g

Cessna.
ssna, 0
Nj
MODEI
№

MORE PEOPLE BUY AND

FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
•TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD"

1975 A AUSTRALIAN JET CHARTER

MsmSSF^Mms BATCHNUMBER

AJC
AJR12

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS

WORLD'S LARGEST PRO-

OWNER'S
DUCER OF GENERAL
AVIATION AIRCRAFT MANUAL
SINCE 1956

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 PERFORMANCE - SPECIFICATIONS
150 Acrobat* CONGRATULATIONS . . . ..
GROSS WEIGHT .
SPEED: ' ' ' 1600 Ibs
Top Speed at Sea Level
Cruise, 75% Power at 7000 ft . 124 mph ^l.c.om,e.to^terank6. 0f_cessnao_wners! Your cessna has been designed and con-
RANGE: "~" ' ' 121 mph stl:ucled.tcLgive,youtlwnying
most ineither-
P.erf°™. i"ce, economy;'andcom'fOTt&"It"Fs^ur"de-
Cruise, 75% Power at 7000 ft slrJ, ttat/ou_wmftnd it> for"b"sinesTor'plells'ure','"auplLeasaLnti'aon'Sr
495 mi experience.
22. 5 Gallons, No Reserve
4. 1 hrs
Cruise, 75% Power at 7000 ft 121 mph ^..O^.SMa'mal ,tos b!enJprepared as a euide to helP you eet the most pleasure
35 Gallons, No Reserve 750 mi Md.utm^-fromyourl5°AMObat- It containsinformationab№i your C'essmT
6. 2 hrs ^e."t> ^ra^"g.pr.Tdur, e.sLa"d^erf<Tmance' and and"toPrefer
suggestions~f°rits"se"r7^1^ndi'
Maximum Range at 10, 000 ft 121 mph
care. We urge you to read it from to cover,
cover
to'it'frequentlyAe
22. 5 Gallons, No Reserve 650 mi

Maximum Range at 10, 000 ft

6. 9 hrs
94 mph ^ndntS itUoc^^m^l,^s^h^.
d^^tb^sswJD
noLclasldwuhyouI;purchase ofa ces^.
^the'C^s^Trvi^D^T-'
1010 mi
e:iler
OIngamzation backed .
35 Gallons, No Reserve
10. 8 hrs s^ds ready to serve you- The followine-servi^sare'offe7ed"by"m^T^sna
RATE OF CUMB AT SEA LEVEL. 94mph
SERVICE CEILING. . . ". -- ; "' G70 fpm ™_ECESSNA WABBANTY - It is designed to provide you with the most
TAKE-OFF: ... 14, 000 ft comprehensive coverage possible:
Ground Run .. . . . a. No exclusions
;rotal Distan" Over 50-Ft Obstacle 735ft b. Coverage includes parts and labor
,
1385 ft c. Available at Cessna Dealers world wide
Ground Roll d. Best in the industry
445 ft
STASt ipSn ceover50-Ftobstacle 1075 ft sp!cinc beneflts-and Provlsic)nsof the warranty plus other important
Flaps Up, Power Off...
benent^f.OTyouare contamed. i" y°ur Customer C'are"Progr'a'mubo^
Flaps Down, Power Off 55 mph »swu^.w^hJ№r^rc^t;warrantysem^-"~avaUabirto"^^^^
EMPTY WEIGHT: (Approximate)' ' : 48 mph a?LauJtto±edles.™Dealerthroueho^the-woridup^"pres"en^^^^^^
"SEFULLOAD: (Approximate)"". . ; 1040 Ibs ^ey^rrca^lomercare card WIUCh estab"shes~your^ii'g№iU^'^deur1
BAGGAGE . . . . ". . . ;"" • • •• • 560 Ibs
WING LOADING: Pounds/Sa Foot .' ' ' 120 Ibs
POWER LOADING: Pounds/HP" .' ' ' ' 10. 2 fe^RY TRAmED PE"SONNEL to provide you with courteous expert

FUEL CAPACITY: -.—... 16.0

Standard Tanks .
Optional Long Range Tanks . 26 gal. ^tT^LAnroroyr
o.T,YICE»EQUIPMENTto provide
accurate workmanship possible."
you with the
OIL CAPACITY . " . . °. -"""" ' 3 8 gal.
PROPELLER: Fbied Pitch- Diameter 6qts.
ENGINE: Continental Engine^.""" 69 inches ;^JSO F GENUINE CESSNA SERVICE PARTS on hand when you
100 rated HP at 2750'RPM 0-200-A
^^TE^AUJH ORITATIyE INFORMATION FOR SERVICING
£,ESSNA AIRPLANES'. since cessna Dealers'have all1 oTtte &lr"vTce
NOTE: fAu.perfo^Mce.flgures,include the effect of °Pti°"alspeed ^SS N^.^te.c^^. keplc wYnt^/tervi"-Le^
fairings which improve the speeds by approximt'atelyalt^lph. Service News Letters, published by CMsn^A^rcra.tt Comply"
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
^m^^s^v^^w^^^
^5eOMler>peF, eu^"ptee ^,^he ^^'^^"^^ maflMl
As cr^^^rTasuTntD:al:^Te. c.to:^aclTpa. mes The Directory
is '
your
"^. airplane.
COPYRIGHT © 1985
D1034-13-RPC-200-1/92
Cessna Aircraft Company
Wichita, Kansas USA _P. O. Box 387 Fyshwick A. C. T. ' I!
Cnr. Nomad Dr. & Widgeon Rd. i
Canberra Airport A.C.T. 2609
Ph./Fax: 2486292 A. H. 2959904

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 Maximum height of airplane with nose gear depressed, all tires and nose strut
properly inflated, and optional flashing beacon InstaUed."
M."""um wme,span u.°Pti°"id mmcal camber wing tips and optional strobe
^Ts^^S3t?l-?i/9?'st!uldar<iWInEtipsWLtI'°"tstrobeuB'Msare'mstaued.

8'-6"MAX.
TABLE OF CONTENTS
Page =
3%° SECTION I - OPERATING CHECKLIST--—.... 1-1
SECTION II - DESCRIPTION AND
OPERATING DETAILS .. ___„_.... 2-1
SECTION III - AEROBATIC MANEUVERS—-.. 3-1
PRINCIPAL SECTION IV - EMERGENCY PROCEDURES.... 4-1
DIMENSIONS SECTION V - OPERATING LIMITATIONS-. -.... 5-1
SECTION VI - CARE OF THE AIRPLANE-. -. _. _ 6-1
SECTION VII - OPERATIONAL DATA. -_-.. _.... __ 7-1
SECTION VIII - OPTIONAL SYSTEMS. -_.... _.„. s-1
ALPHABETICAL INDEX— -———.. _. __..... __ index-1

, ^
•7'-7'/,"

iii

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 Section I
OPERATING CHECK LIST

fQ",€o^the. nrst. steps in obtaining the utmost performance, service,

^dn.ying.e^ymen"rom your^es^a"isto"faumn^^^^Selfsew^hce'
andcontrols-"Thi^^
^r^,ist '^,equ^mentLsystems',
viewing this equipment while
re sitting in the aircraft" 'rFhos7itemET
function and operation are not obvious are covered in'SectiMiTl0
Jeft!o.nJusts.'-m.puot's, checklistform' the steps necessary to
operateyour ccMFslt1 mTts
aircraft efficienuy ^d7afely""ltTs' not^ocheL

^u^m.all ^^onsi_del'ably-longer' but u doe's'coverbri'efira ll of°the

t

^±^at^,shouldknowi°^ typical flieht7A c"onven^ mo- plaLst!e

^s^d^cu.
il^stowed^.themapcompartmen^
^checking that all important procedures~have'been
sm, cevlgilancefor other traffic is important"mcrowde7twmil nall
so

air!asl u. imPortant that preoccupation with checklists be avoided'in

is

SLJro^edures shouldbe carefully memorized"a7dperfo7meud^rlom

memory-_Then the checklist should be quickly scanned to-ensure"thaT
has been missed.

inal?^sfnl?^an?.op.eJat^nl1 c, hara cte"stic-s, ?f_.your aircrait norm^ are

?nn^u^8pel^\. There. are_no "uncon^ntional" charac^eristu;s"or operaa-±

Sn th^ n^ed20^emas.tered-_ .. con^^"respon7mYheoLn^malu^y'i
An

?tiy^Tt?^MU^^e^?pjratMnL7uai;sp;^
Cor?espondmg"caUbrl atedca^'"°
L"H Ilan^Lare^catedairspeeds-^
speed may be obtained from the Airspeed CorrecHon~T^blem"Sec^V-n.

1-1

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 Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.
(2) a. Remove rudder gust lock, if instaUed.
Disconnect tail tie-down.
c.
Check control surfaces for freedom of movement and security.
7
C3) a- Check aileron for freedom of movement and security.
(4) a. Disconnect wing tie-down.
b.
Check main wheel tire for proper inflation.
c.
Beforlnrstflight.of dayand after each'refueling, use
^up,anddrain sma11 qumtity of fuei from fuel~tMk sump'quTck^.
d.
drram^alve. to_check for water' sediment ^dprope7fu^l4g^^.
Visually check fuel quantity; then check"fueimieTcap"sec6uraeuc"
EXTERIOR C5) a. ^hiecko^level\_Donot. operatewith less than four quarts.
INSPECTION to six quarts for extended flight.
b.
Beforef"stnightofthe dayand after each refueling, pull out
s.trameLdrain. knob for about four seconds to~"dear'Tuer^rai'ner
?^posliblewater and sedim<a"t. Check-straine7dram'd°os^"
lw^^^oblTedL№efuel, system/may~c"on^^^^^^^
w.ater. andfurther dramineof the system'at''the7tramuer7I f^l
c.
taiAsurops, ^and fuel line'drain plug will be necessa7v. x'
d.
propeller and spinner for'nicks and securitv."
2 landing light for condition and cleanliness^'
Note
e.
c.heck carburetor air filter for restrictions by"dust or other
matter.
y"ually-check. aircraft for general condition durmg walk- f.
Check nose wheel strut and tire for proper inflation.
around inspection. In cold weather, remove even'^maT g. nose tie-down.
accumulations of frost'ice or snow from wing, 'tail'and h.
SssSt effehtsS:. ent static source
opening on left side of
control surfaces. Also make sure that contro0 !' s'urfac'es

no internal accumulations of ice or debris.. "Q

_

n!ght night isplanned' check operation of-alTugh"ts, 'and

make sure a flashlight is available.
(6)s: Check main wheel tire for proper inflation.
Beforlfl,rstflight.of dayand ^ter-each~refuelmg, use
a. Remove control wheel lock. ^^SSf?S?^^^k ^TS^-
^^l^Ltitick. forwah'. sedym en^7nd^p0^^^
b. Check ignition switch OFF. c. check fuel quantity; then check
c.
fueTfiUerJ caps"ec\Tre'luc' ji
T.urn^n_master, switch_aRd check fuel quantity indicators; then [7] a.
d.
master switch OFF.
Check fuel shutoff valve handle ON.
' ' -—-~—--'
b.
?S:g7o'to.tt^:;e"' ui°s'aned-"-"'-"kpitoi^b. it(

e.
Check door release pins prior to aerobatic flight. ^heck stall. warning vent oPeni"g for stoppage.
f. Inspect seat^belts and shoulder harnesses for co ndition.
c.
d.
Check fuel tank vent opening for°stoppag^u&l"
s- Disconnect wing tie-down.
seatmsert^cushions as necessary and securely stow
prior to aerobatic flight. ' " -----^ "-"" (8) a. Check aileron for freedom of movement and security
Fig^e 1-1.
1-2

1-3

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 BEFORE STARTING ENGINE. (2) Carburetor Heat -- COLD.
(3) Throttle — FULL OPEN^
(D Exterior Preflight - COMPLETE.
(2) Seats, Belts, Shoulder Harnesses — ADJUST and LOCK. ?S ^e^torc. ontrol, :\LIFTNOSE WHEEL (at
Speed — 70-80 MPH.
55 MPH).
'"' " *'""/'
(3) Fuel Shutoff Valve — ON.
(4) Radios, Electrical Equipment -- OFF. MAXIMUM PERFORMANCE TAKE-OFF
(5) Brakes — TEST and SET.
(D Wing Flaps — 0°.
STARTING ENGINE. (2) Carburetor Heat — COLD.
(3) Brakes — HOLD.
m
(4) Throttle -- FULL OPEN.
Mixture -- RICH. (5) Brakes — RELEASE.
(2) Carburetor Heat — COLD. (6)
(3) Master Switch — ON. Elevator Control - SUGHTLY TAIL LOW.
(7) Climb Speed - 70 MPH (with obstacles "ahead).
(4) Prime — AS REQUIRED.
(5) Throttle — OPEN 1/4 INCH.
(6) Propeller Area — CLEAR.
(7) Ignition Switch -- START (release when engine starts). ENROUTE CLIMB.
(8) Oil Pressure — CHECK.
(1) Airspeed — 75-85 MPH.
BEFORE TAKE-OFF.
NOTE
(D Cabin Doors — LATCHED.
(2) Flight Controls -"FREE and CORRECT. lLmaxnnum. performance climb is necessary, use
(3) Elevator Trim — TAKE-OFF.
(4) Fuel Shutoff Valve — ON.
^!i^^^M^^^^^^
(5) Brakes -- SET. (2) Throttle — FULL OPEN.
(6) Throttle
•ottle -— 1700
1700 RPM.
RPM.
a. Magnetos — CHECK (RPM dr°P should not exceed 150 RPM (3) Mixture - RICH (unless'engine is rough).
on either
iither magneto or 75 RFM different!
differential between magnetos).
b. Carburetor Heat "-- CHECK (for
(for RPMdrop).
c. Engine Instruments and Ammeter CHECK. CRUISE.
d. Suction Gage — CHECK.
(7) Flight Instruments and Radios — SET.
(8) Throttle Friction Lock -- ADJUST. s.i ^wlr ::wo°to 2^0RPM
Elevator Trim -- ADJUST
(no
*
mo" than 75%).
""" "'"" '"'u/'
(9) Wing Flaps — Oc (3) Mucture -- LEAN.

TAKE-OFF.
BEFORE LANDING.
NORMAL TAKE-OFF.
(1) Mixture -- RICH.
(1) Wing Flaps "0°.
1-4
(2) Carburetor Heat - ON (applyfullheatbeforeclosingthrottle).
1-5

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 w ,Alrspeed ~- 70-80 MPH (flaps UP).
winIF!aps ~;ASDESIRED^belowlOO MPH).
(5) AirspeecT- 60-WMW^^D'OWN)'. lvlt't1''
£i
is!
BALKED LANDING.
(1) Throttle — FULL OPEN.
(2) Carburetor Heat — COLD.
(3) Wing Flaps — RETRACT TO 20°.
(4) Airspeed — 65 MPH.
(5) Wing Flaps — RETRACT (slowly).

NORMAL LANDING.
w Touchdown — MAIN WHEELS FIRST.
la ndingRoll LOWER NOSE "WHEEL GENTLY.
- .

Braking — MINIMUM REQUIRED. "" """u"

li

AFTER LANDING.
(1) Wing Flaps — UP.
(2) Carburetor Heat -- COLD.
f

SECURING THE AIRCRAFT.

(D Parking Brake -- SET.
(2) Radios, Electrical Equipment — OFF.
(3) Mlxture:_~. IDLE CU_T-OFF (pulled'full out).
(4) Ignition Switch — OFF. u —- "" —/•
(5) Master Switch -- OFF.
(6) Control Lock -- INSTALL.

1-6

1-7

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 INSTRUMENT PANEL
1234567
Section II
? 10 11 '2 13 14 I
DESCRIPTION AND OPERATING DETAILS
s^la?;^s^ie^ :?;"№to"
Tni»slt,tmim_the aircraft:" ThFs"
sjicUonalso wvers7n ^m^<h^l^^Tp
inChecS ^^^^^J^^^S^S ^
THE 150 AEROBAT.

^,INA^ ^
36 35 34 33 32 3) 30 29
Turn Coordinator (Opt).
Airspeed Indicator
Directlonal Gyro (Opt).
Gyro Horizon (Opt).'
Clock (Opt).
Aircraft Registration Number
Vertical Speed Indicator
Altimeter ' "''
Marker Beacon Indicator
Lights and Switches/Radio
Trmsmitter Selector Switch (Ont). 20. Map Compartment
10.
Omnl Course Indicator (Opt).
^^^^^s^^,
'^^^^^^^^
^^^LB. ^Prs^^, *^^^^^^
d:lte, e^-chairTr'brcrt ypTp^ea^^Sabl^e^
"i CU!M0^ are"s~ecwed^JhpecsfvT^St enTteTt,bottoman<seat'^^^^^^
24 23 22 21 20 19 and installation. The bacTc^Z^,Ia^T.rstoallow ease in removaF
25 sE?"^ ^=n^^s];£SlDEJZl
2G
2,"J[SS'^S^ K£,°Sr.,em"^'c"'" J'
b^cabm do~ors"iuncMP^eaaSu\ncekAr^ Th'e~150 A'e"ro'-
Pumng№e~emerge^c7ud^o[r%ae?eu^^rT^TS^
doorpost bulkheads7'' """' lciwse rlngs' Iocated on the forward'cabm
12, Rear View Mirror
and Control (Opt). 24. Mixture Control Knob
13. Radios (Opt).'
14. Tachometer
^' T.hrotlle (with Fri';tiBnLock).
26. Microphone (Opt). ~ " ~-''- FUEL SYSTEM.
27- Elevator Trim'ControI Wheel
15' MF Bea"ng Indicator (Opt). 3?'
>. Fuel and Gif Gages carburetorJHeat Control'Knot,
17. Suction Gage ). Electrical Switches
30. Fuses
18. Ammeter
^' ch"!r-v^w Warning Light 31. Radio Dial Light Rheostat
32. Panel Lights Rheostai'
33. Ignition Switch
2i- (;',abin_A'r/HeatControl Knobs

;rSS'!5??^ ^as-
22. Wing Flap Switch 34. Master Switch
11.
Accelerometer (Opt).
23, Cigar Lighter (Opt). 35. Primer (H
36. Parking Brake Knob

TANK SUMP OUICK-DRAIN VALVES.

..e^eL%SS-^^^^^^^^^^^
Figure 2-1.
1-{

2-1

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 FUEL SYSTEM SCHEMATIC FUEL QUANTITY DATA (U. S. GALLONS)
USABLE FUEL
TANKS UNUSABLE TOTAL
ALL FLIGHT FUEL
CONDITIONS FUEL
VOLUME
VENT
TWO, STANDARD WING
(13 GAL. EACH) 22.5 3.5 26.0
LEFT FUEL TANK RIGHT FUEL TANK TWO, LONG RANGE WING
(19 GAL. EACH) 35.0 3.0 38.0

FUEL SHUTOFF Figure 2-3.

VALVE
Ia^ve CTtends. through the lower surface °f the wing just outboard of ,
?,T dTO^7am?eJ'cup's^r;dT:^eua^
Due to cross-feedlng between fuel
fu^^№t^oteJn/the7amp7e7;upTnto1^^^^^^
^•pS£»ri£SIF^ ^^'£q^^,
tanks, the tanks should be re -
topped after each refueling to
assure maximum capacity.

LONG RANGE FUEL TANKS.

I FUEL

TO INTAKE..
STRAINER
»AalSn S/S^e^t^S^^^^^
MANIFOLD """"•
ENGINE
PRMER ELECTRICAL SYSTEM.

THROTTLE
^^^:^^^1^T^^^^^^^^^^
CODE
CARBURETOR <
FUEL SUPPLY
VENT MASTER SWITCH.
MECHANICAL TO ENGINE

^SS^^^^^^'^^r
LINKAGE CYLINDERS MIXTURE
CONTROL

^^^^S^S£S^t
KNOB

2-2
Figure 2-2.
^a^^s:s^^^s—-
2-3

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 ELECTRICAL SYSTEM SCHEWATIC
TO IGNITION SWITCH

OVER- I AP TO WING FIAF SYSTEM

VOLTAGE St 810
WARNING
LIGHT
Hr AITEBNATOR
TO LANDING
AMMETER.
tDG IIGHT |OPT|

ALTERNATOB
TO WING TIP STROBE

^sss^^^^^^^-
FIEID
MASTER A CIRCUIT ST.OBE LIGHTS IOPT1
SWITCH { BREAKER ITS
•TO FLASHING
OVER- BEACON |OPT|
VOLTAGE
SENSOR u ^N»'-TO 1>ITOT "EAT
PITOI H7 SYSTEM" lOP'J}'
,

CIGAR LIGHTER |OPT| TO NAVIGATION LIGHTS

FLIGHT HOUR , AND OPTIONAL CONTROL
RECORDER (OPT) WHEEL MAP IIGHT

OIL PRESSURE
AMMETER TO TRANSMITTE8 RELAY
OVER-VOLTAGE SENSOR AND WARNING LIGHT.
SWITCH (OPT]
•I NAV
STARTER DOME

CLOCK
A TO DOME IIGHT

|OPT]
•TO RADIO |OPT)
STARTEB R
CONTACTOB

•TO RADIO [OPT)

BATTCRY
CONTACTOR

^ TO
•TO RADIO |OPT|

WING FLAP
BATTERY + FUSE

~"f"" GROUND 5EBVICE

TO OPTIONAl TUKN
COOBDINATOB OB
PLUG BECEPTACLE (OPT) OPTIONAL TURN-AND-
BANK INDICATOR
IGNITION
SWITCH TO INSTRUMENT AND
FUEl IND
COMPASS LIGHTS
INT LTS
TO FUEL QUANTITY
CODE

^f^a^£hs^^^^%^^^^^^
INDICAT08S
CIRCUIT BREAKER (AUTO-RESET] B B
G& CIRCUIT BREAKER (PUSH-TO-RESET]
FUSE -(<-DIODE A/WIESISTOR MAGNETOS

-^ CAPACITOR (NOISE FILTER|

<i€k S- FUSE FUSES AND CIRCUIT BREAKERS.

Figure 2-4.
2-4
2-5

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 ss^^'^"^srs\t&^^^^
s^^y^^^'s^^^^^^^
iulu
repj aced- SPare fuses
Uie'mapcompartm<^t.
in a clip inside are held

NOTE
"S^sys^s^^y.^
the-a^mosphecre"^cuTrir^Sfronm Ia^Ld^^^
m

orienta"tTon. ^""c' parclcularly at mSht, can produce vertigoa.ndlosTot

. the_replacement fuse is of'the^
=?.ssss?^r^
' INTERIOR LIGHTING.

'^^^°^m^^t^^^^-.l
instrument'paiieYn'eaTt^e ^ll!LAIiLis.Iocated ,
rf the on the left side
Thi'aIteI ;na^rTe^7^
d. -cuTS,. ';^ "^
SSC. ^ 5'^SS^S
(^ISlanSS Tst^^^Sd: ^^ transnutter . day
^SalS^^^^^;^^^^the^,s
NA^DOMlTlt "me^S^osteS,tei^s tp^^c?lbyJe.ES7Iabe^d
systems protec\YdbyI I^s[^Lron"vm^m, ber, thaLan^mauunctionin"^^^^^^^^
№o;iow^uellem1^ Sh№)isw£S £a,Za^on.llght^"dome1lIgh^^ruoPz^l
the'seusy=I^K^ttTSL^ f^ ^№wm'de-^u::altel"
^S^^S^^^SAV
№ese_li^ti^^^^ert^Soff^th^nL thesmtches~for
replace"the~NAV-JD6MET^atrerSd^ittLi^te^ci^
rela7M ^^^
per. mit-its"us^e.-"^omtSntoo^^etn%lt, hltran!mltter,
untilthe ma^n'c"tio7haTbeuernnc°onrS^?d.the lightsprotected by"the~f^e
WING FLAP SYSTEM.
LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.

^^^^^S'^ST^^y^
ther^tioc£S^^:i°^Gnthewin^- t°P°f
i^Aaxr^ght^n^hl^olSt
^emc^dT^S^dlng_ugMM
'iS^^^^^^Sis^^^^^^^^^
;?,.s ^^ss'^^si^s^^S' ss^, switchaUows"iFtoc^lt^nateg^! OLextenslon is, Releasing thex reached. li
I

2-6 "^st e.\^s^^^n:js;iSc irI

2-7

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 ^o'SciuT.SS ?^^°-retractlon- "•"•a--^ ""
^.SS 2% UP^.U'.L'to;,Sh^ttJ .t;p,^'"»,,T'.e s^y^s^^T^r^s^
w^rd'n"nly6andule tancb^k SSs tr£erSeTi Se.bacip,ul[theJ rn obI70 r-

^over:c;nterTS £L^t^s^Tn S^L^^^^^ ^^nd^as^ga;thrs^^;ksYsh;esc!£ed.Th^c^^^ of-the

^atto^eup^h'tpo^Uona, ^Tf^;inoendthpTon^turnih
L

approximately 6"^c&ondlu lM^eltS^^lfulap;.etra. ctfonm e back

plished b7'mtermi'ttentu^erT, r,e,^adua.\flap. retraction can be°accom^ The^back of the^"s7ats"wil'l ^Ifoo^^n.^b,ottomedge. of the back.
Af^7ulTretrcaSe^ch°ep^S°h^?n№^p,,Tltc^^ aiTto-sTowinro^S^^Tc^^^^^^^^^^^
position. --"—""' Luc "wiccn is normally refairned to the center'off

CABIN HEATING AND VENTILATING SYSTEM.

t^s^^^^w^
SHOULDER HARNESSES.
^ S&^T,TS,£°^^el,s- ?". ^ ,„,.„_
do^\T7st?thT^naeIsTh h?o?t£e^^5agew^LbeIOW°^
harness cable) ov~erThec^at"hooStSen,S^UPJOn№e_forward endofThe"
^sSE2fse s^SE!i: £ ^th^w ™°^ thl:nl'sTipZKh?Ssede^ealLtS upper^ard"c;'r'ner

^^sx"^^^^-
PARKING BRAKE SYSTEM. ^Tn;t;^c^a^
?. th ^opMpo^on^^n^^lSe
^m^heloc^^t^r^^eth^e^!t&nd.
p^^^^^^^^
the shoulder harnes&s"by'pluilinKuduo^n№e, ^^b!ltfOT a. snu^.fit and adjust
^£e^^^^°^°^s^k"^^A^r^e^^^&h2npe^%Ud^nt
knob/., Torelease^uP^ngnebSsan^dat^n^e^easetheparMngb^^^^^^
?hee fr^J^°Ctl?harnl esusisutouasPIS.
enoYh tosit"compre teTyT^mbitpiesrSthtthpe^,C^TLtole^^
. ». i; '^^ss^^t
ped.
t%^;ae^fS°»r ^d^v^"a^^aecTSt^b^^^^^^^
^,epulw lirw MtThrf ^do^I?o^rcth^dw<;nnngs»udd!n^ecel^ra^
theharn^7s'houldc^I^er!Sa F^"a"erob^cu'
n controls
flight, easily-
SEATS.
^^^^donreir^t^^^^^^^^^
^^.^^?S^^°moLr
S^^.". '.,. ^""S^'a^ZS:
t"
%^^eSelSit'be^=H
^^^SSS^^i^'STARTING ENGINE.
adjusted fore and^t~bv"ra*is^ ^u,Daucoperation3-. . The seats can be
^^&№^^^^^
-a°r%^^^s^z^^^^
2-9

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 K=^te£^m^,S ST^.-—«»>,
"to^s^t°'%sr. ^L^.°t^k..-se.can"be'
cleared from\he"c^mc^sv^rSb^. n^od^iEx^sfael
f~n''he TAXIING DIAGRAM

USE UP AILERON
USE UP AILERON

^ss^ss'0^'^^^"^
ON LH WING AND ON RH WING AND
NEUTRAL ELEVATOR
NEUTRAL ELEVATOR

TAXIING.
USE DOWN AILERON USE DOWN AILERON
ON LH WING AND ON RH WING AND
DOWN ELEVATOR
DOWN ELEVATOR

.
p.e^^sa»:c^tr^^at£—e

CODE NOTE

BEFORE TAKE-OFF. WIND DffiECTION !trM^qu."t-e""6_tail wlnds requi" caution.

lA.VOJdJudden burstsof th<l. thro?Ue andushar'p
WARM-UP. b^ak^e when _the airPlane is"inthTs'atUt°u'del.p
^se^hLS ^!rable nose wheel'and"ru?der"toc'
maintain direction.

Most of the warm-up will have been conducted during taxi, and addi-
2-10 Figure 2-5.

2-11

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 a:^.?'°^'."Se ^:dL^LT^,dto. uejhec''-»^
=^";^L^^:^^^^^^^ESSt ^t^b^£c^^^^^^
MAGNETO CHECK. b^blownback-oTth?p7opeUelrTa^MttLdZe. toped^andthe. eraveTwUr
S^^^'So
T^^ ^M,RPMMMto"-.. "»'.
^^SSS^^^^I^-
^OTHOtwol^T. S;eto°Se?)sTs ^ote ?^CN mrm ?::itcrbvaeck
posl.tion' note RPMand"r;etuorcn ^ep^nh Jh^ ^e.switch to theL~
dropjhould not'ex'ce^dul5COl^Mtensw,i^htltheBOTH Pos^on. "RPM
75-RPM^fferue"^eat^euenR^^^ m.agneto or,sh°^eate^hlan
-^^^^^s^^s^^^.
e^n ofie7gn^°^L^^^^^^^^
usually connrmbwl heutheTaTficKepnMyceS.
at higher
Mcowrernm^p-
engine SPeed^"'
S^^^^^^5.
0^M''m,.iochc'ac1--
^T^^. ^^.^^^^i'^,
'^^^^^ FLAP SETTINGS.
^inVfs
ma^o
Temins2^e:ro?t^ebmS^J?i^^^^^
ALTERNATOR CHECK. Tte
^"i»m^^"e£.re^eTn;,T. m. periOT."e'i'""-. ». "P.
thisoMOO
^vwtaSe isTst7n^eIucTn;b№^ f50nunfd.run>a;pproximatelylo%~tb"^
,

"^^.^s1^1^^^^^
a positive verification caFbe^adT^ as^ghtOT. instrument flights);'
use "fTaps°isurbeLslenrweed cfo?^tno^,,Tfo.ot. obstocle7"The^f0"' ^
from soft or7ough fiS^" Ior mlnlmum ground runs or for take'-off"
m^tarily (TtoTs^SnS1 ;^Sdeeob^o^-nglhe?e^ca^^^
°Lby °Perating"th°e^n7flaZnd^n^?h°^i^ng1^
^m^wluTeL m^%S?; St ^tehnSn^J^PJmoRpwu
voltage reguTator"a^e1
Se^gn^eeSydth of zero
lp^^'
ifthe alternat" ^dc: ",,l:s~fb?!??e"°S^£;.7,^^^^^^^^^
ob'stacTeu vcThIe:I^^eM.ed.rauther.
climb to the theminUiT'
than retract

^k£¥in^orwe^ S^i^t^^wu^mTh^-- :*••

^I.c";».°^;u£t?0e",^ ^oI±S»lrtS»-.
TAKE-OFF.
POWER CHECKS. PERFORMANCE CHARTS.

^i3^^s^xu e.a:=^.s»tte"»-
^^№oica?;fo^.di^s?K^ sl^shM№Ma"el-:r-
-^sa^^s^^-
lustifiedin making'^th^gh"f3hI^tttiTe~.2L uthls occurs' youar; CROSSWIND TAKE-OFFS.

?^s^^^"^°sa s.^s. mhe

»."e^to^»r=^^s^T^^,
to.r- drift-angle immediately^ft7ra^ke"-^ffne ^id.lengthAto mmimize the'
^?^?hghu^^y^ernot^ealofthe^
p^slble^a6
setui"Y^c7to"l№e Z^' ;;?e Sd^ff a^ruptly.to Prevent
2-12 . round,
e^^^^5^^t^^^the'L
2-13

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 ENROUTE CLIMB.
CLIMB DATA. CRUISE PERFORMANCE
AEROBAT(WITH SPEED FAIRINGS)
For detailed data, see Maximum Rate-Of-Climb Data in Section VS.
CLIMB SPEEDS. 75% POWER 65% POWER 55% POWER

ALTITUDE TAS MPG TAS MPG TAS MPG

Normal climbs are conducted at 75 to 85 MPH with flaps up and full
throtUe, for best engine cooling. The mixture should be full rich unless
the engine is rough due to too rich a mixture. The best rate-of-climb Sea Level 114 20.4 107 21.8 101 24.0
speeds range from 78 MPH at sea level to 72 MPH at 10, 000 feet.~If~an
obstruction dictates the use of a steep climb angle, climb at an obstacle 3500 Feet 117 20.9 Ill 22.7 104 24.8
clearance speed of 70 MPH with flaps retracted^
7000 Feet 121 21.6 114 23.3 107 25.5
NOTE
Standard Conditions Zero Wind
Steep climbs at low speeds should be of short duration
to allow improved engine cooling.

CRUISE. (2) Enrichen slightly back to peak RPM.

Normal cruising is done at power settings up to 75% power. The For best fuel economy at 55% power or less, operate at the leanest
engine RPM and corresponding fuel consumption'for various altitudes can mbcture that results in smooth operation or at 50 RPM on the lean side of
be determined by using your Cessna Power Computer or the Operatic the peak RPM, whichever occurs first. This will result in approximately
Data in Section VII. greater range than shown in this manual.

The OPerational Data in Section VII shows the increased range and Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the origi-
^f-°yed fuel. economy that is obtainable when operating at lower power nal RPM (with heat off), use the minimum amount of heat (by trial and
settings and higher altitudes. The use of lower power settings said the error) to prevent ice from forming. Since the heated air causes a richer
selection of cruise altitude on the basis of the most favorable wind condi- mixture, readjust the mixhire setting when carburetor heat is to be used
tions are significant factors that should be considered on every trip to continuously in cruise flight.
reduce fuel consumption.

_The cruise perfOTmance table shows the true airspeed and miles The use of full carburetor heat is recommended during flight in very
gallon during heavy rain to avoid the possibility of engine stoppage due to excessive
cruise for various altitudes and
percent prowe~rs'."ThiTtabTe'
should be used as a guide, along with the available winds'alcft'informatTon. water ingestion. The mixture setting should be readjusted for smoothest
operation.
determine the most favorable altitude and power setting Yor"agiven~trip.
To achive the lean mixture fuel consumption figures shown in Section STALLS.
VII, the mixture should be leaned as follows:"

^^ ?UULthe mixture control out until engine RPM peaks and begins The stall characteristics are conventional for the flaps up and flaps
to fall off.
,
down condition. SUght elevator buffeting jxiay occur just before the stall
with flaps down.
2-14
2-15

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 stau. spe^ds_are. shown in section vn for aft c- e., full gross BALKED LANDING.
ronlilT^Theya, re.presente,d as , ^librated~airspBeeds'becE aus'e' i^^ated
.

^"spejds^emreliablejlear the sta11- The staUwarmngho7n'prlodu^u

.

^stea^tgn^^to"MPHbefore.the.-actual ^U is~reacE >hed^7e'm^s bereI^ebdTo1olaSe £;tT;^^^^^^

on until the airplane flight attitude is changed."
y^a£^m^^^^S^S^^^
LANDING.
s's^"^"^^^^^"^^^^^
Nwma]c l,anding^approaclles.(:an be made with Power-on or power-off
^ee^^2'i"€H5tifS"^"?_^^^^^^
^sS^SS^^^&
a^en^ZoTheX^tTo1; £Sic2I?tting 1°^^'^" withouthaving
d.T;J.urlace ™s-and air turbute"^ are'usually~theVrim±arlyf<alJc&tors
in determining the most comfortable approach~speeds7
pA.CSLtou^hdoTOShouldbe. made. with P^^-oH and on the main COLD WEATHER OPERATION.
TS^^^ be'lower^-°°^"t°^el=ay
,

wheel should

SHORT FIELD LANDINGS.

^HSS^
t, thus conserving battery energy.
.
^^s^
cFM, ^maximumperformance-short field landing i" smooth air condi- NOTE
3.'-. maKe_aIlapproachat 60 MPH with 40° flaps'u'su
^Vn^;l^eg^Tato^er""alra№;^
csStly r^^ler^m^iw ^^e^The'^srro
.

MPQ fEers-
fcirr?tt; I^h,d^,shfouid.be^made-with"!wwer:offan?m1heumcalun ^e^F
kt;-n.Immld !a,tely, aitSLtouchdown' .
lower the~'nos7whe'era ndlpply"^a&vy
nT, ^equl,"d; .. For-.maximum brake effectiveness;-retrac'tThe"
Su th;;ddS\nh:stT;ele levator7and~ap~pl/m^imuImrr^
.

condiStty higher approach speeds should be used under turbulent air

Cold weather starting procedures are as follows:
CROSSWIND LANDINGS. With Preheat:

»ss^ss^s^
jxcls8ivtnose.st^t.inflation. can hinder nose wheel alignment with
ihe. a.lr^^roundtrack^nTdriftin^c^cw NOTE
^ltlnfi grou^rolli . This can, be"^unteracted~bynTmly^leuruiTwg1 the
"^^L^'TKV^ strut)
g^Td_^cer.lnitial contoct7"This^m^^^^
permitting nose'wheel -^S^^^e:om-
SS £zISe
2-16

2-17

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 (2) Propeller Area — CLEAR.
(3) Master Switch -- ON.
(4)
(5)
(6)
^bcture — FULL RICH.
Throttle - OPEN 1/4~INCH. .'•LteDS?>^l. 'StSo№SH»SS^';"_le. W»t»ntt.
cold7"Iftea rT^Seprw^mo-^eer?nVf90uteMl^t^p^^^^^^
Ignition Switch -- START celerate~the ^°^^ev^SmiZspSi^to, Lmlm tes.at 100.0'RPM), a^y
"

(7)
(8) s'.1?,"..^10" ^to BOTH *h" ^iDe"ar-- a^erat^scX^^heuS!sptoesh^rr Sne. RP^
the airplane is~ready f^rutaTe-"offpressure remalns normal and steady
Without Preheat:

j^;s^^-^^^^^
(2) Propeller Area -- CLEAR.
conditions. °"' """" ^1UB ls crnlcal under certain atniospheri'c'
(3)
(4)
Master Switch -- ON7
Mixture — FULL RICH.
Refer.to SectionVUI for cold weather equipment.
(5) Ignition Switch — START.
(6)
^enppS;rottle rapidlytoful1°Pent— Return to 1/4 inch NOISE ABATEMENT.
iSSSt'^^^s^^-j..^ S^i^X ^lK'5'Stt,Lq?,T^^.e.°.T;ron.na:^"-
ieCS£s!S^^;^S.. °r alter-
on'the^pubU'c"
craft noise
tut" ptlrc M au pilots
effecTof'air- to minimize the

^s^^~—- ^s^^^^°s^^wmww-
thereby tend to bmld~pubUc"su^orutl^l%Ssted procedures> and"
NOTE
^^S^^^°^SS^. T^L
areas should1 make" e^eTy^ffo^?lre^ ,and o№er. noise;sensitive
t£^f^^ee;S^t0^^^^^
witrUie"D'r^k^nve.n^oughflight
may be consistent at a lower level
L2L Dur^"de7a7tureuLZ ?r°S?ponn,s. ?, goIernment r^ations:(
^e:^ff^d"dT;ce^forr^n^gaE?bto^i^ort^cUmb~after
IMPORTANT
i°"gedflig,rt :ri^aiTtud?^Sd
-t^?^;°"^^^^^
pnZTngtle ^°dTt mZ.ca,TJa;w_fuel_to -cuznulate
NOTE

S ^aicn^eeairTfdu^'^eatin^afire.hazard^Thleu^nt
^-=cne»S"cd^; SLT."
i.SEr£S^^Is^
2-18 ^^^^y^SS^
2-19

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 Section III
AEROBATIC MANEUVERS

AEROBATIC CONSIDERATIONS.
aw^rTu^t^^t^^^ic..
c^ot?^^^ 1;
^Emhm=[l^Te PseerftiornmedmeSSmhTT^^ №eifTari-
maneuverinSe^^PeTpS^ued^SrheelLwr^th^+.6:. °.to/^ 1;.!

DUAL INSTRUCTION. ---".

IJ-1
'.^ I
"-°-rSC. =^\^£, a.SSS::£rtto^ "- '^
PHYSICAL CONDITION.

^S^^^^st ^^w^. s.^

minutes^ that~thepiToT'cMobeuc^^r^l, te,dtoa. maximum of 30 to 45
niihTa№tud^thna^leot^TcayoTmhL%^^^ ;'l
i.'
LOOSE EQUIPMENT AND BAGGAGE. lr
!' '

.»—^SIS.
seat
te,^°anF'o"I.<;^X'.pm°.l.[l°CM"'"»
belt'and shoul der" h'a^eTs s^°^10 aerobatic the^-pnofs
flight'
^L^ S^r.toroSS™^. ^r^^^=';.
SEAT BELTS AND SHOULDER HARNESSES.
v^s£^'^^^. ^''a.'-sd. <-'^
should be takenitou:nlsu^l№aa^SendflShLronditi^
and produce-maxTmu'muc^ L£vpel£t can easuy reach the flightcontrols
3-1

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 PARACHUTES.

^Sd m^^. as:nbr^d^iu.r.oto!".

SPe,cted to determi^'№atu^e7a^t^' .nT^paJachutes '"«!-«,
mustbeTnl
Packing
dates'req^ed"SS?vyera^:nntg;:^Sn and ar-e ^hin^e1"

^^^y^s^'^^^:.
^''^..
:id»ua^eatbacks?UKCausueyataS^rs^tSttLth^?LS ^^^
P2W EROFF-FULL STALL

removed fromThe aFrplS1 p?^siissul8end:

^he. bottomcushion~should"be-
awayfr^\Teal drh e^ea^terT5so^^e£ps^l7p^^^^^^
FEDERAL AVIATION REGULATIONS. ENTRY

^S^^VKr^^.^
the minimum legal al7itude^o^^n^es^'l5uu.feet above the surface is° L'J
EgEl zrd elseg^^°er"dce?^ ^
w"h_the~a7rPTaneu^dTteTaS^UVh h^££Ll Lt^
areasshould-be"ina"cco"rd^cieul^ovpTJls
cases, -afTer\";ns^nguS:S0 ::^^^^^
l\eclw nla" k.
\
CABIN DOOR JETTISON SYSTEM. l^^^ERvro^.Af,p^№ON. r°^°wED\
H!.
ffw^m^^^s^s^^daath'
tion^dthe7h^c^^eL
sulTsc;f?M?aSi ^Ts.th.e.Tqu^ceof'°^^^
=;GM^M^'^?s^^iS^^^^
i'l
^.

^fi.l-
listed^ S:So?^ldofbte^Sy famiuar with the bail-°^ Procedures
SPIN !ll ;!i]

APPROVED MANEUVERS.
±^wrs^ttr0^^^^^^^^^
^j^^ve^S, 2;^?dZS^h№es^ SPIN
Figure 3-1.

^rs^thonzed"fo7the "1U50 S?<!baMadrSToI?n. A^dul?nal, aeroba-tl'c muanr-

r.lTs:-.^'"^'S,r^e^°?»eS;^;^\. taSS^]f t^Su^y^sts^\M, ^nyu^-
^^^^^ys^pertoMne
3-2
tte •aon £siilj?ss^is?-
£S€?? ^ SEUVes°^S^S]^
3-3

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 •_spins shovld be Practiced at altitudes of 3000 feet or more above the
i. The normal entry is made from a power-off stall. " As'the'staU SLIGHT RELAXATION OF BACK PRESSURE
TO MAINTAIN CONSTANT RADIUS
].s.app-roached?. the elevator control should be smoothly puUed'to the fuUJ
aft position. ^Just^prior to reaching the stall "break;"" ruddw controlTn
thedesired direction of the
CONSTANT 2. 5 TO 3. 0 e
spin rotation should be7pplied~so that'fuUJ PULLUP

ryd der deflection is reached almost simultaneously "vrithr'eachIne'fuU^ aft

elevator- care. should be taken to avoid using aileroncontoo'1'si^eTts"
can increase the rotation and cause erratic rotation. Both
eleYator-and rudder. controls should be held full with the spn"untiTth'e' CONSTANT 2. 0 TO 3. 0 g PULLOUT.
IN DIVE RECOVERY
splnrecove]'y. is imtiated. An inadvertent relaxation of either of these
controls could result in the development of a nose-down spiral.'
The normal spin recovery technique is as follows: ENTRY SPEED 130 MPH

(1) RETARD THROTTLE TO IDLE POSITION.

(2;»_APPLY FULL RUDDER OPPOSITE TO THE DIRECTION OF -^
ROTATION. 8Ii
(3LAFTER ONE-FOURTH TURN, MOVE THE CONTROL WHEEL
FORWARD OF NEUTRAL IN A BRISK MOTION.
<^ .^
ENTRY ^
(.4LA SROTATION_isTOPS' NEUTRALIZE'RUDDER, AND MAKE A ^
SMOOTH RECOVERY FROM THE RESuYriNG'DFvE. LOOP
-.. ^partial power may. be used to Provide more rapid and precise en-
tries-. -However' once the SPin rotation is
established, The rthrotUel must
retarded to the idle position. Figure 3-2.

NOTE LOOP.

K a spin is entered inadvertently from an aerobatic
maneuver, it is important to close the throttle
promptly. The use of engine power in the spin will
tend to flatten the spinning attitude and prolong the
recovery.
The normal loop is basically a 360 degree turn executed in the verti-
ca]^Plane. The maneuver consists of a climb, inverted flight, "dive, ' and
recovery to straight and level flight conducted in a series7"The~entire"
loop should be conducted with a positive g level on the airplane and at
maximum power (within 2750 RPM limits).

The loop is entered from a shallow dive at 130 MPH. A 2. 5 to 3. 0 g

pullup is initiated and a continuous elevator back pressure maintained
Uu-oughout the inverted position. A sUght relaxation of back'pressure
benecessal7, to Prevent sta11 buffeting from occurring through-the-down'-"
ward side of the loop and to maintain the symmetrical pattern~of~the'man-
euver. Observation of landmarks through'the skylight windows will aid~in
keeping the pilot oriented throughout the'inverted portion of"the loop."
InteresUng variations of the basic loop may be performed by (1) in-
eluding a quarter roll in the recovery dive, and (2) describing a"ciover-
leaf pattern through a series of four consecutive loops with quarter rolls.
3-4
3-5

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 r .

AILERON ROLL.

^ accompanied by higher roll rates. " "-- ""— "^"cuver ana is

^
^ INCREASE AFT ELEVATOR PRESSURE
^^ AND TOP RUDDER TO MAINTAIN
CONSTANT RADIUS MPHTheT^eanntehuJe>r^e.nterie^fromn\strMght winSS level <Uve at 130
-<.,

<^ £S=^^i^!^SE
ENTRY
ENTRY SPEED 130 MPH
rc ^£^^£"tSi^-.
^^";s-
BARREL ROLL

Figure 3-3.
BARREl ROLL.
^ ^
cs
ss^^
,

^
ft0'^ lN;3EaRED~DIREC™NlOFUlROLY"LL^LJ3HON

ENTRY SPEED 130 MPH

<^
ENTRY

SllS^^i^^iBS' AILERON ROLL

3-6 Figure 3-4.

;ii'
3-7

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 CUBAN EIGHT.

loop LhLC Si^fcrooT;^eTn^m^^

th^o7rtrjaZp^y?So\ni№^
L SIMULTANEOUS FULL AFT ELEVATOR AND
FULL BUDDER DEFLECTION IN DESmED'
DIRECTION OF ROLL
^SS^^^^^^r^-
SUGHT CUMB INITIATED AT 90 MPH
Xzo°nnroSti5£Je°dnt' the back pressure
is-slightly^etoedca^alhealf

CAUTION
B a. spin is entered inadvertently from a
snap roll close the throttle promptly
before initiating recovery procedure
described on page 3-4.

SNAP ROLL
HALF ROLL FROM INVERTED • CONSTANT 3. 5 TO 4.1
Figure 3-5. PULLUP - -----

SNAP ROLL.
•in;
full rTu?d<srnaHP^S. i^an.alceleratedstaumaneuver
produces'^r^axrhi:l^^^nTl inwhich yaw from
^i;w^"
^i^^c£^Sn 1;i!j
ll;IJi

MPHTheAte£ Ll£ ^Tpir,oltl. saccompllshed from a slight cumb at 90 ENTRY SPEED 145 MPH
fMraa}t ^h^nT^teLelZator.con^^^^ pulled backT ttY'
^^^t^niw^tslm^teneo^lyappyi^rrud^^^^
ofroll. -_. The use of aileron in^hedUrection"oTroTl wUl"
tt£onu°^£To ^si^£MJhJr^i^^^^^^ ^
,

^
lhttle, r.ou:^Recoveryis a,c<:omplished by rapidly ap'ply"ing ful'Fr^d- <y ^ ;i I
?orlmotbhree£rt^tn^p^e^^ rc^-- ENTRY
^

assS3^^S^?-
^^^^r^^p''";^ssa
lK'ls'a
c^
CUBAN EIGHT
Figure 3-6.
3-8

3-9

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 START HALF ROLL TO E^L FUGHT VERTICAL REVERSEMENT.
-}
-CONSTANT 3. 5 TO 4.0
PULLUP
~T^J;^;^S;,'- .s.e., .,„ , „ „
..p^/^T.P^fr;^£TO:S"^.».OMPH. ^
^K^^^^^e^p^^^^^ addedTn'
ro^'The"cZtB
^dlr!ction of
rolTh2! Spn.,1a^nucontrous
?^^te^udi^andl^ecr0^^
in. direc"timT'On"recu^^s
the OPP°^te
^!dt^re:estabush ste^ptm-n"
a

^unl. a banked tarnk wi'thlno"dnisrt!^rb rrye'akthen S>^^shOTlllsmoo[uy^"

may b^pYrfoIrmuedu^^r^m^etomng.motion~^
ENTRY SPEED 145 MPH mMe"ver
vertical reve~rsem^.lurmea ln a sequence bV turning i'80°'between'^ch
^
^
^ ^
ENTRY ^^

RECOVERY TO STRAIGHT
AND LEVEL FLIGHT
IMMELMANN

Figure 3-7.
^-
ENTRY
11
fi!

IMMELMANN.
^ I '' A
•JCri
:'';

^^^^^s^^wlr0'1-A APPLY FULL TOP RUDDER-

^^^SL^F^AT<CONTROL
•COORDINATED STEEP TURN
60°TO 70° BANK
i;
Kj

VERTICAL
REVERSEMENT

3-10 Figure 3-8.

3-11

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 AEROBATIC LIMITATIONS.
INVERTED FLIGHT.
Sectivii If
During training operations, momentary inverted flight may some-
timesbe. encountered-. since " is conceivable that a slight amount"of en- EMERGENCY PROCEDURES
gine oil could be lost from the oil breather line, it is re°commended"tha't
a-mlmmum of 5 quarte of oil be carried as a matter of good"
practice (actual minimum allowable is 4 quarts). Contimous^nv^te'd
^maneuvers are not approved because the gravity fuel system and ^^^i^.
c^s^by aircraft or engine malfunctions are extremely
cuonventional carburetor wiu not permit continuous engine operationTn ^are-uproper Pre-flight inspectionsand maintenance are practiced. En^
this.negative g condition- In addition, the lossoi'oi^ress^re^ith^ weather emergencies can be mmimized or eliminated'by carrful*
windmilUng propeller) and a loss of a quart or more" of" oiTthrou'eh'the and good judgement when unexpected weather is encoun-
breather could be harmful to the engine. ', should an emergency arise the basic guidelines described
ENGINE SPEED LIMITATIONS.
^thi_s. section should be considered and applied as necessaryTo'cor'rect"
problem.

J»h!. ^x^^^chPr°Peller installation, combined with high entry

speeds required for some maneuvers, can result in engine'
higher power settings. To prevent the possibility of"excessTv~e'eneii ENGINE FAILURE.
wearordamage' the throttle setting should be reduced to prevent tiuT
engine speeds from exceeding 2750 RPM. ENGINE FAILURE AFTER TAKE-OFF
ll
iil^
Azcompletethrottle. reductionto the idle Position at high speed will ,. , prompt lowel'ing of the nose to maintain airspeed and establish a
never be needed during the execution of the approvedmaneuvers7~P(wer-
.

attitude^is the first response to an engine failure after-take-off" In

offdives can Produce undesirable engine/propeller rougimes's' character n^cases'Jhelandmg should be Plajlned straight ahead'with'only'smaU
istics at speeds above 150 MPH. This condition should°be"avoided "as" changes-mdirection to avoid obstructions. Altitude~ancTairspeed'7are'
much as practicable.
se-ldom__sumc]. ent to. execute a 180° gliding tairn necessary~to^e~tura to
FLAP EXTENSION. the runway The following procedures assume that adequate time'exists
secure the fuel and ignition systems prior to touchdown.
The use of flaps in the execution of approved aerobatic maneuvers is (1) Airspeed — 70 MPH.
(2) Mbchire — IDLE CUT-OFF.
(3) Fuel Shutoff Valve — OFF.
(4) Ignition Switch — OFF.
(5) wing FlaPS -- AS REQUIRED (40° recommended).
Master Switch -- OFF.

ENGINE FAILURE DURING FLIGHT

^ While gliding toward a suitable landing area, an effort should be

made to identify the cause of the failure. If time permits, and an
restart is feasible, proceed as follows:
3-12
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 (D Airspeed — 75 MPH. (5) Master Switch — OFF.
(2) Carburetor Heat -- ON. (6)
(3) Fuel Shutoff Valve — ON. (7) ^orL;:.UNLATCH. PRIOR T0 TOUCHDOWN.
Touchdown - SLIGHTLY TAIL LOW^"""'"'1'"
(4) Mixture -- RICH. (8)
(5) ^grntion Switch - BOTH (or START if propeller is not wind- » Switch -- OFF.
(9) Brakes -- APPLY HEAVILY.
milling).
(6) Primer — IN and LOCKED. I DITCHING.

££nl=^^%^=sbe i" theprb:£;efoarreTha?dg cboyU::^LO :i^uisMmgh.eavy, o^ects located

FORCED LANDINGS.
EMERGENCY LANDING WITHOUT ENGINE POWER
jl hSrSS, ^^>m.d.="hcavy'
^^]^^s'^^».
^n.
(3) Unlatch the cabin doors.
. »»£«u,a=8. '»S^ S.Sa £r%^
(D Airspeed — 75 MPH (flaps UP). I. i
65 MPH (flaps DOWN).
(2) Muchire — IDLE CUT-OFF.
S?wnplace folded coat or cushion infront offace at time of touch- S6,
(3) Fuel Shutoff Valve — OFF.
(4) Ignition Switch -- OFF.
(5) Sm±Fbps. :: ASREQUIRED (40° recommended).
sS^^S^^'.
=^^ !r!:l -,(-

(6)
(7) 20 0rs"
Switch -- OFF. --———»/.
UNLATCH PRIOR TO TOUCHDOWN.
(8) Touchdown — SLIGHTLY TAIL LOW".
^?^^=s^=^^.
(9) Brakes — APPLY HEAVILY7

PRECAUTIONARY LANDING WITH ENGINE POWER. FIRES.

ENGINE FIRE DURING START ON GROUND.

•^Electrical Switches'— OFF.

Wing Flaps — 40°.
(4) Airspeed —65 MPH.
- "-"* """ u"°^c:u-
^?U^CS?=,^S^L1S5^1T
4-2
(2) If the start is successful, run the engine at 1700 RPM for a few
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 minutes beforeshutting it down to inspect the damage.
J. engme_s_tap, t ls unsuccessful, contmue'crankSigfor two or
f?rreeeexmiSSJrT throttle fuu open while'e^und"^nd"aiits"obtam 2)ooS/e%^S;- OPENwhen" " —^ "-»»,.
(S Jvhln. rladyto extineuish f"e, discontinue cranking and turn
°jf Tster swltch' ienition switch> an~dfueTshutof7'val?eaJ
^motheril ames_with/ire ^tinguisher; seat''cushTo'n; wool DISORIENTATION IN CLOUDS.
S(^S£rt- ffP-^-^—v;=^,r
,

£L.M^e.a^ho.rough msPection ?f f^e damage, and repair or replace

damaged components before conducting anotTer'fUghL
ENGINE FIRE IN FLIGHT.

A^ho,uig.\Tgmlflr. es_are extremely ^arem flight, the following

is should be taken if one is encountered:
,

EXECUTING A 180° TURN IN CLOUDS.

(D Mixture -- IDLE CUT-OFF.
(2) Fuel Shutoff Valve -- OFF.
(3) Master Switch -- OFF. backT?o£t;sT the clouds' an immediate p]anshould ^ "'^eto turn
(4) Cabin Heat and Air — OFF (except overhead vents).
(5)
^LA^SPrd
S!Su Seed
;:_]mo_MPH-
to fmd an
Hfire
airspeed whieh
""°textingui^d:'increase
wiu Provrde"an"inc^mbu'sotrb le ^:.^l£,e<,oo'^"S h"d "d °'"e"ethe •»»"un of«"
i^i
Execute a forced landing as outlined in preceding paragraphs.
ELECTRICAL FIRE IN FLIGHT.

T.he. lnitial. mdicat. ionofanelec:trical fire is usually the odor of

burning insulation. The following proce~dure~shouTdThen b'e usued:l
.

(1) Master Switch — OFF.

(2) All Radio/Electrical Switches — OFF.
(3) Vents/CabmAir/Heat — CLOSED.
(4) Fire Extinguisher — ACTIVATE (if available).
of flSi?" appears out and electrical P°wer is
necessary for continuance
EMERGENCY LET-DOWNS THROUGH CLOUDS.
(5) Master Switch — ON.
ciou£. ^ib^Sb51rs^^rz: fo^m!rgmcydescentt1-^
(£se^lsesand circuitBreaker -- CHECK for faultycircuit, do not
i?LRadK)/Electrical sw"ches -
ON one at a time, with ,
each until short circuit is localized.
4-4
:f

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 S S», SToT^T6"'""8 mto thecto"<". "•"»> ... biuzed1.1-
(D Apply full rich mbchire. ^"o^'s';^r" "sa":w md •»"""•" . c.
(2) Use full carburetor heat.
(3)
(4) ^£Z;;toM^W, to
am^^^"" -escent
(5) K^PSha^se^Terctornitmo?^erla
(6)
<,
stabuizedde^ntaT8B OtMPH.
^~s'sss^^~№t're
(7)S^°^^T^.
^cti^w!th-rudderto"^°P'
with'rudderto"^to°pathi^iSi
ions
°n"^^^^^^^^
^rmnovement E
ovement and make cautious~cor~-
^Uponbreaking-ouFof^ou'd's^sumeno^alcruisingflight, §i^iS5^$£^:w"EIeadue
RECOVERY FROM A SPIRAL DIVE. ^sss?^^=^
^^.^^^r?^^s^?vato^t^s:y
K a spiral is encountered, proceed as follows:
(1) Close the throttle.
SVS£^SS^^^"°T^:0!
^"r iS"o°vreI3^S?. approach using^'^'arZIUp,
iSS^SSS^^zr^^
if
necessary,
(^cuSTocnhat75to/85 MPH' ^endingupontheamount ofice"
^iSS^S^sTSb ack pressure to s10^ re^e the
(12) Perform a landing in level attitude.
gL^^A"£rc^or£;.toiT^Mro""'.^., ir
^straight heading" "*c l'ull"'ul wnee1' using rudder control to hold
(6) Apply carburetor heat.
ROUGH ENGINE OPERATION OR LOSS OF
CARBURETOR ICING.
POWER.
~' •'"'"• ]!f
KbSTriS gTciaesionauy'butavoidus^ eno"^po.ertodis-
№e)su^fnlSakingoutof clouds' ^PPly"°-al cruisingpo.erand ^SS^R^"^. WT"ta£.:%^№e, M.m,>L^
^Imlt hlc arb^etuourreteoart lkne°b S>ll?u^el ^ .S"ful]tThro^
thenremove carb^eTorlhcea\ZudDrx^i°, T^til№!. e,^^^^^^^
FLIGHT IN ICING CONDITIONS. ^equLre-the-conti^edtuu^l^[c?rdbuS£^e^^^^^
minimum amount"rfheaTnue^. ^^,retoLheat. ul. cruise f light,"use "th^e
the
^ixture-siightSfoTls^S7eSipn:eovS^^fromformin^an^e-
>c,^S.f;r££S°^c,^^. >.Pr.M>,.... „ ». ^^ SPARK PLUG FOULING.
* §i ?,u^ S h!at.switchoN (ifinstalled).
£t 2'^^K^d"e;°I"°^'"»"'sKe ..r ..^,,t... ^p'^^SyuS^TLte=?, b?««. orm°"
^,l^^y^^^^^£m^^^^
and airflow""""" "u""1 '*" u"nl-r01 to Set maximum defroster heat
^irssiss^?iel
4-6 i'.rcS^nS"' ^'»^cc,?SS;e^Ss|.
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 ii;',

£To™S. exl^Hrtlch^mxb"esettms wil1produce ^ootheroperation.

S ^hS?.2 ^th^n^r. sLa^ forjepal;s^^^^^ EXCESSIVE RATE OF CHARGE.
^SSo ^ess extremeroug=^d^l^^^s

After. en.ginlstartmg and heavy electl-ical usage at low engine

as extended taxiing) the battery conditon wiU"be low enoiTg~h"to"i
.

MAGNETO MALFUNCTION.
a.cceptuabovenormal charging during the initial partofamght~. E'"However.
£eJ^h"'ty. mmute, slc r.lusmgflight' thea"imeTer''shouldTemdic"atmg"'
^S^^^ys'^^^^^-
^tmlwn^en^ywhlcvm?n:toTS ^GcU^g" l!enlS°tndSh
leslthantTneedle widths °f"char°gmg current."If the'^gi^r^e^ere
?var^m:£ £:Lt^S£^l^Jft o^^^^nt e^rate. the eleetrolyteatm excessive rate. Electronic" components fn"
?ororns^?!s^dn^T^thim^^rey_^t^^^^ elect"cal system. could be adversely affected-by~higher tton^o'r'm^l±
^.?o^H^°s.s^^E"'=utoTeT:da:?^^^^^ ^°.ltaie-u afaulty voltage regulator settmg is causYngth7ove7cha^i^
.

lprec.lude these Possibilites, an over-voltage sensor'will automa^K

LOW OIL PRESSURE. ^down the alternator aiid the over-voltage"warning~UghTwiTl"iUum'mate
iharge_voltage reaches approximately 16 volts." Assuming"thTtThe"
was only momentary, an attempt should be made to°reactivate
.

is a ^IZ^^T,
"±lclompanled by normal oiltemperature, there thealt,ernator system- . To do this' turn boul sides"oftheJ umaster±^Ulcvh11
^aak^Th?iluntLthe^il.pressuregage-orreliefva^ ^dnul, e,niTOLTU L -K. the-problem no longer exists;normaralt'eraa\'or
ieaSilnn^!m.%tl№lgage is-noLnecessarny'cause''fo"r^TmmedTtTpre" lng wiuresume and the warni"g light will
If"the"iighrc "o^es
7

^i^^^^m^b^aui\a!L°rmc.e.m_thisJ^
% ?o:;;?.°^.^moe^u^^^(art
^S^\m^Ifun^ion.current
is. confirmed-
go off.
In this.event, the flight~s'hou'ld"be"
t;;l"^e- ^mmated and/or the electricaldrain °"Uie"batFer7mmhniz1^bel cuaI usueThe

b^ry^^supplythe at system~for~onrya Um7te7peuriocd^i:ttol ec

LV°^Ltoss lo npressure is accompanied "f thhl ^e,rgencLoccui's, night> P°wer;mus't"be ^ns7rv^7orulaterLu'set;'
by a rise in oil tem- the landing light and flaps during landing.
SUJe^thereis.good
.
M~enginejfailu^e Is' hn±m^Ient.
reason to suspect

fR?^c%Tg^e^wer.lm mediately, M-drseie^a"s6uita^^^^^^ INSUFFICIENT RATE OF CHARGE.

^Vd^.
only
L^e^hlenglnlronninga^ow^wer^;in^heu^
the
minimum requir°ed'to''re^hthe"des^edl to^hdoawnnspustlng
power
S the ammeter indicates a continuous discharge rate in flight. the
auernautoI Lis_notsupp. lymg. power to the system"and~shouldbeThut t'd^wn
ts£csev^^lterAn^lr.^llc^cuitT^bep^cin<MTOne^
system. All non-essential equipment should be turned"o"f7and"№e'
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS. terminated as soon as practical.

rioT"Znt£sinm Se^lmc aipowe.r_supply system be_detected by

^l,od^Qmonuo^mgUo^the. ammeter №d ove7--voft^
can
BAIL-OUT.
SS^S ?;^^auun^onsJs^^^icult^tol^^v
?a^uTensoraS^lS^ato;Ji™il^mosMik^
3'. JU"lough other factors could the ' A
If an emergency arises where bail-out is required, proceed as follows:
cause problem.
(D
°PrroSTo?^Sed/^ageJ^^to^ mergency^^rd
Unlatch door.
(2) Pull emergency door release D ring.
SeraoltS °^S,na^" ^nsH^te-^_electricare be
(3) Push door clear of aircraft.
?^lLw^holm.med2±ly;»Elec. tri^l^wermauun^^^^^ (4) Release seat belt and shoulder harness.
?h°e cn?resc°^i below
.exice.ssive_rate ^f'charg^^dmusu^^nut&ru^yorclhSgoe.
describe the"rec^m^nded7em^yl (5) Bail-out.
JiSa?ornagraphs f^euac^narge"
The recommendedbail-out procedure for the pilot is to grasp the
forward doorpost
with toroll'ouTthe ldoo"r sopde^lt
,

4-8 the right hand and

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 he,^ first^..The_Ieft handsho"ld be placed on the landing gear step and
used as a support in pushing over the aft side o7th7la^in&ggea°r.c

EMERGENCY LOCATOR TRANSMITTER (ELT). ELT TO TRANSMIT:

AUTO OPERATION;

CONTROL
SET SWJTCH TO ARM
ft E MOT E OPERATFON7
^Jrh.en^Tlonslstsof ase]f-contained dual-frequency radio trans-
S?rTa ;mlbvat£rJ^JJU PPlyl ancl^s^cti'vated'bya'n^mpa"ct' ofi5'gyor PANEL
ssis!s^sS§iS?Sm-
ESSsisjii^S^^d
^lsXonnspi^^te.dbLamb^nuem^ratare/'Art ^^^^^
^F^COntmu^^trmsmissionfor~n~5hours~can^beM"pe^
temperahire of -40°F wilTshorTen'the'dur^tionutoo7'Ollhoucr^pec[ea; a 1. COVER - Removable for access to battery.
Jh^ELLl
sJe_adlly_ldentlfied. as'3a. orange bright unit mounted behind 2. FUNCTION SELECTOR SWITCH (3-position toggle switch):
^S^LCOmpartmenLwauYn-the nght&sidrrf
ON -^'n°s^a u"d'—p«»o»s
at the forward
facing end of the unit (seefiguret4^^
ELT OPERATION. OFF - S;S:^Ter- UM"arln' •u"^. ^...
ailoRMA^OP>ERATION: As lon?as the fun^ion selector switch AR"-
t^lssm ttht °'i' 'h'n "'"rouch
r"'"" ^
toT^mism?JiY?cM^mmLth eELTaut0^^
mg an impact of 5g or more over a short time'period."
3. ANTENNA RECEPTACLE - Connection to antenna mounted on
I2 LEoLrTJaAsIS:Jf ;g:ls w^h^uatlTO^q-st. following oned
top of the tailcone.
;eS S^b^S8 wd^^^^^
to the ELT
Figure 4-1.

(3)^ PRIOR TO SIGHTING RESCUE AIRCRAFT: Conserve aircraft

7. Do not activate radio transceive7.'
^ oro^sGss^^-^sr -wuch •-
?1.AFTERSIGHTING»RESCUE AIRCRAFT: Place ELT function
SAe^ r^ m.№e. oFFPOSitio^P^"^^^e^^e.
contactw,iui rescue aircraft with theTadio'trMisceive^'sJt ^yc^Th.sllTll 21;lMHZ your radio~traiis'ceTv&er. ""Klthce1
;,ona. ^qu!nlylf!ll ^^CIfnaoc^^^
.
on

^IJ6^ ^h^d ^ansmlttmg\place the7unctioirs 'elecvtojr' s^itlcnhe in

selector switch to ON immediately. " -"—"""""' the OFF position; then immedTateTyretorn\uhI et
sw^^Toc^RMWltc11 in

4-10

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 Sectioa f
OPERATING LIMITATIONS

OPERATIONS AUTHORIZED.

J°Tu^c.e,s^aexceedlthe-requirements "fairworthiness as set forth

^h6Lumted s^tes Government/ and is certYficated'under°FAA TcypeulCelr-
tificate No. 3A19 as Cessna Model No. -A150M.""^" """" ""rt ±yyc ^er~

YourT?L^cln£^m.aLte ^qmpped
hai)py for_day\ Mght) VFR' .or IFR operation.
assist^uin
sYu°£dct:s^uarDneeaetw i11 be to
^^Sn^^st

•S a^Lml^be.operatedm accordance with all FAA-approved

nlarklngs.and placards
;adictsln the
the rA
aircraft. If there'is any"informahoT^uth^
^^(s^sst A-^ro^^s^s?;smi?;i

MANEUVERS-ACROBATIC CATEGORY.
Jhlllo. Aerobat. lscertificated inthe Acrobatic Category, and the
following gross weight and flight load~factors"are7ppU^ab!<^'
Gross Weight
Flight Load Factor 1600 Ibs
*Flaps Up +6.0 -3.0
*Flaps Down +3.5

*The_design, load. factors are 150% of the above, and in

all cases, the structure meets or exceedsidesignToads.
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 The following aerobatic maneuvers are approved:
AIRSPEED INDICATOR MARKINGS.
MANEUVER RECOMMENDED ENTRY SPEED
Chandelles
Lazy Eights . . . 120 MPH (104 knots)
ingsTchlsTfloomt;eg^S;f thecertificatedcalibrated —Peed mark-
Steep Turns . . . 120 MPH (104 knots)
Stalls (Except Whip Stalls) 110MPH( 96 knots)
Use Slow Deceleration Sn'iy"'.""1"' sn°°thul) • ,„, ^93WH^"">
Spins
Use Slow Deceleration ^^O^tingRange- : . : : : : : ; ^S^0^
Loops ......
Cuban Eights ....
Immelmanns
130 MPH (113 knots)
145 MPH (126 knots)
Fl.pO,e^Ti5^w.:::;:•:: :5S.»o°oS(K^,»
Aileron Rolls . . . 145 MPH (126 knots)
Barrel Rolls . 130 MPH (113 knots)
Snap Rolls .... . 130 MPH (113 knots)
Vertical Reversements 90 MPH ( 78 knots)
90 MPH ( 78 knots) ENGINE OPERATION LIMITATIONS.
Power and Speed .
100 BHP at 2750 RPM

approtrdoblTe r?e?Zehran(mntc ung sp"ls)withflaps extended are ^

K^^^^^s^'"^^^
ENGINE INSTRUMENT MARKINGS.
OIL TEMPERATURE GAGE.
Normal Operating Range
Maximum Allowable -•• •• ••..... ^ . ^ Green Arc
••.. 240°F (red line)
OIL PRESSURE GAGE.
AIRSPEED LIMITATIONS (CAS). Minimum Idling
Normal ODeratine-Rano-p" ••••••• • _ . _10 PSI (red lin^
Ma^mum^au"Bn't"BC •• •• ••.... 30-60 PSI (green arc)
I»., Se MS',8, ^°f "» cer"n<;>'ed ^^" .."?"< (CAS)
o.
100 PSI (red line)
FUEL QUANTITY INDICATORS.
SLE^ed.speed(gIideordive' smooth air). ..... 193 Emptyill'L5 ga,uonsu"usableeachstandardt^) . . .
Smums^ucJuraAcrmsing~speed^^^^^ .' .' ; : : i^SSS (1. 50 gallons unusable each l"ong7angeTnk)' ' '
E (red]
^lmum. speoed'7FTapsExteI^uepd:cu '•'•'. •• '. '••...
*Maneuvering Speed '.... '"' ••
. . '. '. :: uo°o^ TACHOMETER.
. 118 MPH
Normal Operating Range . ...... . annn-s
MaximumtAllowablT"&l" •••••• • zuuu-27^0 RPM (green arc)
RPM (red line)
-The maximum speed at which you may use abrupt control travel. SUCTION GAGE (GYRO SYSTEM).
5-2 Normal Operating Range '. . . . . 4. e-R4irin. Hg (green ar.c)

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 WEIGHT AND BALANCE.
rirh,ThLfo.nowl.ngzlnformati.on wm enable you to operate your Cessna
LOADING ARRANGEMENTS
* Pilot or passenger center of STATION STATION
gravity on adjustable seats IC-G- ARM) (C. G. ARM)
positioned for average occu-
pant. Numbers in parentheses
indicate forward and aft limits
of occupant center of gravit
range. *39 *39
NOTE
**»..„„_-. _ .. (33 TO 41) (33 TO 41)
** Arms measured to the center
Thh.e^ce^sedJmptyweight.andmoment are recorded on of the areas shown.
"64 CHILD SEAT
lh eweight and InstaTledTquipmJntD^ ' - AREA 1
*

Balanceand 64
NOTE
e^°Loarey,ised weight and balance records, and The aft baggage wall (approx-
are included in the aircraft fUe. -Inaddition"to'the* imate station 94) can be used *' '84 -AREA 2 * 84 -AREA 2
l;.censed emPtyweight and moment-noted'on"thesel >records. as a convenient interior refer -
ence point for determining the
№e ^g:_arm <fuselage station) is"also~s~hownrbutn'eeudus' location of baggage area
94 94
^tb>eu.sedonthe samPle Loading Problem"' The nToment stations. STANDARD OPTIONAL
:.M?. ts/Kf^sSs{dtlu8Mzm^td SEATING SEATING

u. J". ^:^SP^S^^S^»^-^-
BAGGAGE LOADING AND TIE-DOWN
NOTE UTILITY SHELF BAGGAGE AREA
MAXIMUM ALLOWABLE LOADS
^TS ,Gr^nformauon forthe Pilot' Passengers and Baggage and/or passenger on child's
S?bT^Lba.loaded
s:i°,nsea;ts
the
poatloneTfo;baggage0
in center
^r'agescoc&c^nts
areaTas"
of the
^ seat not authorized during aerobatics.
shlwn,^-LO~a^?ra^^ 0 ,' :•
AREA (^1) = 120 POUNDS
S^™, ry..differfrom. these'"t'he~SSe Loading" AREA (2) = 40 POUNDS
problTm. ll^^fuselagestations~for'these'itemsJtol ^cate \ ; •'••------. t..,--, - .•••' ''

AREAS 0) + (2~) = 120 POUNDS

£eir. forward, andaftc-e- range UmTtationTsTat"tmvTori
.

£soenThe^utm?±&. Ad^tio^r^menrc a^ZS,^, * TIE-DOWN NET ATTACH POINTS

S^d °.nlh Lactualweight and-c~g~"mtfu'selagJ Le'Z'UuoS'
t°ithl^em different
b.emgk)aded' be°made"ifThe'po&siUoanuof"
must
shown'on
the load is from that the"Lo^cUng"Gral ph. ^^^lt^a.^dS:^o&tw^^^
CentJrotofl(£l^g^s±nd^oments/loooand Plot these values

s^si^niss5ES8ue"!;rp ^'s
on the

5-4

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 "

CTl

SAMPLE AIRPLANE YOUR AIRPLANE

SAMPLE LOADING PROBLEM Weight Moment Weight Moment
(WITH PARACHUTES) (Ibs.) (Ib. -ins. (Ibs.) (Ib. -ins.
, 1000) , 1000)

1' L.icensedEmpty welght (use the data Pertaining

to y°ur airplane as it is presently equipped"
Includes unusable fuel) 1114 36.9
2' ??1 ,(6. Qts-.. ~ The! weight of full oil may be
used for all calculations. 6 Qts = ll'L'bs. at
-0. 1 Moment/1000) . . . . ". . " ~~~" 11 -0.1 11 -0.1
3. Usable Fuel (At 6 Lbs. /Gal.)
Standard Tanks (22. 5 Gal. Maximum)
Long Range Tanks (35 Gal. Maximum) .
Reduced Fuel (As limited by gross weight) . 95 4.0
4. Pilot and Passenger (Sta. 33 to 41) 340 13.3
5. Parachutes (Average weight 20 Lbs. each) 40 1.7
6.•Baggage - Area 1 (Or passenger on child's seat)
(Sta. '-50 to 76) .
^. •Baggage - Area 2 (Sta. 76 to 94)
8. TOTAL WEIGHT AND MOMENT 1GOO 55.8

•• ^issx^^ss^ss^ss-'
* Baggageand/or passengerson child'sseatnotauthorizedduringaerobaticmaneuvers.

SAMPLE AIRPLANE YOUR AIRPLANE

SAMPLE LOADING PROBLEM Weight Moment
Weight
(Ibs.) Moment
(WITHOUT PARACHUTES) (Ib. -ins. (Ibs.) (Ib. -ins.
, 1000)
, 1000)

L uce"sedEmpty weleht
it"ls
<use the data pertair
^yoluLalrplane as Pre sently eqmppeS"1
Includes unusable fuel) "- ~. ~~. "~\ '"f^l't"su-
1114 36.
2'
OUJ6 Qts;. \Theweleht of fuii °» may be

^^^^re^^- 11 -0.1 11 -0.1

3. Usable Fuel (At 6 Lbs. /Gal.)
Standard Tanks (22. 5 Gal. Maximum) . 135 5.7
Long Range Tanks (35 Gal. Maximum)
Reduced Fuel (As limited by gross weight).
4. Pilot and Passenger (Sta. 33 to 41) 340 13.3
5. *Baggage - Area 1 (Or passenger on child's seat)
(Sta. 50 to 76) .
6.•Baggage - Area 2 (Sta. 76 to 94)
7. TOTAL WEIGHT AND MOMENT 1600 55.8

U1
•• .LSSSSS-S £.uss' ^
. SSS?-.
-3 Bageageand/or passengers on cluld. s seatnotauthored duringaerobaticmaneuvers.

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 6-S

8-9

LOAD WEIGHT (POUNDS)

LOADED AIRCRAFT WEIGHT (POUNDS) 0 0
M 0 0
M u
0

I
en
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0 § § 0)
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 Section VI
CARE OF THE AIRPLANE

GROUND HANDLING.

MOORING YOUR AIRPLANE.

^SaF^^"^°s^^^^^
(t^
(2)
set.parking brake and insta11 control wheel lock.
(3) S^S,ce^cln^liol<be^eene^^:r°" and flap.
sufficiently strong ropes or chains^OO'pomds ^sU^"
6-1

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 i,;,].
!I

£'.eSp';."Kd wl ue-d°w"'"u^. "' ""- .. ch ,«,. ^s^ea^«.

5,ter:^PSLU.¥. OTMa»?»"-
<li s: pss>»m^.Iock°ve-the"-"-r--'". ^SSisF^^^SO
S°e
£ o^ai^toto"S^S" •" *heew" m°"tmd •—
WINDSHIELD-WINDOWS.

w.,>J£:K»Snd'A^ ^ S::B. t°^,be,,;;№". d w"h.M '""-*

with"m7deurairp rce'ssu?ro^tUhll?l^ernsr. "n^L^ilh so^c1^
moved7U Airow^hr^e,^u ^.l.dirut'. _ouscum and buS stains'ar'e ~r7-
to dry, then wipe it off with"soft-fiannel cloths. theengine'noT^ap"^d7roTelTeMTogn?pgrel?/i^ewlnisMdt^^^^^^
encountered ui~the^euai:easupcuer helP reduce
splnner wil1 the abrasion
. -^s^sr
^s^^g=, bfs^,
NOTE »,
^te:r;'s^^M
eT^ae:lrd^incg^De?we^St^^lo °^tt a,,,c^s?« "o"
^d be, tok!~ntoA'50-^
1..... C...

P?te^athet;cpSnt-
Sh^ei£STp e^bS:^aJcohol-. acetone' . carbon
3Lfire.extinguisher or an'tL-ice-"fTuid, 'Ta'cq'uer of-isoproP"yl. O?°^acnd^teTwTuthsact5S,uqud^.. ice
aIC
^mejjn^asi,c\eMer"to. -cleMthe'p^ticrT^^^^
tlons wit^ut"damaug^rt
.

hTpSnTU \SS]SSC ntor,lLyj^Tve, a5^^^^^^

terialswill
attack plasticTand mafcTuse' AtoTrtaSa'
the
it
^rn^^S^Si. ^<ZSn^^o%lal<^
keep it away from7he windsh^aJm^^pply"g. the. de-icine solution7
attack'the p^stic"anld; ^MSSledi^do cc?aTe windows since-theGal'c'oholu;Ul

PROPELLER CARE.

^s^K^i^rc
^'oT^"^,,^^1^^^^
^^^^s^^ CSl°ScgkTsosn^^T?5ulasl
-.•s ^a^nT.r^^s^^ers-». near^thetips and on the l'eaditnJed^tlu^c, ^ ^ №eblades'. Particularly
PossiblesTn~ce~t'hes^m^r3uec^tsre20^^b.e, <dr. esled ou^as
and~u
soon~asj
mayr~es^t'in^LraTkcsm^vperro^ea?^Tl iro.Me.ntrauonsi.
PAINTED SURFACES.
^^. i^i"n°°'
^iSi^^^S^:Misih

INTERIOR CARE.

6-2
^, =^^;^t;;^№:^s»te.adu»er-md '
6-3

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 N

n'tmoa^^MLSPme,duq^dJiomptly' , with cleansing tissue or rags.

Regulations to ensure that all data requirements are met.
A. To be displayed in the aircraft at all times:
[voil^fpo.ts^aLblcleaned_with household. sPot removers, used spar- {21)) lziSt^rJ^M™clrimcateJF^F0^ 8100-2).
mn?yt;cB, efore, usmg-aJly solvent-"^d~the"rn ^^tio^^nctlte' cZ^Z?r~ Reglstration Certificate (FAA'For'mKnw^''
a^test iLon. an..otecure place on"thefabric'ToTecTe^^.ulNevuenr1^-
?nTm;tee2SC wi№aTOl^e"SOTV^^Tt"^u^acg:Th:ap^^^ ^.^ ^^^'^"^S^&^vcc
B. To be carried in the aircraft at all times:

»nJhneff%su.c ^ lnstrument Panel and contr01 k"obs need only be

Srd,offnw"h a, dMlp. cloth-_ _OU. and"gre7selo7^ned^
'onth"e cT^oollThueeTaynd°e C. To be made available upon request:
^SroV<lo b,Tpc^ibL^mwedmth"ac^oth"m.
^L^ame,^eris^such_as-mentionedlnp"^^^^^^ W Aircraft Log Book.
must never be used since they soften and craze theTpFastic" Engine Log Book.

A^o.'R^S' ^ ^SS^^y^'^'^
MAA PLATE/FINISH AND TRIM PLATE. ^he7do^ZunrsI ^'dabtanc^^rrsT^t^^l^^^^^
^"'^^s. ^^^s^^
s^SHS^^^^^^pow£eSpruS;mS; ^Lt£rtcT^^s.
|SS$S^Iii^E'
S^rll^ tKapS isaccessiblebysud^ ^seaTf^^duandTifting
C""s"t^mCW;:rc. 21°^^u^^^S^Tm"
the^erlsMan^'

A, Fln l.sh^ndTri.m.plate contains code describing the interior

a
color
FLYABLE STORAGE.
s^he,me andex-teri01' paint combmation~of"the a'i^cra^"6^e lc^^
.

S5<^ls^i^ES£^^
This plate is located adjacent to the-MAA~plate'.
^ S.№^sc^^m7lyjablle^tl^t.^rati(ml.
°o^=Sjt,S,fo:.?.n"»"»»'». ?>y.
hours are considered for the first ^
u. se

?nT pe^s:"?protpei11^0^^^^^^^^^
AIRCRAFT FILE. "ons-_ This actionr'h"mbe^MTheulouil^nrdoS.t^d,SL^nd№roughflve revo^::
rosion on engine cylinde7walls'.lt: u" 'lna prevents any accumulation of (0^.-
tT5et^ ^m^sc-e^ne^s data'. mformation
^dlicenses that are a IMPORTANT
^^tt°Ithe S^"u^-,Thefollwine~ls"a"chec^^^^^
addition, should be'mD ade'o^th'e^toestuFe<dl^alllIvial£on

S^Z^^,
^kK^^"?,-
periodic
a check

6-4

^-5

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 the idle cut-off position, and the airplane is secured
before rotating the propeller by hand. Do not stand
within the arc of the propeller blades while turning the
propeller.
^ss^w^^c^ml''t'-
After3° days' the aircraft should be flown for 30 minutes or a ground
runupshould be made just lons enough to produce an oil temperature'withm
.
^S^^^'^^^'s^s,
SCPKOn;^aJ^^^^^^^^
^-
the lower green arc range. Excessive ground runup should~be-avoideci.* ^ypS^d^^;^Li
^ecH.°^
^tebJo^^^.
anl"^fouowed"b?^c'e:s^"Dcea^^^
Engine runup also helps to eliminate excessive accumulations of water nc^mp^tefamiliari<y of cess"a_Dealers-withCessna «iu&ipIm^Ltl^d
m the. fuel system andother air spaces in the engine. Keep'fueTtanks'fuU
to. mmlmze-condellsatio"in the tanks- Keep the"battery~fuUy'cha?g"ed to^
^^sr^^F^^^'^'^^^^
prevent the electrolyte from freezing in cold weather. If-the''aircr^t"is"to
stored temporarily, or indefinitely, refer to the-Service"№. nuafforu
proper storage procedures.
CESSNA CUSTOMER CARE PROGRAM.
INSPECTION REQUIREMENTS. SEHSS;?S?M"^B^U-ouer
As required by Federal Aviation Regulations, all civil aircraft of U. S.
registry must undergo a complete inspection (annual) each twelve calendar'
ii^^^KSs^s
mo!lthsL.. al, addltionto .the recluired ANNUAL inspection, aircraft operated
commercially (for hire) must have a complete inspection every 100 hours"
of operation.

Jnueu of. the above requirements, an aircraft may be inspected in

accordance with a progressive inspection schedule, which aUows'the'work
load to be divided into smaller operations that can be accomplished'in"
shorter time periods.

The ^CESSNA PROGRESSWE CARE PROGRAM has been developed to

e^ds:^'iris=^E};SEiJ-;riT№e
provide a modern progressive inspection schedule that satisfies the'com-
plete aircraft inspectionrequirements of both the 100 HOUR and ANNUAL
inspections as applicable to Cessna aircraft.

CESSNA PROGRESSIVE CARE.

^'^^s^ss^'^^
The Cessna Progressive Care Program has been designed to help you SERVICING REQUIREMENTS.
realize_maximum utilzation of your aircraft at a minimum"cost and'down-"
time. Under this program, your aircraft is inspected and maintained in
four operations at 50-hour intervals during a 200-hour period."'The~"op-' ^^eXr2.r:^.^se^?;r^^^^
«.
6-6

6-7

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 on the inside back cover of this manual.
PUBLICATIONS.

^s^sss%^^^, ^^^^^a^^^BS^^^
^^^^^^^§^
S^SiS^ re^-^:u-^ Z^^- • CUSTOMER CARE PROGRAM BOOK
• OWNER'S MANUALS FOR YOUR
,
sln c^cessm-Dealer. s. condu. cta11 service, inspection, and test oro-
AIRCRAFT
AVIONICS

• POWER COMPUTER

n^s=TjrogMsslvecare ensures that these requirements are • SALES AND SERVICE DEALER DIREC TORY
S;l;Tninspection
esd>.a<t^ .as
r^LedJ. nterya
previously
lsto70 m^
covered.
^^th'eToO^u^ or
• DO'S AND DON'TS ENGINE BOOKLET
^S^eAndlng.oILV arl.requ"e°addulronaT
^ToLAgencl.
.
ous.flighto.Perations'
may

Fv7^hT^g^^requirements70wners'^^^^^
local your Government .
»s^^s^^s^^^^
aviation officials where the aircraft is beYng operated?
.

' SETm^pNTUALS AND PARTS CATALOGS FOR YOUR

ENGINE AND ACCESSORIES
AVIONICS
OWNER FOLLOW-UP SYSTEM.
nYO.ULCe>s,T DJaleLhas''&n owner. Fo"ow-Up System to notify
^uenw?sehrZiTavirf^t^£app^ Iol3o°nu if
s^^^^"^^^\c^r^::'
are"n"oVincs^r"heewzT^ £pwp?S Sdkeerefpsr°yno?nd- -SUPPIies"
which

^?vTcTL e^^^^,els /notific^

S^is^to^^c. ew. im ua.

6-8

6-9

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 Section VII
OPERATIONAL DATA

^K^^^^SSS^m^om
sw5i£seal"e-5?^i°»'»'l"o.od. ^s^S^

^^.
:ettS>'»el^T^e^e^,,
u::.^ '^"r.
fael-ronsum^on^7rexaocc^eirc^^S^JO
U»L^^
yourPower
C'ompute7wTu"^Side^wniuovTr lu^^^^^^
^^yleA^°<ss.'^^''so ^,s'.""i-
^rformMC7tofa"T^/^^"cEThSi^ahefiiroldm^^^^
reserve' . headwtods, 'take-"off"aiiTcSl ^e,Tmgt^-AllowaDces fol-_f"el

i^sSSSSSS^I^^'
10%^m'orTmlumSS ?aSe atmosphere
account'for"vaTiaU'onus1^
e
may

?ondsm ^»h<pS S;°e,d;.I',"ot, ^MCd" e"d^n"ceuam-

formatio?_cmu^^ £escsisae^^Cfuie,ln,ro.nsumptionJ, 8ta?&r- *»
and
crJt7'W^tteouPowrr ^S^W^, co^teri.
suppIiedwTth~^^^^^^^
ature variations f
r"o"m'stvan3eart ^ufSte:£&dTe into a(:count temper-

7-1

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 1^
M

0 > •n 0 S
^~ ^ ^ in in o » S
0
(fl
U) £
•u
0) 0) >
2 0 " 2
3
I ^ iy)
w 2
(/) •o
i Iu
\\ \
-0 I
^ "€ ? I c
•o
-0 $ -D
0
f.
r

w >4->
1
0
03 s rf»
s
</• Tl tD

^ Ul m
§ oa
0
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0
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0

s D v
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7' 0) -I
0 -I 0
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S2 q I
co
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os
0
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0

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en M ro
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0
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u kfr
00 0

TAKE - OFF DISTANCE FLAPS RETRACTED - HARD SURFACE RUNWAY

GROSS IAS HEAD
AT SEA LEVEL & 59-F. AT 2500 FT. & 50-F. AT 5000 FT. & 41-F.
WEIGHT 50 FT. WIND AT 7500 FT & 32°r.
LBS. MPH TOTAL TOTAL
KNOTS GROUND TOTAL
TO CLEAR GROUND TO CLEAR TOTAL
RUN 50 FT. OBS. GROUND TO CLEAR
RUN 50 FT. OBS. GROUND TO CLEAR
RUN 50 FT. OBS. RUN 50 FT. OBS.
0 735
1600 I3B5 910
70 10 500 1660 1115
1035 630 1985 1360
20 305 1250 780 2440
730 395 1510 970
890 505 1875
1090

^^^sd£;h:pa:-r:'t^..
NOTES:
i:
S£?^lS^^;^^^^KU
640 1375

"totalto" cf.ar '50ft"o'b5t"acTe°''fi'^1'' ll":rease aista""s 'b°th "P-ound run" ud "totu'to FcTaa'r"5'0"It"Secle") by 7% o( the

MAXIMUM RATE - OF - CLIMB DATA

GROSS
AT SEA LEVEL & 59°F.
AT 5000 FT. & 41°F.
WEIGHT RATE OF AT 10000 FT. & 23T.
FUEL FUEL
LBS. IAS, MPH CLIMB RATE OF
USED, USED RATE OF FUEL
FT. /MIN. GAL. IAS, MPH CLIMB IAS, MPH CLIMB USED
FROM
FT. /MIN. FROM
S. L., GAL. FT. /MIN.
670 S. L., GAL.
75 470 1.6
NOTES; 260

S3eSS-^^"^°th
2.8
operauon above 500°ft-

, dec», s. ^ ofcu». 15«. /^'^ eac. 10. F a^e .an.aM ^ ^^ „ p^^, ^^

LANDING DISTANCE f.lAPS-lowEBED To 4°° - POWE8 Off
HARD SURFACE'RUNWAY --' ?E'RO" WlrND
,

GROSS APPROACH AT SEA LEVEL & 59-F. AT 2500 FT. & 50°F. AT 5000 FT. &4l°F.
WEIGHT SPEED, AT 7500 FT. & 32°F.
LBS. TOTAL
IAS, MPH GROUND TOTAL
TO CLEAR GROUND TOTAL
ROLL TO CLEAR GROUND TOTAL
50 FT. OBS. ROLL TO CLEAR GROUND
50 FT. OBS. ROLL TO CLEAR
50 FT. OBS. ROLL 50 FT. OBS.
leoo 60 445 1075 470 1135 495 1195

~"':1:
520 1255

-~I
u
Figure 7-3.

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 Grois Weight - 1600 Lbs.
CRUISE PERFORMANCE •SPEED 70 MPH(IAS)
Standard Conditions MAXIMUM GLIDE •PROPEILER WINDMILLING
— AEROBAT — Zero Wind
Lean Mixture •FLAPS UP • ZERO WIND
Z 12, 000
NOTES: ^ Maximum cruise is normolly limited to 75% power.
1- Cruise sp. ads are shown for an aircraft equipped with optional 10, 000
Lp<>ed, f°ir"""-."'hich "'"'"• "" SP«d'by opp,o«,n, a'..|y"2MpH. <
u:
3. Noallowanc. sfo, take-ofl, clin, b, o, r,,e,v,. """""""' " ""'" a
8000

22. 5 GAL (NO RESERVE) 35.0 GAL (NO RESERVE) 6000

ALTITUDE RPM BHP M^ ^^ ENDR.
HOURS
BANGE
MILES
ENDR.
HOURS
RANGE
>
0 4000
MILES co
2500 2750 87 123 6.6 <
3.4 425 5.3
2700 82 120 6.1 660 2000
3.7 440 5.7 I—
2600 72 115 5.4 685
4.2 475 6.5 I
2500 64 109 4.8 740
4.7 510 7.3 0 0
2400 56 104 4.3 790
5.2 545 8.2 845
2300
2200
50
44
98 3.8 5.9 580 9.2 900
5 10 15 20
93 3.4 6.5 610 10.2
2100 87 3.1 7.3 630 11.3
945
980
GROUND DISTANCE (STATUTE MILES)
5000 2750 80 122 6.0 3.8 455 5.8
2700 75 119 5.6 710
4.0 475 6.2
2600 67 114 5.0 4.5
740 Figure 7-5.
2500 59 '510 7.0 790
108 4.5 5.0 345
2400 52 103 7.8 845
4.0 5.6 575
2300 46 97 8.7 895
3.6 6.2 605
2200 41 91 3.2
9.7 945
6.9 630 10.8 985
7500 2750 73 121 5.5 4.1 495 6.4
2700 69 118 5.2 765
4.3 510 6.7 795
2600 62 113 4.7 4.8
2500 545 7.5 845
55 107 4.2 5.4
2400 575 e.4 895
49 102 3.8 6.0
2300 610 9.3 945
43 96 3.4 6.6
2200 39
635 10.3 985
89 3.1 7.2 645 11.3 1005
10000 2700 64 117 4.8 4.7
2600 57 545 7.3 850
Ill 4.3 5.2 580
2500 51 106 8.1 900
3.9 5.8 610
2400 45 100 8.9 950
3.5 6.3 635
2300 41 94 9.9 990
3.2 6.9 650 10.8 1010
12500 2650 56 113 4.3 5.3 600 8.2
2600 53 110 4.1 5.6 930
610 8.6 950
2500 47 104 3.7 6.1 640 9.5 995
2400 43 98 3.4 6.7 655 10.4 1015
2300 39 90 3.1 7.2 650 11.2 1015

Figure 7-4.
7-4
7-5

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 Section fill
OPTIONAL SYSTEMS

COLD WEATHER EQUIPMENT

WINTERIZATION KIT.

GROUND SERVICE PLUG RECEPTACLE.

^K^^^^№^°^
8-1

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 p;'^s^ e"S1 5^irS^££. 1M =.to. c»M-

clls?tjo ;"c^? ^^le£l7'edeaS'crboasto?ve baAtt^L^~ntectof t0^ RADIO TRANSMITTER SELECTOR SWITCH

^§I^SSS£s^t
a.pUe-d-^'Se^.a»S^^a^"Si'1;::^ tiv. o^atl,o."Lof, the r.a,dio equiP.ment. is n"^al as covered in the respec-
SorahTv°inTS^.me^eEcrafri s^? SZi.lentthnaenroen?ec'
iihjing^ansmuter,K;rophone
capabilities^atransmm~er^
S?nretton.^clthe m, to'the. r^'^'thep^o>tld^s1 [I
ACCELEROMETER use^rito;msmlssion- The switch is locate'd-undej'r the gla'reuJMelMsand
EiSdr i^^S3^!?^^^Ith^^^nd
^endnl'llT^S the, m^crophone"toth. euPPer^^^^^^
Position, labeled 2, switches the microphonTto the^wer1rans*mi'tt^.r
c±^l^^°£Sl^T, ^h^^w-^u-
craft"T"h7dra ll S^^tuTzle?ttehspp?ng, 5LC !^bli"lI mposed>^
stwt&neous^wle7^yo^^^meLpmnteLS:^nlp^^^^
andon7r^o7dsc^L^onlre,c.ords_maximumPositiveacceleration;'
^^^f^is
r^e ^^^sr^E^^^ OIL OUICK-DRAIN VALVE
EEiSrS?. AUP-m^^£°^S.
hAn,onqm_ck:drainvalveJS OPtio"ally offered to replace the drain i
^eju/rLdr^port:iyhej^
TRUE AIRSPEED INDICATOR ^^^^^M?SS&.
^^g^^g^^^~
^^^ls^°n^mtMSSSS'^^
i"dlct^u?n^£e^Sato^s :vu"lable^°^rep^e№Astandardai-Peed
^S. ^nygThiacihrpwl^s i?hceon^yne^lrnsp,^ ^cato7to?7?u^^^^^^
inT^SS ^^STS^S^^^1

NOTE

SZes: ^To_obtain
S^h^nolberonfused with
indicated
pressure altltudeTTet'baro^e^iT
^a^pafSme^r^29;.92-_an~d;e?Proe;s^eu^^dce
Sa£ti^e0^n.BeKswlto.retonaltimeter'bar(^^
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 ALPHABETICAL INDEX
Accelerometer, 8-2
Aerobat, The 150, 2-1
Aerclbatic Category Maneuvers, 5-1
Aerobatic Considerations, 3-1
cabin door jettison system, 3-2
dual instructions, 3-1
physical condition, 3-1
loose equipment and baggage,
seat belts and shoulder
harnesses, 3-1
parachutes, 3-2
federal aviation regulations, 3-2
Aerobatic Limitations,^-12
engine speed limitations, 3-12
flap extension, 3-12
After Landing, 1-6
Aileron Roll 3-7
Aircraft,
file, 6-4
mooring, 6-1
securing, 1-6
Airspeed Correction Table, 7-2
Airspeed Indicator, True, 8-2
Airspeed Indicator Markings, 5-3
Airspeed Limitations, 5-2
Alternator Check, 2-12
Ammeter, 2-5
Approved Maneuvers, 3-2
aileron roll, 3-7
barrel roll, 3-6
Cuban eight, 3-9
Immelmann, 3-10
loop, 3-5
snap roll, 3-8
spin, 3-3
vertical reversement, 3-11
Authorized Operations, "5-^1
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B
Bail-Out, 4-9
Balked Landing, 1-6, 2-16
Barrel Roll, 3-6 ''
Before Landing, 1-5
Before Starting Engine, 1-4
Before Take-Qff, 1-4, '2-10
alternator check, 2-12
magneto check, 2-12
warm-up, 2-10
Brake, Parking, 2-8
Cabin Heating and Ventilating
System, 2-8
Capacity,
fuel, inside back cover
oil, inside back cover
Carburetor Icing, 4-7
Care,
interior, 6-3
propeller, 6-3
Center of Gravity Moment
Envelope, 5-9
Cessna Customer Care Program,
Cessna Progressive Care, 6-6
Circuit Breakers and Fuses. 2-5
Climb,
data, 2-14
enroute, 1-5, 2-14
maximum rate-of-climb
chart, 7-3
speeds, 2-14
Cold Weather Equipment, 8-1
ground service plug
receptacle, 8-1
Igdex-1
 winterization kit, 8-1
Cold Weather Operation, "2-16
co rrectionTable, Airspeed, "7-2
Crosswind Landing, 2-16
Crosswind Take-Offs, 2-13
Cruise, 1-5, 2-14
Cruise Performance Chart, 2-14.
Cuban Eight, 3-9
D Clouds, 4-5
Diagram,
bajg^ge loading and tie-down,
electrical system, 2-4
ELT control panel, 4-11
exterior inspection, 1-2
fuel quantity data, 2-3
fuel system, 2-2
instrument panel, 1-7
loading arrangements, 5-3
maximum glide, 7-5
principal dimensions, ii
taxiing, 2-11
Dimensions, Principal, ii
DisorientationIn Cloud's, 4-5
emergency let-down
clouds, 4-5
executing 180° turn in
clouds, 4-5
recovery from spiral dive, 4-6
Ditching, 4-4 ' ~-'~''
ammeter, 2-5 Flyable Storage, 6-5
Forced Landings, 4-2 Insufficient Rate of Electrical
fuses and circuit breakers, 2-5 Charge, 4-9
grou
nd service
plug receptacle^ ditching, 4-3
Interior Care, 6-3
emergency landing without Interior Lighting, 2-7
master switch, 2-3 engine power, 4-2
over-voltage sensor and precautionary landing with
warning light, 2-5 engine power, 4-2
schematic, 2-4 Fuel System, 2-1 Landing, 2-15
Em,ergency Landing without Engine capacity, inside back cover after, 1-6
Power, 4-2 fuel grade, inside back cover balked, 1-6, 2-1£
Emergency Let-Downs fuel quantity data, 2-3 before, 1-5
fuel quantity indicators, 5-3 crosswind, 12-16
Emer!Lency Locator Transmitter long range fuel tanks, 2-3 distance, 7-3
quantity indicators, 5-3 forced, 4-2
ELT operation, 4-10 schematic, 2-2
Empty Weight, inside front cover tank sump quick-drain valves.
normal, 1-6
Engine, 2-1 - ~ .——, precautionary with power, 4-3
short field, 2-16
before starting, 1-4 Fuses and Circuit Breakers, 2-5
instrument markings, 5-3 Landing Gear Servicing, inside
back cover
oil, inside back cover
operation limitations, 5-3 main/nose wheel tire pressure,
inside back cover
starting, 1-4, 2-9
Engine Failure, 4-1 Graph,Loading, 5-8 nose gear shock strut servicing,
inside back cover
after take-off, 4-1 Gross Weight, inside front cover Lighting Equipment, 2-6
during flight, 4-1 Ground Handling, 6-1
exterior lighting, 2-6
Enroute Climb, 1-5, 2-14 Ground Service~P.lug Receptacle, interior lighting, 2-7
Equipment, Cold Weather, 8-1 8-1
Limitations, Airspeed, 5-2
Excessive Rate of Electrical
Charge, 4-1 Limitations, Engine Operation, 5-3
Loading Arrangements Diagram, 5-5
Executing 180° Turn in Clouds, H
Loading Graph, 5-8 " e
Loading Problem, Sample, 5-6, 5-7
Exterior Inspection Diagram. 1-2 Handling Airplane on Ground, 6-1 Long Range Fuel Tanks", 2-3
Exterior Lighting, 2-6'°~~'"' Harnesses, Shoulder, 2-9 Loop, 3-5
Heating and Ventilating System. Low Oil Pressure, 4-8
Cabin, 2-8

File, Aircraft, 6-4
Fires, 4-3
EIectrical Power Supply System
Malfunctions, 4-8' electrical fire in flight, 4-4
excessive rate of charge, 4-9 engine fire during start on
insufficientrate of charge, "4-9 ground, 4-3
Electrical System, 2-3 ~"°~' engine fire in flight, 4-4
Flight in Icing Conditions, 4-6
Index-2
I
Immelmann, 3-10
Indicator, True Airspeed, 8-2
Inspection Requirements/ 6-6-
Instrument Markings, Engine, 5-3
Panel, 1-7
M
MAA Plate/Finish Trim Plate, 6-4
Magneto Check, 2-12 -—-''
Magneto Malfunction, 4-2
Maneuvers-Acrobatic Category, 5-1
Markings, Airspeed Indicator,''5-3
Markings, Engine Instrument, 5-3
Index-3

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 Master Switch, 2-3
Maximum Glide Diagram, 7-5
Maximum Performance Take-Qff.
Maximum Rate-Qf-Climb Data
Chart, 7-3
Moment Envelope, Center of
Gravity, 5-9
Mooring Your Airplane, 6-1
N
Noise Abatement, 2-19
Normal Landing, 1-6
Normal Take-Qff, 1-4
Nose Gear Shock Strut, inside back
cover
Oil System
capacity, inside back cover
oil/filter change, inside b'ack
cover
oil grade, inside back cover
pressure gage, 5-3
quick-drain valve, 8-3
temperahire gage, 5-3
Operation, Cold Weather, 2-16
Operation Limitations, Engine,
Parking Brake System, 2-8
Performance Charts, 2-13 Shoulder Harnesses, 2-9
Performance - Specifications, Snap Roll, 3-8
inside front cover Spark Plug Fouling, 4-7
Power Checks, 2-12 Spin, 3-3
Precautionary Landing with Engine Stalls, 2-15
Power, 4-3 speed chart, 7-2
Principal Dimensions Diagram, ii Starting Engine, 1-4, 2-9
Progressive Care, Cessna, 6-6 Storage, Flyable, 6-5
Propeller Care, 6-3 Suction Gage, 5-3
Publications, 6-9 Surfaces, Painted, 6-2
System,
cabin heating and ventilatii
Q 2-8
electrical, 2-3
Quick-Drain Valve, Oil, 8-3 fuel, 2-1
Quick-Drain Valves, Fuel, 2-1 owner follow-up, 6-8
wing flap, 2-7
Radio Transmitter Selector Switch,
Table of Contents, iii
Recovery From Spiral Dive, 4-6
Reversement, Vertical, 3-il Tachometer, 5-3
Rough Engine Operation Or Loss of TaJse-Qff, 1-4, 2-12
Power, 4-7 before, 1-4, 2-10
crosswind, 2-13
carburetor icing, 4-7
distance, 7-3
low oil pressure, 4-8
magneto malfunction, 4-8 maximum performance, 1-5
normal, 1-4
spark plug fouling, 4-7
power check, 2-12
wing flap settings, 2-13
Taxiing, 2-10
diagram, 2-11
Tire Pressure, inside back cover
transmitter Selector Switch,"'8-3
True Airspeed Indicator, 8-2
Vertical Reversement, 3-11
w
Warm-Up, 2-10
Weight,
empty, inside front cover
gross, inside front cover
Weight and Balance, 5-4
baggage and cargo tie-down, 5-5
center of gravity moment
envelope, 5-9
loading arrangements diagram,
5-5
loading graph, 5-8
sample loading problem, 5-6
5-7
Windshield - Windows, 6-2
Wing Flap System, 2-7
Winterization Kit, 8-1

Operations Authorized, 5-1

Over-Voltage Sensor aiid Warnir
Light, 2-5 Sample Loading Problem, 5-6
Seats, 2-8
Owner Follow-Up System, 6-8 Securing Aircraft, 1-6
publications, 6-9
Servicing Requirements, 6-7
inside back cover
engine oil, inside back cover
fuel, inside back cover
Painted Surfaces, 6-2 landing gear, inside back cover
Short Field Landing, 2-16
Index-4

Index-5

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 SERVICING REQUIREMENTS*
SERVICING REQUIREMENTS*
FUEL:
ENGINE OIL:
GRADE -- 80/87 Minimum Grade Aviation Fuel.
GRADE — Aviation Grade SAE 40 Above 40°F. Anueraatefuels which_"e also approved a7e:
... Avial:ion Grade. SAE 10W30 or SAE 20 Below 40°F.
Mum;l^cosAtyoil,with.a ranSe of SAETow30is"recommended for 1^0 Low LeadAVGAS (maxTmuml:aad c'ontentof2 e. e. per
Sve^star_tmg. in cold weather- "Detergent o"r dlspe^la:ntu^l. Iucron-
forming to Continental Motors Specificatio6n'MHS-24Apc^tL
^lusce°d1.' ^/gla31°lo^iationGrade Fuel (maximum l^dcontentof4.6 c.c.
NOTE NOTE

Your. cessna was delivered from the factory with a cor- iv)hne^su^uhltmLa.hlgheroctanefue1' ^ lead AVGAS
rosion preventive aircraft engine oil. If oil must be lTO.Should. be.used wheneverPOS-sib^sm7eT^lTr^uc>lt
added.during the first 25 hours," use onty aviatTon grade in less lead contamination of theengTne."
mineral oil (non-detergent) conformine to"SDeci-
fication No. MIL-L-6082. ^APACITY EACH STANDARD TANK - 13 Gallons.
CAPACITY EACH LONG RANGE TANK -'-"iTcTl^ns.
CAPACITY OF ENGINE SUMP — 6 Quarts.
?ro^tohte°rpefl£etoon5 ^tha^ v^rtsilT O
mmmizeloss. a!
fl^hts °f'"less"thanl hou"russ11
ou through
NOTE
?oera^nd"?<S°^q^t ^forn-ormal 3
?uarts- These°quantities"rrf^ to'oT ?eueretotS^sds-^di^b.etwJen,fueuanks' the tanks sho^
a'
<-extended ght'fiu
nl to 6

Sc^^eLrladi^ Durineoua £praec'iSpped

after e-ach refueung-to~a^ure'm^rm uamu
,

OILSS^S'^^£°~'m^^s'"m^d°°'
add"
A^itheJlrst. 2ilh ours
of, °Peration, drain engine oil sump and clean
LANDING GEAR:
£ete?leSret ^:^.u^№OMT^Ut1. rTS^^^^^^^^
fmeLel^lnlat_this time-.. Refm-sumP"wVthsTrarg h't°^^^^
Inion;tt e5Jno useunttfa-to^"ofro"h"'"""haa^^^^^^^^
and

^^SI^^^^^^^^g?^^^a^^.-
^s eq^ppe^w^anoptloml oilm^
S^d^e?nu<:he ou pressure screen each 50 hour^theTeafterx. On
£ISdwehdiS ^e^,n^^LOTlfflt^№e^l"c?n^n^^^^^
?Oe%;UIeDSo"£;;:HnS hyd™lic "°"i"d wl>"d "">"- •»
Sae^dnSd^o^oo:hour^nt,e^s'_^ovidi^
S.e,d.atJO ;hour. intervals- .. change engi'M'oil aUeTsTecvecry'c6"
lm^Ts^though. Iesstherec'om'mendedto~uVstovra :ccyumu-
than

^^Redu.ce..interra lslo rprolo^e-doperatton"^ For complete servicing requirements,

flights ancrl ong^~periodrr7suTt^Bslud'gu
?^mcSt o°nrswhen short
refer to the aircraft Service Manual.

AIRPORT FLYING SCHOOL

_P. O. Bo.< 887 Fys.^/icfc A.. CJ-
Cnr. Nomad Dr. & Widgeon Rd.
Canbern A;mor+ A.C. T. 2609
Ph./Fax: 2486292 A. H. 2959904

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