FLIGHT MANUALbaeflyingclub.co.uk/F_Club/App_Docs/Docs/G-BHFI Op Handbook.pdfI AIRCRAFT FLIGHT MANUAL BRIMS/CESSNA F 152 This is tho Flight Manual which orms part of he p Certificate

IAIRCRAFT

FLIGHT MANUAL

BRIMS/CESSNA F 152

This is tho Flight Manual which orms part of he pCertificate of Airworthiness foraircrall

Manufactmer RUMS AVIATION

Aerodrome de BRIMS PRUNAYB.?. 2745 51062 BRIMS CEDEX

French Type Certificate No. 38

Serial Number Regisation Number atCs.

Sections 2—3—5

Pages : 2.1 a 2.7 t45fr

o3.06.fl

j This is the exact ixanslation of the F 152 French Flight ManuiIapproved by DGAC.

This aircraft must be operted in accor&,nce with the limitsspecified in this Flight Manual.

THIS

DOCUMENT Must BE CARRiED IN THE AIRCRAFT AT

ALL TIMES.

Aircraft serial No. F15201429 on

D1170-I3GB

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RUMS/CESSNA F152

Edition 1 — May 1977

Revision 2 — May 1979

LIST OF REVISE!) PAGES

11

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flevised Approval

N Nawre of Changepiges Date isa

1 0-2 thru 0-4 1979 Model beginning :5Izc—%\1—6 thru j_g, with Serial Number

1-10, 1-l2thni N° F 13201529

1-16‘

2—2 thru 2—7,fr,;

3-1 thus 3-8 &‘ te4-7 thm 4-28

• r5—3 jl

6-1, 6—2-1 and‘ I

6—2—2, 6—6—1 asic -

6—7—1

2 0-3,0—4 1980 Model begiuning

1—2,1—6 vith Serial Number

1—7,1-10 ND F 15201674 .11° .ft —-z1-13, 1-15

2—4,3—4,3—5 A /

E125—LA, 5-18, 5-45—l2thru5-15

6—1—0 (1/2)

6—1—0 (2/2)

6—1—1,6——26—2—1, 6—2-2

6—8—1,6-8—2 -

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CIVIL AVIATION AUTHORITY

ADDITIOBAL INYORNATION FOR BRITISH CERTIFICATION

CAA Supplement I Issue I to the Reims/Cessna Fi1980 Flight Manual.

Reims/Cessna Constructor’s Registration1152 Serial No. j(35 MarksG-Bt(ZJ

The aeroplane isto be operated in accordance withthe following inforciation in addition to thatcontained in the Flight Manual and any additionalapproved information in the Flight Manual. Theinformation in this Supplement aupereedes any• aimilar information in the Flight Manual.

LThITATICNS

1.. Thic type of aeroplane is eligible for certifi—• cation mt the Transport Category (Passenger).

However, this particular aeroplane may berestricted to another Category and tosome particular use. This will be statedin the Certificate of Airworthiness..

‘2. When:.operated in the Transport Category (Passengerthe aeroplane is classified in Performance -- -

Group E.

,3. Aerobatic manoeuvres are limited to thoselisted in the Flight Manual. When acrobaticulanocuvrcs are to be performed the limitationeassociated with the Utility Category in. theFlight Manual shall be complied with.

CAA Supplement 1 CAA ApprovpdIssue 1.. Page 1 of 3 29 Tan 19o0

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14.

CIVIL AVIATION AUTHORITY

ADDITIONAL INFORNATION FOR BRITISH CERTIFICATION

LIMITATICNS (Continued)-

4. The total number of persons carried includingcrew shall not exceed two plus the occupant(s)up to and including 54 kg. total weight of thechild’s seat if fitted and equipped with Safety.belt(s), nor the number of seats which is approvedfor use during take-off and landing. Childi-enunder the age of three years carried in the armsof passengers need not be included in the total.

5. Night VYR and IFR ApprovaL br flight by nightor liP refer to the Air Navigation legislationfor equipment required.-

1ERGENCY PROCEDURES

1. Complete Electrical Failure. This failure causesthe loss of all radio, the turn coordinator or turnand bank indicator, the fuel quantity indicatorsand the wing flaps. Turn the master switch toOfl and land as soon as possible.

2. Engine Starting During Flight. If the starterenergised warning light stays on after thestarter has been operated, the starter motor iscontinuing to rotate and is therefore stillengaged. Land as soon as practicable. Afterlanding, isolate the batteries is quickly as possible then carry out the engine shut-down drills.

fl4ERGENCY AND NORMAL PECCEDURES

1. Carburetor icing. If conditions require theuse of carburetor heat, use full heat continuously or intermittently as required, and leanthe mixture slightly for smoothest engineoperation.

CM Supplement i CAA ApprovedIssue 1 - - Page 2 of 3 - 29. Jan 1980

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CIVIL AVIATION AUThORITY

ADDITIONAL I NTOPMATION FOP BRITISH CETIFICATION• NORMAL PROCEDURES

1. Engine Starting. A starter energised warninglight comes on to indicate that the startermotor relay is energised clo5ed when the starteris operated. If the light stays on after thestarter has been operated, the starter motorrelay is being held closed by a malfunction andthe starter motor will continue to rotate untilits electrical supply is terminated, in whichcase twitch off internal and external electricalpower, complete the engine shut—down drills aMinvestigate the cause.

PERF0RANCE

I. The true air speed for compliance with theregulations governing flight over water is95kt.

APPENDICES

1. Ground Service Plug Receptacle.Do not re—charge the battery in positionon the aircraft.

To be inserted in the manual and the CM revisionrecord sheet to be amended accordingly.

CAA Supplement ICAA ApprovedIssue 2. Page 3 of 3 .‘29 Jan 1980

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9 Flight Manual Edition I — May

REIMS/CESSNA F152 Revision 1 - Au1

ElTABLE OF CONTENTS

LI DGAC Approved Cover Page 0-1Table of Contents 0-2 and 0-3] List of Revised Pages 0-4

SECTION 1 - GENERAL

Documents Available 1-1

Principal Dimensions 1-2

Description and Characteristic Dimensions 1-3 thru 1-5Instrument Panel 1-6 and 1-7Fuel System 1-8 and 1-9Electrical System 1-10 thm 1-IfWing Flap System 1—15Cabin Heating and Ventilating System 1—15Parking Brake System 1—16Stall Warning Horn 1—16

SECTION 2 - LIMITATIONS

Certification Basis 2-1Indicated Airspeed Limitations 2-1Approved Maneuvers 2-2 and 2-3Engine Operation Limitations and Instrument Markings 2-3 and 2-4Placards 2—5 thru 2—7

SECTION 3 - EMERGENCY PROCEDURES

Engine Failure 3-1 and 3-2

Fires 3—2 thru 3—4

Electrical System Malfunctions 34 and 3—5

Flight in Icing ConditionsRecover/ Prom a Spiral DIve 3-6Landings 3-6

Forced Landing 37

Ditching 3—8

SECTION 4 - NORMAL PROCEDURES

Loading CraphandCenterof GravityMoment Envelope 4-2 thru 4-6Exterior Inspection 4-7 thru 4-9Before Flight and In-Flight Checks 4—10 thm 4—1Operating Details 4—15 tbru 4—2Rough Engine Operation or Loss of Power 4-24 and 4—25Specific Operation 4—26 thru 4—21

Flight Manual Edition 1 - May 1977

REIMS/CESSNA P152 Revision 2 - May 1979

SECTION 5 - PERFORMANCES

- Notification 5-1

________

[1— Maximum Demonstrated Crosswinds 5-1

— Noise Level 5. 1A

- Airspeed Correction Table 5-2

— Stall Indicated Airspeed 5-3

- Performance - Specifications 5-4 and 5-S

- Take-Off Distance 5-6

- Rate of Climb 5-7

- Time, Fuel, and Distance to Climb 5-8

- Cmise Performance 5-10 and 5-11

- Range Profile and Endurance Profile 5-12 thru 5-15

- Landing Distance S-loandS-17

- Maximum Glide 5-18

SECTION 6 - APPENDIX 9Servicing 6-0.1 thru 6-0.4

Maintenance 6-0. 5 thru 6—0.7

Optional Systems 6-1.0 and on

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] Flight Manual Edidon 1 — May 1977• REIMS/CESSNA F182

SECTION 1

• GENERAL

U NOTIFICATION

JThis manual contains the instructions for use, and the list of Servicingand periodic inspections, as well as the performance data of the ModelF152 “Standard”, “Ecole” and “Liaison”.

LiDOCUMENTS AVAILABLE

The following is a check list of the data, information and licenses thatare part of the aircraft file and required by Regulations. They should bemade available at all times to relevant Authority.

(1) Airworthiness Certificate.-

] (2) Registration Certificate.

(3) Radio Installation License (if radio inaalled).

(4) Log Books. j

(5) Flight Manual.

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Flight Manual

REIMS/CESSNA F152

Edition 1 - May 1977 3Revision 2 — May 1979

10.11

Wing span shown n-ntis conical cam

Dressing tspS and utrobt lights

stalled. If standard wing tips with—

oat strobe I.glsss are installed. ring

tpan is 9.95 555.

Max must be iglit shown ss in nC

gear depressed. all tires and sine

steal properly inflated and flashing

beacon iantal]ed.

I. Wheel base length it 1.47 in.

4. Propeller groun dclrarnnce isO. 305 a..

5. tYing area 14.8 m2

6. Minimum turning nadiso (* pivot

point to cnatboard wing lip) is7_5

_

-5

‘.75 mMAX

1_2.1t m

THREE VWW

NOTi

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734:

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2.

PIVOT PriNT 0 j_lv0TPobNT

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1 —2Figure 1—1

LI Flight Manual Edition 1 — May 1977

REIMS/CESSNA F152

DESCRIPTION AND CHARACTERISTIC DIMflSIONS

OVER-ALL DIMENSIONS

Wing Span (With Strobe Lights) 10.11 m

Maximum Length 7.34 m

Maximum Height 2.59 m With Flashing

Beacon and Nose StrutDepressed

WING

Airfoil Type NACA2412

Wing Area 14.8 m2

Dihedral Angle + 1° (at 25 % chord)

Angle of Incidence, Wing Root + 1°

Wing Tip 0°

AILERONS*

Area 1.7 m2

Control Travel, Up 200 t 10

Down 1S°+1°

Droop 1°+ 1/2°

WING FLAPS

Method of Actuation Electric/Cable

Area l,72m2

Control Travel 0° to 30° ± 2°

HORIZONTAL STABILIZER AND ELEVATOR

Stabilizer Area 1.58 m2

Angle of Incidence - 30

Elevator Area (IncludingTab Area) 1.08 m2

Control Travel, Up 25° 1°

[1 Down 180+10

*Cable control systems

1—3

Flight Manual Edition 1 — May 1977

REIMS/CESSNA F152

ELEVATOR TRIM TAB

Control Travel, Up 10° -i- 1°Down 20° ± 1°

VERTICAL FIN AND RUDDER* UFin Area 0. 83 In2Rudder Area 0.65 m2 C

+ 0°Control Travel, Left 23°- 2°(perpendicular to+ 00

hinge line) Right 23°- 2°

LANDING GEAR

Type Fixed, TricycleShock Absorber, Nose Gear Air - Oil

Main Gear Tubular SpringTread 2.31mNose Wheel Tire and Pressure 5.00 x 5 2. 10 bar 30 psiMain Wheel Tire and Pressure 6.00 x 6 1.45 bar 21 psiNose Gear Shock Strut Pressure 1.40 bar 20 psi

POWER PlANT

Engine AVCO LYCOMING 0-235-L2C, 110BHP (82 kW) at2550 RPM UFuel 100 LL Grade Aviation Fuel (Blue)

NOTE U100 (Fonnerly 100/130) Grade Aviation Fuel(Green) with maximum lead content of 4. 6 cmBper gallon is also approved for use.

C)

*Cable control systems

1-4

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Oil

Flight Manual

REIMS/CESSNA F152

Edition 1 - May 1977

Recommended Viscosity for Temperatuie RangeMIL-L-6082 Aviation Grade Straight Mineral Oil

SAL SO above 16°CSAL 40 between -1°C and 32°C

fl SAL 30 between -18°C and 21°CSAL 20 below _12cC

MIL-L-228S1 Ashless Dispersant OilSAE 40 or SAE 50 above 16°CSAE 40 between -1°C and 32°CSAL 30 or SAL 40 between -18°C and 21°CSAE 30 below -12°C

Propeller Diameter, Maximum 1.75 in

Fixed pitch

CABIN

Minimum 1.71 in

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SeatingDoors

Baggage compartment

2 (plus optional child seat)2

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I jCarburetor Heater Manually Operated

PROPELLER

3 Propeller Type McCauley 1A103/TCM 6958

Number of Blades 2

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Flight Manual

HElMS/CESSNA F 152

FUEL SYSTEM

FUEL

T HA NSM111EV

OUANTI ry

rIco’

FUEL QUANTITY INOICATONS

Edition I - May 1977

Revision I — August 1978

LI

UFUEL

OUANTITY

FILLER CAP

TANSS1ITTER IIIrc7

j CHIEN1

VENrIWIIII

CHECK LEFT FUEL TANK RIGHT FUE TANK

VALVEI DRAIN J bRAIN

VALVE VALVE

FUEL SHUTOFFVALVE 01w I ocron erd’nq I,eIseI

ank, ‘he IsIss should hr sr001 sI slIer rach IrlurLiol 10

j 155111 050 II mum sasacs Iv

- FUEL LINE

DRA,% PLU(

FUELSTRAINER

C oFUEL

. STRAINER

4 TOENGINECONTROL

CONDITION; ENGINE

SYSTEM SHOWN WITH PRIMER

FIJELSHUEQFF VALVE

IN ON POSITION

CODE THROTTLECONTROL

[9 FUELSUPPLY

— QVEHT

CARBURETOR —

MECHANICAL

LINKAGE

_ ELECTRICAL TO ENGINE MXTURE

CONNECTION CON100Le

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LIFigure 1—3

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I FUEL SYSTEM

Flight ManualREIMS/CESSNA F152

Edition 1 — May 197?

aH

Fuel is supplied to the engine from two tanks, one in each wing.From these tanks, fuel flows by gravity through a fuel shutoff valve andfuel strainer to the carburetor.

For additional information on Lubrication and Servicing, refer to themaintenance guide of the aircraft.

USABLE FUEL TOTALUNUSABLETANKS

- ALL FLIGHT FUELFUEL

CONDITIONS VOLUME

TWO, STANDARD WING 93 1 6 1 98 1

49 1 (13 US Gal) each 24, S US Gal 1.5 US Gal 26.0 Us Gal

TWO, LONG RANGE WING 1 42 1 6 1 147 1each 37. S US Gal 1. 5 US Gal 39 US Gal

FUEL QUANTITY DATA

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FUEL TANK SWAP QUICK-DRAIN VALVES

Each fuel tank sump is equipped with a fuel quick-drain valve whichextends through the lower surface of the wing just outboard of the cabindoor. A sampler cup stored in the aircraft is used to examine the fuelfor the presence of water and sediment. A ‘STRAINER DRAIN KNOB” islocated inside the engine nose cap access door and is connected to thestrainer quick-drain valve. After the knob has been released, make surethat strainer drain is closed.

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REIMS/CESSNA F152 Revision 2 - May 1979

ELECTRICAL SYSTEM

—-—ULOb VOLTAGE

ToNic; LTSTO FUEL OUJANILTY INDICATORS

-——•1 b0ARL,L.._...iT1T1NMOT

BREAKER [J

E EEELEON— CUNIROL a 5r[TOSTROEL LIGHTS

.___. 4 B TOCIGAIILIGIITERWIIT)I FUSE

—( I MASTER ALO 11t1A’OTALT

I NWITCTI FILO

BREABER .—Ø..———. TO LA’iDIIG AND TAXI EIGHTS

_____________________________

AMI.TETRR EElTO IGNITIUN SWLTGH

FLAB TOWING ILAFTYSTEM

CLOCKII

II r TO RED UUORPOST tAVLIGIIT

START ER I [— TO LOwVDLTAGR wAlillIrlO LIGIIT

OIL FPETS,flL I _eJe_1_TC3IUTNLIMESTRACIO. CUjSS

LONIACTUR

LTN

ETaOIL TEMPERATURE GAGE

FLIGHT H OURTO TURN COOTIGINAIOR

IILCUROLS OR TURN ANG PANEl NOICATON

n TO AUDIO MUTING RELAY

RATTERY

-

410 WHITE DOORPOST LAFLIGHT

1 LONTACRGT TO CONTROL wilE UL TA P LIGHT

TO NAVIGATION UISHRS

I 4:- WING T000r,L UOHT

— 1 FLAP

iIidflCE /- jTO RADIO 3

RARRERYI

I —/ R’ f ••j• TO RADIO

CODE t H/i • PAGIS?

CIRCUIT EREREER AUTG MLIIIITINITIOL

TO RADIO OIL 1 IIAIUlOTIDER

o CIECLIT BRIULLA JUL11 IDRITITI ANO INCOULNU ALILIII TEll

41 CARAC IA. IIOIGEIILTIRI

cj) lull 14- C SIR ‘Hi/U IIUN:Ca ‘L

LIP CJIT ILIALI I - P-•Qj•_.- TO RADIO

P-A? III I ITT_. h_ElI OP-I .1111W RUEAII?

1-10

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Flight Manual Edition 1 — May 1977REIMS/CESSNA F152

ELECTRICAL SYSTEM

Electrical energy is supplied by a 28—volt, direct-current system poweredby a belt — driven, 60-. amp alternator and a 24— volt, 14—amp hourbattery located on the right forward side of the firewall.A master switch controls power to all circuits, except the engine ignitionsystem, optional clock and optional flight hour recorder (operative onlywhen the engine is operating).

vlASTER SWITCH

Phe master switch is a split-rocker type switch labeled “MASTER”, and

Uis “ON’ in the up position and “OFF” in the down position. The righthalf of the switch, labeled “BAT”, controls aN electrical power to theairplane. The left haf, labeled “ALT”, controisthealternator.

3 Normally, both sidcs of the master switch should be used simultaneously,however, the “BAT” side of the switch could he turned “ON” separatelyto check equipment while on the ground. The “ALT” side of the switch,U when placed in the “OFF” position, removes the alternator from theelectrical system. With this switch in the ‘‘OFF’’ position, the entire

• electrical load is placed on the battery. Continued operation with thealternator switch ‘OFF” will reduce battery power low enough to openthe battery contactcr, remove power from the alternator field, andrevent alternator restart.

AMMETER

J The ammeter indicates the amount of current, in amperes, from tl,ealternator to the battery or from the battery to the aircraft electricalsystem. When the e’giiie is operating and the master switch is “ON”,

- the ammeter indicates the charging rate applied to the battery.

‘U1—11 -.

Flight Manual Edition I — May 1977

REIMS/CESSNA F 162 Revision 1 — August 1978 3ALTERNATOR CONTROL UNIT AND LO\V-VOLTACE WARNING LtCl-IT

The airplane is equipped with a combination alterntor regulator high—low 3voltage control unit mounted on the engine side of the firewall and a red

warning light, labeled “1.0W VOLTAGE”, under the ammeter on the

instrunitnt panel.

In the event an over—voltage condition occurs, the alternator control unit

automatically removes alternr’tor field current which shuts down the al

ternator. The battemy will then supuly system current as shown by a discl,ar—

ge rate en time ammeterS Under these cotiditions, depending on electrical

system load, the low—voltage warning light will illuminate when system [Jvoltage drops below nonnal. The alternator control unit may be reset by

turning the master switch off and back on again. If the warning light does

not illuminate, normal alternator charging has resumed however, if the 3light does illuminate again, a malfunction has occured, and the flight -

should he terminated as soon as practicable.

NOTE UIllumination of the low—voltage light and ammeter

discharge indications may occur during low RPM con— flditions with an electrical load on the system, such

as during a low RPM taxi• Under these coaditions,

the light will go out at higher RPM. Time master flswitch need not be recycled since an over—voltage

condition has not occured to de—activate the alter

nator system. However, the low— voltage warning- 9

light will not illuminate if the circuit breaker is

tripped.

The warning light may be tested by turning on the landing lights and mo

mentarily turning off the ‘ALT” portion of the master switch while lea

ving the “BAT” portion turned on uCIRCUIT BREAKERS AND FUSES

Most of the electrical circuits in the airplane are protected by “push—to

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Flight Manual Edition 1 — May 1977REIMS/CESSNA F152 Revision 2 — May 1979

r reset” circuit breakers mounted under the engine controls on the instns—

snetit panel. However, alternator output is protected by a ‘pull—off” type

circuit breaker. The cigar lighter is equipped with a manually—reset typecircuit breaker located on the back of the lighter and a fuse behind theinstrument panel. The control wheel map light (if installed) is protected by the ‘NAy/DOME” circuit breaker, and a fuse behind the instrument panel. Electrical circuits which are not protected by circuitbreakers are the battery contactor closing (external power) circuit,clock circuit, and flight hour recorder circuit. These circuits are protected by fuses mounted adjacent to the battery.

lIGHTING SYSTEMS

EXTERIOR LIGHTING

Conventional navigation lights are located on the wing tips and top of

U the rudder.

A single landing light or dual landing/taxi lights are installed in thecowl nose cap.

Optional flashing beacon is mounted on top of the vertical fin.

A strobe light is mounted on each wing tip.

All exterior lights, except the courtesy lights, are controlled by rockertype switches on the loft switch and control panel.

NCTE

The flashing beacon should not be used when flyingthrough clouds or overcast the flashing light reflec—ted from water droplets or particles in the atmosphere,particularly at night, can produce vertigo and loss oforientation.

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RUMS/CESSNA F 152 Revision 1 — August 1978

The two high intensity strobe lights will enhance anti— [1collision protection, However, the lights should be

tamed off when taxiing in the vicinity of other air

craft, or during flight through clouds, fog or haze,

INTERIOR LIGHTING

Instmment and control panet lighting is provided by flood lighting, Uintegral lighting, and post lighting (if installed), Two concentric

rheostat control knobs on the left switch and control panel, labeled

“PANEL LT” and ‘RADIO LT”, control intensity of the lnstmrnent

and control panel lighting. A slide—type switch (if installed) on the

overhead console, labeled “PANEL LIGHTS’, is used to select flood

lighting in the “FLOOD” position, post lighting in the “POST” posi

tion, or a combination of post and flood lighting in the “BOTH” po

sition.

The engine instnjment cluster (if lighting is installed), radio equip

ment, and magnetic compass have integral lighting and operate jude

pendently of post or fLood lighting, Light intensity of the radio lighting

is controlled by the ‘RADIO LT” rheostat control knob• The integral

compass and engine instmment cluster light intensity is controlled by

the “PANEL LT” rheostat control knob, UA cabin dome light, in the overhead console, is operated by a switch

on the left switch and control panel. To turn the light on, move the

switch to the “ON” position.

A control wheel map light is available and is mounted on the bottom

of the pilot’s control wheel. The light illuminates the lower portion

of the cabin just forward of the pilot and is helpful when checking maps

and other flight data during night operations. To operate the light,

first tum on the “NAy LT” switch ; then adjust the map light’s intensity [Jwith the rheostat control knob located at the bottom of the control wheel,

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1 REIMS/CESSNA F 152 Revision 2 - May 1979

A doorpost map light is available, and is located on the left forward door—& post. It contains both red and white bulbs and may be positioned to illu

minate any area desired by the pilot. The light is controlled by a switch,above the light, which is labeled “RED’ OFF”, and ‘WHITE’. Placingthe switch in the top position will provide a red light. In the bottom position, standard white lighting is provided. In the center position, themap light is turned off. Light intensity of the red Light is controlled by

4I the ‘PANEL LT” rheostat control lmob

WING FLAP SYSTEM

The wing flaps are of the single-slot type and are extended a retracted

1 by positioning the wing flap switch lever on the instrument panel to the- desired flap deflection position. The switch lever is moved up cr down

in a slot in the instrument panel that provides mechanical stops at the

J 10° and 200 positions. FCr flap settings greater than 10°, naove the switchlever to the right to clear the stop and position it as desired. A scale andpointer on the left side of the switch lever indicates flap travel in de—

J grees. The wing flap system circuit is protected by a 15—ampere circuitbreaker, labeled FLAP, on the right side of the instrument panel.

LICABIN HEATING AND VENTILATING SYSTEM

The temperature and volume of airflow into the cabin can be regulated

9to any degree desired by manipulation of the push-pull “CABIN HT” and“CABIN AIR” knobs. Floated fresh air and outside air are blended in acabin manifold this air is then vented into the cabin from outlets in the

-

cabin manifold near the pilot’s and passenger’s feet • Windshield defrost

U, air is ao supplied by a duct lending from the manifold to a pair of

outlets below the windshield.

UA separate adjustable ventilator near each upper corner of the windshield

• supplies additional outside air to the pilot and passenger.

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Flight Manual Edition I - May 1977

REIMS/CESSNA F iSZ Revision 1 - August 1978

PARKING BRAKE SYSTEM

To set parking brake, pull out on the parking bnke knob, apply and

release toe pressure to the pedals, and the,, reiease the parking brake

knob. To release the parking brake, apply and release toe pressure on

the pedals while checking to see that the parking brake knob is full in.

STALL WARNING HORN

The stall warning horn produces a steady signal 9 to 18 km/h - S to

10 kts — 6 to 12 MPH before actual stall is reached and remains on

up to the stall.

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Flight Manual Edition 1 — May 1977R.EIMS/CESSNA F1S2

SECTION 2

LIMITATIONS

CERTIFICATION BASIS

The REIMS/CESSNA F152 is certified in the Utility Category under

AIR 2052 regnlations, with amendments dated 5 November 1965, with

he limits indicated in this section.

Cl INDICATED AIRSPEED LIMITATIONS

km/h kts mph

VNE (Never Exceed Speed) 276 149 171

(Maximum Structural

E]0CruisingSpeed) 206 111 128

VA (Maneuvering Speed) 193 104 120

V (Maximum Speed,FE

Flaps Extended) 158 85 98

INDICATED AIRSPEED INDICATOR MARKINGS

Red Line 276 149 171

Yellow Arc (Caution Range) 206-276 111-149 128-171

Green Arc (Normal Operating Range) . . . 74-206 40-111 46-128

White Arc (Flap Operating Range) 65-158 35-85 40-98

P FLIGHT MANWVERING LOAD FACTORS AT GROSS WEIGHT

Flaps Up + 4.4 - 1.76

YlapsDown +3.5 -o

MAXIMUM GROSS WEIGHT FOR TAKE-OFF AND LANDING 758 kg

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REIMS/CESSNA F 152 Revision 1 - August 191

CENTER OF GRAVITY LOCATION [1- Leveling Means Screws on outer left side aft of cabin,

— Center of Gravity Reference Forward face of firewall.

Center of Gravity Liniiis [‘JAftat75Skgorless -f 0,93m

Forward at 612 kg or less + 0,79 m

Forward at 758 kg + 0, 83rn

S’aight line variation between 612 kg and 758 kg

LOAD INC LIMITS [INumber of Occupants 2

-

Minimum Crew I pilot

Ivlaximun, Baggage in Baggage Compartment 54 kg

Occupied Optional Child’s Seat Aoproved if Fitted With a Safety

Belt

NIGHT VFR AND IFR APPROVAL c4’i-1

For night VFR and IFR approval, the aiicraft must carry the additional

equipment specified by current operating regulations dated 8 July 1976

applicable on 15 June 1974. This additional eqtipmeut is to be des

cribed in section 6 of this manual

FLIGHT IN ICING CONDITIONS

Flight in icing conditions is strictly prohibited.

MANEUVERS - UTILITY CATEGORY

This airplane is not designed for acrobatic maneuvers. However,

certain maneuvers that are required in the acquisition of various

certificates may be performed provided the limitations in the

ollowing table are not exceeded.

2-21’



] approved excep thiistcf 6elow

MANEUVER RECOMMENDED ENTRY INDICATED SPEED

Chandelles 175 km/h - 95 kts .. 109 MPH

Lazy Eights 175 km/h - 95 kts - 109 MPH

Steep Turns 175 km/h - 95 kts - 109 MPH

Spins Use Slow Deceleration

§talls (Except Whip Stalls) Use Slow Deceleration

The baggage compartment and/or child’s seat must not be occupiedduring aerobatics:

During prolonged spins the engine may stop however, spin recoveryis not adversely affected by engine stoppage

Intentional spins with flaps extended are not approved. Inverted flightmaneuvers are not recommended.

The important thing to bear in mind in flight maneuvers is that theairplane is clean in aerodynamic design and will build up speedquichly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should be exercised to

3 avoid excessive speed which in turn can impose excessive loads. In theof all maneuvers, avoid abrupt use of controls.

NGINE OPERATION LIMITATIONS

Power and Speed 110 BHP - 82 kW at 2550 RPM

U ENGINE INSTRUMENT MARKINGS

ri OIL TEMPERATURE GAGE

Normal Operating Range Green ArcMaximum Allowable (red line)... 118°C - 245°F

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REIMS/CESSNA F 152 Revision 2 — May i 978

OIL PRESSURE CAGE

Minimum Idling (red line) 1.72 bar — 25 PSI

Normal Operating (green arc) 4. 14—6 21 bar — 60—90 PSI

Maximum (red line) 7.93 bar — 1 ISPSI

FUEL QUANTITY INDICATORS

Red Line Indicating Unusable Fuel

TACHOMETER [)Normal Operating Range (green arc) 1900 - 2550 RPM

Maximum Allowable (red line).... 2550 RPM

SUCTION GAGE

Normal Operating Range (green arc) 4.5-5•4 in. Hg El

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UFlight Manual Edition I — May 1977

REIMS/ CESSNA F 152 Revision I — August 1978

PLACARDSL

The following information is displayed in the form of individual placards.

1. in full view of the pilota Day VER operation

This airplane is approved in the utility category and must be operatedin compliance with the operating limitations as stated in the form ofplacards, markings, and manuals

1] NO AEROBATIC MANEUVERS APPROVEDEXCEPT THOSE LISTED BELOW

9 Maneuver Recm. Entw Indicated Speed

Chandelles 175 lu-n/h — 95 kts — 109 MP1-lLazy Eights 175 km/h — 95 kts — 109 MPH

U Steep Turns 175 km/h .- 95 14s - 109 MPHSpins

- Slow Deceleration

JStalls (except Whip Stalls) Slow Deceleration

Intentional spins prohibited with flaps extended.Flight into known icing conditions prohibited.

U This airplane is certified for the following flight operations as ofdate of original airworthiness certificate

3b. If the aircraft is equipped with equipment shown on page 66. I

This airplane is approved in the utility categoly and must be operatedin compliance with the operating limitations as stated in the form ofplacards, markings, and manuals

NO AEROBATIC MANEUVERS APPRC VED

UEXCEPT THOSE LISTED BELOW

Maneuver Recm. Entry Indicated Speed

Chandelles 175 km/h — 95 kts — 109 MPH

3

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REIMS/CESSNA F 152 Revision 1 — August 1978

Lazy Eights 175 Ion/b - 95 kts - 109 MPH (]Steep Turns 175 kin/h - 95 kts - 109 MPH

Spins Slow Deceleration

Stalls (except Whip Stalls) Slow Deceleration [3Intentional spins prohibited with flaps extended.

Flight into known icing conditions prohibited.

This airplane is certified for the following flight operations as of

date of original ainvorthiness certificate

DAY - NIGHT - VFR Uc, If the aircraft is equipped with equipment shown on page 6—7.1

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

No AEROBATIC MANEUVERS APPROVED

EXCEPT THOSE LISTED EELOW UManeuver Recm. Entry Indicated Speed

Chandelles 175 Ion/h — 95 kts — 109 MPH U -

Lazy Eights 175 lan/h - 95 kts - 109 MPH

Steep Turns 175 Ion/h - 95 kts — 109 MPH

Spins Slow Deceleration

Stalls ( except Whip Stalls) Slow Deceleration

Intentional spins prohibited with flaps extended.

Flight into known icing conditions prohibited.

This airplane is certified for the following flight operations as of

date of original airworthiness certificate

DAY -NIGHT -WR-IFR

LI2. In the baggage compartment

120 lbs — 54 kg maximmn baggage and/or auxiliary seat

passenger. For additional loading instructions see Weight and

Balance Data.

Lin C

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I3. Near fuel shutoff valve

Flight ManualREIMS/CESSNA Ff52


Revision 1 — August 197

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Standard tanks

FUEL - 24.5 Us Gal - 93 1 - ON-OFF

Long range tanks

FUEL - 37. 5 US Gal - 142 1 - ‘ON-OFF”

4. Near fuel tank filler cap -

Standard tanks

FUEL

bOLL/ba NUN. GRADE AVIATION GASOLINE

CAP. 13 us Gal - 49 1

Long range tanks

FUEL

bOLL/lao MIN. GRADE AVIATION GASOLINECAP. 19.5 US Gal - 741

CAP 13.0 US Gal - 491 TO BOTTOM OF FILLER COLLAR

5. On the instrument panel near the altimeter

SPIN RECOVERY

1. VERIFY AILERONS NEUTRAL AND ThROTTLE CLOSED

2. APPLY FULL OPPOSITE RUDDER

3. MOVE CONTROL WHEEL BRISKLY FORWARD TO BREAKSTALL

4. NEUTRALIZE RUDDER AND RECOVER FROM DIVE

6. Near airspeed indicator

MANEUVER II4DLCATED AIRSPEED - 193 ion/h - 104 kts - 120 Mn-Ij

2-7

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S REIMS/CESSNA F 152 Revision 1 - August 1978

3

SECTION 3

EMERGENCY PROCEDURES

ENGINE FAILURE

DURING TAKE-OFF (WITH SUFFICIENT RUNWAY AHEAD)

1. Throttle - IDLE2. Brakes - APPLY.

J 3. Flaps - RETRACT (if extended) during ground roll to provideeffective braking.

4. Mixture - IDLE CUT-OFF (pulled full out).5. Ignition and Master Switches - “OFF”.

AFTER TAKE-OFF

1. Glide Speed - 111 km/h - 60 kts - 69MPH (lAS).2. Mixture - IDLE CUT-OFF3. Fuel Shutoff Valve - OFF4. Ignition Switch — “OFF”.5. Wing Flaps - AS REQUIRED.6. Master Switch -

flflII

CAUTION

£1 Perform the landing straight ahead, making onlysmall changes in heading to avoid obstructions.Altitude and airspeed are seldom sufficient to executea 1800 gliding turn necessary to return to the runway.

a3—1

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DURING FLIGHT U1. Glide Speed - 111 km/h - 60 kts - 69 MPH LAS.

2. Carburetor Heat - “ON”.

3. Primer - IN and LOCKED. LI4. Fuel Shutoff Valve - “ON”.

S. Mixture - RICH

6. Ignition Switch - ‘BOTH” (or “START” if propeller is stopped). [1

FIRES

ENGINE FIRE DURING START ON GROUND

1. Continue cranking is an attempt to get a start which would suck

the flames and accumulated-fuel through the carburetor and into

the engine. ElIf the start is successful

2. Run the engine at 1700 RPM for a few minutes.

3. Engine - SHUT DOWN and inspect the fire damage.

If engine sta,t is unsuccessful [4. Throttle - Full. OPEN.

5. Mixture - IDLE CUT-OFF

6. Engine - CONTINUE cranking for two or three minutes.

7. Use fire extinguisher (it available).

8. Engine - SHUT DOWN -

a Master Switch - “OFF” Bb. Ignition Switch - “OFF”

c. Fuel Shutoff Valve -

9. Flames - SMOTHER with fire extinguisher, wool blanket, or loose

dirt

10. MAKE a thorough inspection of fire damage, and repair or replace

damaged componentsbefore conducting another flight.

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Flight M,iun1 Edition 1 — May 1977


ENGINE FIRE iN FLIGHT

1. Mixture - IDLE CUT-OFF2. Fuel Shutoff Valve - “OFF”.

J 3. Master Switch - “OFF”,4. Cabin Heat and Air - “OFF’ (except overhead vents).S. Indicated Airspeed - 158 km/h - 85 kts — 98MPH. If fire is T,ot

U extinguished, increase gHde speed to find an airspeed which willprovide an incornbustihk mixture.

6. Forced Landing - EXECUTE (as described in “Emergency Landing

fl Without Engine Power”).

CABIN FIRE

1. Master Switch - “OFF”.2. Vents/Cabin Air/Heat - CLOSED (to avoid drafts).3. Fire Extinguisher - ACTIVATE i available and ventilate the cabin.

C] 4. Land the airplane as soon as possible to inspect for damage.

WiNG FIRE

1. Navigation Light Switch - “OFF”.2. Strobe Light Switch (if installed) - “OFF”.3. Pitot Heat Switch (if installed) - “OFF”.

NOTE

Perform a side slip to keep the flames away from thefuel tank and cabin, and land as soon as possible, withflaps retracted.


RUMS/CESSNA F 152 Revision 2 - May 1979

ELECTRICAL FIRE IN FLIGHT

1. Masser Switch - ‘OFF”.

2. All Other Switches (ex:ept ignition switch) — “OFF”.

3. Vents/Cabin Mr/Heat - CLOSEt)

4. Fire Extinguisher — AL [VATE (if avai’able) and ventilate the

cabin.

If fire appears out and electrical power is necessary for continuance of

flight

S. Master Switch — “ON”. fl6. Circuit Breakers - CHECK for faully circuit, do not reset.

7. Radio/Electrical Switches — ON one at a time, with delay after

each until short circuit is ocaBzed.

8. Vents/Cabin Air/Heat — OPEN when it is ascertained that fire

is completely extinguished.

flECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

AM1vTFW SHOWS EXCESSiVE RATE OF CHARGE

(Full Scale Deflection)

1. Alternator — “OFF”.

2. Alternator Circuit Breaker — “PULL”.

3. Nonessential Electrical Eqnipment — “OFF”.

4. Flight — TERMINATE as soon as practical.

LOW-VOLTAGE LIGHT [Liii MINATES DURING FlIGHT

(Ammeter Indicates Discharge)

1. Radios — “OFF”,

2. Master Switch — “OFF” (both sides)

3. Master Switch — “ON”. H4, Alternator Circuit Breaker — CHECK LN.

Li

5. Low—Voltage Light — CHECK OFF.

6. Radios — “ON’.

If low—voltage light illuminates again

7. Alternator — “CM -

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F light Aiajiua I Ldition 1 — May 1977

REIMS/CESSNA F 152 Revision 2 — May 1979

8. Nonessential Radio and Electrical Equipment — ‘OFF”.9, Flight — TERMINATE as soon as practical.

FLIGHT IN ICING CONDITIONS

Although flying iii known icing conditions is prohibited, an unexpectedicing encounter should be handled as follows

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 windshield defroster

airflow. Adjust cabin air control to get maximum defroster heatand airflow.

L4. Open the throttle to increase engine speed and minimize ice build

up on propeller blades.S. Watch for signs of carburetor air filte, ice and apply carburetor

Oheat as required. An unexplained loss in engine speed could hecaused by carburetor ice or air intake filter ice. Lean the mixturefor maximum RPM if carburetor heat is used continuously.

U6. 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

Oedges, be prepared for significantly higher stall speed,

8. Leave wing flaps retracted. With a severe ice build-up on thehorizontal tail, the change in wing wake airflow direction caused• Uby wing flap extension could result in a loss of elevator effectiveness.

• 9. Open left window and, if practical, scrape ice from a portion ofthe windshield for visibility in the landing approach.

1 Perform a landing approach using a forward slip, if necessary, forI improved visibility.

11. Approach at 65 to 75 KIAS, depending upon the amount of iceaccumulation.LI 12. Perform a landing in level attitude,

[I

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Flight Manual Edition 1 — Mai 1977

BRIMS/CESSNA F 152 Revision 1 — August 1978

RECOVERY FROM A SPIRAL DIVE

1. Close the throttle.

2. Stop the turn by using coordinated aileron and rudder control to

align the symbolic aircraft in the turn coordinator with the horizon (reference line.

3. Cautiously apply elevator back pressure to slowly reduce the

indicated airspeed to 130 km/h - 70 kts - 81 MPH. U4. Adjust the elevator trim control to maintain an 130 km/h - 70 las

— 81 MPH (lAS) glide.

5. Keep hands off the control wheel, using rudder control to hold a Elstraight heading.

6. Apply carburetor heat.

7. Clear engine occasionally, but avoid using enough power to disturb

the trimmed glide.

8. Upon breaking out oi clouds, apply normal cruising power and

resume flight. El

LANDING [1LANDING WITH ONE FLAT TIRE

1. Expect the airplane to ing off on the flat tire side. U2. Lower the flaps normally and land the airplane with nose up and

wing banked to hold the flat tire off the ground as long as possible.

At touch-down, directional control can be maintained with rudder

and the brake on the good wheel.

LANDING WITHOUT PITCH CONTROL

Trim for horizontal flight (with an airspeed of approximately 102 km/h -

55 kts - 63 MPH and flaps lowered to 200) by using throttle and trim

tab 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 Dan adverse factor and the aircraft may hit on the nose wheel. Conse

quently, at flareout, the control should be set at the hill nose-up

position and the power adjusted so that the aircraft will rotate to the

lio’-izontul attitude for touchdown. Close the throttle at touchdown.

Flight Ma nual Edition 1 — May 1977


FORCED LANDINGS

PRECAUTIONARY LANDING WITH ENGINE POWER

Before attempting an off airport” landing, one should drag the landingarea at a safe but low altitude to inspect the terrain for obstructionsand surface conditions, proceeding as follows

1. Drag over selected field with flaps 20° and Ill km/h - 60 kts -

69 MPH indicated airspeed, noting the preferred area for touchdownfor the next landing approach. Then retract flaps ujn reaching asafe altitude and airspeed.

2. Radio, Electrical Switches - ‘OFF”.3. Wing Flaps - 30°.4. Airspeed - 102 km/h - 55 kts - 63 MPH.5. Master Switch —

6. Doors - UNLATCH PRIOR TO TOUCHDOWN.7. Touchdown - SLIGHTLY TAIL LOW.8. Ignition Switch - “OFF”.9. Brakes - APPLY HEAVILY.

EMERGENCY LANDING WIThOUT ENGINE POWER

1. Indicated Airspeed - 120 km/h - 65 kts - 75 MPH (flaps UP)111 km/h

- 60 Ms - 69 MPH (flaps DOWN).2, Mixture - “IDLE CUT-OFF”.3. Fue’ Shutoff Valve - “OFF”.4. Ignition Switch - “OFF”.5. Wing Flaps - AS REQUIRED (30°recommeaded).6. Master Switch - “OFF”.7. Doors - UNLATCH PRIOR TO TOUCHDOWN.8. Touchdown

- SLIGHTLY TAIL LOW.9. Brakes - APPLY HEAVILY.

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REIMSJCESSNA F 152 Revision 1 - August 1978

[3DITCHING

Prepare for ditching by securing or jettisoning heavy objects located in

the baggage area, and collect folded coats for protection of occupant’s

face at touchdown. Transmit “Mayday” message on 121.5 l’.ll-lz. giving

location and intentions.

1. Plan approach into wind if winds are high and seas are heavy.

With heavy swells and light wind, land parallel to swells.

2. Approach with flaps 3Q0 and sufficient power for a 300 ft/mAn. Urate of descent at 102 km/h - 55 kts.

3. Unlatch the cabin doors.

4. Maintain a continuous descent until touchdown in level attitude. BAvoid a landing flare because of difficulty in judging airplane height

over a water surface.

5. Place folded coat in front of face at time of touchdown.

6. Evacuate airplane through cabin doors, If necessary, open window

to flood cabin compartment for equalizing pressure so that door can

he opened.

7. Inflate life vests and raft (if available) after evacuation of cabin.

The aircraft cannot be depended on for flotation for more than a

few minutes.

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Flight Manual Edition 1 - May 1977REIMS/CESSNA F1SZ

SECTION 4

NORMAL PROCEDURES

4-i

Flight Manual

REIMS/CESSNA P152



SAMPLE LOADING PROBLEM

SAMPLE AIRPLANE YOUR AIRPLANE

DESIGNATION Weight Moment Weight Moment

kg m.kg kg m.kg

Basic Empty Weight (Includes

unusable fuel and full oil) 515 394

Usable FuelD = O72Standard Tanks

(24. 5 US Gal — 93 1 Maxi)

CC• (STA 42,0) 1,07

Long Range Tanks(37.5 US Gal - i42 1 Maxi) 67 72C,G. (STA 39,5) 1,00 in

Pilot and Passenger

(station 0. 89 to 141 in) 154 145

Baggage Area I (Or passenge:

on child’s seat)

(Station 1.27 to 1.93 m,

54 kg Maxi) 22 36

Baggage - Area 2 (Station 1.93

to 2. 39, 18 kg Maxi)

TOTAL WEIGHT ANDMOMENT 758 647

Locate this point (758 and 647) on the CENTER OF GRAVITY MOMENT

ENVELOPE, and since this point faLls within the envelope, the loading

is acceptable.

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Figure 4-1

4-2

Cl

flight Manual

REIMS/CESSNA F152

Figure 4-2


I LOADING ARRANGEMENTS

* Pilot or passerger center ofguavity on adjtstat’t eceatspositioned for ls’rrage eccupant. Numbers in parenthesesindicate forward and aft limitsof cc cuparit center of grnvit’,

flA Fins na easured to the centerof the areatshossn.

NOTEThe alt haggagc wall (approas -

inane onten 94 tan hr usedan acons’eniei:tette point fcc dctrtnnintng thelotation of ha gga ge area fuse’late stations.

STATION

(CC. AIiM)

Imerresl

II ±1PRON-r IRON I

•0.99— PLOT PAS PILOT PASS.(0.59 TO t.l)

SEAT— AREa I **l.63—

- AREA? *ê?,i3””’ - AREA 2

2.39— 2.39—’

1..j 4-3

r BAGGAGE LOADING AND TIE-DOWN

SAGGAGE AREAMAX MU N AlLOW/sIlLS LOADS

AREA 0 54 KG

AREA®s ItKG

AREAS D+G3o S4XG

NFl AlT/sOld POINTS

$cAcargo tie’dc’wt set in n,evided to sconce Isagsage it the bnggrge area.il ,e net attaches foti as tie—down rings. isro rot are located on the floorjnst aft of the seat bacLn and vise ri ut is located tsso inches above the flooron eachcabin wall at the afi end cf areaQ. Ts.’oadslitiosalsnstgsaeelocated at the trp, aft cud of an’a . At east lout tie gnshould be used

fit eo,axitnr s’s baggage toad of 54 kg. ft the airplane is equipped‘si lb se optional utility she tf, it s’sossld remused prim to Soadieg andtying down large baggage items, After baggage is loaded and 5 ecare d,either ‘foss the shelf or, if space permits, install it for steting small aflictes,

STATION

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::: ::::: ::: - : : ::::: : - : flInt

111111‘LI’’’

:::::::::: ::: :::::::::z::II1I1:

Iiiiitr

:::::::::::::::::::::::1JI_I S—S Ia4_.L_”I.

ti:: HtlI0, 750 0, 800 0, 850

I

0, 900 0, 950

Flight Manual Edition 1 — May 1977REIMS/CESSNA F152 Revision 1 — August 1978

[fer to Section 6 of this manualfor quantities, materials, andspecifications of frequently usedjce items.

E1 NOTE

Visually check aircraft for general condition during walk—J around inspection, tn cold weather, remove even smallaccumulations of frost, ice or snow from wing, tail andcontrol surfaces. Also, make sure that control surfacesTJ contain no internal accumulations of ice or debris, Prior toflight, check that pitot heater (if installed) is wann to tcuchwithin 30 seconds with batten and pitot heat switches on,] If a night flight is pl’umod, check operation of all lights,‘rid mate sure a flashlightis available•

Figure 4-7

3


REIMS/CESSNA F 152 Revision 1 — August 19

Q a Check for Flight Manual in the airplane.

b. Remove control wheel lock.

c. Check ignition switch “OFF’.

WARNING

When turning on the master switch, using an

external power source, or pulling the propeller

through by hand, treat the propeller as if the

ignition switch Were on. Do not stand, nor

allow anyone else to stand, within the arc of

the propeller, since a loose or broken wire, or

a component malfunction, could cause the

propeller to rotate. 9d. Turn on master switch and check fuel quantity indicators

then turn master switch “OFF”.

e, Check fuel shutoff valve handle “ON”. fla. Remove rudder gust lock, if installed.

b. Disconnect tail tie-down.

c. Check control surfaces for freedom of movement and

security.

a. Check aileron for freedom of movement and security.

a. Disconnect wing tie-down.

b. Check maim, wheel tire for proper inflation.

c. Before first flight of day and after each refueling use

sampler cup arid drain small quantity of fuel from fuel

tank sump quick—drain valvetochecic for water, sediment,

and proper fuel grude.

d. Visually check fuel quantity then check ft,el filler cap

secure.

LI

B

flight Manual Edition I — May 1977

RUMS/CESSNA F 15? Revision 1 — August 1978

a. Check oil level. Do not operate with less that, four quarts.Fill to six quarts for extended flight.

L b. Before first flight of the day and after each refueling, pullout strainer drain knob for about four seconds to clear fuel

1 strainer of possible water and sediment. Check strainerLi drain closed, If water is observed, the fuel system may

contain additional water, and further draining of thesystem at the strainer, fuel tanic sumps, and fuel lineU drain plug will be necessary.

c. Check propeller and spinner for nicks and security.d. Check carburetor air filter for restrictions by dust or otherLi foreign matter.e.C heck landing light for condition and cleanliness.

S f. Check nose wheel strut and tire for proper inflation.g. Disconnect nose tie-down.h. Inspect flight instncment static source opening on left side

of fuselage for stoppage.

Same as

U a, Remove pitot tube cover, if installed, and check pitottube opening for stoppage.

b. Check stall warning vent opening for stoppage.c, Check fuel tank vent opening for stoppage.a Disconnect wing tie-down.

Same as

U

U

Li

U’

134-9


REIMS/CESSNA F 152 Revision 2 — May 19Th

NORMAL PROCEDURES CBEFORE ENTERING THE AIRPLANE

1. Make an exterior inspection in accordance with figure 4-7, fJ2. Ensure that the C. G. of your airplane falls within the enveloppe of

page 4—5.

BEFORE STARTING ENGINE

1. Seats, Belts, Shoulder Harnesses — ADJUST and LOCK.

2. Fuel Shutoff Valve — “ON’. [13. Radies, Electrical Equipment — “OFF”,

4. Brakes - TEST and SET.

5. Circuit Breakers - CHECK IN. SSTARTING ENGINE.. (Temperatures Above Freezing)

IA NOTE

For Cold Weather Starting Procedures, refer to

p. 4-22. [31. Mixture - RICH.

2. Carburetor Heat — COLD,

3. Prime - AS REQUIRED (up to 3 strokes - none if engine is warm),

4. Throttle — OPEN about 1 cm (CLOSED if engine is warm).

5. Propeller Area - CLEAR.

6. Master Switch — ‘‘ON’’,

7. Ignition Switch — START (release when engine starts),

8. Throttle — ADJUST for 1000 RPM or less.

9, Oil Pressure — CHECK.

10. Flashing Beacon and Navigation Lights — ‘ON” as required.

11. Radios — ON, UBEFORE TAKEOFF

1. Parking Brake - SET.

2. Cabin Doors - CLOSED and LATCHED.

3. Flight Controls - FREE and CORRECT.

4. Flight Instruments - SET. U5. Fuel Shutoff Valve — “ON”.

6. Mixture .- RICH (below 3000 ft - 915 m)

7. Elevator Trim - “TAKEOFF”. -

—

U

4-10

Flight Manual Edition I — May 1977RE[MS/CESSNA F152 Revision 2 May 1979

8. Throttle — 1700 RPM.a. Mnetos - CHECK (PPM drop should not exceed 125 RPM on

either magneto or 50 RRM differential between magnetos).b. Carburetor Heat - CHECK (for RPM drop).c. Engine Instruments and Ammeter - CHECK.d. Suction Gage - CHECK.e Throttle - 1000 RPM OR LESS.

9. Radios - SET.Jo. Strobe Tights — AS DESIPEt).11. Throttle Friction Lock — ADJUST.12. Brakes - RELEASE.

TAKEOFF

NORMAL TAKEOFF

1. Wing Flaps — 0° — 10° (refer to p. 4—18, “Flap Settings”).

S 2. Carburetor Heat - COLD3. Throttle - FULL OPEN.4. Elevator Control - LIFT NOSE WHEEL at 93 km/h - 50 kts -

S 58 MPH lAS.5. Climb Speed - 120 to 139 km/h - 65 to 75 kts - 75 to 86 MPH

lAS.

SHORT FIELD TAKEOFF

1. Wing Flaps — 10° (refer to p. 4—18, “Flap Settings”).0 2. Carburetor Heat - COLD• 3. Brakes - APPLY.

4. Throttle - FULL OPEN.• {j 5. Mixture - RICH (above 3000 ft - 915 m, LEAN to obtain

• maximum RPM).• 6. Brakes - RELEASE.

• 7. Elevator Control - SLIGHTLY TAIL LOW.8. Climb Speed - 100 km/h - 54 kts — 62 MPH lAS (until all

obstacles are cleared).9. Wing Flaps - RETRACT slowly after reaching 111 1cm/h - 60 kts -

69 MPH.

a4-it



ENROUTE CLIMB

1. Airspeed - 130 to 148 km/h - 70 to SO kts - 81 to 92 MPH lAS.

Refer to Section 5 for the maximum performance climb.

2. Throttle - FULL OPEN B3. Mixture .. RICH below 3000 ft - 915 m, LEAN for maximum

RPM above 3000 ft - 915 n.

CRUISE

1. Power - 1900 to 2550 RPM (no more than 76 Si).

2. Elevator Trim - ADJUST. fl3. Mixture - LEAN.

NOTE BIf a loss of RPM is noted, use the carburetor heater

(refer to “CARBURETOR ICING” on page 4-24) 13DES CENT

1, Mixture .. ADJUST for smooth operation (full rich for idle power).

2. Power - AS DESIRED.

3. CarburetorHeat - FULL HEAT AS REQUIRED,

BEFORE LANDINGEl

1. Seats, Belts, Harnesses - ADJUST and LOCK.

2. Mixture - RICH.

3. Carburetor Heat — “ON” (apply full heat before reducing power).

LANDING

NORMAL LANDING

1. Airspeed - 111 to 130 km/h - 60 to 70 kts - 69 to 81 MPH

(flaps UP).

2. Wing Flaps - AS DESIRED (below 158 km/h - 85 las - 98 MPH

lAS).

4-12

Fiiglit Manual Edition I — May 1977

REIMS/CESSNA F 152 Revision I — August 1978

U 3. Indicato Airspeed - 102 to 120 km/h - 55 to 63 kts - 63 to75 MPH (flaps DOWN).

4. Touchdown - MAIN WHEELS FIRST.5. Landino Roll - LOWER NOSE WHEEL GENTLY.6. Braking - MINIMUM REQUIRED.

SHORT FIELD LANDING

1. Indicatri Airspeed - 111 to 130 km/h - 60 to 70 kts - 69 to

U 81 MPH (flaps UP).2. Wing Flaps - 30° (below 158 km/h — 85 kts - 98 MPH lAS).3. Indicated Airspeed - MAINTAIN 100 km/h - 54 kts - 62 MPH.

9 4. Power -. REDUCE to idle as obstacle is cleared.5. Touchdown - MAIN WI-IEELS FIRST.6. Brakes - APPLY HEAVILY.

0 7. Wing Flaps - RETRACT.

BALKED LANDING

U 1. Throttle - FULL OPEN.2. Carburetor Heat - COLD3. Wing Flaps - RETRACT to 20°.U 4. Indicated Airspeed - 102 km/h - 55 kts - 63 MPH.5. Wing Flaps - RETRACT (slowly).

1 AFTER LANDING

1. Wing Flaps - UP.2. Carburetor Heat - COLD

U

a4—13


RUMS/CESSNA F 152 Revision 1 — August 1978

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.

U

U

U

U

4-14



H OPERATING DETAILS

STARTING ENGINE (Tenineratares Above Freezing)

U During engine starting, open the throttle approximatcly 1/2 inch• Inwann weather, one stroke of the primer should be sufficient. In tern—perarares near freezing, up to 3 strokes of the primer may be necessa—

-

iv. As the engine starts, slowly adjust the throttle as required for1000 RPM or Ies.

If the engine is still \arm from previous operation, it may be startedwith the throttle closed and no priming.

Weak internaittent firing followed by puffs of black smoke from theexhaust stack indicates overpriming or flooding. Excess fuel can be

Li cleared from the combustion chambers by the following procedure Setmixture control in the idle cut-off position, throttle full open, and crank

EJ the engine through several revolutions with the starter. Repeat the startingprocedure without any additional priming.

If the engine is underprimed (most likely in cold weather with a coldengine) it will not fire at all, and additional priming will be necessary.

After starting, if the oil gage does not begin to show pressure within

U 30 seconds in the summertime and about twice that long in very coldv,’enther, stop engine and investigate. Lack of oil pressure can causeserious engine damage. After starting, avoid the use oi carburetor heatunless icing conditions prevail.

NOTE

U Details concerning cold weather starting and operationat temperatures below freezing may be found underCold Weather Operaricu paragraphs in this section.

[1

4-IS


*

9

4

USE UP AILERON USE UP AILERON

ONLE WING AND OS RI! WING AND

NEUTRAL ELEVATOR NEUTRAL ELEVArt)fl

—

frUSE DOWN AILERON USE DOWN AiLERON

ON Lii WING AND ON RH WING AND

DOWN ELEVATOR DOWN ELEVATOR

4—16

Strong quartering tail winds require caution.

Avoid auddcn bursts of the throttle and sharp

braking when the airplane is in this attitude.

Use the steerable nose wheel and rudder Co

n]aintain direction.

Figure 4-8 El

Li

REINIS/CESSNA F152

S

11

U

S

S

S

S

S

U

El

S

UCODE

WIND DIRECTION

NOTE

t] flight Manual Edition 1 — May 1977REIMS/CESSNA Ff52 Revision 1 — August 19

UTAXIING

U When taxiing, it is important that speed and use of brakes be held toa minimum and that all controls be utilized (see taxiing diagram,fig. 4—8) to maintain direction;’.] control and balance. Taxiing over

0 loose gravel or cinders should be done at low engine speed.

The nose wheel is designed to automatically center straight ahead whenthe nose strut is fully extended. In the event the nose strut is over-U inflated and the airplane is loaded to a rearward center of gravi4’po5irion, it may be neceary to partially compress the strut to permitsteering. This can be accomplished prior to taxiing by depressing theairplane nose or during taxi by sharply applying hmkes.

UBEFORE TAKEOFF

WARM-UP

U Most of the warm-vp will have been conducted during taxi, andadditionn1 warm-up before take-off should be restricted to the checksoutlined in tins Section. Since the engine is closely cowled for efficient

fl inflight cooling, precautions s],ould be taken to avoid overheating onthe ground.

rj MAGNETO CHECK

The magneto check should he made at 1700 RPM as follows

Move the ignition switch first to “R” pition and note RPM, then moveswitch back to “BOTH” position. Then move switch to “U’ position,note RPM and return to ‘BOTH”. RPM drop should not exceed 12S RPMon either magneto or show greater than 50RPM differential betweenmagnetos. If there is a doubt concerning the operation of the ignitionsystem, RPM checks at higher engine speeds will usually confirmwhether a deficiency exists. An absence of RPM drop may be anindication of faulty grounding of one side of the ignition wstem or shouldbe cause for suspicion that tie magneto timing is set in advance of thesetring specified.

U

4—17

Flight Manual Edition 1 May 1977

REIMS/CESSNA F152 Revision I — August 1978

ALTERNATOR CHECK

Prior to flights where verification of proper alternator and alternator con—

trot unit operation is essential (such as night or instrument flights), a

positive verification can be made by loading the electrical sysiem

momentarily (3 to S seconds) with the optional landing light, (if so

equipped), or by operating the wing flaps during the engine runup.

The ammeter will remain at zero if the alternator and alternator control

unit are operating properly.

TAKE-OFF

POWER CHECKS

It is important to check full-throttle engine operation early in the take-

off run. Any signs of rough engine operation or sluggish engine accelera

tion is good cause for discontinuing the take-off. If this occurs, you are

justified in making a thorough full-throttle, static runup before another 1]take-off is attempted. The engine should run smoothly and turn approxi

mately 2280 to 2380 RPM with carburetor heat off and mixturc leaned

to maximum RPM.

Full throttle runups over loose gravel are especially harmful to propeller

tips. When take-offs must he made over a gravel surface, it is very

important that the throttle be advanced slowly.

Prior to take-off from fields above 3000 ft - 915 m elevation, the

mixture should be leaned to give maximum RPM in a full-throLtle, (3static runup.

FLAP SETTINGS UNormal takeoffs are accomplished with wing flaps 00

- 10°. Using 100

wing flaps reduces the total distance over an obstacle by apprrxtimately

10 31. Flap deflections greater than 10° are not approved for takeoff.

If 10’ wing flaps are used for takeoff, they should be left dow,’ until all

obstacles are cleared and a safe flap retraction indicated airsp-ed of

111 km/h — 60 kts — 69 MPH is reached.

U

4—18 Li


REIMS/CESSNA F 152 Revisice 1 — August 1978

On a short field, 10° wing flaps and an obstacle clearance indicatedairspeed of 100 Ion/h - 54 kts - 62 MPH should be used. This speedprovides the best overall climb speed to clear obstacles when takinginto account turbulence often found near ground level.Soft or rough field takeoffs are performed with 10° wing flaps by liftingthe airplane off the ground as soon as practical in a slightly tail-lowattitude. If no obstacles are ahead, the airplane should be leveled offimmediately to accelerate to a higher climb speed.

PERFORMANCE CHARTS

Consult the Take-Off Distance chart in Section 5 for take—off distancesat gross weight under various altitude and headwind conditions.

CROSSWIND TAKE-OFFS

fl Takeoffs into strong crosswinds normally are performed with the mini—mum flap setting necessary for the field length, to minimize the driftangle immediately after takeoff. With the ailerons partially deflec—ted into the wind, the airolane is accelerated to a speed slightly big—ter than normal, and then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground,make a coordinated turn into the wind to correct for drift.CLIMB

-

For detailed data see Maximum Rate-Of-Climb Data chait in Section S.

CLIMB SPEEDS

U Normal climbs are performed with flaps up and full throttle and atindicated airspeeds 9 to 18 km/h - S to 10 kts - 6 to 12 MPH higher

Uthan best rate-of-climb speeds for the best combination of performance,visibility and engine cooling. The mixture should be full rich below3000 ft - 915 m and may be leaned above 3000 ft - 91S in for smoother

Uoperation or to obtain maximum RPM. For maximum rate of climb, usethe best rate-of-climb indicated airspeeds shown in the Rate Of Climbchart in Section 5. If an obstruction dictates the use of a steep climbang3e, the best angle-of—climb indicated airspeed should be used withflaps up and maximum power. Climbs at speeds lower than the best rate-of-climb indicated airspeed should be of short duration to improve enginecooling.

4-19

RUI SE

Flight Manual

REIMS/CESSNA Ff52

Edition I - May 1977Revision 2 - May 1979

Dl

S‘lormal cruising is perfonned between 55 % and 75 % power. The engine

{PM and corresponding fuel consumption for various altitudes can be

Jetcimined by using your airplane Power Computer or the data in

Section 5.

NOTE

Cruising sIia1d be done at a minimum of 75 9 [Jpower until a total of 50 hours has accumulated -

for new engines or oil consumption has stabilized

for overhauled engines in service.

This is illustrated in the following table which shows the true airspeed

and nautical miles per US gallon during cruise for various altitudes and

percent powers.

75 94 POWER 65 94 POW’ER 55 95 POWER

DISTANCE I DISTANCE DISTANCE

TRUE TRUE TRUE

ALTITUDE per US Gall per US Cal per US Gal

AIRSPEED AIRSPEED AIRSPEED(3,81) (3,81) (3,81)

SEA 185 km/h 30 km 174 km/h 33 km 161 km/h 36 km

lEVEL 100 kr 16,4 NM 94 kt 17,8 NM 87 kr 19,3 NM

115MPH 108MPH 100MPH

1220 m 191 k,n/h 31 km 180 km/h 34 km 165 km/h 37 km

4G00I1 lO3kt 17,ONM 97k, 18,4NM 89kt 19,8NM

1t9M 112MP1-I 102MPH

2440 m 198 kin/h ‘33 km 185 km/h 35 km 169 km/h 38 km

80ft lO7kt I 17,oNM lOOks 18,9NM ( 99kt 20,4NM

123MPH 115MPH

Staadard Condiljons Zero Wind

S

U

[1

U

S

U

To achieve the recommended lean mixture fuel consumption figures [3shown in section 5, the mixture should be leaned until engine RPM

peaks and drops 25-50 RPM. At lower powers it may be necessary to

enrichen the mixture slightly to obtain smooth operation. B

S

CRUISE PERFORMANCE

S

S

4-20


RUMS/CESSNA F152 Revision 2 — May 193

aThe use of full carburetor heat is recommended during flight in heavy

flrain to avoid the possibility of engine stoppage due to excessive wateringesi on or to carburetor icing. The mixture setting should bereadjusted for smoothest operation. Power changes should be made

flcautiously followed by prompt adjustment of the mixture for smoothestoperation.

At temperatures lower than 0CC, partial carburetor heat should beavoided since the temperature rise obtained (QO to 21°C) may causecarburetor icing in ccrtain atmospheric conditions.

] STALLSA__i

The stall characteristics are conventional for the flaps up and flaps down

cdition.Slight elevator buffeting may occur just before the stall with

I j flaps down,

Figure 5-2 of Section 5 shows the stall indicated speeds with respect to

I the flaps position and angle of bank of the aircraft for maximum grossweight.

El With aircraft weights lower than the full gross weight, stall speeds arereduced. The stall warning horn produces a steady signal 9 to 18 km/h -

5 to 10 hts — 6 to 12 MPH before the actual stall is reached and remains

fJJ on until the normal flight attitude is resumed.

In case of roll, use ailerons to retum wings level, then neutralizeaileron control.

LANDING

C Normal landing approaches can be made with power-on or power-offat indicated aivspeeds of 111 to 129 km/h - 60 to 70 kts - 69 to80 MPH with flaps up, and 55 to 65 kts - 63 to 75 MPH with flaps down,Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds,

[1 SHORT FIELD LANDINGS

For a short field landing in smooth air conditions make an approach at

Ii100 km/h - 51 kts - 62 MPH lAS with 3Q0 flaps using enough power tocontrol the glide path.

£14-21

Flight Manual Edition 1 May 1977

REIMS/CESSNA FIS2 Revision I — August 1978

After all approach obstacles are cleared, progressively reduce power and

maintain 100 km/h - 54 kts — 62MPH lAS 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 pressure without sliding the tires.

Slightly higher approach speeds should be used under turbulent air

conditions. 9CROSSWIND LANDINGS

When landing in a strong crosind, use the minimum flap setting Urequired for the field length. Use a wing low, crab, or a combination

method of drift correction and land in a nearly level attitude. 9BALKED LANDING

In a balked landing (go-around) climb, the wing flap setting should be 9reduced 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 momings, it is advisable to pull the propeller

through several times by hand to “break loose” or “limber” the oil,

thus co,serving battery energy. Do not stand, nor anyone else to stand, 9within the arc the propeller.

Preheat is generally required with outside air temperatures belt,w — 13° C

and is recommended when temperatures are below — 7° C. UCold weather starting procedures are as follows

With Preheat

I. Ignition Switch — “OFF”.

2, Throttle — CLOSED.

4-22

DFlight Manual Edition I — May 1977

REIMS/CESSNA F 152 Pevisicn 2 — May 1979

3. Mixture — IDLE CUT—OFF.4. Parking Brake — SET.

D5. Prime — 2 to 4 STROKES as the propeller is being turned over by hand.

RECHARGE for priming after engine start,6. Mixture — RICH.

7. Throttle—OPEN 1/2 to 3/4 INCH.8. Propeller Area — CLEAR,9. Master Switch — PPQ\i!•

10. Ignition Switch — ‘START (release when engine starts).11. Prime — AS REQUIRED until the engine runs smoothly.12. Throttle — ADJUSt’ for 1200 to 1500 RPM for approximately one

minute after which the RPM can be lowered to 1000 or less.

L 13. Oil Pressure - CHECK.14, Primer — LOCK.

Without Preheat

The procedure for starting without preheat is the same as with preheatexcept the engine should he primed an additional two strokes whilepulling the propeller through by hand, Carburetor beat should be appliedafter the engine starts. Leave the carburetor heat on until the engineruns smoothly.

El NOTE

If the engine fires but does not start or continue

Q running, repeat the above starting procedure begin—fling with step 6. If the engine does not start du—ring the first few attempts, or if engine firing di—minishes in strength, it is possible that the sparkplugs have been frosted over, in which case preheatmust be used before another start is attempted.

During cold weather operations, no indication will be apparent on theoil temperature gage prior to take—off outside air temperatures are ye—ry cold, After a suitable warm—up period (2 to 5 minutes at 1030 RPM),

C]

U

4—23


REIMS/CESSNA F152 Revision 1 — August 1978

accelerate the engine several times to higher engine RPM. If the engine

accelerates smoothly and the oil pressure remains normal and steady,

the airplane is ready for take—off. flWhen operating in temperatures below - 18°C, avoid using partial

carburetor heat. Partial heat may increase the carburetor air temperature

to the 0° to 21°C range, where icing is critical under certain atmospheric

conditions.

Refer to Section 6 for cold weather equipment.

ROUGH ENGINE OPERATION OR LOSS OF POWER

CARBURETOR ICING

A gradual loss of RPM and eventual engine roughness may result from flthe formation of carburetor ice. To clear the ice, apoly ftill throttle

?zld pull the carburetor heat knob full out until the engine runs smoothly;

then remove carburetor beat 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 trom forming

und 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

lugs becoming fouled by carbon or lead deposits. This may be verified

by turning the ignition switch momntarily from “BOTH” to either “L”

or ‘R’ position. An obvious power loss in single ignition operation is

evidence of spark plug or magneto touble, Assuming that spark plugs

re the more likely cause, lean the mixture to the normal lean setting

for cruising flight. If the problem does not clear up in several mi,rutes,

determine if a richer mixture settin will produce smoother operation.

U

U4—24

FlightManual Edition I My 1977

REIMS/CESSNA F152 Revision 1 — August 197;

Xf not, proceed to use nearest airport fth repairs using the “BOTH’position of the ignition switch unles4 extreme roughness dictates the useof a single ignition position.

MAGNETO MA LFIJNCTION

OA sudden emxiine roughness or misfiring is usually evidence of magnetoproblems. Switching from “BOTH” to either “L” or “R” ignition switchposition will identify which magnetO is malfunctioning. Select different

Opower settings and cnrichen the mixl:ure to determine if continuedoperation on “BOTH” magnetos is pacticab1e. If not, switch to thegood magneto and proceed to the nearest airport for repairs.

lOW OIL PRESSURE

O If low oil pressure is accompanied by normal oil temperature, there is‘a possibility the oil pressure gage or relief valve is malfunctioning. Aleak in the line to the gage is not necessarily cause for an immediate

U precautionary landing because an orifice in this line will prevent asudden loss of oil from the engine sump, However, a landing at thenearest airport would be advisable to inspect the source of trouble,

If a total loss of oil pressure is accompanied by a rise in oil temporaturd,there is good reason to suspect an engine failure is imminent. Reduceengine power immediately and select a suitable forced landing field.Leave the engine running at low power during the approach, using only

,the minimum power required to reach the desired touchdown spot.

U

4—25

Flight Manual Edition 1 — May 1977 flREIMS/CESSNA F152 Revision 1 - August 1978

:iSPECJFIC OPERATION

SPINS

Intentic,,al spins are approved in this airplane. No spins should be attemp

ted without flmt having received dual insuctioa in both spin entries and

spin recoveries from a qualified instructor who is familiar with the spin

characteristics of the F152 airplane.

The cabin should be clean and all 1oe equipment (including the micro—

phone) should be stowed. For a solo flight in which spins will be conduc

ted, the copilot’s seat belt and shoulder harness should be secured. Si-ins []with baggage loadings or oucunied child’s seat are not approved.

The seat belts and shoulder harnesses should be adjusted to provide pro

per restraint during all anticipated flight conditions. However, care 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 ls should be allowed for a

1 —turn spin and recovery, vhiIe a 6—turn spin and recovery may require

somewhat more than twice that amount. For example, the recommended

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 completed

well above the mininirim 1500 feet above ground level. 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.

Ii

U

U

U4-26

Flight Manual Edition 1 — May 1977REIMS/CESSNA F152 Revision I — August 19

0

aSPECIFIC OPERATION

oFUI U STAI I ,A PPLY LII.

/ RLODEII DELI ECTION IN/ IIE.IlIED DII(FCTION AND

I EVIL AFT EL LVATO4S

/ CONTISOLPOWER OFF AILEHONS NEUTRAL /

oo.1

--

0:1 I oIIINITF: ISIDDLIISUPIICATION FOLLOWED—%_

IV FOIDIAIS 0 EL EV ATOR

AS TII;: I?OTATON5VOINI I’TN 0 ZR

5 DO \KE .5 SMOOTHIILCOVLIIV RUM THEHESULTINO DIVE.

U

0

Figure 4-9

1 4—27


REIMS/CESSNA F152 Revision 1 - August 1978

Regardless of how many turns the spin is held or how it is entered, the fol

lowing recovery technique should be used

1)VERIEY THAT THROTTLE IS IN IDLE POSITION AND AILERONS ARE

NEUTRAL.

2) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF

ROTATION.

3)JUST AFTER TEE RUDDER REACHES TEE STOP, MOVE THE CONTROL [3WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. FULL

DOWN ElEVATOR MAY BE REQUIRED AT AFT CENTER OF GRAVITY -

LOADINGS TO ASSURE OPTIMUM RECOVERIES. El4)HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. PREMATURE

RELAXATION OF THE RECOVERY CONTROL INPUTS MAY RESULT IN [3EXTENDED RECOVERIES.

5) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH

RECOVERY FROM TEE RESULTING DIVE.

NOTE

If disorientation precludes a visual determination of the di- 1]rection of rotation, the symbolic airplane in the turn coor

dinator or the needle of the turn and bank indicator may be

referred to for this information.

Variation in basic airplane rigging or in weight and balance due to [3installed equipment or cockpit occupancy can cause differences in

behavior, particulary in extended spins. These differences are nor

mal and will result in variations in the spin characteristics. Ilowever, [3the above recovery procedure sIs1d always be used and will result

in the mt expeditious spin recovery.

Intentional spins with fla extended are prohibited, since the high

speeds which s]iay occur during recovery are potentially damaging to

the flap/wing sucture.

B

4-28[1

Flight Manual Edition 1 — May 1977RUMS/CESSNA F152

SECTION 5

0 PERFORMANCE

NOTII1CATION

The tables appearing on tile following pages result from actual tests

ti with an airplane in good flying condition. They will be useful in flightplanning nevertheless, it will be advisable to plan on an ample safetymargin concerning the fuel reserve at arrival, since the data given doesnot take into account the effects of wind, navigational errors, pilottechnique, nm-up, climb, etc. All these factors should he considered

- when estimating the reserve required by regulations. Don’t forget thatmaximum range increases by using a lower power setting. To solvethese problems, consult the Cruise Performance table.

Remember that the charts contained herein are based on standard dayconditions.

MAXIMUM DEMONSTRATED CROSSWINDS

The maximum demonstrated crosswind component for take-off andlanding is 22 km/h — 12 kts — 14 MPH.

.0

o0

c5-1


RUMS! CESSNA F152 Revision 2 — May 1979

[3

NOISE LEVEL [3According to the regtttation in force dated 15 April 1977,

tiic ,na,imum allowable noise level for thc Reirnsjcessi,a

Nludel Fl 52 at 753 k certificated maximum weight is

70. 1 d 13(A).

Tic noise level determined according to the above shown

regulation at maximum contlimous power is 65.0 d B(A).

The type certificate of noise limitation n° N38 has been

dci vered to the Reims/Cessna Model F 12 on 13 September 1979

according to the regulation in force dated 30 July 1975.

4 /1

ri /)1,e,%J. 4; €c/

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C0

CIVIL AVL4TION.AUTLIQRITYADbfl1ONAL LIMITATIONS AND INFORMAtION P0kUNITED KINGDOM CERTIFICATION

CAA Change Sheet 101 Issue 2 to the Cessna 152 and Rcims/Cessna 152 SeriesPilots Operating Handbooks/Flight Manuals listed below.CESSNA Constructor’s Registration152Serial No. /G S C Murk fr — % F

The limitations and information contained herein either supplement or, in the case ofconflict, override those in the Pilot’s Operating )landbooklPlight Manual.PERFORMANCETo allow for the performance determined for this series of aeroplanes, the fotlowingadjustments must be made to the perfonnance scheduled in the Pilots OperatingHandbook/Flight Manual.

I. Increase the take-olTdistance by 5%2. Decrease the scheduled rate of climb by 60 ft1inin. Note that thiswill affect (he time, fuel and distance to climb (to altitude) data.This adjustment becomes effective from the date of approval of this Cluinge Sheet andis to be applied in addition to any other adjustment of perforiiiunce specified in thePilots Operating Handbook/Flight Manual.

APPLICABILITY‘This Change Sheet is applicable to the following Pilots operating I laudhooks/FlightMuntial s:Aircraft Type Reference Aircraft ‘lype RelèrenceModel 152 DI 107 • AcrobutAl52 1)1108Model 152 1)1136’ AerobatAl52 1)1137’Model 152 1)1170’ AerobatAt52 1)1171’Model 152 1)1190’ AerobatAl52 1)1191Model 152 1)1210” AerobatAl52 1)1211 “Model 152 1)1229 “ AerobatAl52 D1230 “Model 152 1)1249” AerobulAlS2 D1271 “Model 152 D1270 “

ReimsCessnaFlS2 1)1107” ReimsCessnaFAl52 DUOS’”RemsCessiia F152 1)1136” Rein’s Cessna P.4152 Dl 137’”ReimsCessnaFl52 D1170”’ ReimsCessnaFAl52 D1171 ‘‘Reims Cessna F152 Dl 190”’ Reims Cessna FAIS2 Dl 191 “To be inserted in Section 5 of’ the Pilots Operating HandbookJFlight Manualfacing thepages detailing the Bate of Climb and Take-OffDistances as follows:Manuals marked • Pages 5-4, 5-1!, 5-l2and 5-IS 4Manuals marked ‘ Pages 5-4, 5-12. 5-13 and 5-14Manuals marked “ Pages 5-4, 5-5, 5-6,5-7 and 5-8The cAA revisions record sheet is to be amended accordingly. 0CAA Change Sheet 10)

CAA ApprovedIssue 2 Puge i or i6 March 1995

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Flit Manual EcIiti, 1 - May 1977REIMS/CESSNA F152

9

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S-7


HElMS/CESSNA F152 Pevisiou 2 — May 1979

RANGE PROFiLE

45 MINUTES RESERVE - 24 5 US Gal - 93 1 USABLE FUEL

CONDITIONS 758 kg — Recommended Lean Mixture for Cruise

-

SrandaTeinperature_-_Zero Wind

______

t Ft

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(556) (648) (741) (833) (926)

RANGE - NM (km) UNOTES I. This chait allows for the fuel used fur engine stast, taxi,

rakeoff a,,d climb, and the distance during climb as shown

in figure 5-6.

2. Performance is shown for an airplane equipped with speed

fairings which increase the cruise speds by approximately

3,5 km/h - 2 las - 2,5 Mfl-l.

Figure 5-8 U.-j

12000

(3658)

10000

(3048)

8000

(2438)

6000(1829)

4000

(1219)

2000

(510)

S. L.

5—12

Flight Manual Edition 1 — May 1977REIMS/CESSNA F152 Revision 2 — May 1979

--

-

ENDURANCE pR0FrLE45 MINUTES ftESERVE - 24, 5 US Cal - 93 1 USABLE FUEL

CONDITIONS 758 kg- Recommended Lean Mixture for Cruise -

;tandard Temperature - Zero Wind

El10000

(3048)

(2438)

C6000

(1829)

LI4000

(1219)

2000

(610)

S. L.2 3 4 6

ENDURANCE - HOURS

NOTE: This chart allows for the fuel used for engine ctat, taxi,

ta) Doff and climb, and the time during climb as shownin figure 5-6.

C]Figure 5-9

5—13


REIMS/CESSNA F152 Revision 2 — May 1979

550 600 650 700

(1019) (1111) (1204) (1296)

RANGE - NM (l’ni)

NOTES 1. This chart allows for the fuel used for engine start, taxi,

takerff and climb, arid the diance during climb as shown

in fl:-ure 5-6.

-

2. Performance is shown for an airplane equipped with speed

fairitigs which increase the cruise speeds by approximately

3,5km/h: Zkts - 2,5MPH.

-

RANGE PROFILE

45 MINUTES RESERVE - 37,5 US Gal - 142 1 USABLE FUEL

CONDITIONS 758 kg - Recommended Leais Mixture for Cruise -

Standard Temperature - Zero Wind

12000

(3658)

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(3048)

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(2438)

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(1829)

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(1219)

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(610)

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(926)

Figure 5—10

REiMS/CESSNA FIS2 Rovision 2 - May 1979

FHgI’t Manual EdJ’:Ion I — Mny 1977

CONDITIONS; 758 kg — Recommended Lean Mixture for Cruise —

ENDU R\NCE PROFILE

45 MINUTES RESERVE — 37,5 US Gal — 142 1 USABLE FUEL

Standard Temperature - Zero wind,

El

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5 6 7 8 9

ENDURANCE - HOURS

NOTE J his chart al!ows for the fuel used for engine start, taxi,takeoff and climb and the time during climb as shownin figure 5—6.

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--

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En

a En

ft 0 ‘0

Flight Manual jdition 1 — May 1977

REIMS/CESSNA F152

SERVICING

For quick and rr v ‘efercuce, quantitie3, materials, and specifications

for frequently nice items (such as luel, oil, sic. alt shown

under Servicing R” lirements on the following pages.

In addition to tie E(TERlOR INSPECTION covered is, Section 4,

COMPLETE ser’ til,g, inspection, and test requirements for your aircraftare detailed in Ihr uircraft Service Manual, The Service Manualoutlines all item vJ,ich require attention at 50, 100, and 200 hourintervals plus ti,ecc items which require servicing, inspect ion, and/ortesting at speci:’’ r; srvals.

Since Dealers cc’s’! ut all service, inspection, and test procedures inaccordance wit’ as .,‘icable Service Manuals, it is recommended thatyou contact your I -tier concerning these requirements and beginscheduling you z’ ircraft for service at the recommended intervals.

The manufactu, r ‘ngressive Care ensures that these requirements areaccomplished at ‘w required intervals to comply with the 100-hour orANNUAL inspec Or.

Depending on v flight operations, ynur local Go ren,ment AviationAgency may re usc. dditional service, inspections, or tests. For theseregulatory requl s.•. nts, owners should check with local aviation officialswhere the aircra being opemted.

6-0. 1

Flight Manual :dition I - May 1977

REIMS/CESSNA F152

BENGINE OIL

mADE AND VISCOSITY lOR TEMPERATURE Rj

The airplane was delivered from the factory with

aircraft engine oil. This oil should be drained air

-;>pemtion, and the following oils used as specifie;’

ambient air temperature in the operating area.

dlL—L—6082 Aviation Grade Straight Mineral 0

:upply during the first 23 hours and at the first 25

Continue to Inc until a total of 50 hours has accu.

;onsumption has stabilized.

SAE 50 above 16°C

SAR 40

SAE 30

SAE 20

1IL-L-22851 Ashless Dispersant Oil This oil ml’ used after the

first 50 hours or oil consumption has stabilized.

or AE 50 above 16°C

between - 1°C and 32°C.

or SAE 40 between -18°C and 21°C.

below - 12°C.

CAPACITY OF ENCINE SUMP - 6 Quatts - 5.7 1

Do not operatc on les, than 4 quarts (3. 8 1). To i.

through breathcr fill to 5 quart (4. 8 1) level for L

than 3 hours. I or extended flight, fill to 6 quartsquantities refer to oil dipstick level readings. flu.

changes, one :,dditio .1 quart (0.9 1) is requiredchanged.

OIL AND OIL IILflIi 1-lANCE

,‘fter the first ;iS ho,,,.. of operation, drain engine

-,d clear. the ... I pre re screen. If an oil filter

.iter at this tie. R. U sunip with straight nune

n.tal of 50 Io,::; has o. cumulated or oil consumpt

be,.veen —1°C and 32°C

between -18°C and 2l@C

below -12°C.

.crosion preventive

e first 25 hours of

the average

.Jse to replenish

oil change.

ed or oil

SAE 40

SAE 40

SAE 30

SAE 30

B

S

U

El

D

B

U

S

Btize loss of oil

il flights of less

I). These

oil and oil filter

the filter is

Imp and oil cooler

tilled, change

il and usc, until a

as stabilized then

Li

j

El0. 2

Flight Manual Edition I — May 1977hElMS/CESSNA F152

change to dispersant oil. On airplanes not equipped with an oil filter,

drain the engine oil sump and ofl cooler and clean the oil pressure screen

each SO hours thereafter. On airplanes which have an oil filter, the oilchange interval may be extended to 100-hour intervals, providing theoil filter is changed at 50—hour intervals. Change engine oil at least

every 6 months even though less than the recommended hours have

accumulated.

Reduce intervals for prolonged operation in dusty areas, cold climates,or when short flights and long idle periods result in sludging conditions.

FUEL

bOLL Grade Aviation Fuel (Blue).

• NOTE

100 (Formerly tOO/130) Grade Aviation Fuel

(Green) with maximum lead content of 4. 6 cm3

per gallon is also approved for use.

CAPACITY EACH STANDARD TANK - 49 1 - 13 US Gallons

CAPACITY EACH LONG RANGE TANK - 74 1 .- 19. 5 US Gallons.

NOTE

Due to cross-feeding between fuel tanks, the tanksshould be re-topped after each refueling to assuremaximum capacity.

6-0. 3

Flight Manual Edit • 1 — May 1977

REIMS/CESSNA F152

fl’:

* B

U.

Di

LANDING GEAR

NOSE Wl-Ji[LL i [RE PR SURE :2. tO bar - 30 psi on 5. -5, 4-ply

r.IctI tirc.

MAIN WHEEL TIRE PR SSURE 1.45 bar - 21 psi on 6. )-6, 4-ply

rated tires.

NOSE GEAR SHOCK S RUT -

Keep filled with MIL-EI-5606 hydraulic fluid and inflate with air to

1.40 bar - 20 psi. Do not over-inflate.

6-0.4

IL

u.

I

Fltiit ?tantc 1REIMS/CESSNA P152


GROUND HANDLE

The airplane is mo:t easily and safely maneuvered by hand with a tow—bar attached to the jose wheel,When using the tcu -bar, never exceed the turning angle of 30° eitherside of center, or damage to the gear will result,

MOORING YOUR AIRPLANE

Proper tie-down is the best precaution agai,,st damage to your parkedairplane by gusty or strong winds, To tie down your airplane securely,proceed as follows

r,

2,3.

Set parking brake and install control wheel lock.Install a surface control lock between each aileron and flap.Tie sufficiently strong ropes or chains (320 kg tensile strength)to wing and tail tie-down fittings, and secure each rope to ramptie-down.4. Install a surface control lock over the fin and rudder.5. Install a pitot tube cover.6. Tie a rope to an exposed portion of the engine mount and securethe opposite end to a ramp tie-down.

I The windshield and windows should be kept clean at all times. Washthem carefully with plenty of soap and water, using palm of l,and0chamois or sponge may be used, but only to carry water to the surface,Rinse thoroughly, then dry with a clean, moist chamois,-Rubbing the surface of the plastic with a dry cloth builds up an electrostatic charge which attracts dust parthtles in the air the use of achamois prevents such a dust attractionS

MAINTENANCE

LIWINYJSHIELD

- WINDOWS

U

U

Li 1 6-0.5


REIMS/CESSNA Ff52

Remove oil and grease with a cloth moistened wish kerosene. Never use

gasoline, benzine, alcohol, acetone, carbon tetracloride, anti-mist

fluid, lau]uer thinner, ctc•. These materials will aoften the plastic

nd ‘lay ause it to craze.

After renoving dirt and grease, thesurface may be waxed with a good

grade of vax. Apply a thin, even coat of ‘vax and b ing it to a high

polish by rubbing lightly with a clean, dry, soft flannel cloth. Do not

use a power buffer the heat generated by the buffing pad may soften

the plastic.

PAINTED SURFACES ciThe painted exterior surfaces of theaircraft require an initial curing

eriod which ‘nay be as long as 15 days. During this curing period, som

precautions should be taken to avoid damaging the finish. The finish []should bc cleaned only by washing ith clean vater and mild soap,

ioiiowed bya rinse water and drying with chamoit. Do not use polish

or ‘vax, and avoid flying through ra4n, hail or sleet tiuring this period.

Once the finish has cured completel’, wax or polish may be used, par

ticularly on the leading edges, engine nose cap, and propeller spinner

to reduce the abrasion encountered In these areas. U

PROPELLER CARE

Preflight inspection of propeller blades for nicks, and wiping them [1!occasionafly with an oily cloth to clean off grass and bug stains will

assure long, trouble-free service. Snall nicks on the blades, particularly

near the tips and on the leading edges, should be dressed out as soon as

possible since these tucks produce stress concentrations, and if ignosed,

may resuit in cracks. Never use an alLaline cleaner on the blades

remove grease and dirt with carbon tetrachioride. U

INTERIOR CARE

To remove dust and loose dirt from the upholstery, i,adli,ter, and carpet,

clean the interior regularly with a vacuum cleaner. r

Oily spots may be cleaned with household spot renuc ers, used sparngl.

Before using any solvent, test it on an obscure place on the fat tic

to be cleaned. Never saturate the fabric with a void He solvunt ‘t may

damage the padding and hacking materials. -

U

6-0.6Li

Flight Manual Edition 1 — May 1977REIMS/CESSNA F1

The royal c trim, irirument panel and control knobs need only bewiped off vitIi a dainr coth. Oil and grease ci] the control wheel and-

control knol’s can be ti:jnoved with a cloth moistened with kerosene.Volatile scilvents, sucl as mentioned in paragtaphs on care of thewindshield, must ne, er be used since they sofion and craze [lie plastic.

NOTE

-D All 5ervii rocedures are descnibod in detail in theM,jntenanc. Guide available with the aircraft.

-p-p

!t1

6-0.7

n11

I]

a11

U

U

Li

U

aU

U

Ii

Flight Manual Lliin 1 — May 1977U RBl1SiCESSNA F 152 Br 1cion 2 - May 1979

• OPTIONAL EQUIPMENT LIST

CRIP’1V)N PAGE APPROVAL

- Whit aiion kit 6-1.1 and

6—1.2

- Cr.rI Service Plug Receptacle 6-2.1 and6-2.2

- Radio transmitter Sclecto, Switch 6-3.1

D- Boom Microphone 6-3.1

U- True Airpecd Indicator 6-4.1

K7R44spBADIN CROUZET [‘GlOB :7AII=yro

Coupling VOmni Coupling 6-5.3 JA

- NiIit VFR Operation 6-6.1-

“

Instrument Flying (IFR) 6-7.1 -

0

ci

ci

6—1.0 (1/2)

11

1]

II]

p

B

11

nII

B

U

U

U

0

Flight ManualRUMS/CESSNA F1Sz

Edition 1 - May 1977Rvision 2 — May 1979

D.G.A.C Approved

OPTIONAL EQUIPMENT LIST

iiD

6-1-0 (2/2)

0

n[I

[1

II

aa

fl Flight Manual Edition 1 — May 1REIMS/CESSNA Fl52 Revision 2 - May

I WINTERIZATION KIT jSECTION 1

El GENERAL

H For continuIs operation in temperatures consistently below - 7°C, theLi winlerizatic kit should be installed to improve engine operation.The kit consists of

LI - Two shieii5 to paitially cover the cowl nose cap openings.— An insulation for the engine crankcase breati-er line.

[1 NOTE

- Cice installed, the crankcase breather insulation is

U arproved for permanent use in both cold and hotwe tiier.

USECTION 2

LLMITATIONS

The Iollowinr information must be presented ii the form of placardswhen the ar lane is equipped with a wiuterization kitS

1. Cii each cover plate

REMOVE WHEN

OAT EXCEEDS - 7° C.

LI

oLI DGAC APPROVED 6-1.1


BUMS/CESSNA F152 Revision 2 - May 1979

S2. On the map compartment door in the cabin

W1NTERIZATION KIT MUST BE REMOVED [IWI-TEN OUTSIDE AIR TEMpERATURE IS

ABOVE - 70 C•

Refer to Section 2 of the airplane flight manual for the other

limitations• 11There is no change to Sections 3 through 5 of the airplane flight

manual when this optional equipment is installed,

S

I1

LI

E1

U

U

U

U

6—1.2‘1

Flight Manual Edition 1 — May 1977BRIMS/CESSNA F152 Revisict 2 — May 1979

(GRouNIERvIcE_PLUG R,CEPTACI4E

0SECTION 1

GENERAL

A ground service plug receptacle tnay be installed to permit the useof an external po’ ur source for cold weather starting and during lengthlymaintenance vork on the electrical and electronic equipment.

SECTION 2

LIMITATIONS

The following inferu ation must be presented in the form of a placardlocated on the insid” of the ground service plug access door

CArrION 24 VOLTS D.C.This aircmft is equipped with alternatorand i negative ground system.OBS WE PFCPER POLARITYReve polarity will damage electricalcon! ‘onents

LIRefer to Section of the aircraft flight manual for the other limitations.

SECTION 4

NORMAL PROCEDU RES

1. Master Switch ‘ON” just before connecting an external powerLi source.

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Flight Manual Edit! 4 1 — May 1977

REIMS/CESSNA F152 Revi. on 2 — May 1979

WARNINC

WI,en turning on the master switch, usi an ex

ternal power source, or pulling the pro •;ller

U, rough by hand, tn. 5 the propell ci as the

ignition switch were ON. Do not stand, wi allow

anyone else to stand, within the arc 01 He pro——

peller, since a loose or broken wire, c. ,, compo

nent malfunction, could cause the proi ler to

rotate,

NOTE

This is especially important since it will en ‘e the battery to absorb

transient voltages which otherwise might dai ge the transistors in

the electronic equipment.

2. The battery and external power circuits havc been designed to

completely eliminate the need to ‘jumper” cross the battery

contactor to close it for charging a complett y “dead” battery.

A scial fused circuit in the external powe: .ystem supplies the

needed “jumper” across the contacts so that cith a “dead” battery

and an external power source applied, turni; the master switch

“ON” will close the battery contactor.

iiRefer to Section 4 of the airplane flight manual r other normal

procedures.

There U no change to Sections 3 and S of the irplane flight manual

when this optional equipment is utilized.

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)GAC APPROVED

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Flight Manual Edition I — May 1977REIMS/CESSNA P152

OPTIONAL EQUIPMENT

P HE A IRS PEED INDICA TORI

SECTION 1

GENERAL

A true airspeed in-’i’:ator is available to replace the standard airspeedindicator in yo plane. The true airspeed indicator has a calibratedrotatable ring wLh works in conjunction with the airspeed indicatordial in a manner i -nilar to the operation of a flight computer.

SECTION 4

FORMAL PROCEDURES

1. To obtain nor airspeed, rotate ring until pressure altitude isaligned wil I; c”side air temperature in degrees Fahrenheit.

2. Read tme ai,-1,eed on rotatable ring opposite airspeed needle.

NOTE

Pressnu .iritude should not be confused with indicatedaltitud,’

- To obtain pressure altitude, set barometricscale co tl’imeter to ‘29. 921 (1013 mb) and readpressu na Litude on a Itinieter. Be sure to return altimeter la’ “nettle scale to original baitmetric settingafter pr-ire altitude has been obtained.

Refer to Section 4 of the airplane flight manual for other normalprocedures.

There is no ci,”’--: In Sectio,’c 2, 3 and 5 of the airplane flight manualwhen this optior- I -:quipment is installed.

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Flight Manual Edirion 1 — May 1977RIMS/CESSNA FlS2

- CIONALEQUIPMENT

OIL QUICK-DRAIN VALV

SECTION 1

GENERAL

An oil quick-drain valve is optionally offered to replace the diin plugin the oil suinp drain part. The valve provides a quicker and cleanermethod of draining enine oil.

SECTION 4

NORMAL PROCEDURES

1. Slip a hose over the end of the valve.2. Route the hose to a suitable container.3. Push upward on the end of the valve until it snaps into the open

position. Spring clips will hold the valve open.4. After draining, we a screwdiLver or suitable tool to snap the valve

into the extended (closed) position and remove the drain hose.

There is no change to Sections 2, 3 and S of the airplane flight manualwhen this optional equipment is utilized.

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Flight Manual Edition 1 — May 1977EIMS/CESSNA Fl52

OPTIONAL EQUIPMENT --

fl BADIN CROUZE; L(;IOB AUTOMATIC PILOT+ DllkECONAL

GY? OUPLING + 0MM COUPLING

SECTION 1

GENERAL

BREAKDOWN OF CES. A. 150. 770 OPTION

A. BADIN CROUZE] HUB Automatic Pilot

This automatic 1Lt is intended for stabilization or control of theaircraft in roll pm1 yaw through the roll control system.

The major conIJm its are as follows

- A flight contrni.- A roll/yaw semi”,— An air distribiif

— Two aileron cr-!.,1 air-driven actuators.- A vacuum source.

— Mechanical p

B. Directional Gyro (lipling and Omni Coupling

The above autoi’- ttfr pilot may be supplemented with thefollowing equipin c:it

— A vacuum-dri’ directional gyro.— A HDG_VORr ivigation coupler.

SECTION 2

U OPERATION LIMITAT: :5

The automatic pilot I not be used for take-off and landing.

Minimum operation a! de :200 in - 656 ft.

LI DGAC APPROVED6-S. 1

Flight Manual Edition May 77

REIMS/CESSNA F152

SECTION 3

EMERGENCY PROCEDURES flAUTOMATIC PILOT FAILURE

1. Take over manual control of the aircraft. [12. Set autopilot “ON-OFF” switch to “OFF”.

3. Close “VIDE P. A. “(“A.?. VACUUM”) valve on the mr cut

panel. [1ELECTRICAL FAILURE

1. Any electrical failure will result in the failure of the an tic flpilot and may be cause for residual forces to be overpov

2. Apply the above procedure.

SECTION 4

NORMAL PROCEDURES[I

BEFORE TAKE-OFF

1, Set “ThRN” and “TRIM” knobs to neutral.U

2. “STAB—l-WG” selector switches — “STAB”.

3. Autopilot “ON—OFF” switch — “OFF”.

4. “VIDE P. A.” (“A. P. VACUUM”) valve - “OUVERT” ( N”).

5. Suction gage - Check (4.6 to 5.4 inches of mercury).

TAKE-OFF II1. Autopilot “ON-OFF” switch - “OFF”.

AUTOMATIC PILOT 4GAGEMENT

1. While holding the control wheel, set the following swii

follows

- “STAB-HDG” selector switch — “STAB”.

- Autopilot “ON-OFF” switch - “ON”.

- Release the control wheel

2. Adjust “TRIM” knob for zero rate.

3. Maintain a steady climb angle with the manual flight c Is

without counteracting the transverse movements induce: lie

automatic pilot.

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REAMS/CESSNA P157

4. To ‘Ice tunis, rotate “TURN” knob to “1)’ or “R” according toth sired turn direction.

5. Ro out Return knob to neutral.

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6. “i NI” knob must be readjusted from time to time to compensafo: nodynamic asymmetry.

LINOTE

jim automatic pilot is operative as soon as engaged.

DIRECTi NAL GYRO COUPLING

1. Se1: :1: desired heading on the directional gyro compass card(ali::’ied with rnagi’etic compass heading).

2. Sd IIDG-.VOR” selector switch to “HDG”.3. Sd F STAB-HOG” selector switch to “HOG” — The aircraft turns

to the selected heading.4. “SR’.13-HDC” selector switch need not be set to “STAB” to

chiee heading or to reset the directional gyro.

OMN1 (XtJPLINC FUNCTION

1. So the selected station frequency at the Onani control unit.2. Sd:’ t desired heading on the directional gyro compass card and

tho floni indicator.3. Set ‘HDGVOR” selector switch to “VOR”.

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REIMS/CESSNA F152

Check ‘STAB-HDC” selector switch is set to “HDG”.

S. The selected heading is automatically maintained or correctea

NOTE I]If the aircraft is subjected to strong crosswind conditions,

it is recommended to allow for a certain amount of [Jdrift upon heading selection on the directional gyro

compass card, not altering the course selected on the

Omni indicator. LIThere is no change to Section 5 of the airplane flight manual when this

optional equipment is irutalled. U

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Flight Manual Edition 1 — May 1977REIMS/CESSNA F 152 Revision 1 — August 1978

:pHONAL EQUIPMENT

YGHT VFR OPERATION

SECTION 1

GENERAL

DESCRIPTION0 For night VFR op i F 152 pñvate aircraft must be equipped withthe following stacrI equipment (5) and optional equipment (0).

DES HWTION OF EQUIPMENT5/0

O — One Artificial hon0One Gyroscopic Turn Indicator (with supply sourceseparate from tH of the artificial horizon)S— One Gyroscopic l)iiectional Indicator

- 0— One Gyroscopic Instrument Power Monitoring System 0— One Rate of CI-bindicator- One Flashing 13c;.ccn

-‘

0— Position Lights

s- Landing Light0— One Instrument isel Adjustable Lighting System o— One Category 2 VHF Transmitter—Receiver0- One Category 2 VOR Receiver or One Category 2 ADFSystem /o— One Electric Fl light0

There is no chat’ n Sections 2 thin S of the airplane flight manualwhen these option I equipment are installed.

J, / )pD’t- .4 ot

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OPTIONAL EQUIPMENTINSTRUMENT FLYING (IFR)

SECTtON 1

GENERAL

DESCRIPTIONFor IFR operatiz, F 152 private aircraft must be equipped with the following standard equipment (5) and optional equipment (0).

DESCRIPTION OF EQUIPMENT 5/0VArci:— One Artificial Horizon

0— One Gyroscopic Turn Indicator (with supply sourceseparate from that of the artificial horizon) S— One Gyroscopic Directional Indicator0— One Gyroscopic Instrument Power Monitoring System 0El — A Second Seurijive and Adjustable Altimeter 0— One Pitot Tube0— One Alternate Static Ptessure Source0- One Rate of Cflmb IndicatorS— One Outside Air Temperature Gage0— One Electric Clock with Second Hand0— One Flashing Beacon

— Position LightsS- Landing Light

— One tnstrnmet:Panel Adjustable Lighting System 0- One Pocket with Two Spare Fuses Each Rating 0— Two Category 2 VHF Transmitter—Receivers 0- One Category 2 VOR Receiver0— One Category 2 NAy Receiver with Localizer and ItS 0— One Category 2 Marker Beacon System0— One Category 2 ADF System0

ForTypHArc:;1/S — Same Equipnut a Type V Area Equipment

— One Category 2 HF Transmitter—Receiver 0NOTE For night flights, the crew should have an electricflashlight available.

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Flight Manual Editico 1 — May 1977BRIMS/CESSNA F152 Revision 2 — May 1979

OPTIONAL EQUIPMENT

U ECONOMY MDCTUP JDICATOR

SECTION 1

GENERAL

The Econc Mixture Indicator is an exhaust gas temperature (ECT)sensing devH. which visually aids tire pilot in adjusting the cruise mixture. Exha- as temperature varies with fuel—to—air ratio, power andRPM. Ho a, the difference between the peak EGT and the EGT atthe cruise n. tuft setting is essentially constant and this provides auseful lear nd

SECTION 4

NORMAL PROCEDURES

Operating ‘uctions are as follows

Exhaust ga ‘ uperature (ECT) may be used as an aid for mixtureleaning in cn ing fJight at 75 94 power or less. To adjust themixture, ti this indicator, lean to establish the peak ECT as areference ut and then enrichen the mixture by a desired incrementbased on ti.’ ble of page 6—8.2.

[] This best cue ‘ny mixture setting results in approximately 6 94 greaterrange Lisa,’ wa in the cruise tables of this manual accompanied byapproximnauNr 7,5 kin/h — 4 kts — 4.5 MPI-I decrease in speed.El

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Flight Manual ition 1 - May 1977

RUMS/CESSNA Ff52 .wision 2 — May 1979

When leaning the mixtnre under some condition igine roughness

may occur before peak EGT is reached. In this ,operate at the

Bcomrneied Lean Mixture. Any change in a, te or throttle

peition vifl require a recheck of EGT indicati.

MD(TUREDCIi T GAS

DESCRIPTION TEN ATURE

n

RECOMMENDED LEAN

(Flight Manual and 25°F — (14°C) zof Peak ECT

C onaputer Performance)

Li.BESTECONOMY

Pe :;T

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URefer to Section 4 of the airplane flight manuaf other normal

procedures. There is no change to Sections 2, 3 I S of the

airplane flight manual when this optional equi1. .1 is installed.

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flighi Manna) Edition 1 — May 1977REIMS/CESSNA Fl52

!J2J WEATHER OPER. ON

Refer to the general W7 I’ temperature starting information under startingengine in Section 4 of manual. Avoid prolonged engine operation onthe gnund and the ma. . urn temperature at which cooling is certified is37. 8°C hot day.

No minimum air temp ‘ste has been established.

NIGHT VFR AND l’FF t. :ROVAL

Refer to pages 2—2, 6—’i. I and 6—7. 1 of this manual.To be deleted.

NOISE LEVELRefer

to page 5—tA of ‘“is manual•To be deleted

ADD the follvbig item I in NOTES of page S-l7olthis manual4. For flaps-up landing. snake an approach at 111 km/h -60 kts -69MPH LAS and increase cH9tances (both “Grand Roll’ and “Total to Clear15 ru Obstacle”) by 30

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