cessna 150 cruise rpm

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Flying high with O-200 in C150 at which rpm?

I get to know my plane (C150f 1966) more and more and so experienced flying FL75 last weekend. I wondered why I wasn´t faster on ground speed. So I had a look at the manual and found the cruise performance list. So obviusly flying in 2500ft with 2400rpm means 63% of engine power while same rpm in 7500ft is only 55% of power. Thus I should fly with around 2550 rpm in this alt

itude to gain around 63% of power and benefit of the thinner air regarding speed.

My question is:

1) Does this higher rpm cause more engine wear in these altitudes? Would you recommend avoiding those high alts if possible to safe the engine?

2) I don´t exactly get the point why the power is reduced (although leaning) with same rpm. Maybe the the less air resistance let´s the engine produce same rpm with less effort? Could someone explain the the relation?

3) At what rpm are you cruising the O-200 in general (also lower alt)?

Hi and thanks for writing. The air gets thinner as you go higher resulting in less air to use while burning gas. As a result, you lean and use less gas. Less gas means less power.

Scott Sherer Wright Brothers Master Pilot, FAA Commercial Pilot Aviation Director, Cessna Owners Organization Forum Moderator and Cessna Owners Author.

Need help? Let me know!

We have a '67 150H and recommend our members running at 2300 rpm cruise. We're essentially at sea level here on the east coast. We don't have an engine analyzer in it (yet) but recently installed one in our 182, from which we've learned a lot about leaning. Leaning the engine as you climb is important, if anything for keeping the plugs clean. Running at a lower % power prevents you from running in the 'red zone", where you can hit excessively high cylinder pressures and CHT's, which do lead to increased engine wear. Staying below 65% or so effectively prevents you from getting anywhere near those operating areas.

Also, running at a lower power setting in cruise leaves you with more power available should you be asked to climb (full power / full rich) without losing airspeed.

Thanks Scott and SalemAeroClub!

I honestly believe that if a power setting is published in your POH, you can run the engine at that setting all day if you like. Even max power is OK. Power settings are tested by the engine manufacturer and Cessna to give a reliable operating performance setting.

leaning is totally something different. I know continental engines shouldn’t be leaned above 65% power but i also believe that above 7500 it probably doesn’t matter where you put the mixture as you’ll not be getting way up into the higher power settings anyway.

Up high, In my 172 0-300 i would run it almost always WOT (following the POH rpm numbers) and lean to stumble then richen to smooth. I figured i bought the plane to fly and I want to fly as fast as i can. It went to 800 hours past TBO so i do not think i “burned” anything up operating like this

i now have a 182 with a digital engine monitor and run the engine to the numbers it gives me after selecting the throttle and prop settings from the POH. Then i lean or stay rich depending on my % power. Leaning and power settings tend to get confused with a lot of pilots. They in my opinion are mutually exclusive. My 182 naturally aspirated carbureted will run lop quite nicely at 65% power. If i really want to tool along i just use max power setting and lean to 100 ROP. It burns more fuel but i get a much higher TAS.

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Cessna Cruise RPM Question

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• 150 COMMUTER 1977
• Pilot operating handbook

Cessna 150 COMMUTER 1977 Pilot Operating Handbook

• page of 198 Go / 198

Table of Contents

• Introduction
• Maximum Certificated Weights
• Standard Airplane Weights
• Cabin and Entry Dimensions
• Baggage Space Dimensions
• Specific Loadings
• General Airspeed Terminology and Symbols
• Meteorological Terminology
• Engine Power Terminology
• Airplane Performance and Flight Planning Terminology
• Weight and Balance Terminology

Section 2 Limitations

• Airspeed Limitations
• Airspeed Indicator Markings
• Power Plant Limitations
• Power Plant Instrument Markings
• Weight Limits
• Center of Gravity Limits
• Maneuver Limits
• Flight Load Factor Limits
• Kinds of Operation Limits
• Fuel Limitations

Section 3 Emergency Procedures

• Operational Checklists
• Engine Failure During Takeoff Run
• Engine Failure Immediately after Takeoff
• Engine Failure During Flight
• Emergency Landing Without Engine Power
• Precautionary Landing with Engine Power
• During Start on Ground
• Engine Fire in Flight
• Electrical Fire in Flight
• Inadvertent Icing Encounter
• Landing with a Flat Main Tire
• Over-Voltage Light Illuminates
• Ammeter Shows Discharge
• Amplified Procedures
• Engine Failure
• Forced Landings
• Landing Without Elevator Control
• Executing a 180° Turn in Clouds
• Emergency Descent through Clouds
• Recovery from a Spiral Dive
• Flight in Icing Conditions
• Carburetor Icing
• Spark Plug Fouling
• Magneto Malfunction
• Low Oil Pressure
• Excessive Rate of Charge
• Insufficient Rate of Charge

Section 4 Normal Procedures

• Speeds for Normal Operation
• Checklist Procedures
• (3) RIGHT Wingtrailing Edge
• Starting Engine
• Magneto Check
• Alternator Check
• Power Check
• Flap Settings
• Short Field Takeoff
• Crosswind Takeoff
• Normal Climb
• Best Rate of Climb
• Best Angle of Climb
• Short Field Landing
• Crosswind Landing
• Balked Landing
• Cold Weather Operation
• Noise Abatement

Section 5 Performance

• Fuel Required
• Use of Performance Charts
• Endurance Profile
• Airplane & Systems Descriptions
• Fuel System
• Electrical System

Section 8 Airplane Handling, Service & Maintenance

• Identification Plate
• Publications
• Airplane File
• FAA Required Inspections
• Cessna Progressive Care
• Cessna Customer Care Program
• Alterations or Repairs
• Flyable Storage
• Pilot Conducted Preventive Maintenance
• Landing Gear
• Windshield-Windows 8-12
• Painted Surfaces
• Propeller Care
• Engine Care
• Interior Care

Section 9 Supplements (Optional Systems Description

• Cessna 300 Nav/Com (Type RT-308C)
• Cessna 300 Nav/Com (Type RT-328T)
• Encoding Altimeter (Type EA-401A)
• Altitude Encoder (Blind)
• Cessna 400 Marker Beacon (Type R-402A)
• Cessna 400 Glide Slope (Type R-443B)

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• 2 Weight & Balance
• Download this manual
• Table of Contents 5
• Section 2 Limitations 14
• Section 3 Emergency Procedures 24
• Section 4 Normal Procedures 39
• Section 5 Performance 61
• Section 8 Airplane Handling, Service & Maintenance 129
• Section 9 Supplements (Optional Systems Description 143

Related Manuals for Cessna 150 COMMUTER 1977

Summary of Contents for Cessna 150 COMMUTER 1977

• Page 1 PILOT'S OPERATING HANDBOOK 1977 ssna Commuter CESSNA MODEL 150M...
• Page 2 PERFORMANCE- CESSNA SPECIFICATIONS MODEL 150M PERFORMANCE - SPECIFICATIONS SPEED: Maximum at Sea Level 109 KNOTS Cruise, 75% Power at 7000 Ft KNOTS CRUISE: Recommended Lean Mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power.
• Page 3 R e g i s t r a t i o n N o . THIS H A N D B O O K INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY CAR PART 3 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA...
• Page 4 Cessna. World- wide, the Cessna Dealer Organization backed by the Cessna Customer Services Department stands ready serve you.

Page 5: Table Of Contents

Page 6: general, page 7: three view, page 8: introduction, page 9: oil, page 10: maximum certificated weights, page 11: meteorological terminology, page 12: engine power terminology.

• Page 13 SECTION 1 CESSNA GENERAL MODEL 150M Center of Center of Gravity is the point at which an airplane, or equip- Gravity ment, would balance if suspended. Its distance from the (C. G. ) reference datum is found by dividing the total moment by the total weight of the airplane.
• Page 14 CESSNA SECTION 2 MODEL 150M LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Page Introduction Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits Center of Gravity Limits Maneuver Limits Flight Load Factor Limits Kinds of Operation Limits Fuel Limitations.

Page 16: Limitations

Page 17: airspeed indicator markings, page 18: power plant instrument markings, page 19: maneuver limits, page 20: fuel limitations.

• Page 21 SECTION 2 CESSNA LIMITATIONS MODEL 150M PLACARDS The following information is displayed in the form of composite or individual placards. (1) In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.)
• Page 22 CESSNA SECTION 2 MODEL 150M LIMITATIONS Near fuel shut-off valve (standard tanks): FUEL - 22. 5 GALS - ON-OFF Near fuel shut-off valve (long range tanks): FUEL - 35.0 GALS - ON-OFF Near fuel tank filler cap (standard tanks): FUEL 80/87 MIN.
• Page 24 CESSNA SECTION 3 MODEL 150M EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction Airspeeds Emergency Operation... .3-3 OPERATIONAL CHECKLISTS Engine Failures Engine Failure During Takeoff Run Engine Failure Immediately After Takeoff...
• Page 25 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 150M TABLE OF CONTENTS (Continued) Page Emergency Operation In Clouds (Vacuum System Failure) 3-11 Executing A 180° Turn In Clouds 3-11 Emergency Descent Through Clouds 3-11 Recovery From a Spiral Dive 3-12 Flight In Icing Conditions...

Page 26: Emergency Procedures

Page 27: engine failure during flight, page 28: fires, page 29: electrical fire in flight, page 30: wing fire, page 31: landing with a flat main tire, page 32: amplified procedures, page 33: forced landings, page 34: emergency operation in clouds (vacuum system failure), page 35: recovery from a spiral dive, page 36: rough engine operation or loss of power, page 37: magneto malfunction, page 38: insufficient rate of charge.

• Page 39 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction. Speeds For Normal Operation CHECKLIST PROCEDURES Preflight Inspection Cabin Empennage Right Wing, Trailing Edge Right Wing Nose Left Wing Left Wing, Leading Edge Left Wing, Trailing Edge...
• Page 40 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M TABLE OF CONTENTS (Continued) Page Before Takeoff 4-13 Warm-Up 4-13 Magneto Check 4-13 Alternator Check 4-13 Takeoff 4-13 Power Check 4-13 Flap Settings 4-14 Short Field Takeoff 4-14 Crosswind Takeoff 4-15 Enroute Climb...

Page 41: Introduction

Page 42: normal procedures, page 43: checklist procedures.

• Page 44 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M (3) Propeller and Spinner -- CHECK for nicks and security. (4) Carburetor Filter -- CHECK for restrictions by dust other foreign matter. (5) Landing Light(s) -- CHECK for condition and cleanliness. (6) Nose Wheel Strut and Tire -- CHECK for proper inflation.

Page 45: Takeoff

Page 46: cruise.

• Page 47 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES Touchdown -- MAIN WHEELS FIRST. (5) Landing Roll -- LOWER NOSE WHEEL GENTLY. (6) Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING (1) Airspeed -- 60-70 KIAS (flaps UP). (2) Wing Flaps -- 40° (below 85 KIAS).

Page 49: Starting Engine

• Page 50 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES USE UP AILERON USE UP AILERON ON LH WING AND ON RH WING AND NEUTRAL ELEVATOR NEUTRAL ELEVATOR USE DOWN AILERON USE DOWN AILERON ON LH WING AND ON RH WING AND DOWN ELEVATOR...

Page 51: Warm-Up

Page 52: flap settings, page 53: crosswind takeoff.

• Page 54 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES gine RPM and corresponding fuel consumption for various altitudes can be determined using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at 65% to 75% power until...

Page 55: Stalls

• Page 56 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 150M should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels. It is recommended that, where feasible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level.

Page 57: Landing

Page 58: crosswind landing.

• Page 59 CESSNA SECTION 4 MODEL 150M NORMAL PROCEDURES NOTE heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position avoid possibility of engine drawing fuel through primer. (2) Propeller Area -- CLEAR.

Page 60: Noise Abatement

• Page 61 CESSNA SECTION 5 MODEL 150M PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Page Introduction Use of Performance Charts Sample Problem Takeoff Cruise Fuel Required Landing Figure 5-1, Airspeed Calibration Figure 5-2, Temperature Conversion Chart Figure 5-3, Stall Speeds 5-10 Figure 5-4, Takeoff Distance...

Page 63: Introduction

Page 64: takeoff, page 65: cruise, page 66: performance, page 67: landing.

• Page 68 SECTION 5 CESSNA PERFORMANCE MODEL 150M AIRSPEED CALIBRATION FLAPS UP KIAS KCAS FLAPS 10° KIAS KCAS FLAPS 4 0 ° KIAS KCAS Figure 5-1. Airspeed Calibration 5 - 8...
• Page 69 CESSNA SECTION 5 MODEL 150M PERFORMANCE TEMPERATURE CONVERSION CHART DEGREES - CELSIUS Figure 5-2. Temperature Conversion Chart...
• Page 70 SECTION 5 CESSNA PERFORMANCE MODEL 150M STALL SPEEDS CONDITION: Power Off NOTE: KIAS values are approximate. MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT FLAP 30° 0 ° 45° 60° DEFLECTION KIAS KCAS KIAS KCAS KCAS KIAS KCAS KIAS 10°...
• Page 71 CESSNA S E C T I O N 5 M O D E L 150M P E R F O R M A N C E 5-11...
• Page 72 CESSNA SECTION 5 PERFORMANCE MODEL 150M RATE OF CLIMB MAXIMUM CONDITIONS: Flaps Up Full Throttle RATE OF CLIMB - FPM PRESS WEIGHT CLIMB SPEED KIAS -20°C 0°C 20°C 40°C 1600 S.L. 2000 4000 6000 8000 10,000 12,000 Figure 5-5. Rate of Climb...
• Page 73 CESSNA SECTION 5 MODEL 150M PERFORMANCE TIME, FUEL, AND DISTANCE TO CLIMB M A X I M U M RATE OF CLIMB CONDITIONS: Flaps Up Full Throttle Standard Temperature NOTES: Add 0.8 of a gallon of fuel for engine start, taxi and takeoff allowance.
• Page 74 SECTION 5 CESSNA PERFORMANCE MODEL 150M CRUISE PERFORMANCE CONDITIONS: 1600 Pounds Recommended Lean Mixture S T A N D A R D 2 0 ° C A B O V E 2 0 ° C B E L O W...
• Page 75 SECTION 5 CESSNA PERFORMANCE MODEL 150M RANGE PROFILE 45 MINUTES RESERVE 2 2 . 5 GALLONS USABLE FUEL CONDITIONS: 1600 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTES: This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb as shown in figure 5-6.
• Page 76 SECTION 5 CESSNA PERFORMANCE MODEL 150M RANGE PROFILE 45 MINUTES RESERVE 3 5 . 0 GALLONS USABLE FUEL CONDITIONS: 1600 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTES: This chart allows for the fuel used for engine start, taxi, takeoff and climb,and the distance during climb as shown in figure 5-6.
• Page 77 CESSNA SECTION 5 MODEL 150M P E R F O R M A N C E ENDURANCE PROFILE 45 MINUTES RESERVE 2 2 . 5 GALLONS USABLE FUEL CONDITIONS: 1600 Pounds Recommended Lean Mixture for Cruise Standard Temperature NOTES: This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the time during climb as shown in figure 5-6.

Page 78: Endurance Profile

• Page 79 CESSNA SECTION 5 MODEL 150M PERFORMANCE 5-19/(5-20 blank)

Page 81: Weight & Balance

• Page 83 Procedures for calculating the weight and moment for various oper- ations are also provided. A comprehensive list of all Cessna equipment available for this airplane is included at the back of this section. It should be noted that specific information regarding the weight, arm, moment and installed equipment list for this airplane can only be found in the appropriate weight and balance records carried in the airplane.
• Page 84 SECTION 6 CESSNA MODEL 150M WEIGHT & BALANCE/ EQUIPMENT LIST Datum (Firewall, Front Face) Sta. 0.0 Level on Leveling Screws (Left Side of Tailcone) Scale Position Scale Reading Tare Net Weight Symbol Left Wheel Right Wheel Nose Wheel Sum of Net Weights (As Weighed) X = A R M = (A) - (N) x (B) ;...
• Page 85 SECTION 6 CESSNA MODEL 150M WEIGHT & BALANCE/ EQUIPMENT LIST 6 - 5...
• Page 86 SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 150M EQUIPMENT LIST Basic Empty Weight may be determined by completing Figure 6-1. WEIGHT BALANCE The following information will enable you to operate your Cessna within the prescribed weight and center gravity limitations. To figure...
• Page 87 CESSNA SECTION 6 MODEL 150M WEIGHT & BALANCE/ EQUIPMENT LIST LOADING ARRANGEMENTS STATION STATION *Pilot or passenger center of (C.G. ARM) (C.G. ARM) gravity on adjustable seats positioned for average occu- pant. Numbers in parentheses indicate forward and ait limits...
• Page 88 SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 150M EQUIPMENT LIST CABIN HEIGHT MEASUREMENTS FIREWALL FACE OF INSTRUMENT PANEL REAR WALL OF CABIN DOOR OPENING DIMENSIONS WIDTH WIDTH HEIGHT HEIGHT * WIDTH (TOP) (BOTTOM) (FRONT) (REAR) • LWR WINDOW LINE •* CABIN FLOOR 3 1 "...
• Page 89 SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 150M EQUIPMENT LIST...
• Page 90 SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 150M EQUIPMENT LIST 6-10...
• Page 91 CESSNA SECTION 6 MODEL 150M WEIGHT & BALANCE/ EQUIPMENT LIST 6-11...
• Page 92 SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 150M EQUIPMENT LIST 1700 1600 1500 1400 1300 CENTER OF GRAVITY LIMITS 1200 1100 AIRCRAFT C.G. LOCATION - INCHES AFT OF DATUM Figure 6-9. Center of Gravity Limits 6-12...
• Page 93 EQUIPMENT LIST EQUIPMENT LIST The following equipment list is a comprehensive list of all Cessna equipment available for this airplane. A separate equipment list of items installed in your specific airplane is provided in your aircraft file. The following list and the specific list for your airplane have a similar order of listing.
• Page 94 SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 150M EQUIPMENT LIST 6-14...
• Page 95 CESSNA SECTION 6 MODEL 150M WEIGHT & BALANCE/ EQUIPMENT LIST 6-15...
• Page 96 SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 150M EQUIPMENT LIST 6-16...
• Page 97 CESSNA SECTION 6 MODEL 150M WEIGHT & BALANCE/ EQUIPMENT LIST 6-17...
• Page 98 SECTION 6 CESSNA WEIGHT & BALANCE/ MODEL 150M EQUIPMENT LIST 6-18...

Page 99: Airplane & Systems Descriptions

• Page 100 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS AILERON CONTROL SYSTEM RUDDER CONTROL SYSTEM Figure 7-1. Flight Control and Trim Systems (Sheet 1 of 2)
• Page 101 SECTIONS CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M ELEVATOR TRIM CONRTROL SYSTEM Figure 7-1. Flight Control and Trim Systems (Sheet 2 of 2)
• Page 102 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS Figure 7-2. Instrument Panel (Sheet 1 of 2)
• Page 103 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS Figure 7-2. Instrument Panel (Sheet 2 of 2)
• Page 104 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M ing edge of the right half is hinged and forms the elevator trim tab. leading edge of both left and right elevator tips incorporate extensions which contain balance weights. FLIGHT CONTROLS The airplane's flight control system consists of conventional aileron, rudder, and elevator control surfaces (see figure 7-1).
• Page 105 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS GROUND CONTROL Effective ground control while taxiing is accomplished through nose wheel steering by using the rudder pedals; left rudder pedal to steer left and right rudder pedal to steer right.
• Page 106 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M WING FLAP SYSTEM The wing flaps are of the single-slot type (see figure 7-3), and are extended or retracted by positioning the wing flap switch lever on the instrument panel to the desired flap deflection position.
• Page 107 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS changed. To position either seat, lift the lever under the inboard corner of the seat, slide the seat into position, release the lever, and check that the seat is loccked in place. To adjust the seat back, pull forward on the knob under the center of the seat and apply pressure to the back.
• Page 108 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS STANDARD SHOULDER HARNESS NARROW RELEASE STRAP (Pull up when lengthening harness) FREE END OF HARNESS (Pull down to tighten) (PILOTS SEAT SHOWN) SHOULDER HARNESS CONNECTING LINK (Snap onto retaining stud on...
• Page 109 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS and lock the belt link into the buckle. Tighten the belt to a snug fit by pulling the free end of the belt. The seat belt for the child's seat (if installed) is used in the same m a n n e r as the belts for the pilot's and passenger's seats.
• Page 110 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M ENTRANCE DOORS AND CABIN WINDOWS Entry to, and exit from the airplane is accomplished through either of two entry doors, one on each side of the cabin (refer to Section 6 for cabin and cabin door dimensions).
• Page 111 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS the hole in the top of the shaft collar on the instrument panel and insert the rod into the aligned holes. Proper installation of the lock will place the red flag over the ignition switch.
• Page 112 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M that minimum idling pressure is 10 PSI (red line), the normal operating range is 30 to 60 PSI (green arc), and maximum pressure is 1OO PSI (red l i n e ) .
• Page 113 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS An oil filler cap/oil dipstick is located at the rear of the engine on the right side. The filler cap/dipstick is accessible through an access door in the engine cowling. The engine should not be operated on less than four quarts of oil.
• Page 114 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M instrument panel. Heated air from the muffler shroud is obtained from an unfiltered outside source. Use of full carburetor heat at full throttle wilFresult in a loss of approximately 200 to 250 RPM.

Page 115: Fuel System

• Page 116 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS V E N T E D F I L L E R C A P FILLER CAP VENT RIGHT FUEL TANK LEFT FUEL TANK FUEL SHUTOFF VALVE FUEL STRAINER TO INTAKE...
• Page 117 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS Fuel system venting is essential to system operation. Blockage of the venting system will result in a decreasing fuel flow and eventual engine stoppage. Venting is accomplished by an interconnecting line from the right fuel tank to the left tank.

Page 118: Electrical System

• Page 119 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS REGULATOR TO FUEL QUANTITY INDICATORS ALTERNATOR FUEL OVER-VOLTAGE WARNING LIGHT TO FLASHING BEACON TO PITOT HEAT PI TOT ALTERNATOR MASTER FIELD SWITCH CIRCUIT TO STROBE LIGHTS BREAKER STROBE LTS. TO CIGAR LIGHTER (WITH FUSE)
• Page 120 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M system. When the engine is operating and the master switch is turned on, the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the battery discharge rate.
• Page 121 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS edge of the cowling. Just before connecting an external power source (generator type or battery cart), the master switch should be turned O N . T n i s is especially important since it will enable the battery to absorb transient voltages which otherwise might damage the transistor in the electronic equipment.
• Page 122 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M flood light in the forward part of the overhead console. To use the flood lighting, rotate the PANEL LT rheostat control knob clockwise to the de- sired intensity. The radio equipment and magnetic compass have integral lighting.
• Page 123 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M EXHAUST MUFFLER SHROUD HEATER VALVE VENTILATING AIR DOOR CABIN HEAT CONTROL DEFROSTER CABIN AIR OUTLET CONTROL ADJUSTABLE ADJUSTABLE VENTILATOR VENTILATOR CODE RAM AIR FLOW VENTILATING AIR HEATED AIR BLENDED AIR MECHANICAL CONNECTION Figure 7-8.
• Page 124 SECTION 7 CESSNA AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 150M PITOT-STATIC SYSTEM INSTRUMENTS The pitot-static system supplies ram air pressure to the airspeed indicator and static pressure to the airspeed indicator, rate-of-climb indicator and altimeter. The system is composed of a heated pitot tube...
• Page 125 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS ALTIMETER Airplane altitude is depicted by a barometric type altimeter. knob near the lower left portion of the indicator provides adjustment of the instrument's barometric scale to the current altimeter setting.
• Page 126 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS CODE OVERBOARD INLET AIR VENT LINE VACUUM DISCHARGE AIR VACUUM RELIEF VALVE ATTITUDE INDICATOR SUCTION GAGE DIRECTIONAL VACUUM SYSTEM INDICATOR AIR FILTER Figure 7-9. Vacuum System 7-30...
• Page 127 CESSNA SECTION 7 MODEL 150M AIRPLANE & SYSTEMS DESCRIPTIONS STALL WARNING SYSTEM The airplane is equipped with a pneumatic-type stall warning sys- tem consisting of an inlet in the leading edge of the left wing, an air- operated horn near the upper left corner of the windshield, and asso- ciated plumbing.
• Page 128 The up posi- tion selects the upper transmitter and the down position selects the lower transmitter. The installation of Cessna radio equipment provides certain audio back-up capabilities and transmitter selector switch functions that the pilot should be familiar with. When the transmitter selector switch is placed in the No.
• Page 129 TABLE OF CONTENTS Page Introduction Identification Plate Owner Follow-Up System Publications Airplane File Airplane Inspection Periods FAA Required Inspections Cessna Progressive Care Cessna Customer Care Program Pilot Conducted Preventive Maintenance Alterations or Repairs Ground Handling Towing Parking Tie-Down Jacking Leveling Flyable Storage...

Page 131: Introduction

Page 132: airplane file, page 133: airplane inspection periods, page 134: cessna progressive care, page 135: pilot conducted preventive maintenance, page 136: tie-down, page 137: leveling, page 138: servicing, page 139: fuel, page 140: cleaning and care, page 141: propeller care.

• Page 142 SECTION 8 CESSNA HANDLING, SERVICE MODEL 150M & MAINTENANCE Blot up any spilled liquid promptly with cleansing tissue or rags. Don't pat the spot; press the blotting material firmly and hold it for sev- eral seconds. Continue blotting until no more liquid is taken up.
• Page 143 (4 pages) Cessna 300 Nav/Com (Type RT-328T) (6 pages) Cessna 300 ADF (Type R-546E) (6 pages) Cessna 300 Transponder (Type RT-359A) and Optional Encoding Altimeter (Type EA-401A) (6 pages) Cessna 300 Transponder (Type RT-359A) and Optional Altitude Encoder (Blind) (6 pages)
• Page 144 SECTION 9 CESSNA SUPPLEMENTS MODEL 150M INTRODUCTION This section consists of a series of supplements, each covering a single optional system which may be installed in the airplane. Each sup- lement contains a brief description, and when applicable, operating lim- itations, emergency and normal procedures, and performance.
• Page 145 PILOT'S OPERATING HANDBOOK EMERGENCY LOCATOR SUPPLEMENT TRANSMITTER (ELT) SUPPLEMENT EMERGENCY LOCATOR TRANSMITTER (ELT) SECTION 1 GENERAL The ELT consists of a self-contained dual-frequency radio transmit- ter and battery power supply, and is activated by an impact of 5g or more as may be experienced in a crash landing.
• Page 146 EMERGENCY LOCATOR PILOT'S OPERATING HANDBOOK TRANSMITTER (ELT) SUPPLEMENT COVER - Removable for access to battery. FUNCTION SELECTOR SWITCH (3-position toggle switch): - Activates transmitter instantly. Used for test purposes and if "g" switch is inoperative. OFF - Deactivates transmitter. Used during shipping, storage and following rescue.
• Page 147 PILOT'S OPERATING HANDBOOK EMERGENCY LOCATOR SUPPLEMENT TRANSMITTER (ELT) lector switch in the ON position. (2) PRIOR TO SIGHTING RESCUE AIRCRAFT: Conserve airplane battery. Do not activate radio transceiver. (3) AFTER SIGHTING RESCUE AIRCRAFT: Place ELT function selector switch in the OFF position, preventing radio interference. Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 121.

Page 149: Cessna 300 Nav/Com (Type Rt-308C)

• Page 150 Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise. COMMUNICATION RECEIVER-TRANSMITTER MEGA- HERTZ SELECTOR - Selects communication receiver-transmitter frequency in 1-MHz steps between 118 and 135 MHz. Figure 1. Cessna 300 Nav/Com (Type RT-308C) - VOR only (Sheet 1 of 2)
• Page 151 BACK COURSE (BC) INDICATOR LIGHT (On IN-514B Only) - Not used with this radio. BEARING DIAL - Rotated by OBS to select course at index. COURSE INDEX - Indicates selected VOR course. Figure 1. Cessna 300 Nav/Com (Type RT-308C) - VOR only (Sheet 2 of 2)

Page 152: Cessna 300 Nav/Com (Type Rt-328T)

• Page 153 CESSNA 300 N A V / C O M (720-Channel - Type RT-328T) SECTION 1 GENERAL The Cessna 300 Nav/Com (Type RT-328T), shown in Figure 1, con- sists of a panel-mounted receiver-transmitter and a single- or dual- pointer remote course deviation indicator (CDI). The set includes a 720- channel VHF communication receiver-transmitter and a 200-channel VHF navigation receiver, both of which may be operated simultaneously.
• Page 154 . 05-MHz steps between . 000 and . 950 MHz or be- tween . 025 and . 975 MHz depending on position of 50-25 MHz selector switch (7). Figure 1. Cessna 300 Nav/Com (Type RT-328T) (Sheet 1 of 2)
• Page 155 The flag disappears when a reliable glide slope signal is being received. GLIDE SLOPE DEVIATION POINTER - Indicates deviation from normal glide slope. Figure 1. Cessna 300 Nav/Com (Type RT-328T) (Sheet 2 of 2)
• Page 156 However, the pilot should be aware that on many Cessna airplanes equipped with the windshield mounted glide slope antenna, pilots should avoid use of 2700 ±100 RPM (or 1800 ±100 RPM with a three bladed propeller) during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference.
• Page 157 PILOT'S OPERATING HANDBOOK CESSNA 300 NAV/COM SUPPLEMENT (TYPE RT-328T) NAV VOL Control -- ADJUST to desired audio level. (5) ID-T Switch: To Identify Station — SET to ID to hear navigation station identifier (Morse Code) signal. To Filter Out Station Identifier Signal -- SET to CENTER (unmarked) position to include filter in audio circuit.

Page 159: Cessna 300 Adf (Type R-546E)

• Page 160 FREQUENCY SELECTORS - Knob (A) selects 100-kHz incre- ments of receiver frequency, knob (B) selects 10-kHz incre- ments, and knob (C) selects 1-kHz increments. Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 1 of 2)
• Page 161 When heading control is adjusted, indicates relative, magnetic, or true bearing of radio signal. HEADING CONTROL (HDG) - Rotates card to set in relative, magnetic, or true bearing information. l. Cessna 300 ADF Operating Controls and Indicators (Sheet 2 of 2)
• Page 162 CESSNA 300 ADF PILOT'S OPERATING HANDBOOK (TYPE R-546E) SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed.
• Page 163 PILOT'S OPERATING HANDBOOK CESSNA 300 ADF SUPPLEMENT (TYPE R-546E) TO OPERATE BFO: OFF/VOL Control -- ON. (2) Function Selector Knob — BFO. Frequency Selector Knobs — SELECT operating frequency. (4) ADF SPEAKER/PHONE Switch — SELECT speaker or phone position. (5) VOL Control — ADJUST to desired listening level.
• Page 165 (Type EA-401A) SECTION 1 GENERAL The Cessna 300 Transponder (Type RT-359A), shown in Figure 1, is the airborne component of an Air Traffic Control Radar Beacon System (ATCRBS). The transponder enables the ATC ground controller to "see" and identify the aircraft, while in flight, on the control center's radar- scope more readily.
• Page 166 REPLY LAMP - Lamp flashes to indicate transmission of reply pulses; glows steadily to indicate transmission of IDENT pulse or satisfactory self-test operation. (Reply Lamp will also glow steadily during initial warm-up period. ) Figure 1. Cessna 300 Transponder and Encoding Altimeter (Sheet 1 of 2)
• Page 167 ALTIMETER SETTING KNOB - Dials in desired altimeter setting in the range of 27. 9 to 31.0 inches of mercury on the standard altimeter or 950 to 1050 millibars on the optional altimeter. Figure 1. Cessna 300 Transponder and Encoding Altimeter (Sheet 2 of 2)
• Page 168 CESSNA 300 TRANSPONDER P I L O T ' S OPERATING HANDBOOK AND ENCODING A L T I M E T E R S U P P L E M E N T SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equip- ment is installed.

Page 169: Encoding Altimeter (Type Ea-401A)

• Page 170 CESSNA 300 TRANSPONDER PILOT'S OPERATING HANDBOOK AND ENCODING ALTIMETER SUPPLEMENT TST Button -- DEPRESS and HOLD (reply lamp should light with full brilliance regardless of DIM control setting). TST Button — Release for normal operation. SECTION PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed.
• Page 171 (Type RT-359A) OPTIONAL ALTITUDE ENCODER (BLIND) SECTION 1 GENERAL The Cessna 300 Transponder (Type RT-359A), shown in Figure 1, is the airborne component of an Air Traffic Control Radar Beacon System (ATCRBS). The transponder enables the ATC ground controller to "see"...
• Page 172 REPLY LAMP - Lamp flashes to indicate transmission of reply pulses; glows steadily to indicate transmission of IDENT pulse or satisfactory self-test operation. (Reply lamp will also glow steadily during initial warm-up period.) Figure 1. Cessna 300 Transponder and Altitude Encoder (Blind) (Sheet 1 of 2)
• Page 173 REPLY-CODE INDICATORS (4) - Display selected Mode A reply code. REMOTE-MOUNTED DIGITIZER - Provides an altitude reporting code range of -1000 feet up to the airplane's maximum service ceiling. Figure 1. Cessna 300 Transponder and Altitude Encoder (Blind) (Sheet 2 of 2)
• Page 174 CESSNA 300 TRANSPONDER PILOT'S OPERATING HANDBOOK AND ALTITUDE ENCODER (BLIND) SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equip- ment is installed. However, a placard labeled "ALTITUDE ENCODER EQUIPPED" must be installed near the altimeter.
• Page 175 PILOT'S OPERATING HANDBOOK CESSNA 300 TRANSPONDER SUPPLEMENT AND ALTITUDE ENCODER (BLIND) (2) Function Switch — ON. DIM Control — -ADJUST light brilliance of reply lamp. NOTE During normal operation with function switch in ON posi- tion, reply lamp flashes indicating transponder replies to interrogations.
• Page 176 CESSNA 300 TRANSPONDER PILOT'S OPERATING HANDBOOK AND ALTITUDE ENCODER (BLIND) SUPPLEMENT SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor re-...
• Page 177 (Type EA-401A) SECTION 1 GENERAL The Cessna 400 Transponder (Type 459A), shown in Figure 1, is the airborne component of an Air Traffic Control Radar Beacon System (ATCRBS). The transponder enables the ATC ground controller to "see" and identify the aircraft, while in flight, on the control center's radar scope more readily.
• Page 178 CESSNA 400 TRANSPONDER PILOT'S OPERATING HANDBOOK AND ENCODING ALTIMETER SUPPLEMENT Figure 1. Cessna 400 Transponder and Encoding Altimeter Operating Controls (Sheet 1 of 2)
• Page 179 ALTIMETER SETTING KNOB - Dials in desired altimeter setting in the range of 28. 1 to 30. 99 inches of mercury on standard altimeter or 946 to 1049 millibars on the optional altimeter. Figure 1. Cessna 400 Transponder and Encoding Altimeter Operating Controls (Sheet 2 of 2)

Page 180: Encoding Altimeter (Type Ea-401A)

Page 181: altitude encoder (blind).

• Page 182 CESSNA 400 TRANSPONDER PILOT'S OPERATING HANDBOOK AND ENCODING ALTIMETER SUPPLEMENT (2) Function Switch -- ON or ALT. (3) TST Button - DEPRESS and HOLD (Reply lamp should light with full brilliance regardless of DIM control setting). (4) TST Button — Release for normal operation.
• Page 183 OPTIONAL ALTITUDE ENCODER (BLIND) SECTION 1 GENERAL The Cessna 400 Transponder (Type RT-459A), shown in Figure 1, is che airborne component of an Air Traffic Control Radar Beacon System (ATCRBS). The transponder enables the ATC ground controller to "see" and identify the aircraft, while in flight, on the control center's radar- scope more readily.
• Page 184 REPLY LAMP - Lamp flashes to indicate transmission of reply pulses; glows steadily to indicate transmission of IDENT pulse or satisfactory self-test operation. (Reply lamp will also glow steadily during initial warm-up period.) Figure 1. Cessna 400 Transponder and Altitude Encoder (Blind) (Sheet 1 of 2)
• Page 185 REPLY-CODE INDICATORS (4) - Display selected Mode A reply code. REMOTE-MOUNTED DIGITIZER - Provides an altitude reporting code range of -1000 feet up to the airplane's maximum service ceiling. Figure 1. Cessna 400 Transponder and Altitude Encoder (Blind) (Sheet2 of 2)
• Page 186 CESSNA 400 TRANSPONDER PILOT'S OPERATING HANDBOOK AND ALTITUDE ENCODER (BLIND) SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equip- ment is installed. However, a placard labeled "ALTITUDE ENCODER EQUIPPED" must be installed near the altimeter.
• Page 187 PILOT'S OPERATING HANDBOOK CESSNA 400 TRANSPONDER SUPPLEMENT AND ALTITUDE ENCODER (BLIND) (2) Function Switch — ON. DIM Control — ADJUST light brilliance of reply lamp. NOTE During normal operation with function switch in ON posi- tion, reply lamp flashes indicating transponder replies to interrogationso ID Button —...
• Page 188 CESSNA 400 TRANSPONDER PILOT'S OPERATING HANDBOOK AND ALTITUDE ENCODER (BLIND) SUPPLEMENT SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mount- ed antenna or several related external antennas, will result in a minor...
• Page 189 PILOT'S OPERATING HANDBOOK CESSNA 400 MARKER BEACON (TYPE R-402A) SUPPLEMENT SUPPLEMENT CESSNA 4 0 0 MARKER BEACON (Type R-402A) SECTION 1 GENERAL The system consists of a 75 MHz marker beacon receiver, three in- dicator lights, one speaker/phone switch, a light dimming control, an ON/OFF/VOLUME control, and a 75 MHz marker beacon antenna.

Page 190: Cessna 400 Marker Beacon (Type R-402A)

• Page 191 The TEST position on the switch is spring loaded to return the switch to the LO SENS position when TEST position is released. Figure 1. Cessna 400 Marker Beacon Operating Controls and Indicator Lights (Sheet 2 of 2)
• Page 192 CESSNA 400 MARKER BEACON PILOT'S OPERATING HANDBOOK (TYPE R-402A) SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equip- ment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed.
• Page 193 LIMITATIONS There is no change to the airplane limitations when this avionic equip- ment is installed. However, the pilot should be aware that on many Cessna airplanes equipped with the windshield-mounted glide slope antenna, pilots Should avoid use of 2700±100 RPM with a two-bladed propeller (or 1800±100 RPM with a three-bladed propeller) during ILS approaches to avoid oscil- lations of the glide slope deviation pointer caused by propeller interference.
• Page 194 CESSNA 400 GLIDE SLOPE PILOT'S OPERATING HANDBOOK (TYPE R-443B) SUPPLEMENT GLIDE SLOPE DEVIATION POINTER - Indicates devia- tion from normal glide slope. GLIDE SLOPE "OFF" FLAG - When visible, indicates unreliable glide slope signal or improperly operating equipment. The flag disappears when a reliable glide slope signal is being received.

Page 195: Cessna 400 Glide Slope (Type R-443B)

• Page 198 "TAKE YOUR CESSNA HOME FOR SERVICE AT THE SIGN OF THE CESSNA SHIELD" CESSNA AIRCRAFT COMPANY WICHITA, KANSAS...

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Cessna 150L -> Cessna 150M; Is it 4 knots faster? If so, why?

• Thread starter docmirror
• Start date Aug 14, 2014

Touchdown! Greaser!

• Aug 14, 2014

Final Approach

docmirror said: Title says it all. Presume I am Cessna stoopid - cuz I am Cessna stoopid. Always like the 150, but I don't know squat about them. The book say the M model is 4 knots faster. Don't know why. Click to expand...

N747JB said: The marketing department said they needed more speed, so the printers changed the numbers. The words "speed" and "Cessna 150" shouldn't be used in the same sentence, unless it leads to a punch line. Click to expand...

What about the flap and gap seals? Seriously, the two plane models look identical to me.  

docmirror said: What about the flap and gap seals? Seriously, the two plane models look identical to me. Click to expand...

Taxi to Parking

Magic dust. Best way to make a 150/152 faster is to sell it and buy a Cherokee.  

Ejection Handle Pulled

Put wheels pants on and do a 150/150hp swap  

I know the L was faster than the K by a little bit thanks to a new airfoil, but I wasn't aware of any changes between the L and M to gain speed.  

JB1842 said: I've looked at the gap seals. Not sure if it's worth the cost. Click to expand...

• Aug 15, 2014

A hot air balloon is faster.  

Kiddo's Driver

Pattern altitude.

I've purchased the STC to do the gap seals on my Socata Tampico. The word from people who have done it is that it does almost nothing for speed. Maybe a knot or two. It DOES help with rate of climb. Most who have installed it on the TB9 agree that it adds 100-150 FPM to the climb rate. In a way it does make you fly faster. Less time climbing at the lower climb speed means that your average speed for any given trip goes up...  

steingar said: Magic dust. Best way to make a 150/152 faster is to sell it and buy a Cherokee. Click to expand...

Line Up and Wait

James331 said: Put wheels pants on and do a 150/150hp swap Click to expand...

Mike5250 said: Do you know what speeds it will get with 150hp? Click to expand...

Adding HP rarely results in greater speeds, although adding almost 40 HP might! Extra HP shows up in improved climb perfomance. Speed improvements come from drag reduction and you are (mostly) stuck with what came from the engineer's design.  

Jay Honeck said: Gap seals help with control crispness. We had all of them on our Pathfinder (Cherokee 235) and they also seemed to help a bit with improved stabilator authority. If they added any speed, it was minor. For added speed, you need airframe enhancements, like wing/fuselage fairings, and wheel pants. It also helps to remove protrusions, like jelly jar beacon lights. The mods on our Pathfinder cost the original owner $20K, and netted maybe 12 knots. On a 150, there would be no way to justify the expense. Click to expand...

Well, we're far enough in to this thread now to declare it dead. I guess the book just lied better for the M than it did for the L model. Or, maybe they changed the parameters of the flight test for cruise speed. It's a sad fact that even with a conforming engine and prop, and a plane in rig that it won't meet book value.  

docmirror said: Well, we're far enough in to this thread now to declare it dead. I guess the book just lied better for the M than it did for the L model. Or, maybe they changed the parameters of the flight test for cruise speed. It's a sad fact that even with a conforming engine and prop, and a plane in rig that it won't meet book value. Click to expand...

• Aug 16, 2014

docmirror said: Seriously, the two plane models look identical to me. Click to expand...

Grum.Man said: I know the L was faster than the K by a little bit thanks to a new airfoil, but I wasn't aware of any changes between the L and M to gain speed. Click to expand...

denverpilot

Pilawt said: Cessna goosed the advertised cruise speeds (which were always suspect anyway) on several models when they swapped those draggy, squared-off longboat wheel fairings for the more rounded fairings that cover more of the tires (trap doors needed to put air in the tires), and brake covers. The 150 got those in '74. If no wheel fairings, no difference. The 150M might even be a tad slower with the bigger vertical tail. Click to expand...

warthog1984

Cleared for takeoff.

docmirror said: a speedy 150 Click to expand...

I know a retired dentist who just put a 180 hp in his 150. Already has long range tip tanks. My buddy flew with him two weeks ago and said it was weird cruising mid-way through the yellow arc. But the real difference was they climbed at full gross, 1000 FPM all the way up to 5000'. Now, the Sparrowhawk conversion on the 152 will get you speed, but we're not talking 152s.  

IIRC the 150hp/150 would go a couple knots faster than a 160hp/172  

Administrator

docmirror said: I see it! Also note that some of the 150L models have a tapered up wing tip, and some have the slight droop tip. Don't know what's going on there, it doesn't seem to follow any year. Click to expand...

us AAirways

150 taildraggers are quite sexy.  

Pre-takeoff checklist

• Aug 17, 2014

etemplet said: The bestus cheapest way to make a 600cc motorcycle faster is to sell it buy a 1000cc motorcycle. I'd bet it is the same with cars, trucks, boats and aircraft. Click to expand...

John Collins

John Collins said: The only way I know of to increase the IAS of a Cessna 150 is to put a hole in the static line to create a static leak. Click to expand...

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1970 CESSNA 150K

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Single engine piston aircraft with fixed landing gear. The 150K seats up to 1 passengers plus 1 pilot.

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Total Variable Cost ( 156.9 Hrs ) Cost Per Hour = $64.38 Cost Per Mile = $0.63

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Complete Walkaround

Also consider, cessna 150h (1968 - 1968).

Typical Price: $32,523.00 Total Cost of Ownership: $13,845.93 Best Cruise: 102 KIAS ( 0 ) Best Range: 303 NM ( 0 ) Fuelburn: 6.5 GPH ( 0.0 )

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Cheap to buy and operate, the 150/152 series has proven to be a trainer for the ages.

To this day, when many people think of light aircraft, the venerable Piper Cub comes to mind. But most in the active ranks of pilots today have never flown one. What they have flown, however, is the Cessna 150 or 152, which long ago eclipsed the Piper Cub as the most-flown two-place GA aircraft. Although we have no data to prove it, we wouldnt be at all surprised if the Cessna 150/152 still flies more training hours than any other model, despite the advent of newer trainers, such as Diamonds well-regarded Katana. Although it hasnt been made for two decades, the 150/152 still plays a mainstay role in pilot training, chiefly because it still does what it always did, namely providing an affordable, easy-to-maintain platform that anyone can fly. Model History While Piper established itself with the Cub prior to and after World War II, Cessna joined the market later, first with the Cessna 120 and later the 140, which stayed in the model line until the early 1950s. Although only hardcore Cessna aficionados know it, the Cessna 172 actually predates the Cessna 150, which first appeared in 1959. Unlike the 140, the 150 was created solely with the training market in mind to tap into what was then a booming market. By modern standards, the first 150s look a bit frumpy, with their squared- off tails and a turtledeck-style fuselage, with no rear window. But it was not to stay that way for long. In 1961, the first of many changes in the model began, starting with moving the gear struts aft two inches, curing the airplanes tail heaviness.Ten years later, tubular gear legs with a wider track were added. In 1964, the rear window appeared and, of course; it needed a snappy marketing moniker, thus was born Omni Vision. The stodgy straight tail went away in 1964, replaced by the swept-back tail, giving the airplane a more rakish look. The overall dimensions of the airplane havent changed much but its max gross weight has. The 150 began life as a 1500-pound airplane but by 1978, the gross weight had been bumped up to 1670 pounds for the 152. For a two-place airplane, thats a big hike but, as is usually the case, there wasnt much payload gain due to rising empty weight. Anyone who learned to fly in a 150 will remember the cockpit as cramped and narrow and that never changed. But Cessna did bow the doors out slightly and trimmed the center console to provide more side-to-side legroom. The baggage compartment was also enlarged several times and one option included a rear child seat. The baggage area could accommodate up to 120 pounds of kids and/or bags, so it was suitable for a toddler and a day bag, but little else. But for a small airplane, the baggage area is rather generous. In 1975, a larger fin and rudder were added and before that, electric flaps were installed. Previously, the flaps had been manually operated and some pilots complained that electrics were a step backward. (We agree.) Engine Changes The Cessna 150 first appeared with a 100-HP Continental O-200, a reliable and easy-to-maintain engine that matched the airframe nicely. When 80/87 gas began to fade from the market in 1978, displaced by 100LL, Cessna switched to the 110-HP Lycoming O-235 that provided more power and boosted the TBO from 1800 hours to 2000 hours and eventually 2400 hours. As the the 150 morphed into the 152, there were other changes, including a 28-volt electrical system, a one-piece cowling, a McCauley gull-wing prop, an oil cooler and redesigned fuel tanks. Sum total of changes? About 40 pounds more useful load than the original Cessna 150 had, but fully 60 pounds less than a 1948 Cessna 140 could heft. The airplanes performance was about equal to the 150 it replaced, but the engine was susceptible to severe lead fouling when burning 100LL and the 28-volt electrical system was a nuisance. Also, the 152 turned out to have some significant warts. Early models were hard to start because of weak spark and lack of a priming plunger. Cessna added impulse coupling on both magnetos to improve this, plus direct priming for each cylinder. Mechanics complained about having to remove the prop to decowl the engine so Cessna added a split cowl. In 1981, the Lyc got a spin-on oil filter as standard, rather than the old rock screen. In 1983, Cessna and Lycoming tackled the lead fouling issue by replacing the O-235-L2C engine with the N2C variant, which the model had until it was discontinued in 1985. Except for troublesome starter drives, the Continental O-200 used in the Cessna 150 was a reliable and robust engine that could be counted to make the 1800-hour TBO, if not beyond. The Lycoming O-235L2C was supposed to achieve three goals: Solve the O-200s lead problem, boost power a bit to increase the payload and offset the 15 percent gain in empty weight and last, reduce noise. The higher compression O-235 Lyc delivered its 110 HP at 2550 RPM rather than the O-200s 2750 RPM. Did Cessna hit the mark? Not really, say operators familiar with both airplanes. In its favor, the Lyc had no starter problems, but if the engine/prop was quieter, youd hardly notice. Owners complained about high parts prices for the O-235-including pistons and valves, the latter being sodium filled for improved cooling. And the lead problem? Still there, say owners. The O-235 accumulated lead deposits in every nook and cranny and lead fouling of plugs became such a problem that Champion developed a special extended-electrode spark plug for this engine, the REM37BY. Mechanics say even with careful leaning, the plugs must be removed and cleaned as often as every 25 hours. In Service Instruction 1418, Lycoming explains a procedure whereby cylinders can be blast-cleaned with walnut shells without removal for top-end overhaul. Prior to this, operators found that early tops were needed due to lead fouling of the cylinders. One positive aspect of the Lycoming engine is its TBO-a whopping 2400 hours. If you can keep the thing from choking with lead, it may actually reach that impressive limit. Some owners use TCP additive to help control lead. Also, thanks to intense competition in the engine overhaul field, overhaul prices remain quite affordable, on the order of $10,000. Unique to the mass-market trainer, Cessna offered two additional versions of both the 150 and 152. The Aerobat and a seaplane conversion, which appeared in 1968. There are still a few of these models running around, some even used on the water. The seaplane was, by most accounts, a decent little water taxi, although no one would mistake it for a Beaver. It couldnt haul much and with limited power, it took a while to unstick from the water. The Aerobat version-which first appeared in the 150 in 1970-made a much bigger splash, although not in the water. In those days, aerobatic training was all but impossible so when the Cessna Aerobats, with their flashy checkerboard paint, showed up on the rental line, many renters responded enthusiastically. Some 5 percent of the 150/152 fleet is acrobatically capable, after a fashion. Were not talking Extra 300 type performance, of course. Aerobatic purists sniff at the Aerobat because it has control wheels, not a stick. Any maneuvers that require climbing back to altitude will require a plodding climb to get back in the perch. Still, the Aerobat was and is an affordable gateway into the world of aerobatics. The Aerobat commanded a price premium when new-about $1500 to $2000-and thats still true on the used market. Performance, Handling The trainer market has evolved considerably since the 150 first appeared and although modern trainers such as the Diamond Katana have improved the breed, the 150/152 still has better than credible performance and handling traits. Interestingly, some flight schools report that although many students take intro rides in the sexy Katana, they transition to a 152 or 172. Why? Probably because the 152s higher weight gives it a somewhat solider feel than the Katana has and pricewise, 152s remain competitive to buy and operate, so the hourly rental is less. But the Katana cruises faster than the 152 and uses a bit more fuel. Its a marginally better climber than the Katana A1, with its 80-HP Rotax engine, but the C1 Katana, with its Continental IO-240, outdoes both the 152 and the A1 Katana. Top speed for the 152 is given as 109 knots, same as the Tomahawk and two knots faster than the plodding Skipper. In the real world, owners say they go slower. course, 152s go slower. Much slower. The airplane seems happiest at 90 to 95 knots, a realistic speed in our view. Handling is what it is, which is predictable, with relatively light control forces and no nasty stall habits. The Cessna 150/152s slow flight characteristics are so utterly benign that they nearly qualify as STOL airplanes. The large flaps-even when limited to 30 degrees-are quite effective, although they do generate quite a nosedown trim moment. This is easily handled, although the control forces escalate somewhat. Students have to be taught to watch for abrupt noseups when applying full power for a go- around, training that prepares them nicely to transition into the Cessna 172, which has the same characteristic. Landing a 150/152 is easy enough to teach and learn, to a point. And that point is often exceeded, since runway fender benders are the most common type of accident suffered by the 150/152 series and other trainers, for that matter. The model is an excellent crosswind trainer, since it has an effective rudder. The airplane is comfortable with an approach speed of 60 knots or slower, but it will easily tolerate higher speeds, because those draggy flaps bleed off excess airspeed in a heartbeat. Land it fast and it will bounce. (Any pre-buy should include a specific check of the logs for landing damage that included nosewheel work or firewall damage.) Operators tell us the 152s runway performance is good, especially if the airplane is light. Its not as good when heavy on a hot day. With a portly CFI and student aboard, more than a few 152s have trimmed the trees off the end of runways. Speaking of payload, the 150/152 essentially carries what other popular trainers do. At 528 pounds useful, it carries a bit more than the Katana but a bit less than the Skipper and Tomahawk. Before the model got fat, however, some E/F/G 150s topped 600 pounds in load carrying capability. Where the 152 shines, however, is on load flexibility. With a fuel capacity of 39 gallons, it has better range with a single pilot than either the Tomahawk or the Skipper. Does this really matter? Maybe. These aircraft are, after all, trainers, and one of the skills student pilots learn early on is how to run out of gas. In our view, the more gas aboard, the less likelihood of a fuel exhaustion event. Cabin, Ergonomics Cabin comfort is not much of a consideration in two-place trainers. Lessons are short and there’s no point in pretending there’s enough room in the airplane for plush seats. The 150/152 is so narrow that even pilots of moderate size will bump shoulders. Two big guys will be miserable. Although the seat height is quite low, the legroom is excellent. In 1979, thicker seat padding became standard, but it helps only a little.Many owners have had the seats re-padded or carry a pillow or two to make them more tolerable. Noise level is quite high, due to the proximity of the cabin to the engine compartment, but the advent of noise-canceling headsets and intercoms has rendered this moot. Ventilation in the 150/152 is via the standard Cessna pull vents in the wing roots, plus in most models the windows open for taxi and can also be opened in flight. During the winter, this can be a mixed blessing and some operators tape off the root vents to reduce drafts. If the heater is well-maintained, it will get the job done.

Maintenance Owners who use the 150/152 for personal use-and many do-can count on literally years of service from the engine, if theyre operated enough to keep corrosion at bay and leaned to avoid lead build-up. In general, these are simple airframes that don’t require much maintenance. However, any that have been used extensively as trainers-as most have-should be inspected carefully for hard landing damage, especially in the nosegear/firewall bulkhead area. Wrote owner Ed Park of Aliso Viejo, California, Unless the guy that you bought the airplane from spent a bunch of time and money fixing up that 20-year-old airplane and fixing/replacing/repairing a lot of things, you can expect that you will be that person if you are conscientious about your maintenance. The 150/152 series has what we would call an average list of ADs, none of which are particularly onerous or expensive. The major safety-related item is the seat track AD, which prevents the seat from unlocking and sliding rearward. Most aircraft should have had this done long ago. Owners report that annuals are thrifty-in the $800 to $1200 range, depending on parts needed. Since the airplane is so simple, owner-assist annuals are a good bet. Mods, Owner Groups The 150 can be given a huge power boost and even turned into a taildragger, as quite a few have been. AvCon Conversions (800-872-0988) and Bush Conversions (800-752-0748) do both engine and tailwheel mods. AvCon also has flap gap seal kits and Bush offers flap and aileron seals. AvCon also has a STOL kit. Both the AvCon and Bushs kit puts a 150-HP or 160-HP Lycoming in place of the 100 HP Continental. No surprise that this jacks the cruise speed up 140 MPH and the climb rate to more than 1000 FPM. Horton, Inc. (800-835-2051) sells STOL kits for the 150/152. In addition to Bushs tailwheel conversion, Aircraft Conversion Technologies (916-645-3264) supplies landing gear kits for a tailwheel conversion thats supposed to increase speed by 8 to 10 MPH by eliminating drag. Met-Co-Aire sells wingtips for the 150 series, reach them at 714-870-4610 or www.metcoaire.com . O&N sells aux fuel tanks for the Cessna 150/152. Contact www.onaircraft.com or 570-945-3769. A company in Washington, Air Mods N.W., sells an engine conversion for 152s that includes a new prop that boosts climb and takeoff performance by allowing the Lycoming O-235 to spin up to 2800 RPM. It also has higher compression ratio so supposedly, this decreases lead fouling. Two organizations of note are the Cessna Pilots Association and the Cessna 150-152 Club. CPAs Santa Maria, California HQ is the fount of all things Cessna and members rave about its technical services. Contact CPA at 805-922-2580 or on the Web at www.cessna.org . The Cessna 150-152 Club has a monthly newsletter thats an excellent clearing house for information, parts, mods, maintenance and service tips. Contact the club at 805-461-1958 or www.cessna150-152club.com . For a detailed book on flying and operating Cessna 150s, contact Arman Publishing at www.Cessna150book.com . Owner Feedback I was 38 when I got my private pilot license and Im now 40. I started my training in 152s at a local flight school at John Wayne Airport in Orange County, California. During training, I purchased my first airplane, a 1975 172M that was in very good condition, an all-original low-hour plane. I enjoyed this airplane but realized that flying it compared to flight school 152s was like flying a bus. Granted, there was more space inside, larger payload and four seats, but it just wasnt as fun as flying a 152 for the type of flying I was doing: VFR, usually single pilot. I got rid of the 172 in favor of a Grumman AA5B Tiger, but like the 172M, it was low hours, in very good condition, all original and very expensive relative to the 172M. I sold this airplane (at a handsome profit) and bought a 152. Ultimately, I settled on the 152 for a few reasons: Like the other airplanes, it was very economical from a maintenance standpoint. Unlike the other airplanes, it was very economical from a gas and insurance standpoint.It fit my mission, but unlike the 172, it was fun to fly, light on the controls and very responsive, especially with a single pilot on board. To sum it up, I bought the 152 after trying the other airplanes because it was easily affordable, although I would not go as far as to say painlessly affordable. It handles well, its light on the controls and is fun to fly and looks good, as long as it has its pants on. It provides reasonable range, speed and climb. I would not expect to pay more than $600 to $1000 on maintenance/annual outside of oil changes and waxing/washing products. Insurance runs $695 for $30,000 of coverage. My airplane uses an average of 5 to 5.75 gallons of fuel per hour of flight so its pretty economical on the gas. Ed Park Aliso Viejo, California Nancy and I have owned N5793E for the last year and a half. In that time, Ive flown the airplane 138 hours, totally renovated it and had a blast while doing it. Cost of maintenance is relative to your own ability to work on the aircraft. An annual can be substantially reduced by an owner-assisted open- up.Additionally, a lot of people think they cant work on their aircraft and this could not be further from the truth. The fact is, if an AP/IA oversees your work and logs it accordingly, its perfectly legal and airworthy. As for insurance, for a new pilot like myself, the first year was around $750 and the second year came down to $685, with $25,000 in hull value. We compare the cost somewhat to that of our 2003 Chevy S10 for the yearly cost. The Cessna 150 is the best simple and economical airplane one could ask to own. Very rugged, durable and dependable. With a fuel burn at cruise of around 5 GPH, she does better than my Chevy S10. On average, I can see 100 MPH while spinning the prop at just around 2300 RPM. For us, weve invested, to date, around $27,000 and we have an airplane wed think nothing of flying across the country. The neat thing here is if and when Im ready to trade up to that four-seater, most of the value of my airplane will still be there. Our airplane is a 1959 Cessna 150. First year they built them, number 293. How many 1959 Fords or Chevys are still on the road? Herb and Nancy Rose Via e-mail I have owned two Cessna 150s, an F model that I purchased new in late 1965 and an M model that I purchased 39 years later in the fall of 2004. I put about 1500 hours on the F model until I traded it around 1970. The M model that I got last year has the Texas Taildragger conversion. The F model was essentially trouble-free during the time that I had it, except for the Cessna radio, an ARC 516A, which was a piece of crap, in my view. It was supplemented by a Narco Mark 11 when I decided to get my instrument rating. I flew the airplane all over the eastern seaboard and as far as the Mississippi and sometimes in weather that I had no business in. In those days, I was a lot younger and getting there was most of the fun! It was not a user-friendly instrument airplane. Having no autopilot, it required your undivided attention in the clouds. Also, its limited range meant that you had to really pay attention to alternates. The airplane was the Commuter model, with vacuum pump and old surplus AN gyros. The gyros never gave me any trouble, unlike those in subsequent airplanes that I have owned. Aside from a couple of service bulletins, the airframe was trouble-free, as was the engine. I attribute this to two factors: The airplane was new when I bought it and it really should have lasted 1500 hours without falling apart. And in those days, 80/87 fuel was readily available. I believe that most of the problems that people have with the O-200 these days are due to 100LL fuel. This is why I use TCP in my present airplane. I bought my present 150M last fall. For a long time, Ive been to the point where I no longer do any busi ness travel, so the airplane is no longer a business tool. I had a couple of experimentals for many years, in addition to certified airplanes, but got tired of open cockpits. I really just wanted a toy and a tailwheel 150, combining reasonable acquisition and maintenance costs, seemed like just the ticket. I have not been disappointed.

The airplane has about 3800 hours and 500 hours SMOH. It was converted to conventional gear in 1981 following a training accident. Its days as a trainer ended at that time, which is why it has fairly low time. The conversion was the ACT Texas Taildragger STC, using flat spring gear legs rather than tubular. While I have no personal experience with the tubular gear, I have been told that the flat spring gear handles on the ground much better than the tubular. I am frequently asked if the airplane handles like a 140 or 120. I have some time in those airplanes and I can say that the airplane does not handle anything like either one. Not better or worse, just different. I have been questioned about rudder authority, since the airplane was intended to be tricycle gear. I have never had any problems with cross winds, although I am not as brave as I used to be. My airplane has decent radios, a Cessna RT328, a MK12 D and a Cessna Mode-C transponder. I supplement this with a Garmin 96C. While I think the airplane is still IFR legal, I am not. I just got out of an annual which cost me about $1100. This included installing a new ELT and a BAS tail handle, plus filters and oil and replacing some cowl fasteners. I highly recommend the BAS tail handle for tailwheel airplanes. It makes the airplane much easier to move around on the ground, avoiding pushing on the fin or stab. Parts seem to be available from many sources, but are pricey. Interior plastic is available from Plane Plastics www.planeplastics.com and Texas Aero Plastics, contact through www.airsport.com . Fiberglass wing, rudder and stab tips are available from Texas Aero Plastics. Manuals for the 150 are available from McCurtain ( www.mccurtaintg.com ) and from Cessna. I understand there is a copyright issue with the 152 manuals. On the 150/152 Club forum, mentioned below, there seem to be reports of a lot of grief with the Continental O-200 in Cessna 150s. Valves sticking and plugs fouling. I believe this is due to 100LL fuel and maybe because the engines are so old. I use 100LL, but always add TCP and have had no troubles so far. Insurance this year is $1159 for $25,000 hull and $1 million liability. I know this is high compared to other 150s, but I know I am paying for the tailwheel, even though I have over 1000 hours of tailwheel time. I am also paying for being old; I will 78 next month. Still, beats the alternative. The Cessna 150 and 152 is very much of a compromise airplane. It evolved from the 120 and 140, which was designed 60 years ago, and it continues in that basic configuration. It has a very cozy cabin, some might even say cramped; two people who were not intimate before the flight will be after. Apparently the airplane designers took the FAA fiction of the average 175-pound adult seriously. With two real, present-day people up front and full tanks, the airplane will be over gross. The short-field landing capability is impressive, particularly if aided with an aggressive forward slip. You can get into a much smaller field than you can get out of. There is no question that the airplane needs more power. There are STCs for 125- (the Sparrow Hawk), 150- and even 180HP, although the fuel limitation becomes even more severe with these mods. Also, theyre quite expensive these days. Anyone contemplating getting a 150 or 152 should sign up with the Cessna 150/152 Club, www.cessna150-152.com . This is a very active organization with an active online forum having a number of quite knowledgeable people participating. The Club also maintains a listing of all ADs, STCs, specifications, model year changes and so on.One should also go to Chuck Hannas web site; http://150cessna.tripod.com . Chuck is a veritable storehouse of information on 150s. The Cessna Owners Association is OK, but not much stuff on 150/152s there. George Abbott Via e-mail Also With This Article “Cessna 150/152 Series Charts and Specs” “Accident Scan: Runway Chaos”

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C152 Cruise RPM

By bazthehat , May 4, 2011 in Carenado General Forum

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Bazthehat    0.

Hi all,I've recently bought the C152 to practise with as I'm currently training for my PPL in a 152. First off, I have to say that the flight characteristics and handling is very good, and very similar to what I'm experiencing when training.Apart from in the cruise...In my training (and in a few POH's I've found on t'internet) the cruise RPM should be around 2150, giving typically close to 90-100 KIAS depending on various factors (altitude, temperature, weight etc.) But when I set that value in the Carenado C152, I'm lucky to be getting 80 KIAS when straight and level, sometimes less. In fact, in order to achieve even 90 KIAS I'm having to give it nearly full power. Has anyone else seen this (or been bothered by this?) It's about the only bugging factor for me in my home training (well, that and things like no starter warning light nor an ADF that handles decimals) with this model.Looking forward to reading responses.Bazthehat

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Link to post, share on other sites, grummandriver    0.

Flown a bunch of 152's and 152 Aerobats in real life, as well as PA-38's and AA-1's that are also powered of O-235 engines. 2150 is low. Normal cruise RPM would be 2300-2450 in most cases, depending on the operators SOP's and what type of flight you are doing. I would be gob smacked to see a 152 with an 0-235 (or any other aircraft using that engine for that fact) do 100knts IAS (TAS maybe at a long shot, up high) at 2150 especially with the age some engines are these days. Then again general aviation often gob smacks me. Double check that the 152 you fly in real life is 0-235 powered and what prop it has.Regards, Scott

The 152's I used to fly were run at 2350 rpm and 85kt was about what you'd get below 4000ft. Above 4000ft? No idea - never did it.Gary

I flew yesterday in a 152 and at 2150 RPM I was getting around 90 KIAS. In the carenado version I'm lucky to hit 80 at that revs.Still, happy to fly in FSX at 2350 if that sorks for that aircraft.

In fact, a quick hunt in AFE's Pilots Guide to the 152 says on page 43 that the cruise is typically 2150 RPM giving around 95 KIAS, which ties in with my experience.Of course, different aircraft have different specs- maybe a POH for this aeroplane would be nice, Mr Carenado?

Bert Pieke    7,594

Lars Albrechtsen    0

Hi Bazthehat, I had just the same experience with the 152. However i found out, sort of by chance, that it has to do with which model you use. The variant with fairings on the wheels actually flyes about 10 knots faster...and it makes sence. However Carenado forgot to mention this in the variant comments in fsx. I share your views on the 152, and excellent plane and a VC that are very lifelike. Lars

smokeyupahead    6

The Carenado 152 is one of my favourite ga planes to! The sounds are amazing and with the Orbx HD interiors it looks really nice! Here's a video I've done a while ago, nothing elaborated tough:

Yitzhak    0

are you certain the C-152 you use in your training uses KIAS and not MPH? It's very common to see these older planes with gauges showing airspeed in MPH.

Guest bstolle   

The 152 was certified in 1977 and by that time the ASI was AFAIK in KIAS(FAA switch from mph to kts happened in the 70s)

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