PARKS COLLEGE of ENGINEERING AND AVIATION

SAINT LOUIS UNIVERSITY AVIATION

CLUB

CESSNA 152 INFORMATION AND

PROCEDURES

ALL PILOTS SHALL OBSERVE THE

FOLLOWING:

1. Be extra vigilant when opening and closing the aircraft doors. Hold the door so that it does not slam shut in strong wind
conditions. Doors should remain closed when engine is in
operation.

2. The aircraft doors should remain closed except when someone is actually getting in or out of the airplane. Close the door
immediately after getting in or out. Do not leave the doors open during pre- or post-flight.

3. When getting into the aircraft, step only on the foot brace on the strut. Do not step directly on the gear strut.

4. When checking the fuel quantity, step only on the black step supports. Never step directly on the wing strut.

5. When adjusting the seats, do not pull on the glare shield. Never adjust seat height while sitting in the seat.

6. The normal C-152 fuel level is full tanks (24.5 US Gallons-usable) unless a lighter fuel load is required. All solo flights will be
commenced with full tanks on all
legs.

7. If necessary for proper ventilation, the windows may be opened during taxi operations but must be closed securely during
takeoff. Do not open the windows in flight. Ensure windows are shut and secured when exiting the aircraft.

8. No Parks College call signs have been established for the C-152’s when communicating with CPS Tower. Use the full N-number
for all ATC communications. (The only exception to this may be during Flying Billiken Flight Team practice at
CPS)

9. Flight in the Practice Area: Power should be set at 2300 RPM and Mixture leaned in level cruise flight. Clearing turns, usually
 two 90-degree turns or one 180-degree turn, shall precede all
maneuvers.

10. Use of appropriate checklists is mandatory.

10. During Post-Flight: Place the control lock in the yoke, Place the seats full aft, Secure seat belts diagonally across seats, Place
Shoulder harnesses on ceiling cribs. Assure that all trash and other debris has been removed from the aircraft interior, All
aircraft doors have been locked, Aircraft has been securely tied (chained) down.

Consult a club approved flight instructor for clarification of any item.

Parks College - Department of Aviation Science: February 2001

C-152 AIRSPEEDS AND AIRSPEED INDICATOR MARKINGS

AIRSPEED KIAS AIRSPEED INDICATOR MARKING

Vso 35* Slow speed end of WHITE arc - Stall-LANDING Configuration Vs1 40* Slow speed end of
GREEN arc - Stall-CLEAN Configuration Vr 50-55* Not Indicated - Takeoff rotation speed Vx 55*
Flaps Up Not Indicated - Best ANGLE of Climb Vy 67* Not Indicated - Best RATE of Climb Vfe 85
High speed end of WHITE arc - Maximum Flaps Extended Speed Va 104* Not Indicated -
Maneuvering Speed Vno 111 High speed end of GREEN arc - Maximum Structural Cruising Speed
Vne 149 RED LINE - Never Exceed Speed

White arc 35-85 Full Flap Operating Range Green arc 40-111 Normal Operating Range Yellow arc 111-
149 Caution Range - Operations conducted with caution only in smooth air.

OTHER SPEEDS: Max. Crosswind 12 Not Indicated - Max. Demonstrated Crosswind Component-Not a limitation
Maximum Glide 60* Not Indicated - Maximum Glide Speed (Power-off) Max Window Open 149 Not Indicated -
Maximum Speed for Windows Open

* Indicated Speed at Maximum Gross Weight (speeds vary with

weight).

LIMITATIONS
See Pilot's Information Manual Section 2 for additional information and other
 limitations.

WEIGHT
LIMITATIONS:
Basic Empty Weight Varies by aircraft - See specific aircraft data Useful Load
Varies by aircraft - See specific aircraft data Maximum Ramp Weight 1,675
pounds Maximum Takeoff Weight 1,670 pounds Maximum Landing Weight
1,670 pounds Maximum in Baggage Area 120 pounds

UTILITY CATEGORY: Limited Aerobatic maneuvers, including spins, are approved. See Pilot Information
Manual for further details.

Parks College - Department of Aviation Science: February 2001

TOUCH-AND-GO (See pattern procedures diagram-
attached) 1. During rollout, maintain safe speed and directional control of the aircraft. 2.
Retract flaps as appropriate 3. Verify trim is in the TAKEOFF position. 4. Verify Carburetor
Heat is OFF. 5. Smoothly apply full power 8. Proceed with normal takeoff procedures

REJECTED LANDING / GO AROUND 1. Full Power, Carburetor

Heat off, Flaps- Retract 10 degrees, Pitch and retrim for Vx or Vy as appropriate. 2. Positive Rate of Climb Verified- Flaps up
in 10 degree increments. If climbing at Vx, verify obstacles cleared then pitch and
retrim for Vy. 3. Resume
normal Climbout procedures.

SHORT FIELD TAKEOFF (Procedures are identical to that of the

NORMAL TAKEOFF, except as noted) 1. 10 degrees Flaps, Taxi onto runway, Hold brakes, Apply full power. 2.
Verify “NEEDLES NORMAL” and “GUAGES GREEN”. Release brakes, then verify “AIRSPEED ALIVE”. 3.
Rotate at 50 KIAS. 4. Pitch for and maintain 54 KIAS Climbout (with 10 degrees of flaps) until all obstacles
cleared. 5. When clear of obstacles, reduce pitch, Flaps retract, and accelerate to and climb at 67 KIAS. 6.
Resume normal Climbout procedures.

SOFT FIELD TAKEOFF (Procedures are identical to that of the NORMAL TAKEOFF,
except as noted) 1. 10 degrees Flaps, Hold full aft yoke while taxiing onto runway. 2. Maintain taxi speed onto runway while
maintaining full aft yoke. Do not stop unless required by ATC. 3. Smoothly apply full power, verify normal operations and maintain
full aft yoke during initial takeoff roll. 4. Anticipate aircraft nose pitching up from runway and release enough back pressure to
maintain a "top of the nose cowling on
the horizon" pitch-picture attitude. 5. As airspeed increases, release back pressure to maintain this pitch-picture. 6.
As airplane flies off the runway, release back pressure to maintain a level fight path 3'- 5' above runway. 7. Accelerate in ground
effect to 67 KIAS (to assure enough airspeed to safely climb out of ground effect) then begin 67 KIAS
climb. 8. At safe altitude- retract flaps and resume normal
Climbout procedures.

SHORT FIELD LANDING (Procedures are identical to that of the DESCENT TO A NORMAL LANDING, except as noted) 1.
Abeam the point of intended landing: Reduce power to 1500 RPM, Maintain altitude and slow to below Vfe, Extend flaps 10
degrees, Establish and maintain 70 KIAS descent, Set trim. 2. When the aircraft is approximately 45' from the end of
the runway: Begin turn to Base Leg and plan to be higher than normal.
Remain vigilant for traffic by checking long-final, opposite base and short-final. 3. On base leg: Extend flaps to 20
degrees, Maintain higher than normal altitude, Pitch for and maintain 65 KIAS, Adjust power
for altitude control, Set trim. 4. On long final: Plan turn to Final such that aircraft is established on runway
extended centerline at completion of turn, Flaps to
30 degrees, Pitch for 54 KIAS, Maintain a higher than normal altitude, Establish and maintain a greater than normal rate-of-
descent, Set trim. Establish approach path that will enable aircraft to clear all obstacles while still allowing touchdown to occur at
desired accuracy point on runway. 5. Flare to Touchdown: With power at idle, touchdown firmly on main wheels and lower nose
wheel as quickly as possible. 6. Apply maximum braking without locking wheels, Begin full aft yoke during rollout to enhance
braking action. NOTE: FOR
TRAINING FLIGHTS (DUAL OR SOLO), VERBALIZATION OF BRAKING TECHNIQUE BY STUDENT IS
PREFERRED. 7. Taxi off runway at first available intersection, or as directed by ATC. Reconfigure the aircraft only after clearing
the runway
and coming to a full stop past the hold short
line.

Parks College- Department of Aviation Science: February 2001

SOFT FIELD LANDING (Procedures are identical to that of a NORMAL
LANDING, except as noted) 1. On final: Plan descent to use minimum power just prior to touchdown. 2. Flare to hold airplane 1-2
feet above runway as long as possible, allowing forward speed to dissipate. 3. Allow aircraft to touchdown gently in a nose-high
attitude at the lowest airspeed possible. Do not allow nose wheel to initially
touchdown. 4. Hold nose-high attitude as long as possible after touchdown. Adding power immediately after
touchdown increases the
effectiveness of the stabilator allowing pilot to maintain the nose-high attitude. 5. Allow nose wheel to touch
runway only when inadequate airspeed remains to keep it off. Maintain full aft yoke during rollout,
and during taxi on soft surfaces. 5. Use brakes only as necessary and maintain extra power as
necessary to keep aircraft moving until clear of runway.

EMERGENCY DECENT 1. For training purposes, perform a GUMP check and execute clearing turns to clear the area, with
additional attention to airspace
immediately below the aircraft. Carb Heat- ON, Throttle- 1500 RPM, White Arc verified- Flaps fully extend 2.
SIMULTANEOUSLY: Power to idle, Roll into a 45 degree bank, Pitch down to establish 85 KIAS (Vfe). DO NOT EXCEED 85
KIAS DURING MANEUVER. 3. Once stabilized, bank angle can be eliminated if desired. DO NOT prolong
maneuver due to shock cooling potential. 4. Recovery: Wings level if appropriate, Pitch to level attitude, Flaps retract in 10
degree increments, Power to cruise setting.

ADDITIONAL
 INFORMATION

ENGINE: Avco Lycoming O-235-L2C Rated at 108 BHP @ 2550 RPM

FUEL: 100LL Two Standard Tanks- 26 Gal Total 24.5 Gal Usable

OIL: Max- 6 quarts Min- 4 quarts

Parks College - Department of Aviation Science: February 2001

POWER OFF STALL

APPROACH
CONFIGURATION

C-152

RECOVERY: 1) Release backpressure and reduce pitch

to level attitude
Wings level with coordinated use of ailerons and rudder 2) Full power, Carb Heat Off, 10 Degrees Flaps
Up 3) Accelerate to Vx or Vy (as appropriate), then establish same airspeed
climb
If climbing at Vx, determine obstacles cleared then pitch for Vy 4) Positive rate of climb and Vy
verified- Flaps fully retract 5) Maintain recovery heading 6) Level-
off as appropriate and return to cruise configuration
 STALL: 1) Simultaneously- Power to idle, Pitch to flare
attitude 2) Verbalize onset of imminent stall (buffet) 3)
Maintain established pitch and bank attitudes until full stall

1) Slow to 65 KIAS (Base to final speed) 2) Lower pitch and establish a

momentary, stabilized, 65 KIAS decent 3) Establish desired bank angle-
max 30 degrees (or wings level, if directed)

1) Carb Heat- On 2) Power- 1500 RPM 2nd Clearing Turn 3)

Flaps- Extend to 20 degrees

1st Clearing
Turn

Completion Standards White arc

verified Flaps- 10 Degrees 1) Selects altitude that will allow completion of maneuver no lower
than 1,500 feet agl. 2) Maintains specified bank angle +0/-10 degrees (or +/- 10 degrees
heading, if appropriate) while inducing the stall. 3) Announces first aerodynamic indication
of stall.

Remember Gas-
On Undercarriage- Fixed 1) Maintain rudder coordination during entry and recovery. Mixture- Rich 2) On recovery,
pitch for level flight-DO NOT DIVE. Power- 2100 RPM 3) Use opposite rudder as primary recovery input for returning
wings to level attitude at stall recovery. 4) Anticipate overbanking tendency when established in bank. 5) Ensure full stall
occurs prior to 90 degrees of heading change. Parks College-Department of Aviation Science: February 2001

POWER-ON STALLS
DEPARTURE CONFIGURATION

C-152

RECOVERY: 1) Release backpresure and pitch for level attitude. Wings level
with coordinated
use of ailerons and rudder 2) Verify full power, Carb Heat Off, Flaps Retracted 3)
Accelerate to Vx or Vy (as appropriate), then establish same
airspeed climb. If climbing at Vx, determine obstacles cleared then pitch for
Vy 4) Verify positive rate of climb and Flaps fully retracted 5) Level-off as
appropriate and return to cruise configuration
 STALL: 1) Reaching 60 KIAS- Simultaneously: Carb Heat Off, Full power, Pitch
to power-
on stall attitude, establish desired bank angle-max 20 degrees (or maintain
wings level if so directed) 2) Verbalize onset of imminent stall (buffet) 3)
Maintain established pitch and bank attitudes until full stall

1) Carb Heat- On 2) Power- 1500 RPM 2nd Clearing

Turn 3) Slow to 60 KIAS
4) Maintain altitude and heading

1st Clearing
Turn

COMPLETION STANDARDS

Verify flaps up 1) Selects altitude to allow completion of maneuver no lower than 1,500 feet agl. 2)
Maintains desired bank angle +0/-10 degrees (or hdg +/- 10
degrees, if appropriate). 3) Announces first aerodynamic indication of stall.

REMEMBER
Gas- On 1) Maintain rudder coordination during entry and recovery. Undercarriage- Fixed 2) During recovery, pitch for
level flight- DO NOT DIVE Mixture- Rich 3) Use opposite rudder as primary input for returning wings to Power- 2100
RPM level attitude at stall recovery.
4) Anticipate overbanking tendency when established in
desired
bank angle prior to stall. 5) Ensure full stall occurs prior to 90 degrees of heading change Parks College-Dept. of Aviation Science:
February 2001 if executing stall in a banked attitude.
-

TURNS ABOUT A
POINT

C-152
Shallower
Bank

Ground Speed
Decreasing

Shallowest Bank Steepest Bank (Lowest Groundspeed) (Highest Groundspeed)

Ground Speed Increasing

Steeper Bank
Enter
Downwind

COMPLETION STANDARDS: Wind 1) Enters maneuver 600-1,000 feet agl,

downwind, 2nd Clearing Turn
with first turn to the left. 2) Selects reference point with
an emergency field within
gliding distance. 3) Divides attention between aircraft control and ground track 1st
Clearing Turn 4) Maintains entry altitude +/- 100 feet. 5) Maintains entry airspeed +/- 10 knots. 6) Mantains
constant radius around reference point, with a bank of approximently Flaps verified up 45 degrees at steepest
point in turn. Verify Va or less

REMEMBER: 1) Maintain constant outside and inside scan technique. 2)

Wind correction is a combination of varying degree of bank and crab. 3) Maintain constant radius
during all 360 degrees of turn. Gas- On 4) Maintain proper coordination throughout maneuver.
Undercarriage- Fixed
Mixture- Rich
Power- 2100
RPM
Parks College-Department of Aviation Science: February 2001

EMERGENCY FORCED
LANDING
C-152
A: At first indication of engine failure or power loss: Carb Heat-ON, Trim for 60 KIAS (best glide),
CHECK: Gas On, Mixture Rich, Throttle Full Pwr, Master Switch On, Magneto Switch Toggle
Right/Left/Both,
Primer in and locked COMPLETE "ENGINE FAILURE DURING FLIGHT" CHECKLIST IF TIME AND
ALTITUDE PERMIT

B: If restart fails: Transponder-7700, ELT-ON, Communicate "May Day" CALL on appropriate comm frequency
or 121.5, Fuel Selector-OFF, Mixture- Idle Cutoff, Magneto Switch-OFF, Seatbelts-Secure and loose items stowed,
Doors- Secured, Flaps-As required, Master Switch- ON for flaps/communications
COMPLETE "EMERGENCY LANDING WITHOUT ENGINE POWER" CHECKLIST IF
TIME
AND ALTITUDE PERMIT

C: Plan to reach abeam landing point at approx. 1,000 feet agl. Attempt to set up a normal pattern if practical.
Consider wind effects when turning to Base and Final

D: When in a position from which the landing is assured- Flaps to "Landing", Airspeed-60 KIAS, Master Switch-OFF,
Open Doors. Touchdown at slowest safe airspeed into headwind and with "furrows", if present. Exit aircraft
as quickly as possible after landing. If doors are jammed, rear windows can be kicked out for egress.

Parks College-Department of Aviation Science: February 2001

POWER OFF STALL

LANDING
CONFIGURATION

C-152

RECOVERY: 1) Release backpressure and reduce pitch attitude to level

attitude Wings level with coordinated use of ailerons and rudder 2) Full
power, Carb Heat Off, 10 Degrees Flaps Up 3) Accelerate to Vx or Vy (as
appropriate), then establish same airspeed climb
If climbing at Vx, determine obstacles cleared then pitch for Vy 4) Positive rate of climb and Vy
verified- Flaps fully retract 5) Maintain recovery heading 6) Level-
off as appropriate and return to cruise configuration

STALL: 1) Power to idle, pitch to and maintain flare attitude 2)

Verbalize onset of imminent stall (buffet) 3) Maintain flare attitude
 until full stall 4) Maintain entry heading to full stall (or bank angle,
if appropriate)

1) Slow to 60 KIAS (Final approach speed) 2) Lower pitch and establish

a momentary, stabilized, 60 KIAS decent 3) Maintain entry heading
( or, if specified, establish desired bank angle-
max 30 degrees)

1) Carb Heat- On 2) Power- 1500 RPM 2nd Clearing Turn 3) Flaps- Full
in 10 degree increments

1st Clearing
Turn

Completion Standards White arc

verified Flaps- 10 Degrees 1) Selects altitude that will allow completion of maneuver no lower
than 1,500 feet agl. 2) Maintains heading +/- 10 degrees (or +0/-10 degrees bank,
if appropriate) while inducing the stall. 3)
Announces first aerodynamic indication of stall.

Remember Gas-
On Undercarriage- Fixed 1) Maintain rudder coordination during entry and recovery. Mixture- Rich 2) On recovery,
pitch for level flight-DO NOT DIVE. Power- 2100 RPM 3) Use opposite rudder as primary recovery input for returning
wings to level attitude at stall
recovery.
Parks College- Department of Aviation Science: February 2001

POWER-ON
STALL
TAKEOFF CONFIGURATION

C-152

RECOVERY: 1) Release backpressure and pitch for level attitude.

Wings level with
 coordinated use of ailerons and rudder 2) Verify full power, Carb Heat Off, and Flaps Retracted 3)
Accelerate to Vx or Vy (as appropriate), then establish same airspeed climb
If climbing at Vx, determine obstacles cleared then pitch for Vy 4) Verify positive rate of climb
and Flaps retracted 5) Maintain entry heading 6) Level-off as
appropriate and return to cruise configuration

STALL: 1) Reaching 60 KIAS- Carb Heat Off, Full power, Pitch to power-on
stall attitude 2) Maintain entry heading (or establish desired bank, if directed-
max 20 degrees) 3) Verbalize onset of imminent stall 4) Maintain established
pitch attitude until full stall

1) Carb Heat- On
2nd Clearing Turn 2) Power 1500 RPM
3) Slow to 60 KIAS 4) Maintain altitude and heading 1st Clearing Turn

Verify Flaps Up

COMPLETION STANDARDS

1) Selects altitude to allow completion of maneuver no lower

than
1,500 feet agl. 2) Maintains heading +/-10 degrees (or specified bank angle +0/-10
degrees, if appropriate) while inducing the stall. 3) Announces first aerodynamic indication
of stall.

REMEMBER
Gas- On Undercarriage- Fixed 1) Maintain rudder coordination during entry and recovery. Mixture- Rich 2) During
recovery, pitch for level flight- DO NOT DIVE. Power- 2100 RPM 3) Use opposite rudder as primary input for returning
wings to
level attitude at stall
recovery.
Parks College-Dept. of Aviation Sci: February 2001
e 20
s)

C-152 VFR PATTERN PROCEDURES

DEPARTING PATTERN:
"Gas- On" "Undercarriage-Fixed" INITIAL CLIMB- 67 KIAS "Mixture-Rich"
"Prop-2200 RPM" (+/- for 85 KIAS)
ENTERING PATTERN:
ROTATE- 50 KIAS
"Gas- Checked" "Undercarriage- Fixed" "Mixture- Rich" "Prop- As needed"
Trim for 75 KIAS Cruise Climb Landing Light-As needed "Enroute Climb" checklist verified completed
500 FEET AGL:
Pitch for 75 KIAS CROSSWIND Check for traffic LEG REACHING PATTERN ALTITUDE: Turn to
crosswind Throttle-2200 RPM (+/-)
Airspeed-85 KIAS UPWIND LEG
WINGS LEVEL DOWNWIND:
Maintain Runway Centerline
D"Airspeed 85 kts" OWNWIND Approaching Airport

LEG
checklist and initial GUMP previously completed.
APPLY POWER:
"Needles Normal" ABEAM POINT OF INTENDED LANDING: "Gauges Green" Carb Heat- On "Airspeed
Alive" Power- 1500 RPM
Flaps- 10 Degrees Slow to 70 KIAS, then pitch to hold 70 KIAS
FINAL APPROACH NOTE: ON FINAL: LEG 1) Pattern procedures should be
Flaps- 30 degrees (As appropriate) performed from memory. Airspeed- 60 KIAS (Trim) Printed checklists are not
FINAL GUMP CHECK: expected to be used in pattern.
2) Items in quotes must be
verbalized. BASE LEG:
Flaps- 20 degrees Pitch for 65 KIAS
Parks College-Department of Aviation Sci: February 2001

SLOW
FLIGHT

C-152

RECOVERY:

1) Full power 2) Pitch to maintain altitude as airspeed increases

3) Flaps up in 10 degree increments- if applicable 4) Accelerate
 to cruise airspeed and resume cruise configuration 5) Maintain
altitude during recovery

UPON REACHING MCA:

1) Carb Heat- Off 2) Increase power as necessary

to maintain altitude 3) Adjust pitch as necessary to
maintain MCA 4) Retrim as necessary to reduce
backpressure 5) Maintain coordination, altitude,
and heading

SETUP:

1) Carb Heat- On 2) Power- 1500 RPM 2nd Clearing Turn 3) If LNDG CONFIG- Flaps
full in 10 degree increments
If CLEAN CONFIG- Verify flaps up 4) Slow to MCA 5) Maintain entry altitude and
heading 1st Clearing Turn

COMPLETION STANDARDS IF LNDG CONFIG- Verify white arc 1) Selects altitude that will allow maneuver
completion no Flaps 10 degrees lower than 1,500 feet agl.
2) Maintains coordination; Altitude +/- 100 feet; IF
CLEAN CONFIG- Verify flaps up Heading +/- 10 degrees; Airspeed +10/-0 kts.
3) Maintains specified bank angle (max 30 degrees in
level
turns; max 20 degrees in climbing
or decending turns) +/- 10 degrees.

Gas- On REMEMBER Undercarriage- Fixed 1) Pitch for airspeed, power for altitude. Mixture- Enrichen 2) Maintain rudder
coordination Power- 2100 RPM 3) In turns, anticipate use of additional pitch and power.

Parks College- Department of Aviation Science: February 2001

STEEP
TURNS

C-152
 ROLLOUT:

1) Rollout on ground reference point 2) Reduce pitch

to level attitude (avoid ballooning) 3) If requested,
initiate turn in opposite direction 4) Reduce power to
cruise 5) Retrim as needed and return to cruise
configuration

1) Roll into 45 degree bank 2) Increase pitch as

needed to maintain altitude 3) Increase power
to maintain entry airspeed 4) Trim off
backpressure as required 5) Maintain
coordination with rudder

1) Identify ground reference and note heading 2) Verify airspeed at or below Va

2nd Clearing Turn

1st Clearing Turn COMPLETION STANDARDS

1) Selects altitude that will allow maneuver completion no lower
than
1,500 feet agl. Verify
flaps up 2) Begins maneuver at Va or less.
3) Maintains bank +/- 5 degrees; Rolls out on entry heading +/- 10
deg 4) Maintains entry airspeed +/- 10 kts; Entry altitude +/- 100 feet.

REMEMBER 1) Keep horizon line on aircraft reference point

which maintains
level flight. 2) Maintain rapid scan on outside and inside references. Gas- On 3) Maintain coordination, altitude, and airspeed
throught maneuver. Undercarriage- Fixed 4) Use trim as needed to reduce backpressure. Mixture- Leaned for altitude 5)
Avoid excessive amount of time on instrument references only. Power- 2100 RPM
Parks College- Department of Aviation Science: February 2001