of

the

throttle

and

ahar

p

braking

when tile

airplane

i..

In

tlllB

attit

ude.

Use lhe

ate

era.ble no

se

wheel and

rudder

to

malntain

dlrecti

o

n.

Figure

2-5.

STARTING

ENGINE.

Ordin

a

rily

the

engine

starts

easily

with

one

or

two

strokes

of p

rim

er

in

warm

temperatures

to

six

strokes

in

co

ld

weather,

with

the

thrott

le

open

ap

pr

o

ximat

ely 1/ 4 inch. In e

xtr

eme

ly

co

ld

temperatures,

it

may

be

n

ecess

ary

to

co

ntinue

primin

g w

hil

e

cranking

.

Weak

intermittent

exp

l

os

i

ons

followed by

puffs

of

black

smoke

fr

om

the exhaust

stack

indi

ca

te

over

p

riming

or

fl

ooding.

Excess

fuel

ca

n be

cleared

fr

om

the

co

mbusti

on c

hambers

by the following

proced

ur

e:

Set

the

mixtur

e

con

tr

ol

in

full l

ean

pos

iti

on,

thr

ott

le

full

ope

n, and

crank

the

engine

thr

ough

severa

l r

evo

lution

s with the

start

er

. R

epe

at

the

s

tartin

g

pr

oce

dur

e without any

additional

p

ri

ming.

If

the engine

is

unde

rprim

ed (mo

st

lik

ely

in

co

ld w

eat

her with a

co

ld

engine)

it

will

not

fire

at

all

, and

additional

prim

ing

will

be

necessary.

As

soo

n

as

the

cy

lind

er s

begin

to

fire,

open

the

throttle

sligh

tl

y

to

keep

it

runnin

g.

After

starting,

if

the o

il

gage

do

es

n

ot

begin

to

sh

ow

pr

essure

with-

in

30

seco

n

ds

in

the

summ

e

rtim

e and

ab

o

ut

twice

that

long

in

ve

ry

co

ld

w

ea

ther

,

stop

engine

and

investiga

te. L

ack

of

oil

pressure

can

cause

serious

engine

damage.

After

st

artin

g,

avoid

the

u

se

of

ca

rbur

eto

r h

ea

t

unl

ess

i

ci

ng

co

nditi

ons

preva

il.

TAXIING.

Wh

en

taxiing,

it

is

impo

r

tant

th

at

speed

and

use

of

brakes

be

held

to

a

minimum

and

that

all

controls

be

utili

zed

(see

taxiing

diagram,

figure

2-5)

to

maintain

dir

ectio

nal

co

ntr

ol

and

bala

n

ce

.

Taxii

ng

over

l

oose

gravel

or

cinders

shou

ld

be done

at

low

eng

in

e

speed

to

avoid

ab

r

asion

and

sto

ne

dam

age

to

the

propeller

tips

.

Th

e n

ose

wheel

is

designed

to

automatically

center

st

ra

ight

ahead

when

the

n

ose

str

ut

is

full

y

exte

nd

ed.

In the

event

the

nose

strut

is

ove

r -

inflat

ed

and

the

airplane

is

l

oa

ded

to

a

rearward

cente

r of

gra

vity

p

os

i-

ti

on,

it

may

be

n

ecessary

to

partially

compress

the

str

ut

to

pe

r

mit

steer

-

ing.

This

can

be

accomplis

hed

prior

to

taxiing

by

depr

essing

the a

irplan

e

n

ose

(by

hand

) or du

ring

taxi

by s

harpl

y applying

brakes

.

2-7

BEFORE

TAKE-OFF.

WARM-UP

.

Mo

st

of

the

warm-up

will

have

been

conducted

during

taxi,

and

addi

-

ti

onal

warm-up

before

take-ofi

shou

ld

be

restricted

to

the

checks

o

ut

-

lined

in

Section

I.

Since

the

engine

is

closely

cowled

for

efficient

in-flight

cooling,

pr

ecau

tions

shou

ld

be

taken

to

avoid

overheating

on

the

ground.

MAGNETO

CHECK.

Th

e

magneto

chec

k

shou

ld

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

oper

ated

individually

should

not

be

more

than 75

RPM.

If

there

is

a doubt

concerning

the

operation

of the i

gnition

system,

RPM

checks

at

higher

engine

speeds

will

usually

confirm

whether

a

defici

ency

exists.

An

abs

ence

of RPM

drop

may

be

an

indi

ca

ti

on of

faulty

grou

nding of

one

side

of the

ignition

system

or

shou

ld

be

cause

for

suspicion

that

the

magneto

timing

is

set

in

advance

of the

setting

specified

.

TAKE-OFF.

POWER

CHECKS

.

It

is

imp

o

rtant

to

check

full-throttle

engine o

peration

early

in lhe

take

-

off

run.

Any

signs

of

rough

engine

operation

or sluggish en

gine

accelera

-

tion

is

good

cause

for discontinuin

g

the

take

-off.

If

t

his

occu

rs,

you

are

justified

in

making

a th

orough

full-throttle,

static

runup

before

another

t

ake-off

is

attempted.

The

engine

should

run

smooth

ly and

turn

ap

proxi

-

mately

2500 to 2600

RPM

with

carburetor

heat

off.

Full

throttl

e

runups

ove

r l

oose

gravel

are

especially

harmful

to

pro-

pe

ll

er

tips.

When

take-offs

must

be

made

over

a g

ravel

surface,

it

is

very

important

that

the

throttle

be

advanced

slowly.

This

all

o

ws

the

air

-

pl

ane

to s

tart

rolling

before

high

RPM

is

deve

loped,

and

the

gravel

will

be

blown

back

of

the

propeller

rath

er

than

pulled

into

it.

When unavoi

d-

2-8

ab

le

small

dents

appear

in the

propeller

blades,

they should

be

immediate-

ly co

rre

c

ted

as

d

esc

rib

ed in

Section

IV.

Pri

or

to

take-off

from

fields

above 5000

feet

elevation

,

th

e

mixture

should

be

l

eaned

to

give

maximum

RPM

in

a

full-thr

ott

le,

static

runup.

FLAP

SETTINGS.

Normal

and

obstac

le

clearance

take-offs

are

pe

rform

ed with flaps up.

Th

e

us

e of 10°

flap

s

will

shorten

the ground

run

approximate

ly 1

0%,

but

this

advant

age

is

l

os

t

in

the c

limb

to a 50-foot

obstacle.

Therefore

the

us

e of 10°

flap

is

re

served

for

minimum

ground

runs

or

for

tak

e-off

from

soft

or

rough

fields

with no

ob

sta

cl

es

ahead.

If

10° of

flaps

are

used

in

ground

ru

ns,

it

is

preferable

to

le

ave them

ext

ended

rather

than r

et

r

ac

t

th

em

in the c

limb

to the

obstac

le.

The

ex-

cep

tion to

this

rule

would

be

in a high a

ltitud

e take -off in hot

weather

w

her

e c

limb

would

be

margina

l with

flaps

10°.

Flap

d

eflections

of 30° and 40°

are

not

r

ecommen

d

ed

at

any time

for

tak

e-off.

PERFORMANCE CHARTS.

Consult

the

Take-Off

Distance

cha

rt

in Sec

ti

on V for

take

-off

dis-

ta

nc

es

at

gross

weight under

various

altitude

and

hea

dwind

condit

io

ns.

CROSSWIND

TAKE

-

OFFS

.

Take

-

offs

int

o

st

rong

crossw

inds

no

rmall

y

are

performed

with the

minimum

fl

ap

setting

necessary

for

the

field length, to

minimize

the

drift

angle

immediately

after

take

-off.

The

airp

l

ane

is

accelerated

to

a

speed

slightly

higher than

normal,

then

pull

ed off

abruptly

to

prevent

possible

set

tli

ng

back

to the runway

wh

il

e

driftin

g.

Wh

en cl

ear

of the

grou

nd

, make a

coor

di

na

ted

turn

into the wind to

co

rr

ect

for

drift.

CLIMB.

CLIMB

DATA.

For d

eta

il

ed

data,

see

Maximum

Rat

e-

of

-Climb

Data

chart

in

S

ectio

n V.

2-9

CLIMB

SPEEDS

.

Normal

c

limb

s

are

conducted

at 75

to

80 MPH with

flaps

up and full

thr

o

ttl

e,

for

best

engine

cooling.

The

mixture

shou

ld

be

full

ri

ch unl

ess

the

engi

ne is rough due to

too

rich

a m

ixture

.

The

best

rate-

o

f-climb

speeds

ran

ge

from

73

MP

H

at

sea

l

eve

l

to

65

MP

H at 10, 000

feet.

If

an

obstruction

di

ctat

es

the

us

e of a st

eep

c

limb

an

g

le

, c

limb

at

64

MPH

with

fl

aps

r e

tr

acted

.

NOTE

Steep

c

lim

bs

at

th

ese

low

speeds

should be of

sho

rt

duration

to

allow

imp

r oved

engi

ne

coo

ling.

GO- AROUND

CLIMB

.

In

a

balked

l

anding

(go-around)

c

limb

,

the

wing fl

ap

sett

ing should

be

redu

ce

d

to

20°

imm

e

diat

ely

after

full power

is

applied.

Upon r

each-

in

g a

safe

a

ir

speed,

the fla

ps

shou

ld

be s

lowly

retracted

Lo

Lhe

f

ull

up

p

os

iti

on

.

CRUISE

.

Normal

c

rui

sing

is done b

etwee

n 65%

and

75%

power.

The

pow

er

set

ti

n

gs

r e

quir

ed to o

bl

ain th

ese

p

owers

at

va

ri

o

us

al

titudes

and o

ut

s

id

e

ai

r

temperatu

r

es

can

be

d

ete

rmined

by

using

your

C

ess

na

Power

Com-

put

er or the OPERATIO

NA

L DATA,

Section

V.

Cruising

ca

n

be

done m

os

t effici

en

tly

at

high a

lti

tude

because

of lower

a

ir

density

and

therefore

hi

gher

true

a

ir

sp

ee

ds

for

the

same

powe

r.

Th

is

illu

s

tr

ated

in

the

fo

ll

owing ta

ble

which

shows

pe

rf

o

rm

an

ce

at

75% power

at

various

al

titudes.

OPTIMUM

CRUISE

PERFORMANCE

ALTHUDE

Sea

L

eve

l

5000 feet

7000

fe

et

RPM

* 2525

* 2650

*

Full

Thr

ott

le

-----------

*75%

POWER

2-10

TRUE

AIRSPEED

110

11

5

117

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Cessna 150 1969 Owner's manual

Cessna 150 1969 Owner's manual

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