Cessna 150M Pilot's Operating Handbook (PDF)

2016 P.O.H CESSNA 150 V1.0 Air Richelieu 01/09/2016 PERFORMANCE- CESSNA SPECIFICATIONS MODEL 150M PERFORMANCE - SPECIFICATIONS SPEED: Maximum at Sea Level...

2016 P.O.H CESSNA 150 V1.0 Air Richelieu 01/09/2016 PERFORMANCE- CESSNA SPECIFICATIONS MODEL 150M PERFORMANCE - SPECIFICATIONS SPEED: Maximum at Sea Level 109 KNOTS Cruise, 75% Power at 7000 Ft 106 KNOTS CRUISE: Recommended Lean Mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power. 75% Power at 7000 Ft Range 340 NM 22.5 Gallons Usable Fuel Time 3.3 HRS 75% Power at 7000 Ft Range 580 NM 35 Gallons Usable Fuel Time 5. 5 HRS Maximum Range at 10,000 Ft Range 420 NM 22. 5 Gallons Usable Fuel Time 4.9 HRS Maximum Range at 10,000 Ft Range 735 NM 35 Gallons Usable Fuel Time 8. 5 HRS RATE OF CLIMB AT SEA LEVEL 670 FPM SERVICE CEILING 14, 000 FT TAKEOFF PERFORMANCE: Ground Roll 735 FT Total Distance Over 50-Ft Obstacle 1385 FT LANDING PERFORMANCE: Ground Roll 445 FT Total Distance Over 50-Ft Obstacle 107 5 FT STALL SPEED (CAS): Flaps Up, Power Off 48 KNOTS Flaps Down, Power Off 42 KNOTS MAXIMUM WEIGHT 1600 LBS STANDARD EMPTY WEIGHT: Commuter 1111 LBS Commuter II 1129 LBS MAXIMUM USEFUL LOAD: Commuter 489 LBS Commuter II 471 LBS BAGGAGE ALLOWANCE 120 LBS WING LOADING: Pounds/Sq Ft 10.0 POWER LOADING: Pounds/HP 16.0 FUEL CAPACITY: Total Standard Tanks 26 GAL. Long; Range Tanks 38 GAL. OIL CAPACITY 6 QTS ENGINE: Teledyne Continental O-200-A 100 BHP at 2750 RPM PROPELLER: Fixed Pitch, Diameter 69 IN. D1080-13-RPC-6,000-12/77 PILOT'S OPERATING HANDBOOK Cessna 150 COMMUTER 1977 MODEL 150M Serial No. Registration No. THIS H A N D B O O K INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY CAR PART 3 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA CONGRATULATIONS CESSNA MODEL 150M CONGRATULATIONS.... Welcome to the ranks of Cessna owners! Your Cessna has been designed and constructed to give you the most in performance, economy, and comfort. It is our desire that you will find flying it, either for business or pleasure, a pleasant and profitable experience. This Pilot's Operating Handbook has been prepared as a guide to help you get the most pleasure and utility from your airplane. It contains information about your Cessna's equip- ment, 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 Customer Services Department stands ready to serve you. The following services are offered by most Cessna Dealers: THE CESSNA WARRANTY, which provides coverage for parts and labor, is available at Cessna Dealers worldwide. Specific benefits and provisions of warranty, plus other important benefits for you, are contained in your Customer Care Program book, sup- plied with your airplane. Warranty service is available to you at authorized Cessna Dealers throughout the world upon presentation of your Customer Care Card which establishes your eligibility under the warranty. FACTORY TRAINED PERSONNEL to provide you with courteous expert service. FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate workmanship. A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING 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. ii CESSNA TABLE OF CONTENTS MODEL 150M TABLE OF CONTENTS SECTION GENERAL 1 LIMITATIONS 2 EMERGENCY PROCEDURES 3 NORMAL PROCEDURES 4 PERFORMANCE 5 WEIGHT & BALANCE/ EQUIPMENT LIST 6 AIRPLANE & SYSTEMS DESCRIPTIONS 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE 8 SUPPLEMENTS (Optional Systems Description & Operating Procedures) 9 This handbook will be kept current by Service Letters published by Cessna Aircraft Company. These are distributed to Cessna Dealers and to those who subscribe through the Owner Follow-Up System. If you are not receiving subscription service, you will want to keep in touch with your Cessna Dealer for information concerning the change status of the handbook. Subsequent changes will be made in the form of stickers. These should be examined and attached to the appropriate page in the handbook immediately after receipt; the handbook should not be used for opera- tional purposes until it has been updated to a current status. iii/(iv blank) CESSNA SECTION 1 MODEL 150M GENERAL SECTION 1 GENERAL TABLE OF CONTENTS Page Three View 1-2 Introduction 1-3 Descriptive Data 1-3 Engine 1-3 Propeller. 1-3 Fuel 1-3 Oil 1-4 Maximum Certificated Weights 1-5 Standard Airplane Weights 1-5 Cabin and Entry Dimensions 1-5 Baggage Space Dimensions 1-5 Specific Loadings 1-5 Symbols, Abbreviations and Terminology 1-5 General Airspeed Terminology and Symbols 1-5 Meteorological Terminology 1-6 Engine Power Terminology 1-7 Airplane Performance and Flight Planning Terminology.....1-7 Weight and Balance Terminology 1-7 1-1 SECTION 1 CESSNA GENERAL MODEL 150M NOTES: 1. Wing span shown with strobe lights installed. 2. Maximum height shown with nose gear de- pressed, ail tires and nose strut properly in- flated, and flashing beacon installed. 3. Wheel base length is 58". 4. Propeller ground clearance is 12". 5. Wing area is 160 square feet. 6. Minimum turning radius (* pivot point to outboard wing tip) is 24' 8". -7'-7V4"- Figure 1-1. Three View 1-2 CESSNA SECTION 1 MODEL 150M GENERAL INTRODUCTION This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains définitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: O-200-A. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- opposed, carburetor equipped, four-cylinder engine with 201 cu. in. displacement. Horsepower Rating and Engine Speed: 100 rated BHP at 2750 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1A102/OCM6948. Number of Blades: 2. Propeller Diameter, Maximum: 69 inches. Minimum: 67. 5 inches. Propeller Type: Fixed pitch. FUEL Approved Fuel Grades (and Colors): 80 (Formerly 80/87) Grade Aviation Fuel (Red). 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 1-3 SECTION 1 CESSNA GENERAL MODEL 150 M Fuel Capacity: Standard Tanks: Total Capacity: 26 gallons. Total Capacity Each Tank: 13 gallons. Total Usable: 22. 5 gallons. Long Range Tanks: Total Capacity: 38 gallons. Total Capacity Each Tank: 19 gallons. Total Usable:' 35 gallons. NOTE Due to cross-feeding between fuel tanks, the tanks should be re-topped after each refueling to assure maximum capacity. OIL Oil Grade (Spécification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion préventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24A, Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity For Temperature Range: SAE 40 above 4°C (40°F). SAE 10W30 or SAE 20 below 4°C (40°F). NOTE Multi-viscosity oil with a range of SAE 10W30 is recom- mended for improved starting in cold weather. Oil Capacity: Sump: 6 Quarts. Total: 7 Quarts (if oil filter installed). 1-4 CESSNA SECTION 1 MODEL 150M GENERAL M A X I M U M CERTIFICATED WEIGHTS Takeoff: 1600 lbs. Landing: 1600 lbs. Weight in Baggage Compartment: Baggage Area 1 (or passenger on child's seat)-Station 50 to 76: 120 lbs. See note below. Baggage Area 2 - Station 76 to 94: 40 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Commuter: 1111 lbs. Commuter II: 1129 lbs. Maximum Useful Load, Commuter: 489 lbs. Commuter II: 471 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE DIMENSIONS Dimensions of the baggage area are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 10. 0 lbs. /sq. ft. Power Loading: 16. 0 lbs. /hp. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard at- mosphere at sea level. 1-5 SECTION 1 CESSNA GENERAL MODEL 150M KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. KTAS Knots True Airspeed is the airspeed expressed in knots rel- ative to undisturbed air which is KCAS corrected for altitude and température. V. Maneuvering Speed is the maximum speed at which you may use abrupt control travel. VFE Maximum Flap Extended Speed is the highest speed permis- sible with flaps in a prescribed extended position. VNQ Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. VNE Never Exceed Speed is the speed limit that may not be ex- ceeded at any time. Vs Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Vs Stalling Speed or the minimum steady flight speed at which ° the airplane is controllable in the landing configuration at the most forward center of gravity. Vx Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Vv Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius (formerly Centi- grade) or degrees Fahrenheit. Standard Standard Temperature is 15°C at sea level pressure altitude Tempera- and decreases by 2 °C for each 1000 feet of altitude. ture Pressure Pressure Altitude is the altitude read from an altimeter Altitude when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). 1-6 CESSNA SECTION 1 MODEL 150M GENERAL ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. RPM Revolutions Per Minute is engine speed. Static Static RPM is engine speed attained during a full-throttle en- RPM gine runup when the airplane is on the ground and stationary. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- Demonstrated Crosswind Velocity is the velocity of the cross- strated wind component for which adequate control of the airplane Crosswind during takeoff and landing was actually demonstrated during Velocity certification tests. The value shown is not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning. Unusable Unusable Fuel is the quantity of fuel that can not be safely Fuel used in flight. GPH Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. NMPG Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a spe- cifie engine power setting and/or flight configuration. g g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Reference Datum is an imaginary vertical plane from which Datum all horizontal distances are measured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm Arm is the horizontal distance from the reference datum to the center of gravity (C.G. ) of an item. Moment Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits. ) 1-7 SECTION 1 CESSNA GENERAL MODEL 150M Center of Center of Gravity is the point at which an airplane, or equip- Gravity ment, would balance if suspended. Its distance from the (C. G. ) reference datum is found by dividing the total moment by the total weight of the airplane. C. G. Center of Gravity Arm is the arm obtained by adding the Arm airplane's individual moments and dividing the sum by the total weight. C. G. Center of Gravity Limits are the extrême center of gravity Limits locations within which the airplane must be operated at a given weight. Standard Standard Empty Weight is the weight of a standard airplane, Empty including unusable fuel, full operating fluids and full engine Weight oil. Basic Empty Basic Empty Weight is the standard empty weight plus the Weight weight of optional equipment. Useful Useful Load is the difference between takeoff weight and the Load basic empty weight. Gross Gross (Loaded) Weight is the loaded weight of the airplane. (Loaded) Weight Maximum Maximum Takeoff Weight is the maximum weight approved Takeoff for the start of the takeoff run. Weight Maximum Maximum Landing Weight is the maximum weight approved Landing for the landing touchdown. Weight Tare Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. 1-8 CESSNA SECTION 2 MODEL 150M LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Page Introduction 2-3 Airspeed Limitations 2-3 Airspeed Indicator Markings 2-4 Power Plant Limitations 2-4 Power Plant Instrument Markings 2-5 Weight Limits 2-5 Center of Gravity Limits 2-5 Maneuver Limits 2-6 Flight Load Factor Limits 2-6 Kinds of Operation Limits 2-6 Fuel Limitations................... 2-7 Placards 2-8 2-1/(2-2 blank) CESSNA SECTION 2 MODEL 150M LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard Systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional Systems or equip- ment are included in Section 9. Your Cessna is certificated under FAA Type Certificate No. 3A19 as Cessna Model No. 150M. AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS Never Exceed Speed 141 141 Do not exceed this speed in any operation. vNo Maximum Structural 104 107 Do not exceed this speed Cruising Speed except in smooth air, and then only with caution. VA Maneuvering Speed: 1600 Pounds 95 97 Do not make full or abrupt 1450 Pounds 90 93 control movements above 1300 Pounds 85 88 this speed. VFE Maximum Flap Extended Do not exceed this speed Speed 89 85 with flaps down. Maximum Window Open Do not exceed this speed with Speed 141 141 Windows open. Figure 2-1. Airspeed Limitations 2-3 SECTION 2 CESSNA LIMITATIONS MODEL 150M AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. KIAS VALUE MARKING SIGNIFICANCE OR RANGE White Arc 42-85 Full Flap Operating Range. Lower limit is maximum weight Vso in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 47 - 107 Normal Operating Range. Lower limit is maximum weight Vg at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc 107 - 141 Operations must be conducted with caution and only in smooth air. Red Line 141 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: O-200-A Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 100 BHP. Maximum Engine Speed: 2750 RPM. NOTE The static RPM range at full throttle (carburetor heat off and full rich mixture) is 2460 to 2560 RPM. Maximum Oil Temperature: 116°C (240°F). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1A102/OCM6948. Propeller Diameter, Maximum: 69 inches. Minimum: 67. 5 inches. 2-4 CESSNA SECTION 2 MODEL 150M LIMITATIONS POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE GREEN ARC RED LINE INSTRUMENT MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT Tachometer 2000 - 2750 RPM 2750 RPM Oil Temperature 100° - 240°F 240° F Oil Pressure 10 psi 30 - 60 psi 100 psi Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Takeoff Weight: 1600 lbs. Maximum Landing Weight: 1600 lbs. Maximum Weight in Baggage Compartment: Baggage Area 1 (or passenger on child's seat)-Station 50 to 76: 120 lbs. See note below. Baggage Area 2 -Station 76 to 94: 40 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 31. 5 inches ait of datum at 1280 lbs. or less, with straight Une variation to 32. 9 inches aft of datum at 1600 lbs. Aft: 37. 5 inches aft of datum at all weights. Reference Datum: Front face of firewall. 2-5 SECTION 2 CESSNA LIMITATIONS MODEL 150M MANEUVER LIMITS This airplane is certificated in the utility category and is designed for limited aerobatic flight. In the acquisition of various certificates such as commercial pilot, instrument pilot and flight instructor, certain maneuvers are required. All of these maneuvers are permitted in this airplane. No aerobatic maneuvers are approved except those listed below: MANEUVER MAXIMUM ENTRY SPEED* Chandelles 95 knots Lazy Eights 95 knots Steep Turns 95 knots Spins Use Slow Deceleration Stalls (Except Whip Stalls) Use Slow Deceleration * Higher speeds can be used if abrupt use of the controls is avoided. Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly withthe nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +4.4g , -1.76g *Flaps Down: +3. 5g *The design load factors are 150% of the above, and in ail cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum re- quired instrumentation and equipment for these operations. The refer- ence to types of flight operations on the operating limitations placard re- 2-6 CESSNA SECTION 2 MODEL 150M LIMITATIONS fleets equipment installed at the time of Airworthiness Certificate issu- ance. Flight into known icing conditions is prohibited. FUEL LIMITATIONS 2 Standard Tanks: 13 U.S. gallons each. Total Fuel: 26 U. S. gallons. Usable Fuel (all flight conditions): 22. 5 U.S. gallons. Unusable Fuel: 3. 5 U. S. gallons 2 Long Range Tanks: 19 U. S. gallons each. Total Fuel: 38 U. S. gallons. Usable Fuel (all flight conditions): 35 U.S. gallons. Unusable Fuel: 3. 0 U.S. gallons. NOTE Due to cross-feeding between fuel tanks, the tanks should be re-topped after each refueling to assure maximum capacity. Approved Fuel Grades (and Colors): 80 (Formerly 80/87) Grade Aviation Fuel (Red). 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green) 2-7 SECTION 2 CESSNA LIMITATIONS MODEL 150M PLACARDS The following information is displayed in the form of composite or individual placards. (1) In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) This airplane is approved in the utility category and must be operated in compliance with the operating limitations as stated in the form of placards, markings and manuals. MAXIMUMS MANEUVERING SPEED (IAS) 97 knots GROSS WEIGHT 1600 lbs FLIGHT LOAD FACTOR. Flaps Up... +4.4, -1.76 Flaps Down.... +3. 5 NO ACROBATIC MANEUVERS APPROVED EXCEPT THOSE LISTED BELOW Maneuver Recm. Entry Speed Maneuver Recm. Entry Speed Chandelles 95 knots Spins.... Slow Deceleration Lazy Eights 95 knots Stalls (except Steep Turns 95 knots whip stalls). Slow Deceleration Abrupt use of controls prohibited above 97 knots. Spin Recovery: opposite rudder - forward elevator - neutralize controls. Intentional spins with flaps extended are prohibited. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY - NIGHT - VFR - IFR In the baggage compartment: 120 lb. maximum baggage and/or auxiliary seat passenger. For additional loading instructions see Weight and Balance Data. 2-8 CESSNA SECTION 2 MODEL 150M LIMITATIONS (3) Near fuel shut-off valve (standard tanks): FUEL - 22. 5 GALS - ON-OFF Near fuel shut-off valve (long range tanks): FUEL - 35.0 GALS - ON-OFF (4) Near fuel tank filler cap (standard tanks): FUEL 80/87 MIN. GRADE AVIATION GASOLINE CAP. 13 U.S. GAL. Near fuel tank filler cap (long range tanks): FUEL 80/87 MIN. GRADE AVIATION GASOLINE CAP. 19 U.S. GAL. (5) On the instrument panel near over-voltage light: HIGH VOLTAGE 2-9/(2-10 blank) CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction 3-3 Airspeeds For Emergency Operation............3-3 OPERATIONAL CHECKLISTS Engine Failures 3-3 Engine Failure During Takeoff Run 3-3 Engine Failure Immediately After Takeoff 3-3 Engine Failure During Flight 3-4 Forced Landings 3-4 Emergency Landing Without Engine Power 3-4 Precautionary Landing With Engine Power 3-4 Ditching 3-4 Fires 3-5 During Start On Ground 3-5 Engine Fire in Flight 3-5 Electrical Fire In Flight 3-6 Cabin Fire 3-6 Wing Fire 3-7 Icing 3-7 Inadvertent Icing Encounter 3-7 Landing With a Flat Main Tire 3-8 Electrical Power Supply System Malfunctions 3-8 Over-Voltage Light Illuminates 3-8 Ammeter Shows Discharge 3-8 AMPLIFIED PROCEDURES Engine Failure 3-9 Forced Landings 3-10 Landing Without Elevator Control 3-10 Fires 3-10 3-1 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 150M TABLE OF CONTENTS (Continued) Page Emergency Operation In Clouds (Vacuum System Failure) 3-11 Executing A 180° Turn In Clouds 3-11 Emergency Descent Through Clouds 3-11 Recovery From a Spiral Dive 3-12 Flight In Icing Conditions 3-12 Spins 3-12 Rough Engine Operation Or Loss Of Power 3-13 Carburetor Icing 3-13 Spark Plug Fouling 3-13 Magneto Malfunction 3-14 Low Oil Pressure 3-14 Electrical Power Supply System Malfunctions 3-14 Excessive Rate Of Charge 3-14 Insufficient Rate Of Charge 3-15 3-2 CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and main- tenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpect- ed weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with the ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff 60 KIAS Maneuvering Speed: 1600 Lbs 97 KIAS 1450 Lbs 93 KIAS 1300 Lbs 88 KIAS Maximum Glide 60 KIAS Precautionary Landing With Engine Power 55 KIAS Landing Without Engine Power: Wing Flaps Up 65 KIAS Wing Flaps Down 55 KIAS OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN (1) Throttle - IDLE. (2) Brakes - APPLY. (3) Wing Flaps - RETRACT. (4) Mixture - IDLE CUT-OFF. (5) Ignition Switch - OFF. (6) Master Switch - OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF (1) Airspeed - 60 KIAS. (2) Mixture - IDLE CUT-OFF. (3) Fuel Shut off Valve - - O F F. (4) Ignition Switch - OFF. 3-3 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 150M (5) Wing Flaps -- AS REQUIRED. (6) Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT (1) Airspeed --6 0 KIAS. (2) Carburetor Heat — ON. (3) Primer — IN and LOCKED. (4) Fuel Shutoff Valve — ON. (5) Mixture — RICH. (6) Ignition Switch - BOTH (or START if propeller is stopped). FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER (1) Airspeed--65 KIAS (flaps UP). 55 KIAS (flaps DOWN). (2) Mixture — IDLE CUT-OFF. (3) Fuel Shutoff Valve — OFF. (4) Ignition Switch — OFF. (5) Wing Flaps - AS REQUIRED (40° recommended). (6) Master Switch — OFF. (7) Doors — UNLATCH PRIOR TO TOUCHDOWN. (8) Touchdown - SLIGHTLY TAIL LOW. (9) Brakes — APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER (1) Airspeed — 60 KIAS. (2) Wing Flaps - 20°. (3) Selected Field - FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. (4) Radio and Electrical Switches — OFF. (5) Wing Flaps - 40° (on final approach). (6) Airspeed — 55 KIAS. (7) Master Switch - OFF. (8) Doors — UNLATCH PRIOR TO TOUCHDOWN. (9) Touchdown — SLIGHTLY TAIL LOW. (10) Ignition Switch — OFF. (11) Brakes - APPLY HEAVILY. DITCHING (1) Radio — TRANSMIT MAYDAY on 121. 5 MHz, giving location 3-4 CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES and intentions. (2) Heavy Objects (in baggage area) — SECURE or JETTISON. (3) Approach — High Winds, Heavy Seas — INTO THE WIND. Light Winds, Heavy Swells - PARALLEL TO SWELLS. (4) Wing Flaps - 40°. (5) Power - ESTABLISH 300 FT/MIN DESCENT at 55 KIAS. (6) Cabin Doors -- UNLATCH. (7) Touchdown — LEVEL ATTITUDE AT 300 FT/MIN DESCENT. (8) Face — CUSHION at touchdown with folded coat. (9) Airplane — EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. (10) Life Vests and Raft - INFLATE. FIRES DURING START ON GROUND (1) Cranking — CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: (2) Power — 1700 RPM for a few minutes. (3) Engine - SHUTDOWN and inspect for damage. If engine fails to start: (4) Cranking — CONTINUE in an effort to obtain a start. (5) Fire Extinguisher — OBTAIN (have ground attendants obtain if not installed). (6) Engine — SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Shutoff Valve — OFF. (7) Fire — EXTINGUISH using fire extinguisher, wool blanket, or dirt. (8) Fire Damage — INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT (1) Mixture - IDLE CUT-OFF. 3-5 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 150M (2) Fuel Shutoff Valve - OFF. (3) Master Switch — OFF. (4) Cabin Heat and Air -- OFF (except wing root vents). (5) Airspeed — 85 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mix- ture). (6) Forced Landing -- EXECUTE (as described in Emergency Land- ing Without Engine Power). ELECTRICAL FIRE IN FLIGHT (1) Master Switch — OFF. (2) All Other Switches (except ignition switch) — OFF. (3) Vents/Cabin Air/Heat - CLOSED. (4) Fire Extinguisher — ACTIVATE (if available). After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: (5) Master Switch- ON. (6) Circuit Breakers — -CHECK for faulty circuit, do not reset. (7) Radio/Electrical Switches — ON one at a time, with delay after each until short circuit is localized. (8) Vents/Cabin Air/Heat — OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE (1) Master Switch -- OFF. (2) Vents/Cabin Air/Heat — CLOSED (to avoid drafts). (3) Fire Extinguisher — ACTIVATE (if available). After discharging an extinguisher within a closed cabin, ventilate the cabin. (4) Land the airplane as soon as possible to inspect for damage. 3-6 CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES WING FIRE (1) Navigation Light Switch -- OFF. (2) Strobe Light Switch -- OFF. (3) Pitot Heat Switch -- OFF. NOTE Perform a side slip to keep the flames away from the fuel tank and cabin, and land as soon as possible, with flaps retracted. ICING INADVERTENT ICING ENCOUNTER (1) Turn pitot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. (3) Pull cabin heat control full out to obtain maximum defroster air temperature. For greater air flow at reduced temperatures, adjust the cabin air control as required. (4) Open the throttle to increase engine speed and minimize ice build-up on propeller blades. (5) Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexpected loss in engine speed could be caused by carburetor ice or air intake filter ice. Lean the mixture for maximum RPM, if carburetor heat is used continuously. (6) Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. (7) With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. (8) Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effec- tiveness. (9) Open left window and if practical scrape ice from a portion of the windshield for visibility in the landing approach. (10) Perform a landing approach using a forward slip, if necessary, for improved visibility. (11) Approach at 65 to 75 KIAS depending upon the amount of ice accumulation. (12) Perform a landing in level attitude. 3-7 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 150M LANDING WITH A FLAT MAIN TIRE (1) Wing Flaps -- AS DESIRED. (2) Approach -- NORMAL. (3) Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES (1) Master Switch -- OFF (both sides). (2) Master Switch -- ON. (3) Over-Voltage Light -- OFF. If over-voltage light illuminates again: (4) Flight -- TERMINATE as soon as practical. AMMETER SHOWS DISCHARGE (1) Alternator - OFF. (2) Nonessential Electrical Equipment -- OFF. (3) Flight - TERMINATE as soon as practical. 3-8 CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom suf- ficient to execute a 180° gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in Fig- ure 3-1 should be established as quickly as possible. While gliding to- ward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12,000 HEIGHT ABOVE TERRAIN - FT 10,000 8000 6000 4000 * SPEED 60 KIAS 2000 * PROPELLER WIND/WILLING * FLAPS UP * ZERO WIND 0 0 2 4 6 8 10 12 14 16 18 20 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 3-9 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 150M FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as dis- cussed in the checklist for engine-off emergency landings. Before attempting an "off airport" landing with engine power avail- able, one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as dis- cussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121. 5 MHz giving loca- tion and intentions. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight (with an airspeed of approximately 55 KIAS and flaps lowered to 20°) by using throttle and elevator trim controls. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusively. At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Conse- quently, at flareout, the trim control should be set at the full nose-up position and the power adjusted so that the airplane will rotate to the hor- izontal attitude for touchdown. Close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burn- ing insulation. The checklist for this problem should result in elimination of the fire. 3-10 CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight in marginal weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely pro- ficient in instrument flying. EXECUTING A 1 8 0 ° TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: (1) Note the time of the minute hand and observe the position of the sweep second hand on the clock. (2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator sym- bolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. (3) Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. (4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more ac- curately. (5) Maintain altitude and airspeed by cautious application of elevator control. Avoid over controlling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROU GH CLOUDS If conditions preclude reestablishment of VFR flight by a 180° turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the com- pass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 3-11 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 150M (1) Apply full rich mixture. (2) Use full carburetor heat. (3) Reduce power to set up a 500 to 800 ft/min rate of descent. (4) Adjust the elevator trim for a stabilized descent at 70 KIAS. (5) Keep hands off control wheel. (6) Monitor turn coordinator and make corrections by rudder alone. (7) Check trend of compass card movement and make cautious cor- rections with rudder to stop turn. (8) Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: (1) Close the throttle. (2) Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. (3) Cautiously apply elevator back pressure to slowly reduce the air- speed to 70 KIAS. (4) Adjust the elevator trim control to maintain a 70 KIAS glide. (5) Keep hands off the control wheel, using rudder control to hold a straight heading. (6) Apply carburetor heat. (7) Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. (8) Upon breaking out of clouds, resume normal cruising flight. FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to e s - cape icing conditions. SPINS Should an inadvertent spin occur, the following recovery procedure should be used: (1) RETARD THROTTLE TO IDLE POSITION. (2) PLACE AILERONS IN NEUTRAL POSITION. 3-12 CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES (3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. (4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. (5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recovery. (6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. For additional information on spins and spin recovery, see the dis- cussion under SPINS in Normal Procedures (Section 4). ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture slightly for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean set- ting for cruising flight. If the problem does not clear up in several min- utes, determine if a richer mixture setting will produce smoother opera- tion. If not, proceed to the nearest airport for repairs using the BOTH 3-13 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 150M position of the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of mag- neto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest air- port would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera- ture, there is good reason to suspect an engine failure is imminent. Re- duce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. Broken or loose alternator wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The paragraphs below describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to ac- 3-14 CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES cept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automati- cally shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 16 volts. Assum- ing that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. If the light comes on again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of the landing light and flaps during landing. INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All nonessential equipment should be turned off and the flight terminated as soon as practical. 3-15/(3-16 blank) CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction. 4-3 Speeds For Normal Operation 4-3 CHECKLIST PROCEDURES Preflight Inspection 4-5 Cabin 4-5 Empennage 4-5 Right Wing, Trailing Edge 4-5 Right Wing 4-5 Nose 4-5 Left Wing 4-6 Left Wing, Leading Edge 4-6 Left Wing, Trailing Edge 4-6 Before Starting Engine 4-6 Starting Engine 4-7 Before Takeoff 4-7 Takeoff 4-7 Normal Takeoff 4-7 Short Field Takeoff 4-8 Enroute Climb 4-8 Cruise 4-8 Before Landing 4-8 Landing 4-8 Normal Landing 4-8 Short Field Landing 4-9 Balked Landing 4-9 After Landing 4-9 Securing Airplane 4-9 AMPLIFIED PROCEDURES Starting Engine 4-11 Taxiing 4-11 4-1 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M TABLE OF CONTENTS (Continued) Page Before Takeoff 4-13 Warm-Up 4-13 Magneto Check 4-13 Alternator Check 4-13 Takeoff 4-13 Power Check 4-13 Flap Settings 4-14 Short Field Takeoff 4-14 Crosswind Takeoff 4-15 Enroute Climb 4-15 Normal Climb 4-15 Best Rate of Climb 4-15 Best Angle of Climb 4-15 Cruise 4-15 Stalls 4-17 Spins 4-17 Landing 4-19 Short Field Landing 4-19 Crosswind Landing 4-20 Balked Landing 4-20 Cold Weather Operation 4-20 Noise Abatement 4-22 4-2 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the con- duct of normal operation. Normal procedures associated with Optional Systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maxi- mum weight of 1600 pounds and may be used for any lesser weight. Takeoff: Normal Climb Out............ 60-70 KIAS Short Field Takeoff, Flaps Up, Speed at 50 Feet... 60 KIAS Climb, Flaps Up: Normal 65-75 KIAS Best Rate of Climb, Sea Level 68 KIAS Best Rate of Climb, 10,000 Feet 62 KIAS Best Angle of Climb, Sea Level thru 10,000 Feet 56 KIAS Landing Approach: Normal Approach, Flaps Up 60-70 KIAS Normal Approach, Flaps 40°......... 50-60 KIAS Short Field Approach, Flaps 40° 52 KIAS Balked Landing: Maximum Power, Flaps 20° 55 KIAS Maximum Recommended Turbulent Air Penetration Speed: 1600 Lbs 97 KIAS 1450 Lbs 93 KIAS 1300 Lbs 88 KIAS Maximum Demonstrated Crosswind Velocity 13 KNOTS 4-3 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumula- tions of ice or debris. If a night flight is planned, check operation of all lights, and make sure a flash- light is available. Figure 4 - 1. Preflight Inspection 4-4 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION (1) CABIN (1) Control Wheel Lock -- REMOVE. (2) Ignition Switch -- OFF. (3) Master Switch -- ON. (4) Fuel Quantity Indicators -- CHECK QUANTITY. (5) Master Switch -- OFF. (6) Fuel Shutoff Valve -- ON. (2) EMPENNAGE (1) Rudder Gust Lock - REMOVE. (2) Tail Tie-Down -- DISCONNECT. (3) Control Surfaces ~ CHECK freedom of movement and security. (3) RIGHT WINGTrailing Edge (1) Aileron - CHECK freedom of movement and security. (4) RIGHT WING (1) Wing Tie-Down - DISCONNECT. (2) Main Wheel Tire ~ CHECK for proper inflation (3) Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment, and proper fuel grade. (4) Fuel Quantity - CHECK VISUALLY for desired level. (5) Fuel Filler Cap - SECURE. (5) NOSE (1) Engine Oil Level — CHECK, do not operate with less than four quarts. Fill to six quarts for extended flight. (2) Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel line drain plug will be necessary. 4-5 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M (3) Propeller and Spinner -- CHECK for nicks and security. (4) Carburetor Air Filter -- CHECK for restrictions by dust or other foreign matter. (5) Landing Light(s) -- CHECK for condition and cleanliness. (6) Nose Wheel Strut and Tire -- CHECK for proper inflation. (7) Nose Tie-Down -- DISCONNECT. (8) Static Source Opening (left side of fuselage) -- CHECK for stoppage. (6) LEFT WING (1) Main Wheel Tire -- CHECK for proper inflation. (2) Before first flight of day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade. (3) Fuel Quantity -- CHECK VISUALLY for desired level. (4) Fuel Filler Cap -- SECURE. ( 7 ) LEFT WING Leading Edge (1) Pitot Tube Cover -- REMOVE and check opening for stoppage. (2) Stall Warning Opening -- CHECK for stoppage. To check the system, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn will confirm sys- tem operation. (3) Fuel Tank Vent Opening -- CHECK for stoppage. (4) Wing Tie-Down -- DISCONNECT. ( 8 ) LEFT WING Trailing Edge (1) Aileron -- CHECK freedom of movement and security. BEFORE STARTING ENGINE (1) Preflight Inspection -- COMPLETE. (2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. (3) Fuel Shutoff Valve -- ON. (4) Radios, Electrical Equipment -- OFF. (5) Brakes -- TEST and SET. (6) Circuit Breakers -- CHECK IN. 4-6 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES STARTING ENGINE (1) Mixture -- RICH. (2) Carburetor Heat -- COLD. (3) Master Switch -- ON. (4) Prime -- AS REQUIRED. (5) Throttle -- OPEN 1/4 INCH. (6) Propeller Area -- CLEAR. (7) Ignition Switch -- START (release when engine starts). (8) Oil Pressure -- CHECK. BEFORE TAKEOFF (1) Cabin Doors -- CLOSED and LATCHED, (2) Parking Brake -- SET. (3) Flight Controls -- FREE and CORRECT. (4) Flight Instruments -- SET. (5) Fuel Shutoff Valve -- ON. (6) Mixture -- RICH (below 5000 feet). (7) Elevator Trim -- TAKEOFF. (8) Throttle -- 1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM on either magneto or 75 RPM differential between magnetos). b. Carburetor Heat -- CHECK (for RPM drop). c. Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK. (9) Radios -- SET. (10) Flashing Beacon, Navigation Lights and/or Strobe Lights -- ON as required. (11) Throttle Friction Lock -- ADJUST. TAKEOFF NORMAL TAKEOFF (1) Wing Flaps -- 0°.° (2) Carburetor Heat -- COLD. (3) Throttle -- FULL OPEN. (4) Elevator Control -- LIFT NOSE WHEEL at 50 KIAS. (5) Climb Speed -- 60-70 KIAS. 4-7 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M SHORT FIELD TAKEOFF (1) Wing Flaps -- 0°. (2) Carburetor Heat -- COLD. (3) Brakes -- APPLY. (4) Throttle -- FULL OPEN. (5) Brakes -- RELEASE. (6) Elevator Control -- SLIGHTLY TAIL LOW. (7) Climb Speed -- 60 KIAS (With obstacles ahead). ENROUTE CLIMB (1) Airspeed -- 65-75 KIAS NOTE If a maximum performance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5. (2) Throttle -- FULL OPEN. (3) Mixture -- FULL RICH (mixture may be leaned above 5000 feet). CRUISE (1) Power -- 2000-2750 RPM (no more than 75%). (2) Elevator Trim - ADJUST. (3) Mixture - LEAN. BEFORE LANDING (1) Seats, Belts, Harnesses - ADJUST and LOCK. (2) Mixture - RICH. (3) Carburetor Heat - ON (apply full heat before closing throttle). LANDING NORMAL LANDING (1) Airspeed - 60-70 KIAS (flaps UP). (2) Wing Flaps - AS DESIRED (below 85 KIAS). (3) Airspeed - 50-60 KIAS (flaps DOWN). 4-8 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES (4) Touchdown -- MAIN WHEELS FIRST. (5) Landing Roll -- LOWER NOSE WHEEL GENTLY. (6) Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING (1) Airspeed -- 60-70 KIAS (flaps UP). (2) Wing Flaps -- 40° (below 85 KIAS). (3) Airspeed -- MAINTAIN 52 KIAS. (4) Power -- REDUCE to idle as obstacle is cleared. (5) Touchdown -- MAIN WHEELS FIRST. (6) Brakes - APPLY HEAVILY. (7) Flaps -- RETRACT. BALKED LANDING (1) Throttle -- FULL OPEN. (2) Carburetor Heat -- COLD. (3) Wing Flaps -- RETRACT TO 20°. (4) Airspeed -- 55 KIAS. (5) Wing Flaps -- RETRACT (slowly). AFTER LANDING (1) Wing Flaps -- UP. (2) Carburetor Heat -- COLD. SECURING AIRPLANE (1) Parking Brake -- SET. (2) Radios, Electrical Equipment -- OFF. (3) Mixture -- IDLE CUT-OFF (pull full out). (4) Ignition Switch -- OFF. (5) Master Switch -- OFF. (6) Control Lock -- INSTALL. 4-9/(4-10 blank) CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES AMPLIFIED PROCEDURES 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 firing 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 mixture control in the idle cut-off position, throttle full open, and crank the engine through several revolutions with the starter. Repeat the start- ing 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 within 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 Taxiing Diagram, Figure 4-2) to maintain directional control and balance. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary. When the knob is pulled out to the heat position, air entering the engine is not filtered. 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- 4-11 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M USE UP AILERON USE UP AILERON ON LH WING AND ON RH WING AND NEUTRAL ELEVATOR NEUTRAL ELEVATOR USE DOWN AILERON USE DOWN AILERON ON LH WING AND ON RH WING AND DOWN ELEVATOR DOWN ELEVATOR CODE NOTE WIND DIRECTION Strong quartering tail winds require caution. Avoid sudden b u r s t s of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 4-2. Taxiing Diagram 4-12 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES 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 TAKEOFF WARM-UP Most of the warm-up will have been conducted during taxi, and addi- tional warm-up before takeoff should be restricted to the checklist proce- dures. 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 ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L posi- tion, note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 75 RPM differential between magnetos. If there is a doubt concerning opera- tion 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. ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system mo- mentarily (3 to 5 seconds) with the landing light, or by operating the wing flaps during the engine runup (1700 RPM). The ammeter will remain within a needle width of its initial position if the alternator and voltage regulator are operating properly. TAKEOFF POWER CHECK It is important to check full-throttle engine operation early in the 4-13 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. If this occurs, you are justified in making a thorough full-throttle static runup before another takeoff is attempted. The engine should run smoothly and turn approximately 2460 to 2560 RPM with carburetor heat off and mix- ture full rich. NOTE At higher airport altitudes, this check should be made with the mixture leaned to provide maximum engine RPM. Full throttle runups over loose gravel are especially harmful to pro- peller tips. When takeoffs 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 8 under Propeller Care. Prior to takeoff from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. After full throttle is applied, adjust the throttle friction lock clock- wise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustment should be made as required in other flight conditions to maintain a fixed throttle setting. FLAP SETTINGS Normal and short field takeoffs 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° flaps is reserved for minimum ground runs or for takeoff from soft or rough fields. If 10° of flaps are used on soft or rough fields with obstacles ahead, it is preferable to leave them extended rather than retract them in the climb to the obstacle. The exception to this rule would be in a high alti- tude takeoff in hot weather where climb would be marginal with flaps 10°. Flap deflections greater than 10° are not approved for takeoff. SHORT FIELD TAKEOFF If an obstruction dictates the use of a steep climb angle , after liftoff 4-14 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES accelerate to and climb out at an obstacle clearance speed of 60 KIAS with flaps retracted. This speed provides the best overall climb speed to clear obstacles when taking into account the turbulence often found near ground level. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. 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. ENROUTE CLIMB When conducting the following climbs, the mixture should be full rich below 5000 feet and may be leaned, if necessary, above 5000 feet for smoother engine operation. NORMAL CLIMB Normal climbs are conducted at 65 to 75 KIAS with flaps up and full throttle for best engine cooling. BEST RATE OF CLIMB The best rate of climb speeds range from 68 KIAS at sea level to 62 KIAS at 10, 000 feet with flaps up and full throttle. BEST ANGLE OF CLIMB If enroute terrain dictates the use of a steep climb angle, climb at the best angle of climb speed of 56 KIAS with flaps up and full throttle. NOTE Steep climbs at low airspeeds should be of short duration to allow improved engine cooling. CRUISE Normal cruising is performed between 55% and 75% power. The en- 4-15 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M gine RPM and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has sta- bilized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders. The data in Section 5 shows the increased range and improved fuel economy that is obtainable when operating at lower power settings and higher altitudes. The use of lower power settings and the selection of cruise altitude on the basis of the most favorable wind conditions are significant factors that should be considered on every trip to reduce fuel consumption. The Cruise Performance Table, Figure 4-3, shows the true airspeed and nautical miles per gallon during cruise for various altitudes and per- cent powers. This table should be used as a guide, along with the avail- able winds aloft information, to determine the most favorable altitude and power setting for a given trip. To achieve the recommended lean mixture fuel consumption figures shown in Section 5, the mixture should be leaned as follows: (1) Pull the mixture control out until engine RPM peaks and begins to fall off. (2) Enrichen slightly back to peak RPM. 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG Sea Level 100 17.9 94 19.2 88 21.0 3 5 0 0 Feet 103 18.4 97 19.8 91 21.7 7000 Feet 106 18.9 100 20.4 94 22.4 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table 4-16 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES For best fuel economy at 65% power or less, operate at the leanest mixture that results in smooth engine operation or at 50 RPM on the lean side of the peak RPM, whichever occurs first. This will result in approxi- mately 5% greater range than shown in this handbook. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the origi- nal RPM (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation. 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 stall warning horn produces a steady signal 5 to 10 knots before the actual stall is reached and remains on until the airplane flight attitude is changedo Stall speeds for various combinations of flap setting and bank angle are summarized in Section 5. SPINS Intentional spins are approved in this airplane (see Section 2). Before attempting to perform spins, however, several items should be carefully considered to assure a safe flight. No spins should be attempted without first having received dual instruction in both spin entries and spin recov- eries from a qualified instructor who is familiar with the spin character- istics of the Cessna 150M. The cabin should be clean and all loose equipment (including the micro- phone) should be stowed. For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should be secured. Spins with baggage loadings or occupied child's seat are not approved. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions. However,, care 4-17 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels. It is recommended that, where feasible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level. At least 1000 feet of altitude loss should be allowed for a 1-turn spin and recovery, while a 6-turn spin and recovery may r e - quire somewhat more than twice that amount. For example, the recom- mended entry altitude for a 6-turn spin would be 6000 feet above ground level. In any case, entries should be planned so that recoveries are com- pleted well above the minimum 1500 feet above ground level required by FAR 91.71. Another reason for using high altitudes for practicing spins is that a greater field of view is provided which will assist in maintaining pilot orientation. The normal entry is made from a power-off stall. As the stall is approached, the elevator control should be smoothly pulled to the full aft position. Just prior to reaching the stall "break", rudder control in the desired direction of the spin rotation should be applied so that full rudder deflection is reached almost simultaneously with reaching full aft elevator. A slightly greater rate of deceleration than for normal stall entries or the use of partial power at the entry will assure more consistent and positive entries to the spin. Care should be taken to avoid using aileron control since its application can increase the rotation rate and cause erratic rota- tion. Both elevator and rudder controls should be held full with the spin until the spin recovery is initiated. An inadvertent relaxation of either of these controls could result in the development of a nose-down spiral. For the purpose of training in spins and spin recoveries, a 1 to 2- turn spin is adequate and should be used. Up to 2 turns, the spin will progress to a fairly rapid rate of rotation and a steep attitude. Applica- tion of recovery controls will produce prompt recoveries of from 1/4 to 1/2 of a turn. If the spin is continued beyond the 2 to 3-turn range, some change in character of the spin may be noted. Rotation rates may vary and some additional sideslip may be felt. Normal recoveries from such extended spins may take up to a full turn or more. Regardless of how many turns the spin is held or how it is entered, the following recovery technique should be used: (1) VERIFY THAT THROTTLE IS IN IDLE POSITION AND AILERONS ARE NEUTRAL. (2) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 4-18 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES (3) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. (4) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recovery. (5) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. Variations in basic airplane rigging or in weight and balance due to installed equipment or cockpit occupancy can cause differences in behavior, particularly in extended spins. These differences are normal and will r e - sult in variations in the spin characteristics and in the recovery lengths for spins of more than 3 turns. However, the above recovery procedure should always be used and will result in the most expeditious recovery from any spin. Intentional spins with flaps extended are prohibited, since the high speeds which may occur during recovery are potentially damaging to the flap/wing structure. LANDING Normal landing approaches can be made with power-on or power-off at speeds of 60 to 70 KIAS with flaps up, and 50 to 60 KIAS with flaps down. Surface winds and air turbulence are usually the primary factors in deter- mining the most comfortable approach speeds. Actual touchdown should be made with power-off and on the main wheels first. The nose wheel should be lowered smoothly to the runway as speed is diminished. SHORT FIELD L A N D I N G For a short field landing in smooth air conditions, make an ap- proach at 52 KIAS with 40° flaps using enough power to control the glide path. After all approach obstacles are cleared, progressively re- 4-19 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M duce power and maintain 52 KIAS by lowering the nose of the airplane. Touchdown should be made with power-off and on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold full nose-up elevator, and apply maximum brake pres- sure without sliding the tires. Slightly higher approach speeds should be used under turbulent air conditions. CROSSWIND LANDING 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. BALKED LANDING In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. Upon reaching a safe airspeed, the flaps should be slowly retracted to the full up position. COLD WEATHER OPERATION Prior to starting on cold mornings, it is advisable pull the pro- peller through several times by hand to "break loose" or " limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (-18°C and lower) weather, the use of an external preheater is recommended whenever possible to reduce wear and abuse to the engine and electrical system. Cold weather starting procedures are as follows: With Preheat: (1) With ignition switch OFF and throttle closed, prime the engine four to ten strokes as the propeller is being turned over by hand. 4-20 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES 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. (2) Propeller Area -- CLEAR. (3) Master Switch -- ON. (4) Mixture -- FULL RICH (5) Throttle -- OPEN 1/4 INCH. (6) Ignition Switch -- START. (7) Release ignition switch to BOTH when engine starts. (8) Oil Pressure -- CHECK. Without Preheat: (1) Prime the engine eight to ten strokes while the propeller is being turned by hand with the throttle closed. Leave the primer charged and ready for a stroke. (2) Propeller Area -- CLEAR. (3) Master Switch -- ON. (4) Mixture -- FULL RICH. (5) Ignition Switch -- START. (6) Pump throttle rapidly to full open twice. Return to 1/4 inch open position. (7) Release ignition switch to BOTH when engine starts. (8) Continue to prime engine until it is running smoothly, or alter- nately, pump throttle rapidly over first 1/4 of total travel. (9) Oil Pressure -- CHECK. (10) Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. (11) Primer -- LOCK. 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. Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event 4-21 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M of a backfire. If this occurs, 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. During cold weather operations no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures 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 ac- celerates smoothly and the oil pressure remains normal and steady, the airplane is ready for takeoff. When operating in temperatures below -18°C, avoid using partial car- buretor heat. Partial heat may increase the carburetor air temperature to the 0° to 21°C range, where icing is critical under certain atmospheric conditions. NOISE ABATEMENT Increased emphasis on improving the quality of our environment re- quires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We, as pilots, can demonstrate our concern for environmental im- provement, by application of the following suggested procedures, and thereby tend to build public support for aviation: (1) Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. (2) During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid pro- longed flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other air- craft. 4-22 CESSNA SECTION 5 MODEL 150M PERFORMANC