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Cessna 150
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Contents
...Late Model C-150; …Nose-wheel (Instructor); ...C-150
Flaps; ...Trim and the C-150; ...Basic Maneuvers; …Climbing
Turns; …Descents; …Descending Turns; …C-150
as a Glider; …Pre-crash;
…Consolation; …Precision
Slow-flight; ...No Flaps Slow-Flight;
…Exercise; …Standards;
…C-150 Procedures; .C-150
POH; …Fuel Consumption;
…Fuel Gauges; ...Building
a Checklist; …Aircraft Basic
Knowledge Sheet; …Finger-Flow
Checklist; …Checklist Errors;
…Landing Distances;… Performance Synopsis; …Landing
the C-150; …C-150 Rudder Jamming;
… Rudder Jamming
Problems; ...C-150 Glide; …C-150 Flight; …C-150
a la Barry Schiff; …Fuel Problems
of Cessnas; ...C-150 Production; ...Piper vs
Cessna; ...Aircraft Proficiency Checkout
Late
Model C-150
A 1975 C-150M flies essentially the same as do 152s. The
horsepower difference between the Lycoming and Continental is
not really noticeable. The engine TBO is significant. Late model
150s are about the same as the 152 except for the different engine,
40 degrees of flap (150) vs 30 degrees maximum deflection on
the 152, a different flap switch and indicator, 14 volt vs 28
volt electrical system, and 22.5 vs 24.5 gallons of useable gas
(same 26 gallon total). The 150M has the same rudder as the 152.
Nose-wheel
(Instructor)
Conventional gear aircraft fly much the same as tricycle
aircraft. It is the landings that require special instruction
and endorsement. This is because of the predilection to ground
loop. Tricycle aircraft will align with the direction of travel
if weight is kept off the nose wheel. There is a significant
design difference of the nose wheel between Cessna and Piper.
On the ground, Piper steers heavily and positively; Cessnas have
springs that will gradually pull the wheel into the turn. The
left and right turning springs of the Cessna are usually of different
tension. This means that more differential toe braking will be
required in one direction than in the other.
In the air, a Cessna nose wheel will hang down about a foot. This frees it from the socket that has the turning springs. The Cessna nose wheel will face forward and not move with the rudder. In a cross-wind landing the Cessna nose wheel is aligned with the direction of aircraft motion. The nose remains so aligned even in a cross-control landing. Again, the nose wheel should not be allowed to touch down during the initial landing but only because it is not designed to with stand such shock. The turning springs of the Cessna will not function until the nose wheel strut is sufficiently compressed. If you make a landing that seems to prevent steering except through differential braking, apply the brakes to compress the nose strut. The nose wheel geometry of Piper aircraft is completely different. (See nose-wheel landings and Piper)
The Cessna's nose steering is coupled to springs, and it's only movable 10 degrees) either side, unless differential braking is used. Braking will then caster the wheel to 30 degrees.
C-150 Flaps
The C-150 has slotted Fowler "barn doors" that,
along with inadequate instruction, caused the C-152 to be "improved
(?)" with only 30 degrees of flap extension. Flap speeds
should never be exceeded since they put structural strain on
the wings' rear spar. In most Cessna a 10-knot buffer below the
high end of the white arc has much to recommend it. Any parasitic
drag caused by flaps increases as the square of the speed. In
some cases 10 degrees of flap may be used for takeoff but they
should be removed at a safe altitude to improve climb performance.
The reduction in flaps extension also allowed a higher gross
weight to be allowed.
C-150 flaps have evolved from the Piper like Johnson bar through various flap switches and indent levers. Be careful, some switches work 'backwards'. The later models of the C-150 have electric flaps with indicators marked in 10 degrees to 40 degrees. There is a flap-shaped switch, which applies power to an electric motor and a worm gear to the flap-actuating rod. Extension takes about nine seconds and airstream assisted retraction takes about five seconds. Any count system used to move flaps should be figured accordingly. The flap indicator works on a cable + pulley system which has variations in accuracy. Different year models of the C-150 and all other models have different modes of switch operation. Be sure to check method of operation before flight and during checkouts.
A C-150 after landing with full flaps will be trimmed for level flight and will require 1 trim down movement of the wheel for climb. The C-172 will be trimmed for climb and will require 1 trim+ for leveling off. Most Cessnas do not recommend flaps for short field takeoff where Vx is required to get over an obstacle. Getting off the ground early will not help you get UP. The C-150 can have an abrupt pitch up when full power is applied in a full flap configuration. This could result in a departure type stall. The nose must be prevented from rising above the horizon by locking the elbow before applying any power. See "Go Around.
Trim
and the C-150
From cruise trim to best rate climb is one full trim down
not be pinching but finger tip at very top to very bottom.. From
cruise to 1500 rpm four finger tip trims down and then back to
2000 rpm gives no flap minimum controllable. The same operation
with only three trims down gives no flap slow flight at 60 knots.
The same operation again but leaving the power at 1500 gives
a 60 kt descent. The transition from pattern slow flight to descent
requires only a reduction of power, easy.
Every 10 degrees of flap has a one to one relationship to a full finger tip turn of trim from the above configuration. From the 60-kt 1500-RPM power glide an application of 10 degrees flap lowers the speed to 50 kts. A full finger tip trim movement up returns the speed to 60 kts. 20 degrees does the same, as will 30/40 degrees. When doing this process with a student for the first time be sure to bring to their attention that you are in a descent. Demonstrate how the addition of power can stop at any given point. Descents are an early source of student anxiety as are clouds, mountains, bumps, water, etc, etc.
A Cessna 150 has nearly the same trim setting for level cruise flight as is needed at 1500 RPM, full flaps and 60 kts descent. Thus, the full flap short approach requires no change in trim unless power is off. This setting is constant for nearly every loading. The instructor will help the student determine this initial setting. If the C-150 has been landed with full flaps it will be near the correct setting for level cruise but not for takeoff climb. From this starting point of the trim wheel the following apply:
1. For a takeoff climb at 65 kts, the C-150 trim wheel must
be moved down one full finger tip turn from the full flap landing/level
cruise position.
2. To level off from this climb it must be moved up one full
finger tip turn.
3. Three full down finger tip turns from level will give descent
at 60 kts at 1500RPM.
4. Trim down four finger tip turns for a no flap glide at 60
kts with power off.
5. Trim full down four finger tip turns for minimum controllable
without flaps. About 2000 RPM no flaps.
6. For full flap slow flight or minimum controllable trim up
one finger tip turn. Full power.
7. Most Cessnas have one full finger tip turn of the trim between
level and climb settings.
8. In each case fine trim movement may be required.
Removal of the flaps during the go-around finds you trimmed for level cruise. One full finger tip trim down will give Vy climb at 65 knots. This same procedure can illustrate why, when making a short approach, reduction of power to 1500 and application of full flaps at the white arc will give you a hands-off approach speed of 60 knots.
Basic Maneuvers
Climbs are initiated by simultaneous power. Pitch change
and right rudder. Always anticipate that power and pitch will
require right rudder so as to avoid those annoying 10-degree
heading changes to the left. After initial pitch change and trim
application, adjust pitch and trim for desired climb airspeed
or rate. A constant airspeed over several thousand feet of climb
will result in a gradually lower rate of climb. A constant rate
climb in the same climb will result in a gradual decrease in
airspeed.
Climbing
Turns
… require that you anticipate…
1. More right rudder in right turns
2. Less right rudder in left turns.
3. Lower ias at same pitch variable with bank angle and power
available.
4. Lower climb rate at same pitch variable with bank angle and
power used.
Leveling off is best done by leading the selected altitude by 10% of the climb rate. Anticipate additional climb by trimming a full turn and hand-holding altitude during the acceleration phase before power reduction. Failure to reduce power on reaching level cruise speed is guaranteed to give altitude and airspeed oscillations that are going to be difficult to correct.
Descents
…
during approach and cruise are nearly the same…
1. Lower power and decrease pitch. Watch heading.
2. Expect ias to increase. Reduce power.
Descending Turns
.. anticipate…
1. Higher bank angle will cause increase in descent rate
at same airspeed.
2. Required left rudder to increase in left turns.
3. Less left rudder in turns to right.
4. Airspeed will increase at same pitch attitude.
5. Same airspeed and power increase will reduce descent rate.
C-150
as a Glider
… without hope of restarting engine:Immediately
1. Airspeed to best glide-near best rate climb (Move trim wheel
down as far as it will go.)
2. Below gross glides are 5 knots slower
3. Determine field and wind
4. Mixture out, fuel off
5. Magnetos off
6. Stop the prop
Pre-crash
1. Master off
2. Unlatch doors
3. Seats all the way back and locked
4. Tighten belts
5. Cover panel with padding
Consolation
1. Few controlled accidents result in fatalities (5.2%)
2. Panic will not solve anything
3. Upslope landing if possible
Precision
Slow-flight C-150
Slow Flight--Any speed below normal cruise. Precision exists
where you chose to place it. An airspeed 1.3 of power off, flaps
up stall speed is one such speed used for landing approaches.
Where the POH states a range of speeds, you should always practice
at the lower number. Select a speed above and below the POH speeds
for approach and practice maneuvers at these speeds. Excess speed
is very common on landings. Trim is the basic control of flying
precision. Any change in power, speed, or configuration requires
a trim adjustment. As a student you should strive for certain
standards. 10-degrees of heading, 10-knots of airspeed, and 100-feet
of altitude, as a pilot you should maintain 5, 5, and 50, and
as a precision flyer you should reach 2, 2, and 20. The more
you practice changing through the range of slow-flight speeds
the better you will be able to anticipate the trim changes and
power setting required. The sound and feel of the aircraft are
a good indicators to notice and learn.
No Flap Slow-Flight
Clearing turns
Carburetor heat
Power to 1500
Use yoke to prevent any sink during deceleration
Set power to 2000
Trim four finger tip turns for minimum-controllable at 45 knots.
Trim three finger tip turns for slow flight at 55 knots.
Fine trim for airspeed
100 rpm gives one-knot airspeed change
Retrim for all power airspeed changes.
Exercise:
1. Select a level altitude slow-flight speed of 60-knots
2. Set power and finger tip trim for hands-off flight
3. Add 10-degrees flaps. Help plane stabilize at 50 knots with
yoke.
4. Power stays, finger tip trim one full turn up for hands-off
at 60-knots.
5. Go to 20-degrees flaps.
6. Power increased, finger tip trim one full turn up for hands-off
at initial speed
7. Go to 30-degrees flaps
8. Power and trim for hands-off initial speed if possible.
9. Reverse process in 10-degree increments.
Standards:
50-5-and 5
You should tape record how much power and trim is used in each
change. Make a record for reference. Note that each addition
of power will require additional right rudder at the same time.
The following are designed as a talk/think through series of steps specific for the basic maneuvers of a C-150. Very slight variations are required for the C-152, C-172, and other Cessna models. When you go on a practice flight make a copy of several of these procedures and take them with you for review. An unplanned practice session wastes money. An explanation for certain specifics is included.
C-150
Procedures
TAKEOFF/CLIMBS .............. ..........LEVEL CRUISE #1
..................................LEVEL
CRUISE #2
Plane is trimmed .....................From normal climb............... ......From normal
climb
for cruise or has...................... LEVEL WINGTIP
....................................CLIMB
100' HIGH
landed full-flaps............ .................HOLD NOSE LEVEL
...............................DIVE
TO ALTITUDE
CLIMB ATTITUDE ..........................1 FULL TRIM UP ....................................1 1/4
TRIM UP
FULL POWER.................................... ACCELERATE
........................................REDUCE
TO 2550
1 FULL TRIM DOWN .......................2450 RPM
.................................................FINE
TRIM
RIGHT RUDDER REQD. ...................FINE TRIM
..............................................2450
RPM
FINE TRIM 65KTS..................................................................................
Takes 20 seconds
CLIMBING LEFT TURNS
...................CLIMBING RIGHT TURNS....................
LEVEL TURNS
"clear left" ................................."clear
right" ................................."clear r-l"
LITTLE/NO RUDDER.......................... LEAD
R-RUDDER...................................
LEAD R-RUDDER TO RIGHT
YOKE-SLIGHT FWD. ..........................YOKE-SLIGHT FWD
...............................30
DEGREE BANK
30 DEGREE BANK............................... 30 DEGREE BANK
....................................LEAD
R-RUDDER FROM LEFT
ONE FINGER .........................................ONE FINGER
............................................30
DEGREE
BANKS
BACK PRESSURE 65KTS................... BACK PRESSURE
65KTS........................
LT BACK YOKE/CRUISE
LEAD +15 DEGREES ............................LEAD +15 DEGREES
.................................LEAD
+ 15 DEGREES
R-RUDDER/LEVEL ...............................RELAX R-RUDDER/LEVEL
.....................YOKE-RELAX/CRUISE
YOKE FWD. 65KTS .............................YOKE-SLIGHT FWD. 65KTS
...................LITTLE/NO RUDDER
R-RUDDER AS REQ. ...........................R-RUDDER AS REQUIRED
DESCENTS
60 KT DESCENT ...................................60 KT DESCENT W/FLAPS
....................TURNS IN DESCENT
From cruise.............................. From 60 kt descent
.........................LEAD
R-RUD. TO RIGHT
CARB HEAT......................................... 4 COUNT FLAPS-10 DEG.
.........................LEAD R-RUDDER FROM LEFT
1500 RPM ...............................................ANTICIPATE w/
FWD YOKE ..................HEAVY RUDDER REQD.
HOLD HDG. & ALT............................. HOLD HEADING ........................................AS
FLAPS ADDED
3 FULL TRIM DOWN ..........................1 FULL TRIM UP .........................................GREATER
FWD/BACK YOKE
FINE TRIM 60 KTS.............................. FINE TRIM 60 KTS REQD.
w/MORE FLAPS
REPEAT FOR EACH 4 COUNT TO HOLD AIRSPEED
ANTICIPATE W/FWD YOKE
NO FLAP SLOW FLIGHT ..............RT SLOW FLIGHT TURNS ...............LFT
SLOW FLIGHT TURNS
CARB HEAT............................."clear right"
................................"clear left"
1500 RPM ............................................LEAD
R-RUDDER.................................
L-AILERON/LT R-RUDDER
HOLD HDG. & ALT.......................... BK
PRESSURE/+POWER.....................
BK PRESSURE/+POWER
4-TO FULL TRIM DOWN ................LEFT AILERON
.....................................10-30
DEGREE BANK
2000 RPM ...........................................10-30 DEG.
BANK ...................................1/2 ANGLE RECOVERY
R-RUDDER .........................................1/2 ANGLE RECOVERY
.........................LEAD R-RUDDER
50 KT TO MIN.CONTROL............... L-AILERON TO LEVEL
.........................AILERON
TO LEVEL
RELAX R-RUDDER......................... POWER TO HOLD ALT...........................POWER TO HOLD ALT.
Can lead to cross-control stall
NO FLAP RECOVERIES
FULL POWER
R-RUDDER
LOWER/HOLD NOSE
REMOVE TRIM
HOLD HEADING & ALT.
SPIN RECOVERY
POWER OFF
DIRECTION OF SPIN
FLAPS UP
OPPOSITE RUDDER (TURN COORDINATOR GIVES SPIN DIRECTION.)
YOKE FORWARD
GENTLE RECOVERY
LEVEL/CLIMB
FAA REQUIRES SPIN KNOWLEDGE BUT NOT PERFORMANCE
UNIVERSAL SPIN RECOVERY
POWER TO IDLE, FLAPS UP, TRIM NEUTRAL, LET GO OF EVERYTHING.
FF-SLOW FLIGHT................ F-F SLOW FLIGHT R TURNS .................F-F
SLOW FLIGHT L TURNS
CARB HEAT.......................... "clear right" .................................................."clear
left"
1500 RPM ...............................LEAD HEAVY R-RUDDER .......................LEAD
LEFT AILERON
WHITE ARC/F-F ...................LEFT AILERON FOR BANK ....................R-RUDDER
NO OVERBANK
YOKE FWD THEN BK ........10-30 DEGREE BANK ................................10-30
DEGREE BANK
HOLD HDG. & ALT. ............+POWER REQ.FOR ALT. ..........................+POWER
REQ. FOR ALT.
FULL PWR/R-RUDDER .......1/2 ANGLE RECOVERY ............................1/2
ANGLE RECOVERY
1 FULL TRIM UP .................+L-AILERON TO LEVEL ...........................
LEAD R-RUDDER
40 KTS MIN. CONTRL........ RELAX R-RUDDER ....................................LEVEL
w/AILERON
+-POWER FOR ALTITUDE
FINE TRIM
F-F SLOW FLIGHT RECOVERY................... 45 DEGREE
STEEP TURNS
FULL POWER ......................................................Begin from
level cruise
R-RUDDER LEAD.................................................HEAVY
R-L RUDDER
MILK FLAPS TO 20 DEGR. ................................QUICKLY
TO 45 DEGREE BANK
HOLD ALT. & ACCELERATE ...........................BACK PRESSURE
TO HOLD NOSE
CLIMB SPEED-FLAPS UP ..................................LOCK ELBOW
TO HOLD YOKE
1 FULL TRIM DOWN ..........................................LOCK
HORIZON/NOSE POSITION
CLIMB OR LEVEL CRUISE................................. NOISE
& VSI BEST CUES FINE TRIM
..................................................................................2
FULL TRIM DOWN OPTIONAL
..................................................................................+-POWER
WAKE TURBULENCE 2ND 360
...................................................................................IF
WAKE TURB, BACK PRESSURE/DECREASE BANK
.
During the proficiency phase + 5 DEGREES OF BANK if training
all slow flight + 50' ALTITUDE should be transitional into minimum
controllable and back
STEEP TURN RECOVERY to slow flight as a
training 22 1/2 DEGREES EARLY
exercise in holding altitudes SHARP FORWARD YOKE and headings.
CENTER BALL ...TRIM IF REQUIRED
..........+ 10 DEGREES OF HEADING
POWER-OFF STALL ....................POWER-ON STALL .........................DEPARTURE
STALL
CLEARING TURNS ......................CLEARING TURNS ..........................CLEARING
TURNS
CARB HEAT ..................................CARB HEAT .....................................CARB
HEAT
PWR TO OFF .................................PWR TO 1500....................................
PWR TO 1500 HOLD
HOLD HDG. & ALT. .....................HOLD HDG. & ALT..........................
HOLD HDG. & ALT.
R-RUDDER AS REQD. .................R-RUDDER AS REQD .......................R-RUDDER
AS REQD.
BUFFET OR STALL .....................SLOW TO 55 KTS ..............................SLOW
TO 55 KTS
YOKE RELAX FWARD ...............PWR UP 2000/FULL ...........................PWR
UP 2000/FULL
NOSE TO/BLOW HORIZON .......R-RUDDER .........................................20
DEGREES-CENTER BALL
LEVEL WINGS ..............................BUFFET OR STALL ...........................BUFFET
OR STALL FULL
POWER-CLIMB 65 KTS ..............YOKE FORWARD ........ ....................YOKE
FORWARD
R-RUDDER/HOLD HDG. .............NOSE TO/BLOW HORIZON............
NOSE TO/BELOW HORIZON
LEVEL WINGS ............................. LEVEL WINGS ............................The
power-on/departure Stalls
F-POWER-CLIMB 65K ................F-POWER-CLIMB 65K .................should
be with full power
R-RUDDER TO HOLD HDG. .......R-RUDDER TO HOLD HDG. .........during
the proficiency phase
DUTCH ROLLS IN A CLIMB
YOU ARE ALREADY HOLDING RIGHT RUDDER.
PICK A POINT OR A HEADING
BANKS MUST BE THE SAME TO EACH SIDE
TAP LEFT RUDDER
START TO BANK TO LEFT OF 10, 20 OR 30 DEGREES
USE RIGHT RUDDER BEFORE NOSE CAN MOVE
REVERSE DIRECTION OF BANK
RELAX RIGHT RUDDER BEFORE NOSE MOVES RIGHT
TAP LEFT RUDDER AND USE LEFT AILERON
START BANKING LEFT
10-30 DEGREE BANK
R-RUDDER BEFORE NOSE MOVES LEFT ..........Pilots usually take
two lessons
BEFORE NOSE MOVES L ................................Students
take five lessons.
KEEP BANK CHANGING................................ This is a
required skill for crosswind
HOLD R-RUDDER...........................................landings.
RELAX R-RUDDER
APPROACH STALL ......................ACCELERATED STALL......................
FULL FLAP GO AROUND
CLEARING TURN ........................ ..CLEARING TURNS..............................
FULL POWER
CARB HEAT ............................... ....45 DEGREE STEEP TURN
...................HOLD
NOSE LEVEL
PWR TO 1500 ............................ ......CARB HEAT/YOKE BACK
................R-RUDDER-HOLD HDG.
HOLD HDG. & ALT. ........................REDUCE PWR/YOKE ..........................BACK
FLAPS UP 20
WHITE ARC .....................................REDUCE PWR/YOKE BACK..............
MILK BELOW 50KTS
FULL FLAPS .....................................REDUCE PWR/YOKE BACK ..............60-65
KTS
HOLD HDG. & ALT......................... PWR OFF/YOKE FULL BACK ...........FLAPS
UP
20 DEGREE L-R BANK ....................IF ANY LOSS OF ALT. CLIMB
HOLD ALTITUDE ............................START OVER R-RUDDER-HOLD HDG.
BUFFET OR STALL......................... BUFFET OR STALL
YOKE FORWARD ............................USE AILERONS TO LEVEL
LEVEL WINGS ...................................FULL POWER
FULL POWER ....................................R-RUDDER TO HOLD HDG.
FLAPS UP TO 20 DEGREES ,,,,,,,,,,,,.(Not FAA required)
CLIMB SPEED 60-65 KTS
FLAPS UP
CLIMB 65 KTS
R-RUDDER TO HOLD HDG.
EMERGENCY CHECKLIST
CHECKLIST PRE-CRASH
BEST GLIDE 60 KTS BELTS/HARNESS
HOLD NOSE UP FUEL OFF
3-4 DOWN TRIM CRACK DOORS
FIELD AND WIND ELECTRIC OFF
RE-START (Guages,Fuel,Mixture,Magnetos)
121.5/7700
MAYDAY ETC X3
FLAPS WHEN CERTAIN
FULL STALL LANDING
Side Notes:
Pilots do not usually have the best-glide numbers available.
A short cut is just to trim the aircraft full nose-up without
flaps and go for the ride. You can gain more distance if you
decelerate slowly. Once fully trimmed, fly with just rudder.
....................SOFT FIELD PROCEDURES .......................SHORT
FIELD PROCEDURES
TAKEOFF.......................... LANDING ... ...........................TAKEOFF
................... ....LANDING
10 DEGREE FLAPS......... ..60 KTS/1500 RPM ..................ROLLING
or ............... .....FINAL 55KTS
YOKE WELL BACK.......... FULL FLAPS...........................
LOCKED BRAKE........... FULL FLAPS
KEEP IT ROLLING ............FLARE LEVEL.........................
60K FULL POWER .........1500 RPM
RWY HDG/F-POWER....... REDUCE POWER-OFF.......... HOLD LEVEL ....................AIM
SHORT
RAISE NOSE-MORE......... ROTATE 50-55........................ ROTATE
SHARP
MAX.ANGLE LIFTOFF.....R-RUDDER-HDG.................... HOLD OFF
W/YOKE.
CLIMB 60 KTS .................. POWER BACK
CLOSE TO GRND. .............PWR 1300 RPM .................,.....10
COUNT for 50' .............BRAKES ON
LOWER NOSE,....................NOSE HIGH .............................CLIMB
65 KTS .................FLAPS UP
60-65 KTS CLIMB.............. MAIN GEAR ONLY
200' FLAPS UP................. FLAPS UP
CLIMB 65 KTS ................HOLD YOKE BACKKKKK
TRIM
...............................................................................................GO
AROUND #2
GO AROUND #1................................................................
AIRSPEED BELOW 60 KTS
SPEED 60 KTS UP
...............................................................FULL
POWER/CH OFF
FULL POWER/CH OFF .......................................................LOCK
ELBOW ON DOOR
FLAPS UP ............................................................................
MILK FLAPS UP 20 DEGREES
CLIMB ATTITUDE .............................................................HOLD
LEVEL/ACCELERATE
R RUDDER/TRIM ................................................................AT
60 KTS CLIMB
LOCK ELBOW ON DOOR ..................................................R
RUDDER/TRIM
SHORT APPROACH ........................SHORT-SHORT
APPROACH
Abeam numbers ................................Abeam numbers
C.H./1500 RPM..................................
C. H. POWER OFF
FULL FLAPS .....................................FULL
FLAPS
Fine trim 60 kts.................................. IMMEDIATE
TURN TO BASE
BASE TURN 45 DEGREES ........... ..Fine trim for 55 kts
C-150
POH
1976 Cessna 150 Required Information
Conditions are standard, and weight at gross unless otherwise
stated.
Maximum Range and endurance with 45 minute reserve
@ 7000' 340 NM for 3.3 hours Clean stall 48 KIAS
Sea level climb 670 fpm .......Flap stall 42 KIAS
Service ceiling 14,000'
Service ceiling is the maximum altitude at which an aircraft
can continue to climb 100 fpm. The safety margin between the
highest terrain and the service ceiling should be at least 5000'.
Absolute ceiling is the maximum altitude an aircraft can attain.
At this point the cruise speed, best climb speed and stall speed
all equalize. The aircraft becomes unstable and controls are
unable to stabilize flight.
T.O. S.L. Ground Roll 735 Fuel 26 total 22.5 useful
......Over 50' 1385 Oil maximum 7 with filter
Landing Ground roll 445 6 maximum indicated
.....Over 50' 1075 4 minimum indicated
Maximum Gross Weight 1600 lbs
Wing Span 32? Prop length 69"
Wing Loading 10.0 lbs per squat. ft.
Power Loading 16.0 lbs per horsepower
Va (Maneuvering speed) 97 KIAS @ 1600lb 88 KIAS @ 1300 lb.
Vfe 85 KIAS
Vno Structural cruise speed 107 KIAS
Vne 141 KIAS
Vs Minimum controllable
Vso Minimum controllable (with forward C. G.)
Vx best angle 56 all altitudes
Vy best rate S. L. 68 to 62 @ 10,000'
White arc 42 to 85
Green arc 47 to 107
Yellow arc 107 to 141
The bottom of the yellow arc represents the airspeed where the airframe can sustain a specific design gust without exceeding the limit load. This means the plane will not fold, spindle or mutilate if the gust is less than the maximum design gust of 50 feet per second (30 on older planes).
Red line @ 141 KIAS
Chandelles, lazy-eights, steep turns and spin entries 95 Kts. Spins are prohibited with flaps down.
The red panel light on the far right indicates high or low voltage. The split switches can act as a circuit breaker to protect the system Reset by operating switches off and back on. Do this only one time.
Maximum glide speed is 60 KIAS and windmilling prop
What if prop is stopped?
Power off landings: Without flaps @ 65 KIAS
With flaps @ 55 KIAS
Ground fire procedures?
Electrical fire procedures?
Glide range (no wind) at 60 KIAS
@6000' 8 NM
@3000' 4.5 NM
Altitude required to execute power off 180 degree turn.
Altitude required to execute power off 240 degree turn.
Carburetor Ice as affected by application/removal of carb heat.
Short field approach speed with 40 degrees of flaps is 52 KIAS
Maximum crosswind component is 13 Knots.
Figure fuel remaining in C-150 for flight from CCR to RNO.
What is the maximum weight authorized for the luggage compartment.
At gross weight the allowed C.G. travel is only five inches.
Fuel
Consumption
Fuel consumption will vary widely from those of the aircraft
manual. Cessna 150's have been known to consume up to 9 gallons
per hour. A PA-28 180 can be out of fuel in 3 1/2 hours, from
full tanks, if the carburetor is out of adjustment. Failure to
know the current, as loaded, fuel consumption is just as dangerous
as not checking the tanks in the first place. The psychological
readiness of a pilot is in a large part made up of his intellectual
awareness of aircraft and his own capabilities. Be on the ground
after three hours.
For a Cessna 150, with a 100HP Continental O-200.
Climb. 100/10 = 10 gallons per hour. Leaned 8.3
Cruise 75/10 = 7.5 gallons per hour. Leaned 6.3
Descent 50/10 = 5 gallons per hour. Leaned 4.0
Fuel
Gauges
By FAR the fuel gauges are required to read accurately only
when the tanks are completely full OR empty. When the gauge reads
at the quarter full marker on both tanks the manufacturer says
there are only three gallons of fuel left. At best this is about
20 minutes worth.
Building a Checklist
The AFM checklists are skimpy without radio procedures and
settings. Just as we update the weight and balance forms so should
the checklist be updated to account for changes of procedure
and addition of switches
and instruments in the cockpit.
Single pilots are most prone not to use checklists in familiar airplanes. Pilots are likely to use the checklist when things are easy. A distraction is the most likely reason for a pilot to neglect using the checklist. When there is too much to do and too little time to do it. A checklist that is unavailable, too long, and inefficient is the one most likely never to be used.
The single pilot should develop a flow pattern which is more organized than is the 'reading the checklist' method. The flow is a planned series of actions that begins at one point and proceeds through a pre-selected number of items to the last point. The number of items should never exceed the fingers on both hands and ideally uses only one hand. The flow and numbering insures that everything is done in an efficient manner. The items and flow are aircraft specific.
Aircraft
Basic Knowledge Sheet
Dimensions: Height_____ Length_____Wingspan_____ Propeller_____Tires_____
Full fuel_____Grade_____POH endurance______TRUE endurance_____
Oil type_____Maximum_____Minimum______
Cockpit l switches, knobs, lights and sounds: ________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
Gross weight _____Empty weight_____Full Fuel weight_____Cockpit
load available_____CG Range_______
Speeds: Va_____Vx____Vy____Vfe____ Vne____Vno____Vg____
Gross aircraft performance parameters in standard conditions:
Normal-Speed____
S.L. takeoff_____Over obstacle_____ Landing______ Over obstacle______Configuration
______________
Procedures_________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
Short field-Speed____ Takeoff___Over obstacle ___Landing_____Over
obstacle______Configuration_________
Soft field-Speed____ Takeoff___ Over obstacle___Landing_____Over
bstacle______Configuration__________
Density Altitude Performance at Gross
Conditions: Level Cruise a 65% power, 7500' Standard Temperature.
True air speed______Fuel used____per hour
Takeoff at Gross Weight, 5000' 100 F, over obstacle Ground run______Rate
of Climb_____ Total distance to 50'
Finger-flow Checklist
1. Every required item must be included along with a finger.
2. Flows are best during the 'busy' times.
3. Flows should be segmented for areas of flight.
4. Flows should be logical and items should be touched.
5. Flow should be verbalized (Say aloud what you are doing)
6. A flow checklist is not for the infrequent flyer.
7. A flow checklist is not a substitute for a written checklist.
The transition to a higher performance aircraft will bring
into the situation the good, bad, and ugly habits that have been
learned while in training. Essential to any transition is use
of trim, throttle, and airspeed control.
The POH checklist is designed to remind the pilot of the minimums
required for safe operation. It is a memory aid used to overcome
short-term memory loss. The checklist places in order a number
of actions or procedures that require action or verification.
A checklist is not a "how-to" manual. A checklist is
a roadmap of what is to be checked.
A checklist has items ranked in importance. Critical items affect
safety, non-critical items affect efficiency and convenience.
A checklist title for a given phase of flight would identify
when the critical items are to be checked, list them in an orderly
sequence, and provide for verification. This touch and verify
method is recommended by the FAA for single pilot operations.
The non-critical item list should be triggered by the completion
of the last critical item.
Checklists should be done when they will least cause flying problems. A heads-up positioning of the list is best. The closer you are to making the landing approach the less likely will be the completion of a checklist.
I suggest checklist "triggers" such as being established on an assigned particular heading, on the 45 entry, at pattern altitude, etc. to help you decide "When". The initiation of a checklist should be keyed to a specific event common to your flying.
Most important that you develop habit of use unless you plan to limit your operations to most simple of aircraft. Using the POH you should develop your own checklist to fit your method of operation. You should no more use someone else's checklist than wear their shoes. I have found several ideas convenient.
--Since preflight is longest make it on a 3x8 card hung around
the neck. Use backside for emergency checklist in red.
--3X5 card with pre-takeoff ground lists on one side and post-landing
ground operation on the other.
--Use different colors of ink for different but similar aircraft.
Use different colors of ink for preflight, ground operations
and air operations.
--Flight operations card with climb, cruise, and checkpoint
--..Lists on one side and descent, pre-landing, and landing on
the other.
--Make yoke clip using broom clip and wide notebook clip. Bolt them together using four nuts to prevent movement.
--To make your own checklist use a tape recorder to record
everything you do for a given operation. Use recording to make
a rough draft. Cross-check your draft to include every item from
the POH.
I have found that it takes up to five revisons before a list
should
be considered suitable for lamination. (See checklist)
Checklist Errors
… are of at least five types.
1. The list is ignored
2. A critical item is omitted
3. Verification is falsely noted
4. Use of the list is delayed
5. The list is not completed
Once you have developed a complete checklist, you should begin to refine and systematize the material over and over. The list of items should be shortened, combined, and revised until it actually fits into your flying as something you usually do, in the order you do it, and when you do it.
The emergency checklist should be a memorized for immediate
action. Do what you need to do and then use the list to verify
that nothing has been omitted. An inaccessible emergency checklist
is useless.
Sample recommendations:
1. Use laser or jet printer if possible
2. Extended text should be in lower case.
3. Limit to 2 types of font for emphasis
4. Use black on white except for emergency
5. Avoid multi-colors except for different aircraft types
6. Laminate (after fifth revision) with non-glare plastic
7. Print size should vary with age of pilot.
Short Field Landing Distances
C-150 Take Off 735' /50' 1385 Landing Distance 445 /50' 1075
C-172 Take Off 945 /50' 1685 Landing Distance 550 /50' 1295
C-182 Take Off 795 /50' 1625 Landing Distance 545 /50' 1285
An airplane should not be expected to get out of a space where it has landed.
Performance
Synopsis
Cessna-back of front cover:
Weight, speed, range, climb.
Service Ceiling, take-off, landing, stall
Empty weight, useful
Fuel, oil, propeller, engine
OPERATION:
Checklists
Preflight to post-shutdown
Fuel system-cautions/operation
Electrical system-cautions/operation
Gear system-cautions/operation
Engine system-cautions/leaning/operation
PERFORMANCE:
Take-off/landings/flap settings/gear
Climb/cruise/cold/hot
C-150 Take Off 735' /50' 1385 Landing Distance 445 /50' 1075
EMERGENCY:
Engine/fire/electrical/gear
LIMITATIONS:
Gross/load factors/speeds/engine
Weight-balance chart/graph
OPERATIONAL DATA:
Airspeed corrections
Stall speeds
Takeoff/climb/landing charts
Cruise/glide
1. Don't try to climb to 9,500 in a C-150 unless you must. A C-150 flight to Las Vegas can be a 12 hour roundtrip regardless of wind direction.
2. Select an altitude appropriate to the distance. Avoid 3000'. Remember local flights tend to stay below 3000. No need to go high for short distances. Most pilots tend to fly at even 500s even below 3000. Choose a unique altitude so as to avoid traffic. Above 3000 AGL you must fly according to the hemispheric rule. Fly at 7,500 or 8,500 to minimize traffic conflicts but be aware when you cross, parallel or fly airways. Be sure to check with FSS prior to flight or with Flight Watch if your flight will cross military training routes.
3. Choose an altitude appropriate to the terrain and airports. This means that route selection may be predicated on several factors.
4. Select an altitude appropriate to the winds. Winds usually increase in velocity with altitude. Plan accordingly.
Select an altitude with reference to special airspace restrictions, local hazards and cloud layers. (It is more likely to be a rough flight below clouds.)
LANDING
(C-150)
Prelanding check(Go-around procedure)
Abeam the numbers:
Cruise power/IAS
Carb Heat
Pwr 1500/1700
Hold heading/alt
Trim Down 3
Fly 60/70
10 degree flaps 1-2-3-4-
Yoke forward
Trim UP 1
Fly 60/70
Pwr 1500
Clear
Turn base
20 degrees 1-2-3-4
Yoke forward
Trim UP 1
Fly 60/70
Pwr 1500
Clear
Turn final
Full flaps 1-2-3-4-5-6-
Yoke more forward
Trim up l (172 no change)
Fly 60/60
If any weakness in the skills required for landings is detected
by the instructor they must be retaught. Basic skills must be
practiced and mastered now, before we get into landings. I look
for such things as use of trim, airspeed control, traffic awareness,
coordination, area orientation, personal attitude, application
of power and flaps. Landing requires application of every skill
taught and learned to this point. One advantage of practice at
neighboring airports is that any basic deficiencies can be re-taught
and practiced while returning home.
During the landing training period the following situation is likely to occur. If it doesn't, it is important that the instructor create it. Set up the situation where you slow to 55 knots. Do this both with and without flaps. Fly close in downwind to show effect of a short base. Make a downwind landing. Have the student remove flaps while holding a constant airspeed.
C-150
Rudder Jamming
After becoming aware of the locked rudder accident, the manufacturer
(Cessna) notified TSB investigators that it is developing a new
design for the rudder horn stop bolt to preclude the possibility
of over-travel of the rudder. Cessna has notified the Federal
Aviation Administration (FAA) Aircraft Certification Office that
it is developing a service bulletin to offer the new configuration
for all models of 150s and 152s produced after 1966.
Rudder
Jamming Problems
According to the FAA, a CFI and Student were killed when
they were unable to recover from a training spin due to
rudder horn jamming. During a 50-hour check the day before the
accident, the right pedal rudder bar return spring and its lever
arm were found to be broken on the accident airplane.
These broken pieces of the rudder control system were removed without replacement. On completion of the 50-hour checks, the airplane was returned to service with no reference to the outstanding defect, recorded in the logbook. On the surface this accident would appear to be more a result of the missing parts than a design defect, but the FAA believes it is possible for similar jams to occur, even when the rudder control assembly is complete and intact. We have been unable to verify the specifics of this accident as the details do not appear in the NTSB record. According to the Cessna Pilots Association, the accident in question occurred in 1998, leaving us wondering why it has taken until 2000 to issue an alert.
C-150
Glide
Weight has no effect on best glide ratio. However, the speed
to be used will vary by weight. The lighter the aircraft the
slower the best glide speed. For every 10% of weight reduction,
reduce the glide speed by 5%. Ground speed should be increased
by at least 1/3 of any headwind to improve penetration distance.
When distance is unimportant you should glide at a minimum sink
speed. 50 mph will give a sink rate of only 600-fpm. You will
get an additional twenty seconds in the air for every thousand
feet of altitude.
From 12,000' a C-150's 70 mph indicated is only 84 true air speed. Power off sink rate is 870 fpm reducing to 725 at sea level. Another 20% of glide distance can be obtained by pulling into a near stall and stopping the propeller. To restart the propeller without using the battery will take a dive speed in excess of 120 mph. I have done this.
C-150
Flight
Met an owner of a pretty C-150 a week ago and offered to fly
with him with intention to familiarize him with some uncommon
features of the C-150 and the Concord, CA airport. We went up
yesterday. Hadn't flown a C-150 in over two years. Lots of fun.
Spent half-hour briefing the flight with pilot who has instrument
and is working on commercial. Discussed
C-150 trim/flap/power relationships. Found trim almost too stiff
to use. Helped him plan for 'safest' airwork area near airport,
over hills and under Class B. He had never done a NORDO arrival
so planned for that exercise.
Had pilot request most unfamiliar runway with special noise abatement departure. Found that he was confused as to control position for taxiing in winds. We did a couple of 360's left and right in the runup area to help him get things clear. After runup talked him through repositioning prior to contacting tower so as to clear the approach areas. A little tricky because you cross the hold bars of an inactive runway.
Normal takeoff into crosswind. We did the Dutch roll during climbout that we had discussed earlier. He had never done them before and had the usual problem doing uncoordinated control movements required. He can work on this another time. Leveled off at 3,300 and had him go into clean minimum controllable with turns. Went well as did the dirty configuration. Took these as an opportunity to show him the 90-degree relationship between heading indications of 060, 240, 330 and 150. In this case all the digits add to 6. Works for all headings.
Had him trim for level flight and demonstrated how moving the arms forward and back as well as putting the head down could cause the plane to climb and descend. Had him put in a 30-degree bank with a half turn of trim could be maintained hands-off with small rudder inputs. Did some left/right steep turns. Showed how two turns of trim would make it much easier so long as you got the trim out during recovery. He had never done the turns with trim as another way. Went through a stall series followed by several chandelles and lazy-eights with no apparent problems observed.
Called tower and advised that we would be making a NORDO arrival with my pilot with headset off. He remarked about how noisy it was. We had walked through the course reversal procedure and reading the heading indicator for 45-entries before the flight. We circled the airport at 2000' before setting up our outbound 45 and descended through the course reversal to the inbound 45 where we got the green light. Requested the option.
Had him make a go-around. Found that he had never made a go-around below 100', I flew the next pattern to a low go-around recovery by milking off the flaps, gaining speed, and then climbing. He does not normally use full flaps. This is contrary to Cessna recommendation. After a couple of low go arounds we do a touch and go.
Advise that we will be making a full stop. I ask him what he would do with engine failure on final with our full flap setting? He mentioned holding airspeed, etc. I suggested bringing up flaps. He said he was taught never to takeoff flaps. At 400' I pull the power off in simulated engine failure. Tell him to take off the flaps and hold his normal approach speed. We touch-down 2000' down the runway.
Great fun. He asked if I intended to sign his logbook. I said I so planned. He indicated that having my signature in his book was of value to him. Took him up to the tower afterwards for a visit. Could only stay a few minutes before going to meet my next student. I told him that the student was my dentist. I taught him to get even. Guess what? As we walked up my dentist was also his dentist. Small world.
As I walked my dentist through the planned instrument flight of the day, a stranger walked up and introduced himself. He had been referred to me by the local D.E. and wanted to start instrument instruction. We invited him along for our flight so he could get an idea of how I worked. What a great day.
CESSNA
150.(Barry Schiff)
He recommends this ONLY for proficient pilots, fully familiar
with the plane. Schiff writes:
"Once the nose has been lowered, following an engine failure,
and a normal glide has been attained, place the Cessna 150 in
a 30-degree banked turn. Slowly add bottom rudder. Simultaneously,
apply whatever amount of top aileron is necessary to maintain
a constant 30-degree bank angle. Continue cross controlling until
full bottom rudder has been applied. The result is a skidding
turn with a rapid turn rate and nominal sink rate. The aircraft
is fully controllable and shows no tendency to stall or spin.
The altitude loss after recovery and landing flare is considerably
less than 200 feet. Students and low-time pilots must not experiment
with this maneuver unless accompanied by a flight instructor."
Fuel
Problems of Cessnas
Significant fuel imbalance has been explained away as due
to overflow venting pipes being pressurized by air
in flight. However, it has been found to be due to fuel tank
sealant obstructing fuel tank vent lines as well.
See Cessna service bulletin SEB 99-18
C-150
Production
22,138 total U.S. production (734 Aerobats
(6943 C-152s)
Produced from 1957 til the 1977 C-150M
Cessna vs Piper
--Seat belt systems are somewhat different.
--Flap relationship to trim is unique one from the other.
--Best to have your own POH for every aircraft you fly.
--Most of the checklist items will have a different sequence
--The first item of your emergency checklist will be different.
--Manufacturer's instructions related to carburetor heat differ.
--Night and cockpit lighting systems require distinctive explanations.
--The maneuvering and taxiing blind spots are usually quite different.
--One door system is more likely to accidentally open as the other is.
--Cross wind and ground handling in strong winds distinctly different.
--One flap system is more controllable and consistent than the other is.
--Seat adjustment systems are just different enough to cause difficulties.
--Never plan to immediately fly hard IFR in a newly transitional aircraft.
--The way you hold your hands on the throttle should be quite different
--One fuel system is twice as likely to cause an engine failure as the other
is.
--POH numbers and explanations vary year to year and even within the
year.
--You should always make your own aircraft specific operational checklist.
--Confirm the 'neutral' position of the trim setting indicator with actual
trim position.
--Learn all you can about the failure modes of all unfamiliar instruments in
either type.
--Gear retraction and extension of one is less likely to give problems than
the other is.
--The way you use the rudder pedals and brakes have a VERY dangerous
difference.
--The preflights are distinctly different with differing critical points where
mistakes occur.
--Get some pre-flight cockpit time for reading the POH and referencing the
cockpit to it.
--Run the trim wheel all the way up and down, manually and electrically to
become familiar.
--Within the same models of each manufacturer there are wide critical airspeed
differences.
--Both manufacturers have made wing, elevator and instrument changes affecting
critical speeds.
--Distinct differences in handling when at gross and near either end of the
center of gravity range.
--With two exceptions, one type is more likely to have a stall/mush accident
in all its models than the other is.
Aircraft
Proficiency Checkout
Preflight
Removal and storage of cover
Checking time log/pitot cover and control lock storage
Cargo doors not to be slammed.
Refueling procedures
Location of POH/weight/ balance and aircraft papers.
Cockpit lighting
Starting procedures
Priming without throttle
Propwash effects behind
Detecting carburetor ice
Taxi procedures
Mixture leaning
Power vs brakes
Controls set for wind direction
Run-up
Facing wind or local requirements
Use of hand brake/foot brakes
Magneto check drop comparison
Clearing fouled plugs
Pre takeoff
Clearing the bases and final
Confirming power available
First power reduction at 1000'
Leveling off
Allow acceleration before power reduction|
Setting 75%, rpm and leaning
Trim and use of auto pilot (Operation and failure modes)
Heading and altitude control
Coordination of flight
Radio Procedures
Initial call to ATC and follow-up
Non-tower airport operations (Pattern operations)
Light systems
Maneuver
Steep turns
Slow flight
Stall recognition/recovery
Emergency procedures
Simulated engine failure
3 take offs and landings to include
No flap
Short approach
Short and Soft
Full flap go-around
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