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Cessna 152a
Cessna 152a
STUDY MATERIAL.
1. Section 1 - GENERAL.
4. Static RPM range 2280-2380 rpm. (Carb. heat off and mixture leaned)
12. Take off has not been demonstrated with less than 2 gallons of fuel.
15. Emergency door release - unlatch door and pull the 'D' ring.
18. The a/c is equipped with alternator and negative ground system on 24
volt DC.
19. Airspeed limitations.
KCAS KIAS
Vne (never exceed speed) 168kt 172kt
Vno (max. structural cruising speed) 122kt 125kt
Va (manoeuvring speed) 106kt 108kt
Vfe (max. flap extended speed) 87kt 85kt
Max. window open speed 145kt 149kt
26. Ditching.
Transmit mayday on 121.5 mhz. and squak 7700 if transponder
installed.
Wing flaps 30 deg.
Power- Establish 300 ft/min descend at 55 KIAS.
30. If carb heat is used continuously, lean the mixture for max. rpm.
34. Illumination of low voltage lights occur at low rpm (such as low rpm
taxi). It shows that ammeter is discharging.
36. Landing without elevator control is by trim for horizontal flight and
by throttle and elevator trim control, with airspeed of approx.
55KIAS and flaps lower to 20deg. At flare out set the trim at the nose
up position and adjust power and wings level.
38. A vacuum system failure during flight (if electric standby vacuum
pump not installed) the direction gyro indicator and attitude
indicator is disabled and pilot have to rely on turn co-ordinator and
turn and bank indicator.
39. Turn coordinator and turn and bank indicator are electrically
powered and mechanically driven.
40. Execute a 180 deg. turn in case of inadvertently entering the clouds.
41. In clouds avoid over controlling by keeping the hands off the control
wheel as much as possible and steer only with rudder by monitoring
turn co-ordinator.
44. A gradual loss in rpm and eventual engine roughness may result from
formation of carburetor ice.
45. To clear carb icing apply full throttle and carb heat knob full out.
46. For continuous use of carburetor heat in cruise flight use min amount
of heat to prevent ice and lean the mixture for max rpm.
48. Indication of low oil pressure for normal oil temperature- oil pressure
guage or relief valve malfunctioning.
49. Total loss of oil pressure with rise in oil temperature- Engine failure
is imminent.
50. If the charging rate were to remain above the value on a long flight
the battery would overheat and evaporate the electrolyte.
51. The alternator control unit includes an over voltage sensor, which
automatically shuts down the alternator if the charge voltage reaches
approx. 31.5 volts.
56. Location of mixture control- on the right side of the throttle on the
control panel.
58. Nose wheel movement- 8.5deg on either side and 30deg max with
brakes
59. To check the generator whether the battery is charging or not- load
the system with landing lights etc and watch the ammeter for charge.
62. Stall warning- pneumatic type- 5-10 kts before the actual stall.
63. Blockage of the fuel vent will cause- the engine to cut-off.
66. Location of gyro instruments- Left of the control column arrange one
on top of other.
70. Electrical starter motor- mounted in front of the engine top left.
73. Fuel line quick drain valve- on bottom of fuselage near cabin door(on
the right wing).
74. Engine should not be operated for less than 4 quarts of oil.
79. Fuel tank sump quick drain valve- fitted on both the wing.
80. Pitot tube and stall warning on the leading edge of the left wing.
82. Mixture rich below 3000 feet and lean above 3000 feet.
83. Magnetos should be checked at 1700 rpm and rpm drop should not
exceed 125 rpm on either magneto or 50 rpm differential between
magnetos.
85. Weak intermittent firing followed by puff of black smoke from the
exhaust at start indication of over priming or flooding.
86. To check excess fuel- mixture idle cut-off, throttle full open and crank
the engine through several operations with starts.
87. Oil pressure indicator should show pressure indications within 30 sec
in summer and about twice that long in cold weather.
88. During take-off when carb heat knob is pulled out to the heat
position, air entering the engine is not filtered.
92. 10 deg flaps reduces the total dist. over an obstacle approx. by 10%.
93. At take-off 10deg flaps should not be cleared unless 60 KIAS speed is
attained.
94. Normal flight are performed with flaps up and full throttle and speed
5-10 kts higher than best rate of climb speed, for higher performance.
97. The certified noise level for the model A 152 at 1670 lbs max. weight
is 66.3 db.
98. Preheat is generally required with outside air temp. below -18deg
cel(0deg F) and is recommended when temp are below -7deg cel(20
deg F). Partial carb heat is avoided below -18 deg cel as this may
intimate icing condition range.
99. The mixture can be leaned for max. rpm below 3000 feet when using
75% or less power.
100. When balked landing wing flap setting should be reduced to 20deg
immediately after full power is applied.
105. Four engine mount stringer are attached to the forward doorpost
and extend forward to the firewall.
107. Ailerons are conventional hinged to the trailing edge of the wings.
108. Horizontal stabilizer also contains the elevator trim tab actuator
hinged to the right half.
109. The leading edge of both left and right elevator tips incorporate
extensions which contains balance weights.
110. The gyro instruments are arranged one above the other, slightly to
the left of the control column with low vaccum and low voltage
warning lights between them.
111. To the left of gyro instruments are ASI & Turn Co-ordinator.
112. The Altimeter, VSI, Digital clock, Suction gaze and navigation
instruments are above and to the right of control column.
113. The right side of the panel contain the tachometer, ammeter, EGT,
and additional equipment such as flight hour recorder and
accelerometer.
114. The fuel quantity indicator and engine instruments are on the left
switch and control panel under the primary instrument panel below
the pilots control wheel.
115. The engine control, wing flap switch, standby vaccum pump switch,
and cabin air and heat control knob are to the right of the panel
near the centre of the switch and control panel.
116. Directly below the controls are the elevator trim control wheel, trim
position indicator microphone and circuit breaker.
117. A map compartment to the extreme right side of the switch &
control panel.
118. The aircraft must be towed by never turning the nose by more than
30deg on either side.
120. The wing flaps are of single slat type with a max. deflection of 30deg.
The wing flap system is protected by a 15 amp-circuit breaker
labelled FLAP near the center of the switch and control panel.
123. The pilot's and passengers seats are available in two design- four
way and six way adjustable.
126. To lock the aircraft, set the aileron in neutral position and the
elevator slightly trailing edge down position.
127. Proper installation of lock will place the flag over the ignition
switch.
130. The oil temp and gaze on the left switch and control panel, operated
by an electrical resistance type temp. sensor receive power from a/c
electrical system. Green- 100deg F(38deg cel) - 245 deg F(118 deg
cel). Red- 245 deg F(118 deg cel.)
132. Flight hour recorder records elapsed engine time in hours and
tenths.
136. Oil is drawn from the sump (capacity 6 quarts) through an oil
suction strainer screen into the engine driven oil pump-
thermostatically controlled by pass valve.
137. Oil filler cap/oil dipstick on the rear of the engine on the right side.
141. Heated air from the shroud is obtained from the unfiltered outside
source.
142. The engine is equipped with an up-draft, float type, fixed jet
carburetor mounted on the bottom of the engine.
143. The primes draws fuel from fuel strainer when pulled out and
injects it to the cylinder intake part when pushed in.
144. To lock the primer knob must be rotated either right or left.
145. There are two intake opening for the ram air to enter, in front of the
engine cawling.
146. The a/c has two bladed, fixed pitch, one piece forged aluminium
alloy propeller which is anodized.
148. The left tank is vented and the right fuel tank filler cap is also
vented.
150. The aircraft has single disc, hydraulically actuated brake on each
main landing gear wheel. If one brake become weak or fails use the
other brake sparingly while using opposite rudder.
151. The aircraft is equipped with 28 volt d.c. electrical system which
uses 24 volt battery mounted on the right forward side of the
firewall & a belt driven 60 amp. alternator to maintain the battery
state of charge.
152. The flight hour recorder receives power through activation of oil
pressure switch whenever the engine is operating.
154. Indication of low voltage warning light and ammeter discharge- low
rpm with electrical load on the system.
157. Clock circuit & flight hour recorder circuit are protected by fuses
mounted adjacent to the battery.
158. All external lights are controlled by rocker switches on the left
switch and control panel.
159. The flashing beacon should not be used when flying through clouds
or overcast and particularly during night as they can produce
vertigo & loss of orientation.
160. Flood lights consists of a single red flood light in the forward part of
the overhead console used by rotating the panel. LT rheostat control
knob clockwise for the desired intensity.
163. For cabin ventilation- Cabin air knob out. For cabin air
temperature- cabin heat knob out. Additional air ventilation may be
obtain by adjusting ventilators near the upper left and right corner
of the windshield.
164. Ram air pressure- ASI (pitot static system). Static Pressure- ASI,
VSI, Altimeter.
165. A heated element in the pitot tube is operated by pitot heat on the
left switch & control panel, protected by 15 amp circuit breaker.
168. Vaccum system is engine driven and operate the AI and direction
indicator.
169. Attitude indicator are index marked at 10, 20, 30, 60, 90 deg on
either side of the center mark. Pitch and Roll attitude are presented
by a miniature a/c superimposed over a symbolic horizon area
having sky blue and ground white.
173. Static dischargers lose their effectiveness with age and should be
checked periodically; generally the wick should be replaced every
two year.
174. A portable dry chemical fire extinguisher (sodium bicarbonate) is on
the right cabin wall.
177. The serial no., model no., production certificate no., and type
certificate no. is found on the Identification plate on left rearward of
left pilot seat.
178. The finish and trim plate (a code describing the exterior scheme &
trim plate) is adjacent to the Identification Plate.
183. The Cessna Progressive Care has four operations which are recycled
each 200 hrs & are recorded in specially provided a/c inspection
logbook on each operation conducted.
184. The tow bar is stored on the flier in the baggage area.
185. A flat nose tyre or deflated strut increases tail height.
186. Do not set the parking brakes during cold weather, when
accumulated moisture may freeze the brakes or when the brakes are
overheated.
187. Tie down ropes or chain should have tensile strength of 700 lbs.
188. Jack pads incorporated in the main landing gear. Both landing gear
must not be jacked simultaneously using the individual main gear
jack pods.
189. The nose wheel may be raised off the ground by pressing down the
tailcone bulkhead just ahead of the horizontal stabiliser. (Do not
apply pressure on the elevator or outboard A
190. Levelling screws are located at stations 94-63, and 132.94on the left
side of tail cone.
191. Non-operational storage for max 30 days after 30 days flown for 30
min or ground run up should be made to produce an oil temp within
green arc.
194. The introduction of alcohol or EGME into fuel produces two distinct
effects-
i. Absorbs dissolved mater from the gasoline.
ii. Alcohol has a freezing temp depressant effect.
195. Isopropyl alcohol with max water content exceed 0.4% by volume
must be used such as anti-icing fluid ( MIL-F-5566).
196. Excess of EGME (greater than .15% by volume) will result in
detrimental effect to fuel tanks. Such as-
(i) Detoriation of protective primer and seal.
(ii) Damage to o-ring and seal in fuel system.
197. Prolonged storage of the airplane will result in water build up in the
fuel.
198. Nose wheel tyre pressure- 30psi on 5.00-5.4 ply rated. Main wheel
tyre pressure- 29 psi on 15*6.00-6.4 ply rated 21 psi on 6.00-6.4 ply
rated tyres.
199. Nose gear shock struts- filled with MIL-H-5606 hydraulic fluid and
with no load on struts inflate with air to 20 psi.
201. The digital clock is astro tech LC-2 quartz chronometer type with
four digit LCD. The back light is controlled by RADIO LT rheostat.
202. Just before connecting an external power the master switch should
be turned on.
203. If the ammeter does not shows charge or the low-voltage warning
light does not go off, the battery should be removed from the
airplane and be properly serviced prior to flight.
205. Strobe lights should be turned off when taxing in the vicinity of
airplane or during night flight through clouds fog or haze.
210. Satisfactorily engine cooling has been demonstrated OAT 23 deg cel
above standard.
211. During taxi strong quartering tail wind require caution- Avoid
sudden burst of throttle and sharp braking, use the steerable nose
wheel and rudder to maintain drift.
212. Tail wind increases by 10% for each increase in 9 kts. Head wind
increases by 10 % for each decreases of 9 kts.
For the approximate of effect of a non-standard temp is to increase
the time fuel and distance by 10% for each 10 deg cel above
standard fuel to climb standard temp.
214. Engine:
Manufacturer- Avco Lycoming.
Model no.- O-235-N2C.
Description- Normally aspirated, direct drive, air cooled,
horizontally opposed, carburetor equipped, four cylinder engine
with 233.3 cu in displacement. 108 rated BHP with 2550 rpm.
219. Propeller Model no.- 1A103/TCM 6958.
220. Weight-
Ramp wt.- 1675 lbs.
Take-off wt.- 1670 lbs.
Landing wt- 1670 lbs.
Wing loading- 10.5 lbs/ sq. feet.
Power loading- 15.5 lbs/hp.
JAYANT PANRUI
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