INTRODUCTION

to
CESSNA 152
Systems
By Abdulla Jalal © 2020

FIRSTEDITION
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 DISCRETION ADVISED

This document is entirely for Educational purposes and any future variation or updates to any
methods, or systems mentioned in this document should be verified with your flying instructor &
pilot’s operating hand book as well as service manual at all times.

Content used in this publication is with reference to Cessna 152 POH, Service Manual &
personal experience. Illustrations in this book are referenced & credited to the rightful owners
(refer last page for citation). Refer published Cessna 152 manuals for verification of content.
This document has no intention of generating any revenue or commercial use, and shall not be
used as such.

For distribution permissions write to publisher at

Abdulla.jalaal@gmail.com

Copyright © 2020 by Abdulla Jalal

H.athafaru

Male’ / Maldives 20015

All rights reserved. No part of this book or document may be altered in any form on by an
electronic or mechanical means without permission in writing from the publisher.

< FOR BEST PERFORMANCE VIEW ELECTRONICALLY VIA TABLET/PC >

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 Table of Contents
1 – Introduction Cessna 152 ..................................................................................................................................... 5
1.1 Aircraft Airframe in General............................................................................................................................ 5
1.2 AIRFRAME DIMENSIONS ................................................................................................................................. 6
1.3 ENGINE ............................................................................................................................................................ 7
1.3A ENGINE OIL ............................................................................................................................................... 8
1.3B FUEL SYSTEM............................................................................................................................................. 9
1.3C APPROVED FUEL GRADE & COLOR.......................................................................................................... 10
1.3D STARTER UNIT ......................................................................................................................................... 10
1.3E PROPELLER .............................................................................................................................................. 11
......................................................................................................................................................................... 11
1.3F CARBURETOR SYSTEM ............................................................................................................................. 12
Accelerator Pump............................................................................................................................................ 13
Carburetor Heat – Anti-Icing & De-icing ......................................................................................................... 15
1.3G ENGINE COOLING ................................................................................................................................... 16
1.3H MAGNETO SYSTEM ................................................................................................................................. 17
1.4 EMERGENCY LOCATOR TRANSMITTER (ELT)................................................................................................. 18
1.5 ELECTRICAL SYSTEM ...................................................................................................................................... 19
Alternator assembly ........................................................................................................................................ 21
Battery Specification & battery time .............................................................................................................. 21
1.6 ANTENNAS .................................................................................................................................................... 22
Communication antennas ............................................................................................................................... 22
GPS antennas ................................................................................................................................................. 23
Loran Antennas ............................................................................................................................................... 23
Transponder antennas .................................................................................................................................... 23
Marker beacon antennas ................................................................................................................................ 24
Navigation antennas ....................................................................................................................................... 24
Radio altimeter antennas................................................................................................................................ 25
UHF Antennas ................................................................................................................................................. 25
1.7 LANDING GEAR.............................................................................................................................................. 26
1.7A MAIN GEAR ASSEMBLY ........................................................................................................................... 27
1.7B NOSE GEAR ASSEMBLY............................................................................................................................ 27
1.7C PNEUMATIC OLEO STRUT DESIGN .......................................................................................................... 28
1.7D BRAKE SYSTEM DESIGN .......................................................................................................................... 29
1.7E TIRE PRESSURE ........................................................................................................................................ 31
1.8 CONTROL SURFACE MOVEMENT ANGLES .................................................................................................... 31

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 1.9 FLAP SYSTEM ................................................................................................................................................. 32
1.10 AILERON SYSTEM ........................................................................................................................................ 33
1.11 ELEVATOR SYSTEM ...................................................................................................................................... 34
1.12 TRIMMER SYSTEM....................................................................................................................................... 35
1.13 PITOT STATIC SYSTEM ................................................................................................................................. 36
1.14 GYROSCOPIC SYSTEM .................................................................................................................................. 36
1.15 THE PILOT 6-PACK EXPLAINED .................................................................................................................... 37
Airspeed Indicator ........................................................................................................................................... 37
Attitude Indicator (AI) ..................................................................................................................................... 37
Altimeter ......................................................................................................................................................... 37
Turn Coordinator (TC) ..................................................................................................................................... 38
Heading Indicator (HI) ..................................................................................................................................... 38
Vertical Speed Indicator (VSI) ......................................................................................................................... 38
1.16 AIRCRAFT LIGHTS ........................................................................................................................................ 39
1.16A NAV LIGHT COVERAGE .......................................................................................................................... 39
1.16B BEACON LIGHT SCHEMATICS ................................................................................................................ 40
1.16C LANDING LIGHTS (STANDARD & OPTIONAL INSTALLATIONS) .............................................................. 40
1.17 STALL WARNING SYSTEM ............................................................................................................................ 41
1.18 CABIN HEATING & VENTILLATION SYSTEM ................................................................................................. 42
................................................................................................................................................................................ 42
1.19 PILOT & COPILOT SEAT ................................................................................................................................ 43
2. TECHNICAL INFORMATION ................................................................................................................................. 44
2.1 AIRSPEED LIMITATIONS................................................................................................................................. 45
3. FLIGHT DECK CONTROLS ..................................................................................................................................... 47
4. WEIGHT & BALANCE ........................................................................................................................................... 48
4.1 LOADSHEET ................................................................................................................................................... 48
4.2 LANDING DISTANCE CALCULATION TABLE.................................................................................................... 50
4.3 TAKE-OFF DISTANCE CALCULATION TABLE ................................................................................................... 50
Bibliography ............................................................................................................................................................ 51

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1 – Introduction Cessna 152
To learn & understand the aircraft structure, its components, limitations & performance and
systems for training purpose. This document will cover in-depth in technical systems relevant to
Cessna 152. Performance of C152 will not be covered on this document. POH and Cessna 152
Service manual will be used on majority explanations. Refer table of content to find areas that will
be covered on this document.

1.1 Aircraft Airframe in General

 FUSELAGE - is a semi-mono-coque with vertical bulkheads and frames joined by longerons running
the length of the fuselage.
 WINGS - Each all-metal wing is a semi cantilever, semi-mono-coque type, with two main spars and
suitable ribs for the attachment of the skin. Skin panels are riveted to ribs. Spars and stringers
complete the structure. The wings are of a strut-braced design. All metal piano hinged ailerons,
flaps and a detachable wing tip mounted on each wing assembly.
 WING STRUT - has a single lift strut which transmits a part of the wing load to lower portion of the
fuselage.
The strut consists of a streamlined tube with fittings for attachment at the fuselage and Wings.
 FARINGS – these are optional installations depending on the operator. Installation will reduce drag
slightly.
 VERTICAL STABILIZER - The fin is primarily of metal construction, consisting of ribs and spars
covered with skin. Fin tips are of ABS or glass fiber construction. Hinge brackets at the fin rear spar
attach the rudder.

 Engine - mounted inside the front Engine cowling, with Inlet air just beneath the propeller.
 Propeller – Made of Aluminum alloy, fixed pitch.
 Flaps & ailerons - mounted on the wing with hinges.
 Lights – generally aircraft will be equipped with standard landing lights, navigation lights & strobe lights.
Optional light installation will depend on operator.

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1.2 Airframe Dimensions

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1.3 ENGINE

 Model Number – Avco-lycoming O-235-L2C ( L series )

 Engine discription: avco-Lycoming O-235-L2C, 110BHP @ 2550 RPM. 4 cylinders, direct drive, horizontally
opposed, air cooled, carburetor-equipped, and normal aspirated.
→ Carburetor purpose – mix fuel and air, control mixture ratio, control engine RPM
→ Normal Aspirated meaning – fuel air mixture supplied under normal atmospheric pressure
 BHP – 110 BHP ( brake horse power is the power transferred from crank shaft to propeller )
 Cylinder Displacement – 233 Cubic Inches
 Wet sump oil system – Rotary gears will splash oil inside during operation to lubricate
 Oil Cooler – Installed on the Nose RAM AIR inlet area, and Oil cooler is cooled by the inlet air.
 Strokes – 4 ( induction, compression, combustion, exhaust )
NOTE - 0- opposed 235- cylinder displacement; swept volume, N2C- depicts manufacturer’s engine model
variations Example: O-235-N series M series L series P series C series K series

O-235-L2C engine diagram Overview

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1.3A ENGINE OIL

 MIL-L-22851 (Ashless dispersant oil)

 MIL-L-6082 Aviation grade mineral OIL
 Oil Capacity – 6 Quarts (7 Quarts if fitted with OIL FILTER)
 Oil Range – Minimum 4 Quarts / Maximum 6 Quarts (recommended 5qts)
 Oil is drawn from the sump through an oil suction strainer screen into the engine-driven oil pump. From the
pump, oil is routed to a bypass valve.
 BY PASS VALVE – if oil is cold, the bypass valve allows the oil to bypass the oil cooler and go directly from
the pump to the oil pressure screen (full flow oil filter, if installed). If the oil is hot, the bypass valve routes
the oil out of the accessory housing and into a flexible hose leading to the oil cooler on the front side of the
left forward engine baffle
 PRESSURE RELIEF VALVE – regulates & maintain pressure required by allowing excessive oil to return to the
sump, while the balance of the pressure oil is circulated to various engine parts for lubrication. Residual oil
is returned to the sump by gravity flow.
 OIL DIPSTICK – to measure engine oil. Cap is located at the rear of the engine on the right side. The filler
cap/dipstick is accessible through an access door in the engine cowling on top.

ENGINE OIL PRESSURE & TEMERATURE

 OIL PRESSURE GAUGE - located on the subpanel, is operated by oil pressure. A direct pressure oil line from
the engine delivers oil at engine operating pressure to the oil pressure gage.
 OIL TEMPERATURE GUGAGE - Oil temperature is indicated by a gage located on the subpanel. The gage is
operated by an electrical-resistance type temperature sensor which receives power from the airplane
electrical system.

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1.3B FUEL SYSTEM

 Fuel System Type – Gravity Fed from Wing tanks

 Fuel Shutoff Value – 2 way valve (ON & OFF)
Incorporated into System for main Fuel cut off (located
on Foot of right Seat). The handle is safety wired in the
“ON” position with mild steel wire. Can be broken easily
if required to switch to “OFF” position in emergency.
 FUEL DRAIN - Fuel drain is located between the shutoff
valve and the strainer (pipe line)
 FUEL STRAINER - The fuel strainer is mounted at the
firewall in the lower engine compartment. The strainer is
equipped with a quick-drain valve which provides a
means of draining trapped water and sediment from the
fuel system ( ducted from lowest point in the fuel pipe
lines )
 PRIMING SYSTEM: manually-operated plunger located
on the instrument panel forces fuel directly into the inlet
portion of the cylinder (inlet manifold).
 VENTED FUEL FILLER CAP - The fuel filler cap
incorporates a vent (a hole on the cap) provides a
pressure relief.
 FUEL TANK – 13 gallon tank in each wing (total 26 gallons)
TOTAL Unusable fuel – 1.5 gallons (0.75 gallons/tank)
TOTAL Usable fuel – 24.5 gallons (12.25 gallons/tank)
 TANKS - Mounted inboard panel of the wing near the root,
between the 2 spars.
 FUEL VENT - A vent line is installed in the outboard end of the left fuel cell and extends overboard
down through the lower wing skin. The inboard end of the vent line extends into the fuel tank, then
forward and slightly upward. A vent valve is installed on the inboard end of the vent line inside the fuel
tank, and a crossover vent line connects the two tanks for positive ventilation

NOTE - Venting of the fuel system is necessary to allow normal fuel flow or pressure venting as fuel
evaporates. Stoppage of any type can have disastrous results.

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1.3C APPROVED FUEL GRADE & COLOR

1- 100LL Aviation gasoline (AVGAS) blue color <<< Currently in use

2- 100 grade aviation fuel ( formerly 100/130 ) Green color
3- MOGAS (slang for motor gasoline) – Lead free, ethanol free gasoline
Note – MOGAS can be used only if supplemental type certificate (STC) is provided.
Note – no specific engine modification required to use MOGAS.
Note – MOGAS color can vary depending on grade – Regular – greenish to slightly bluish hue
Midgrade – transparent to yellowish
Premium high octane - Pinkish
 OCTANE RATING – higher the rating the higher the resistance for combustion ( prevents pre-ignition /
knocking / detonation )

Tetraethyl lead – added to fuel to improve octane rating / combustion / reduce wear and tear on cylinder
components such as valves

Note - LL- Low lead (2grams lead per gallon)

1.3D STARTER UNIT

 Starter Unit - comprises of a Solenoid & starter motor.

 Ignition switch CRANK position activated – battery powers both solenoid & starter motor at the same time.
Solenoid – when powered activates the plunger & connects starter motor drive pinion gear to crank fly wheel
Starter Motor – is already powered along with solenoid. When drive pinion gear connects to flywheel, starter
motor is linked to the crank shaft via the flywheel. Therefore starter motor rotates the crank shaft and starts
the engine.
 Ignition switch CRANK position released – Power is disconnect from both solenoid & starter motor.
When solenoid powers down, plunger disconnects the drive pinion Gear from the flywheel gear, and
breaks the link between starter Motor and the flywheel gear.

Note → by this time magneto sparks will be continuing and engine will self-sustain combustion

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1.3E PROPELLER

 Propeller design – Fixed pitch propeller ( Commonly used is McCauley / Sensenich )

Note – There will be a variety of propeller manufacturers. Check which brand/model of propeller used
On aircraft you fly.
 Blades – 2 blades ( made of aluminum alloy )
Note – Propeller blades are forged of single piece of aluminum alloy (the 2 blades are not separate blades)
 Propeller diameter 69” MAX / 67.5” Min provided prop is McCauley ( model 1A103/TCM6958)
 Propeller diameter 72” MAX Provided prop is SENSENICH propeller

Direct drive – crank shaft connected directly to the Propeller (no Gears)

 Propeller Spinner - A spinner is an aircraft component, a streamlined fairing fitted over a propeller
Hub. Spinners both make the aircraft overall more streamlined, reducing aerodynamic
drag and also smoothens the airflow.

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1.3F CARBURETOR SYSTEM

 System design – Up draft, Float Type, Fixed Jet-Carburetor.

 Location – Mounted bottom of engine
 System incorporates an accelerator pump, Idle cut-off mechanism, manual mixture control
Note – Accelerator pump is optional for carburetors. Serial starting 15283592 & on, & A1528359
 Accelerator Pump – provides boost of fuel to the manifold when throttle is punched in fast.
 Fuel delivery to carburetor – Gravity fed from fuel system.
 Purpose of carburetor – mixes air and fuel (atomize) proportionally and deliver to cylinders via intake
manifold.

 Carburetor divided into 2 chambers – Fuel chamber & venture chamber

Fuel chamber – a float controls the amount of present in the chamber by a needle valve.
Venturi chamber – Due to the low static pressure in the venturi Passage, the fuel is sucked out of the
nozzle.
 Bleed air Inlet - Inclusion of an air bleed path in the diffuser
Nozzle, is to assist in vaporizing the fuel and providing a
more even fuel discharge through the full range of throttle settings
Note - Air bleed draws in air from a region in the carburetor
where the air is at or close to atmospheric pressure, and
mixes this with the fuel being sucked into the diffuser.
 Throttle Lever – Controls air entering the carburetor
 Mixture Lever – Regulates the ratio of mixing of air is to fuel
 Idle System purpose – Incorporated into the carburetor to allow
the engine to idle
Idle system Note – Passageway which bypasses the venturi and
provides a path for the fuel to flow directly from the float chamber
to the low-pressure side of the throttle valve.

The pressure on the engine side of the throttle valve is lower due to the suction action of the pistons. This
low pressure sucks the fuel through the idle bypass and into the engine; therefore keeping engine at idle
speed.

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Accelerator Pump

 Purpose – This pump is provided with a discharge jet which discharges fuel into the mixing chamber to
provide smooth acceleration under all operating conditions. To Simplify, pump installed on carburetor
is specifically to supply a boost of fuel during the throttle acceleration process.
 Explanation – when the throttle is punched in fast and quickly, the throttle value opens and supplies
more air into the manifold. Which makes the mixture LEANER, since the primary nozzle lags to adjust
the fuel output from the nozzle (more air & less fuel). In order to overcome the situation accelerator
pump supplies the extra needed fuel when throttle rushed to full open position.
The accelerator pump plunger is spring loaded, once pumped, and fuel supplied to the manifold, will
return to neutral position and refill the chamber with fuel for the next plunge. Pump plunger lever is
connected to the throttle lever, thereby controlling the quick movements of the throttle lever and
pump lever in parallel.
 Manufacturers – There is a wide variety of carburetor manufacturer’s, of which a common supplier is
the “PRECISION AIRMOTIVE”.
 For the Cessna 152 the common models of carburetor equipped with accelerator pump by Precision
airmotive are as follows
 Models - MA-3 , 4-SPA, MA-4-5, MA-5, HA-6

Figure below shows a typical diagram of a carburetor 4-SPA with accelerator pump.

 Refer PRECISION AIRMOTIVE manuals

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 Carburetor Accelerator pump schematics

Example of a carburetor external view above

 General practice of priming – by use of primer itself, and throttle priming. Carburetors that are not
equipped with accelerator pump cannot be primed by throttle.
FIRE WARNING – throttle priming not recommended due higher risk of engine fire.
On updraft carburetors, accelerator pump supplies a boost of fuel into the
venturi chamber when priming. This fuel sometimes flows down the carburetor
inlet and into the induction air box. Thus the method being a fire hazard.

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Carburetor Heat – Anti-Icing & De-icing

 ICING – due to the venturi effect, temperature drops at the venturi point, causing icing mainly at the
venturi nozzle area & throttle butterfly valve.
 CARB HEAT – system supplies heated air into the carburetor to eradicate the icing build up inside the
carburetor.
 Carb heat Lever - controls the amounted of heated air into the carburetor
 Heated air source – Air taken from the exhaust manifold shroud will be supplied to the intake manifold and
passes through the carburetor as hot air.
Note – depending on serial of aircraft, modifications vary for the carb heat system. Either shroud around
muffler, or a shroud around number 04 cylinder exhaust pipe, will provide the heated air. (Refer POH /
SERVICE MANUAL for system installed on your aircraft)
 MUFFLER – all 4 exhaust pipes join this chamber (muffler) in order to be exhausted overboard via the tail
pipe.

 Even thou the exhaust shroud provide 2 outlets, operator can select which outlets to use, and for which
it can be linked.
Example – Aircraft operated at hot regions, cabin heat system is not required. Therefore, the outlet on
the exhaust muffler can be used for Carb heat and if extra outlet available can be isolated.

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1.3G ENGINE COOLING

 Cooling method – By both internal oil cooling and external air cooling.
 AIR COOLING - Air cooling is accomplished by air flowing into the engine compartment through
openings in front of the engine cowling. ( air inlet area )
 BAFFLES - The sheet metal installed on the engine directs the cooling air flow around the cylinders and
other engine components, where the air absorbs the engine heat & provide optimum engine cooling.
 FIN – This metal structure attached to cylinder increases the surface area of the cylinder external
surface; therefore air passes over a vast surface area for cooling.
 Expulsion of hot air - takes place through one or more openings in the lower, aft portion of the engine
cowling.

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1.3H MAGNETO SYSTEM

 Magneto Purpose – Produces Ignition by electrical power. Connected to spark plug to produce spark for
combustion.
 Magneto System design – Engine DRIVEN Independent system.
 Number of Magnetos - 02
 02 spark plugs in each cylinder (each Magnetos provides electricity to a single spark plug in each cylinder)
 Firing Order RIGHT mag > lower right and upper left spark plugs
 Firing Order LEFT mag > lower left and upper right spark plugs
 Having 2 spark plugs in each cylinder is for efficiency and redundancy. (Refer POH-7-18)

Note – Sudden engine roughness or miss firing is indicative of magneto malfunction. Switch from
Both to L & R magneto to check which magneto is faulty.

 Magneto control switch - Ignition and starter operation is controlled by a rotary type switch located on
the left subpanel.
 The switch is labeled clockwise as follows

OFF – Magnetos switched off and grounded

L – Only left magneto will fire in this position
R – Only right magneto will fire in this position
BOTH – left and right magnetos will fire in this position
START – crank position

Note - The engine should be operated on both magnetos (BOTH position) except for magneto checks.

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1.4 EMERGENCY LOCATOR TRANSMITTER (ELT)

 Location – Mounted behind baggage compartment firewall (Bright orange color)

 Frequency transmitting 121.5 MHZ, 243.0 MHZ ( OMNIDIRECTIONAL )
 Range – line of sight 100NM at 10,000ft
 Battery pack included – transmits for 50hrs continuous
 Domestic aircraft (emit both frequency) – 75MW power output @ temperature -20 to +55 degree Celsius
 Export Aircraft (121.5mhz only ) - 25MW power output @ temperature -20 to +55 degree Celsius
 3 selectable MODES – ON , OFF , AUTO
ON – Activate unit, test purpose or if “G” sensor Inoperative.
OFF – Deactivate unit
AUTO – in this mode when “G” switch receives 5g or more on impact activates/start transmitting
 Cover – remove to access battery
 Antennae – mounted on top tail cone
 Remote Panel – optional equipment mounted in cockpit.
Note: in case of hard landings to check if ELT is active, listen to 121.5 MHz for audible emergency tone.
Note - Refer POH for exact model of ELT installed on your aircraft, and Refer manufacturer for
specification of ELT and functions.

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1.5 ELECTRICAL SYSTEM

 Electrical System – 28V single wire, direct current, negative ground electrical system.
(Electrical system is 28Volt – means alternator produces 28V to charge the 24V battery and keep the
electrical system running)
 Power source – initial source for start and power is the battery, and the MAIN source to power the
electrical system will be the ALTERNATOR.
 BUS BAR - Electrical power for electrical equipment
and electronic installations is supplied through the
SPLIT bus bar. Bus bar interconnected by JUMPER
WIRE and attached to the circuit breaker. (refer
electrical diagram)
 MASTER SWITCH: The master switch controls the
operation of the battery and alternator systems.
Battery switch – Right side
Alternator switch – Left side
 AMMETER - Connected between the battery
and the alternator. Indicates the amount of
current flowing either to or from the battery.
 BATTERY (wet cell) - The battery is 24 volts and 17
ampere-hour capacity or 12.75 ampere-hour
capacity or a 15.5 ampere-hour capacity.
 ALTERNATOR – Single unit rated at 28 volts at 60 amperes continuous output. Also integrated with a Silicon
Diode rectifier ( belt driven system )
 Hour recorder (hobs) – receives power through activation of an oil pressure switch (when engine running
only)
 VOLTAGE REGULATOR - Solid state regulator.
ALTERNATOR CONTROL UNIT - Is a solid state voltage regulator with an overvoltage sensor and low-voltage
sensor incorporated in the unit.
 RED LIGHT – Low voltage light & High Voltage high mounted under ammeter (check your aircraft RED light)
Scenario High Voltage light ON – alternator voltage regulator possible failure, ammeter shows excessive
charge
Scenario low voltage light ON - possible alternator failure, battery not charging, ammeter shows DISCHARGE
Note - Alternator failure - check for Ammeter discharge, cycle ALT switch 3 times
A 24-volt battery supplies power for starting and furnishes a reserve source of power in the event of
alternator failure.

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Page | 20
Alternator assembly

 ALTERNATOR – Single unit rated at 28 volts at

60 amperes continuous output. Also
integrated with a Silicon Diode rectifier ( belt
driven system )
 Location – mounted front of engine near crank gear
 Alternator connected to crank gear by DRIVE BELT

Battery Specification & battery time

 BATTERY (wet cell) - The battery is 24 volts and 17 ampere-hour capacity or 12.75 ampere-hour capacity
or a 15.5 ampere-hour capacity. The battery is mounted on the forward right side of the firewall and is
equipped with non-spill caps
 If your aircraft is flying on battery power only (scenarios - engine failure / alternator failure) time left on the
battery depends on lot of factors. Such as
1- Battery age
2- Temperature
3- How many amps being pulled to power electrical equipment at that instance.
 Example - If you have a 17 amp-hour rated battery, it means you can possibly draw 17 amps with your
equipment, and the battery will last for an hour.
 In such cases → all unnecessary electrical equipment should be switch off to save battery time.
 Since so many factors affect the time remaining on the battery, it is difficult to deduce the exact time left
until the battery dies down. Depending on condition of battery it may last 30mins or 15mins, but exact
cannot be verified easily. ( Never take full 1hr capacity time in such cases )
 GROUND RECEPTABLE –optional equipment to connect external battery for engine start
 Clock – is not powered by the alternator. Powered by battery at ALL TIMES (regardless of master switch)

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1.6 ANTENNAS

 There is a variety of antennae manufacturers worldwide. Refer Minimum equipment list to find the model
of antennas installed on your aircraft.
 Antennas can be categorized into few groups, and below are some common categories.
1 – Communication antennas
2 – GPS antennas
3 – Loran antennas
4 – Transponder antennas
5 – Marker beacon antennas
6 – Navigation antennas
7 – Radio altimeter antennas
8 – UHF antennas

Note – Please find below details of each categories and sample images of antennas you may find on
your aircraft.

Communication antennas

 Each com transmitter has its own antenna, and the antenna are strategically placed mainly because their
range and coverage can be negatively affected if positioned incorrectly. Com antennas are usually mounted
on either the top or bottom of the aircraft. Each installation is susceptible to shadowing from the fuselage

COM WHIP ANTENNA VHF COM WHIP BENT ANTENNA VHF COM BLADE ANTANNE

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GPS antennas

 GPS frequency is very high, usually in the gigahertz band, which requires that, the GPS antenna to be
attached to the very top portion of the fuselage.

GPS ANTENNA VHF GPS Combo Antenna GPS ANTENNA

Loran Antennas

 Long-range navigation, or Loran antennas, look a lot like communications antennas until you look on the
inside. Loran antennas usually contain either an amplifier built into their base so that the signal is better or
a smaller amplifier located just under the skin. They are meant to be placed either on the top or bottom of
the plane

Transponder antennas

 Transponder antennas are usually mounted on the bottom of the aircraft.

TRANSPONDER ANTENNA DME/Transponder Blade Antenna

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Marker beacon antennas

 Marker beacon antennas have to be on the bottom of the aircraft because to receive any signal, the
antennas have to be almost directly over the transmitting ground station

Boat Type Marker Beacon Marker Beacon Antenna Marker Beacon

Antenna

Navigation antennas

 Almost always found on the vertical tail.

VOR/LOC/GS "V" DIPOLE VOR/GS Navigation Antenna VOR/LOC/GS

Receive-only

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Radio altimeter antennas

 These antennas, which look like six-inch-square plates, are placed on the bottom of the aircraft. They are
usually both a single- or dual-antenna system, and the radar signal is transmitted straight down and literally
bounces off of the ground. Radio altimeters include high frequencies

Radar Altimeter Antenna

UHF Antennas

 Utilized mostly for distance-measuring equipment (DME) and transponders, UHF aircraft antennas are only
around four inches long and are always found on the bottom of the aircraft. They can be used for both
DMEs and transponders and their two main types
1. blade type – while blade antennas work best with DMEs
2. Spike type. Spike antennas should only be used for transponders

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1.7 LANDING GEAR

 Design – fixed tricycle design

 Main gear – tubular spring-steel main gear struts
 Nose gear ( Full fork design ) – Steerable oleo pneumatic strut (oleo Pressure of 20 PSI)
 Shimmy Damper – Reduce the sinusoidal oscillation (often called shimmy) on the nose wheel
 Nose wheel centering system – disconnects the rudder control to nose wheel when airborne
simultaneously Centers the nose to neutral alignment
 Brake System (Toe brake) – single puck single Disc brake system installed on each main gear wheel
(hydraulically activated)
 Parking Brake - Applied by depressing both toe brakes and then pulling the "Park Brake" lever to the pilot's
left. The toe brakes are then released but pressure is maintained in the system thereby leaving both brakes
engaged (independent Hydraulic reservoir for brake system installed) – CHECK if this system active on your
aircraft.
 Nose wheel steering Range – Allowed up to 10° either side by rudder, and 30° either side by both Rudder
and differential brakes. ( Refer Service manual 5-56 )

o Nose wheel centering System

Page | 26
1.7A MAIN GEAR ASSEMBLY

1.7B NOSE GEAR ASSEMBLY

Page | 27
1.7C PNEUMATIC OLEO STRUT DESIGN

On compression (landing):

 Plunger tube moves up and displaces oil through the

flutter Plate (unrestricted)
 This moves the separator piston down and
compresses the gas to keep oil/gas pressures equal
 This builds up excess pressure in the oleo from the
impact

On the rebound:

 The excess pressure (more than required to support

The weight of the aircraft) now pushes the plunger
tube Down
 This causes the flutter plate to close and restrict the
Oil flow up through it
→Thus the rebound is damped
 The rebound continues until the gas/oil pressure is
Sufficient to support the weight of the aircraft

Page | 28
1.7D BRAKE SYSTEM DESIGN

 Design – Single Puck hydraulically activated system.

(Single-disc floating cylinder-type brake assembly)
→ Single puck meaning single piston on brake assembly.
Which is connected to a master cylinder at the Foot pedal
 Has 2 brake shoes on either side of the disc
 On application the hydraulic pressure squeezes the shoes
On to the disc
→ more pressure, more squeeze on the disc, more braking
→ Check model of brake system on your aircraft

 Master cylinder - only 2 master cylinders is installed ( Mounted on LEFT side Pedals only )
 When dual brakes installed, meaning Brake Toe brakes for CO-PILOT (right pedals), the co-pilot can control
The master cylinders thru mechanical linkage connecting PIC pedals, and CO-PILOT pedals.
 Hydraulic brake reservoir – a small reservoir is incorporated into each master cylinder for fluid supply.
→ SO when instructor checks his breaks, he is checking if the mechanical linkage is working, and master
cylinders are accessible to him.

Page | 29
Page | 30
1.7E TIRE PRESSURE

 Main gear – Tire pressure ( optional ) – 21 PSI ( commonly used for main tire )
Tire pressure (Standard) – 29 PSI
Tire Ply Rating – 4
 Nose gear – Tire pressure ( Only standard & no optional value given by tire manufacture ) – 30 PSI
Tire Ply Rating – 4
Strut extension – Minimum 3.69 Inch & Maximum 4.17 Inch
 Creep mark – two marks, one on the tire, and one on the wheel flange. Denotes tire slip and amount of slip.
Ensure the mark is aligned & within limits
 Tires inflation gas – Dry compressed air or Nitrogen can be used (Check which gas used for your aircraft)

o Over Inflation → leads to premature tread wear / reduces the number of cycles in service / tire more
susceptible to bruises, cutting, shock damage, and even
o Note → Tire condition should be inspected while mounted on the aircraft on a regular
basis. Inflation pressure, tread wear and condition, and sidewall condition should be
continuously monitored to ensure proper tire performance

1.8 CONTROL SURFACE MOVEMENT ANGLES

(Note – Refer Cessna Service manual 1-2)

 Rudder 23° Left & right ( movement perpendicular to hinge line )

 Aileron 20° +/- 2° Up (Prior Serial thru 15279473, A1520736, F15201428 & F1520336)
14° +/- 2° Down
 Aileron 20° +/- 1° Up (Beginning Serial 15279474, A1520737, F15201429 & F1520337)
15° +/- 1° Down
 Elevator 25°+/- 1° Up
18° +/- 1° Down
 Elevator Trim 10° +/- 1° Up
20° +/- 1° Down
 Flap 30° +/- 2° Down
 Nose Steering - 10° L&R by rudder, and 30° L&R by both Rudder and differential brakes. ( Service manual 5-56 )
(POH 7-9 states by rudder approximately 8.5° L&R)

Page | 31
1.9 FLAP SYSTEM

 Flap design – Single slotted fowler flap

 Purpose of Flap - Fowler flaps not only lower the trailing edge of the wing when deployed but also slide aft,
effectively increasing the area of the wing ( camber ) & when trailing edge lowers, increases angle of attack.
 Flap Control – flap lever
 Flap control system – Reversible electric motor mounted on right wing ( reversible motor –Service manual 7-2 )
 Advantage of Fowler – increases wing surface area as it’s deployed. Slot helps to reenergize the boundary layer.
 Flap positions – 4 positions ( Zero flap, 10° flap, 20° flap, 30° flap )
 Protected by circuit breaker
 Limit Switch – on the flap actuator prevent flap over travel in the full UP or DOWN position. (service manual 7-2)
 Both flap have to be checked for EVEN motion during preflight (flap link cables – service manual 7-2)

Page | 32
1.10 AILERON SYSTEM

 Design – Frise design & differential ailerons

 Differential – meaning the angle it moves up and
down is not the same.
 Frise – the up going aileron will have edge protruding
downward into the airflow below, causing drag.
Primary purpose of Frise – reduce roll control forces and
counteract the adverse yaw effect during roll.
 Mass balance added inside aileron to reduce flutter.

← 2 types of aileron hinges. Ensure to check

the hinges
During walk around. Check the cotter pin
or loop
Hinge is properly locked.

 System consist of Pulleys and loop cable

Running Across the cockpit flooring &
Thru the wings.
 Cable is designed with 40 +/- 10lbs of tension.

Page | 33
1.11 ELEVATOR SYSTEM

 Purpose – controls the pitch of the aircraft (on lateral

axis)
 Generates required force at the tail section to keep
Aircraft at a required state – level, nose up or down
 System design – consist of pulley and loop cable
Connecting the yoke to the elevator.
 Elevator is mounted on horizontal stabilizer.
 Leading edge TIP of elevator incorporates an extension
Which has balancing weights (called balance horn)

 Refer image on below for cable Layout diagram.

Page | 34
1.12 TRIMMER SYSTEM

 Concept – Trim tab ( also called a balance tab )

When tab moves, reduces force to move control surface in
the opposite direction.
 Controls – trim wheel mounted on cockpit.
 System design – consist of mechanical cable/chains & pulleys
Connected to trim actuator. Actuator connected to TAB

 Refer diagram below for cable layout diagram.

 Pulleys provided to guide the cables and reduce friction during cable movement.
 Trim tab Stop block & turnbuckle are major Areas to adjust to calibrate the trim tab

Page | 35
1.13 PITOT STATIC SYSTEM

 The ASI, altimeter, and VSI use the pitot-static

system, which provides ram air pressure from
the pitot tube and ambient pressure from the
static port.Only the ASI uses the pitot tube; all
three instruments use the static port.
 Pitot head is equipped with heating coil inside,
to Prevent ice buildup on the tube.
 Pitot heat is controlled electrically with a circuit
Combination of circuit breaker & pitot heat
switch

1.14 GYROSCOPIC SYSTEM

 The AI, DI, and turn indicator are gyroscopic

Instruments that contain an internal gyro
powered by vacuum pressure, or electrical
power.
 Turn indicator is a gyroscopic
Instruments that contain an internal gyro
powered by electrical power.
 System components - Pneumatic Pump (often
called vacuum pump) Mounted on the engine.
A vacuum relief valve, and vacuum system air
filter on the aft side of the firewall, including
a suction gage on the left side of the instrument
panel.
 Vacuum Pump is engine driven.
AI – uses vacuum gyro
DI – uses vacuum gyro
Turn coordinator – uses electrical gyro

Page | 36
1.15 THE PILOT 6-PACK EXPLAINED

The instruments in the six pack are powered by various aircraft systems. The ASI, altimeter, and VSI use
the pitot-static system, which provides ram air pressure from the pitot tube and ambient pressure from the
static port. Only the ASI uses the pitot tube; all three instruments use the static port.

The AI, HI, and turn indicator are gyroscopic instruments that contain an internal gyro. AI & HI gyros are
powered by vacuum pressure, and Turn coordinator gyro is powered by electrical power.

Airspeed Indicator

 The ASI uses the pressure differential in the pitot-static

system to measure and display the aircraft’s speed.
In most aircraft the ASI displays speed in knots or miles
per hour. A needle points to the aircraft’s current indicated
air speed (IAS). Standard color-coded markings provide
various critical speed information.

Attitude Indicator (AI)

 Also known as the artificial horizon, the AI uses a rigidly-mounted

internal gyro to display the aircraft’s attitude relative to the horizon.
The display consists of a miniature aircraft aligned to the horizon
in straight-and-level flight, with a blue sky above and brown or
black ground below.
 A vertical scale crossing the horizon shows degrees of pitch up
or down. A curved scale across the top shows degrees of bank
left or right. When the aircraft changes pitch or direction, the
aircraft essentially rotates around the AI’s gyro, and the instrument
display responds accordingly.

Altimeter

 The altimeter uses barometric pressure obtained from the static

port to display the aircraft’s approximate altitude or height above
mean sea level (MSL) in feet. Three pointers provide the altitude
information in 100, 1,000 and 10,000 foot increments.
 Because barometric pressure changes with altitude and
atmospheric conditions, most altimeters contain an adjustment
knob to dial in the local barometric pressure (also known as
the altimeter baro-setting)

Page | 37
Turn Coordinator (TC)

 The TC uses a canted internal gyro to display both initial roll rate
and stabilized rate of turn. An aircraft silhouette mimics the aircraft
to show the direction of turn, and will align with a mark on the
display if the aircraft is turning in a standard rate of three degrees
per second.
 Note that the TC is not meant to indicate a bank angle, just
rate and direction of turn. The TC may include a liquid-filled
inclinometer that provides slip or skid information

Heading Indicator (HI)

 The HI uses a rotating gyro to display the current compass rose

direction (otherwise known as the heading) that the aircraft is flying.
Using a 360-degree compass card with north as zero or “N,” the HI
shows headings in 5-degree increments with every 30 degrees
enumerated. To reduce crowding, the last “zero” of the heading
is omitted—”3” is 30 degrees, “12” is 120, etc.
 An adjustment knob turns the internal HI compass card to align
 with the aircraft’s magnetic compass.

Vertical Speed Indicator (VSI)

 The VSI uses internal pressure differential to provide a visual

indication of how fast the aircraft is climbing or descending.
A diaphragm with chambers connected to the static port expands
or contracts in response to climbs and descents, causing the
instrument to indicate the rate of climb or descent in hundreds
of feet per minute (fpm). A hole in the diaphragm releases the
pressure change to return to zero rate when no change is occurring.

Page | 38
1.16 AIRCRAFT LIGHTS

 Cessna 152 has 2 two categories of lights, Exterior lighting & interior lighting
 Exterior lights – Red & green light on wing tip, white light at tail end, and beacon light, Landing & taxi light
Note – red green white & beacon light are mainly for navigational purposes
 Interior lights –Dome light, Panel Instrument lights, Radio lights.
 Light Controls – Navigation lights – Switch panel – NAV LGT switch
Beacon - switch panel – BCN switch (light aircrafts use FLASHING beacon, and not rotating)
Dome light – DOM switch (mounted overhead)
Panel lights – Rheostat Knob (light focus on the dash board) – mounted overhead
Radio Lights – Rheostat knob (control intensity of Inbuilt light in instruments)
Landing Light – Switch panel – LND LGT switch
Taxi light – switch panel – TXI switch
 OPTIONAL Lights – wing landing light, strobe light (exterior), map light (interior) maybe installed.
 Lighting system is incorporated with the circuit breaker.

 Note – beacon light & strobe light maybe switched off during flight thru clouds, to avoid disorientation.
Beacon light construction provides a metal strip that prevents light from being directed into cockpit from
rear. Refer chapter 1.17 for Beacon schematic.

Note – lighting switches and knobs may vary according to installation in different aircrafts. Refer POH 7-26

1.16A NAV LIGHT COVERAGE

 NAV LIGHT COVERAGE – wing navigation light covers 110° of arc range.
Tail light covers 140° arc range.
Beacon light covers 360° arc range.

Page | 39
1.16B BEACON LIGHT SCHEMATICS

 Beacon construction includes a Shield plate

Labeled number 8 on the diagram.
This prevents flashing beacon light being
Directed toward the cockpit from the rear.

 Design is for FLASHING BEACON light and

Not a ROTATING BEACON light

1.16C LANDING LIGHTS (STANDARD & OPTIONAL INSTALLATIONS)

 Depending on aircraft serial, aircraft maybe equipped with different landing light lamp configurations.
1-SINGLE Light configuration – Will have a single light, and act as both landing and taxi light
Mounted – lower half of engine cowling.

2- DUAL LIGHT configuration – Will have 2 lamps, left lamp as taxi light, and right lamp as landing light.
Mounted – lower half of engine cowling.

Page | 40
 3-DUAL LAMP WING configuration – Will have 2 lamps mounted on the left wing leading edge. Inboard
lamp will be landing light & outboard lamp will be taxi light

1.17 STALL WARNING SYSTEM

 System design – Pneumatic type stall warning system

 Location – mounted on left wing leading edge
 When airplane approaches a stall, the low pressure on
the upper surface of the wings moves forward
around the leading edge of the wings. This low
pressure creates a differential pressure in the stall
warning system which draws air through the warning
horn, resulting in an audible warning at 5 to 10 knots
above stall in all flight conditions.
 An air operated horn on upper left corner of windshield

Page | 41
1.18 CABIN HEATING & VENTILLATION SYSTEM

 Heating system – controls the flow of heated air into cabin thru the cabin manifold
 Ventilation system – Controls the flow of fresh air into cabin thru the cabin manifold
 Cabin Manifold – mounted aft of the firewall ( mixes both fresh air & heated air and supplied to oulets)
 Heating system & ventilation system are both integrated systems which use the same cabin manifold
 Outlets – cabin manifold provide 2 outlets
1 – Outlet near pilot’s feet
2 – Outlet below the windshield (Mainly defrosting purposes for windshield)
 VENT DOOR – mounted on the aircraft right side supplies fresh air into cabin manifold
 VENT DOOR CONTROL – by the cabin air lever. Adjusting the lever regulates amount of air into cabin
manifold by the amount of vent door being opened into the airstream.
 HEATED AIR – is supplied to the cabin manifold from the exhausted shroud.
Note - Exhaust shroud built around the exhaust manifold, take in air from engine cowling, pass through the
shroud causing air to be heated, and supplied into the cabin manifold.
 CABIN HEAT CONTROL – controlled by the cabin heat lever, which regulated air passing through exhaust
shroud (around exhaust muffler) into the cabin manifold.
 ADDITIONAL VENTILLATION – provided by the adjustable ventilators mounted on the top left & right
corners near the windshield and is manually pilot controlled.

Page | 42
1.19 PILOT & COPILOT SEAT

 Each seat can be adjustable vertically and

Horizontally manually By pilot themselves.
 Both adjustable handles are located below
the seats.
 Seats will run forward & backwards on a seat
frame mounted On the aircraft floor.
 Forward & aft adjustable handle when calibrated
seat into Required position will automatically
latch a LOCKPIN to Lock the seat in position.
→ Ensure seats properly locked if seat adjusted

 Shoulder harness & automatic inertia reel are an Optional equipment

 Shoulder harness also can be installed with automatic inertia reel to dampen the forward shock.

Page | 43
2. TECHNICAL INFORMATION

FUEL
Fuel Tank capacity (single tank) 13 gallons per tank
Total Fuel capacity (2 tanks) 26 gallons
Unusable fuel capacity 1.5 gallons ( 0.75 gallons per tank )
Usable fuel capacity 24.5 gallons ( 12.25 gallons per tank )
Fuel grade 100 / 130 / 100LL / MOGAS
Fuel drain Fuel Tank drain & strainer
Fuel System Gravity Fed
ENGINE OIL
Oil capacity 6 Quartz
Minimum Oil 4 Quartz
Recommended 5 Quartz
Oil Used Aero shell W100
Oil system Wet Sump
Lubrication method Pressure & Splash
CERTIFIED WEIGHTS
MAX RAMP 1675 lbs.
MAX TAKE-OFF 1670 lbs.
MAX LANDING 1670 lbs.
BAGGAGE COMPARTMENT WEIGHTS
Baggage Area 1 120 lbs. ( IF AREA 2 NOT USED )
Baggage Area 2 120 lbs. (IF AREA 1 NOT USED )
Note – Area 1 & 2 Combined 120 lbs.
STANDARD AIRPLANE WEIGHT
Standard Empty Weight 1142 lbs.
Max Useful Load 533 lbs.
ENGINE & PROP
Engine Model AVCO-LYCOMING O-235-L2C
Cylinder displacement 233.3 Cu inches (rounded to 235)
Number of Cylinders 4
Rated RPM 2550 RPM
Engine IDLE RPM………………………………………………………………………….... 600-800 RPM
Static RPM range……………………………………………………………………………. 2280-2380 RPM
Rated Horse Power 110 BHP
Cooling System Air Cooled
Battery (wet cell) 24 Volts
Carburetor type Float Type / Fixed Jet
Magnetos 2 Magnetos ( independent system )
Propeller McCauley Fixed pitch / 69” Max
Propeller Blade 02 bladed
Max Demonstrated Cross Wind Limit 12kts

FLAP SYSTEM
Flap type Single Slotted - Fowler Flap
Flap Operation Type Electric motor – Mounted left wing
Flap Positions 4 Position ( full retracted, 10°, 20°, 30° )

Page | 44
 BRAKE SYSTEM
Brake system Single Disc ( each main gear only )
Brake Operation type Hydraulically activated
Brake Controls Parking Brake & Toe brake
LANDING GEAR
Shock Absorption system Nose gear – Oleo pneumatic Strut
Main Gear – Tubular Spring steel Strut
Shimmy Damper Shimmy assembly installed
Steering range Rudder only – up to 10° left & right
Rudder + Brake – up to 30° Left & right
CONTROL SURFACE MOVEMENT LIMITS
Nose wheel steering range Rudder only – up to 10° left & right
Rudder + Brake – up to 30° Left & right
Flap 30° +/- 2° Down
Ailerons (Prior Serial thru 15279473, A1520736, F15201428 & 20° +/- 2° Up
F1520336) 14° +/- 2° Down

Ailerons (Beginning Serial 15279474, A1520737, F15201429 & 20° +/- 1° Up

F1520337) 15° +/- 1° Down

Rudder 23° Left & Right

Elevator 25° +/- 1° Up
18° +/- 1° Down
Elevator Trim 10° +/- 1° Up
20° +/- 1° Down

2.1 AIRSPEED LIMITATIONS

Vne Never Exceed Speed 149 KIAS Do not exceed this speed in any operation
Vno Maximum Structural Cruise speed 111 KIAS Do not exceed this speed except in smooth air &
then with Caution
Va Maneuvering Speed
1670 lbs. 104 KIAS Do not make full or abrupt Control Movements
1500 lbs. 98 KIAS above this speed
1350 lbs. 93 KIAS
Vfe Maximum Flap extended speed 85 KIAS Do not exceed this speed with flaps extended
Window Maximum Window Open speed 149 KIAS Do not exceed this speed with Windows open

Page | 45
 Cessna 152-II
SPEEDS FOR NORMAL OPERATION

TAKE OFF
o ROTATION.. ........................................ ……………………..50 KTS
o NORMAL CLIMB OUT.. ..................................................... 70 KTS
o SHORT FIELD TAKE OFF, FLAP 10° ............................... 55 KTS
CLIMB
o NORMAL ............................................................................ 70 KTS
o BEST RATE OF CLIMB SEA LEVEL ( Vy ) ....................... 67 KTS
o BEST RATE OF CLIMB 10,000FT .................................... 55 KTS
o BEST ANGLE OF CLIMB................................................... 55 KTS
LANDING APPROACH
o NORMAL APPROACH, FLAPS UP ................................... 70 KTS
o NORMAL APPROACH, FLAPS 10° ................................... 65 KTS
o NORMAL APPROACH, FLAPS 20° ................................... 60 KTS
o SHORT FIELD APPROACH, FLAP 30°............................. 55 KTS
BALKED LANDING
o MAXIMUM POWER, FLAPS 20° ...................................... 55 KTS
DESCENDING
o NORMAL, 1500-1700 RPM ............................................... 70 KTS
o NORMAL GLIDE, POWER OFF ........................................ 70 KTS
o MAXIMUM GLIDE, POWER OFF ..................................... 60 KTS
STALL
o FLAPS ( Vso ) ................................................................... 35 KTS
o CLEAN ( Vsi ) ..................................................................... 40 KTS
CIRCUIT
o CLIMB TO 1000FT, 500FT/MIN ........................................ 70 KTS
o DOWNWIND 1000FT, 2100 RPM ................................. 85-90 KTS
o END DOWNWIND, 2100 RPM, FLAP 10° ........................ 75 KTS
o BASE LEG 1500-1700 RPM, DESCEND 500FT/MIN ....... 70 KTS
o FINALS, LINED UP 500FT, FLAP 20° .............................. 70 KTS
o MAXIMUM DEMONSTRATED CROSS WIND
VELOCITY.......................................................................... 12 KTS
WEIGHT
o MAXIMUM TAKE OFF & LAND .................................... 1670 LBS
o STANDARD EMPTY WEIGHT....................................... 1104 LBS
o USEFUL ( STANDARD ) ................................................. 566 LBS
o MAXIMUM BAGGAGE .................................................... 120 LBS

 Above speeds may vary depending on your flying school or instructor with personal minimums
being a correction.

Page | 46
3. FLIGHT DECK CONTROLS

 Refer your aircraft serial for Flight deck controls and layout. Below diagram is of a general layout.
(Refer POH for your aircraft cockpit layout)

Note – Identify variations of layout from your POH diagram to your actual aircraft layout

Page | 47
4. WEIGHT & BALANCE
4.1 LOADSHEET

 Basic concept of CG calculation will depend on the moment formula MOMENT=FORCE X DISTANCE
 POH mass & balance chapter will have the option to use 2 different envelopes to cross check if CG is in
range.
Either Envelope can be used, depending on what units are used on your calculation table.

Weight VS Moment graph Weight VS Arm graph

 Below is the weight & balance calculation table. Cross check the value with above table to verify if with
limits.

AIRCRAFT WEIGHT 4R - JAL

AND Weight ARM Moment
BALANCE SHEET (lbs.) Ins. (lb.-ins / 1000.)

1. Basic Empty Weight (Use the data pertaining to your airplane as

it is presently equipped. Includes unusable fuel 1.5USG and full 1235.4 30.1 37.1
oil 6 Quarts)
2. Usable Fuel (At 6 Lbs. / Gal.) ---- 24.5 Gal. Max 40.8
3. Pilot and Passenger 39.0
4. RAMP WEIGHT AND MOMENT
5. Fuel allowance for engine start, taxi and run-up -5 40.8 -0.204
6. TAKEOFF WEIGHT AND MOMENT

 Please find a full Sample load sheet on next page.

Page | 48
 Cessna 152 WEIGHT & BALANCE SHEET

Registration:-……………………………… Date:-………………………………….

Flight Time:-………………………………. Fuel Available:-…………………………..……

AIRCRAFT WEIGHT 4R - JAL

AND Weight ARM Moment
BALANCE SHEET (lbs.) Ins. (lb.-ins / 1000.)

3. Basic Empty Weight (Use the data pertaining to your airplane as

it is presently equipped. Includes unusable fuel 1.5USG and full 1235.4 30.1 37.1
oil 6 Quarts)
4. Usable Fuel (At 6 Lbs. / Gal.) ---- 24.5 Gal. Max 40.8
3. Pilot and Passenger 39.0
4. RAMP WEIGHT AND MOMENT
5. Fuel allowance for engine start, taxi and run-up -5 40.8 -0.204
6. TAKEOFF WEIGHT AND MOMENT

Max T/O Weight 1670 lbs.

1 US Gallon = 6 lbs.
Specific gravity of avgas: 0.72

Student Name:-…………………….………………

Student Signature--………………………………

Page | 49
4.2 LANDING DISTANCE CALCULATION TABLE

 Refer Guides on table to apply conditions required for calculation.

4.3 TAKE-OFF DISTANCE CALCULATION TABLE

 Refer Guides on table to apply conditions required for calculation.

Page | 50
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