1964 Cessna 150 Patroller Cessna_150_C150D Owners_manual Retyped C150D Owners Manual

User Manual: Cessna_150_C150D-1964-owners_manual-retyped

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1964 Cessna 150 Patroller
Performance and Specifications
Gross weight

1600 lbs

Speed
Top Speed at sea level
Cruise, 75% power at 7500 ft

125 mph
122 mph

Cruise, 75% Power at 7500 ft

760 mi

35.0 Gallons

6.2 hours
122 mph

Optimum Range at 10,000 ft

885 mi

35.0 Gallons

8.9 hours

Range

99 mph
Rate of Climb at sea level

670 fpm

Service Ceiling

12650

Takeoff
Ground Run
735 ft
Total Distance over 50’ obstacle 1385 ft
Landing
Landing Roll

445 ft

Total Distance over 50’ obstacle 1075 ft
Empty Weight

1015 lbs

Baggage

120 lbs

Wing Loading

10 lb/sf

Power loading

16 lb/HP

Fuel Capacity total

38 gal

Oil Capacity

6 US qts

Propeller, Fixed Pitch, metal, dia.

69 in

Power Continental O-200 A Engine, 100 HP at 2750 RPM

page i

page ii

TABLE OF CONTENTS

SECTION I

OPEATING CHECKLIST

1-1

SECTION II DESCRIPTION
AND OPERATING DETAILS

2-1

SECTION III OPEATING LIMITATIONS

3-1

SECTION IV CARE OF THE AIRPLANE

4-1

SECTION V OPERATIONAL DATA

5-1

ALPHABETICAL INDEX

page iii

page iv

Section I
Operating Check List
One of the first steps in obtaining the utmost performance, service,
and flying enjoyment from your Cessna is to familiarize yourself with
your airplane’s equipment, systems, and controls. This can best be
done by reviewing this equipment while sitting in the airplane. Those
items whose functions and operation are not obvious are covered in
Section II
Section I lists, in the Pilot’s Check List form, the steps necessary to
operate your airplane efficiently and safely. It is not a checklist in its
true form as it is considerably longer, but it does cover briefly all of
the points that you would want to or should know concerning the
information you need for a typical flight.
The flight and operation characteristics of your airplane are normal in
all respects. There are no unconventional characteristics or
operations that need to be mastered. All controls respond in the
normal way within the entire range of operation. All airspeeds
mentioned in Sections I and II are indicated airspeeds.
Corresponding calibrated airspeeds may be obtained from the
Airspeed Correction Table in Section V.
BEFORE ENTERING THE AIRPLANE
1. Make an exterior inspection in accordance with figure 1-1
BEFORE STARTING THE ENGINE
1.
2.
3.
4.

Seats and seat belts – Adjust and Lock
Brakes – Test and set
Master Switch – On
Fuel Valve Handle –On
page 1-1

STARTING THE ENGINE
1.
2.
3.
4.
5.
6.
7.

Carburetor Heat – Cold
Mixture – Rich
Primer – As Required
Ignition switch – Both
Throttle – Open ¼ inch
Propeller Area – Clear
Starter – On

BEFORE TAKE – OFF
1. Throttle Setting – 1700 RPM
2. Engine Instruments – Within green arc and generator light out
3. Magnetos – Check (75 RPM maximum differential between
magnetos
4. Carburetor Heat – Check operation
5. Flight Controls – check
6. Trim Tab – Takeoff
7. Cabin doors – latched
8. Flight Instruments and Radios – Set
TAKE OFF
NORMAL TAKE OFF

1.
2.
3.
4.
5.

Wing flaps – Up
Carburetor Heat – Cold
Throttle – Full “Open”
Elevator Control – Lift nose wheel at 50 mph
Climb Speed – 72 MPH until all obstacles are cleared, then set up
climb speed as shown in NORMAL CLIMB paragraph

MAXIMUM PERFORMANCE TAKE OFF

1. Wing Flaps – Up
page 1-2
2. Carburetor Heat – Cold
3. Brakes – Hold

4.
5.
6.
7.

Throttle – Full OPEN
Brakes – release
Elevator Control – Slightly tail low
Climb Speed – 52 MPH (with obstacles ahead)

AFTER LANDING
1. Wing Flaps – Up
2. Carburetor Heat – Cold

CLIMB

SECURE AIRCRAFT

NORMAL CLIMB

1.
2.
3.
4.

1. Air Speed – 75 to 80 MPH
2. Power – Full throttle
3. Mixture – Rich (unless engine is rough)

Mixture – Idle Cut-off
All Switches – Off
Parking Brake – Set
Control Lock – Installed

MAXIMUM PERFORMANCE CLIMB

1. Air Speed – 72 MPH
2. Power – Full throttle
3. Mixture – Rich (unless engine is rough)
CRUISING
1. Power – 2000 to 2750 RPM
2. Elevator Trim – Adjust
3. Mixture – Lean to maximum RPM
BEFORE LANDING
1.
2.
3.
4.
5.

Mixture – Rich
Carburetor Heat – Apply full heat before closing throttle
Airspeed – 65 to 75 MPH
Wing Flaps -- As desired below 100 MPH
Airspeed – 60 to 70 MPH with flaps extended
page 1-3

NORMAL LANDING
1. Touch down – Main wheels first
2. Landing Roll – Lower nose wheel gently
3. Braking – Minimum required

page 1-4

Section II
Description and Operating Details
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the airplane.
This section also covers in somewhat greater detail some of the items
listed in checklist form in Section I. Only those items of the checklist
requiring further explanation will be found here.
All airspeeds mentioned in this section are indicated airspeeds.
Corresponding calibrated airspeeds may be obtained from the
Airspeed Correction Table in Section V.
FUEL SYSTEM (Patroller)
Fuel is supplied to the engine from two 19-gallon wing tanks. From
these tanks, fuel flows by means of gravity through a fuel shutoff
valve and fuel strainer to the carburetor. The total usable fuel in all
flight conditions 35 gallons.
For fuel system service information refer to Lubrication and
Servicing Procedures in Section 4
FUEL STRAINER DRAIN
Refer to fuel strainer Servicing Procedure, Section 4
FUEL QUANTITY DATA (U. S. GALLONS)
TANKS

TWO WING
19 GAL EACH

USUABLE FUEL
ALL FLIGHT
CONDITIONS
35

UNUSUABLE
FUEL

TOTAL FUEL
VOLUME

3.0

38.0

fig 2-1
page 2-1

page 2-2

ELECTRICAL SYSTEM

CABIN HEATING AND VENTILATING SYSTEM

Electrical energy is supplied by a 14-volt, direct-current system,
powered by an engine-driven 20-amp generator. A 12-volt storage
battery is located on the right forward side of the firewall, just inside
the cowl access door. The master switch controls all electrical
circuits except the clock and the ignition system.

For heated ventilation air, pull the cabin heat know out the desired
amount. Additional ventilating air is provided by pulling out the
ventilators located in the upper corners of the windshield.

FUSES AND CIRCUIT BREAKERS

To set the parking brake, apply toe pressure to the pedals, pull out on
the parking brake knob, then release toe pressure. To release the
parking brake, push the knob in, then apply and release toe pressure.

Fuses protect many of the electrical circuits in your airplane. The
circuits controlled by each fuse are indicated above each fuse retainer.
The clock fuse is located adjacent to the battery. Fuse capacity is
indicated on each fuse retainer cap. Fuses are removed by pressing
the fuse retainers inward and rotating them counterclockwise until
they disengage. The faulty fuse may then be lifted out and replaced.
Spare fuses are held in a clip on the inside of the map compartment
door.
The fuel quantity indicators, stall warning transmitter and warning
horn system, and optional turn-and-bank indicator circuits are
protected by an automatically – reset circuit breaker which provides
intermittent emergency operation of these devices in case of a faulty
circuit. In addition to the fuse in the instrument panel, the cigar
lighter is protected by a manually-reset type circuit breaker mounted
on the back of the lighter receptacle.
LANDING LIGHTS

A three position, push-pull type switch controls the optional landing
lights mounted in the leading edge of the left wing. To turn one lamp
on for taxiing, pull the switch out to the first stop. To turn both lamps
on for landing, pull the switch out to the second stop.

page 2-3

PARKING BRAKE SYSTEM

STARTING ENGINE
Ordinarily the engine starts easily with one or two strokes of primer
in warm temperatures to six strokes in cold weather, with the throttle
open approximately ¼ inch. In extremely cold temperatures, it may
be necessary to continue to priming while cranking.
Weak intermittent explosions followed by puffs of black smoke from
the exhaust stack indicates overpriming or flooding. Excess fuel can
be cleaned from the combustion chambers by the following
procedure: Set the mixture control in full lean position, throttle full
open, and crank the engine trough several revolutions with the starter.
Repeat the starting procedure without any additional priming.
If the engine is underprimed (most likely in cold weather with a cold
engine) it will not fire at all, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to
keep it running.
After starting, if the oil gauge does not begin to show pressure within
30 seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of oil pressure can cause
serious engine damage. After starting, avoid the use of carburetor
heat unless icing conditions prevail.
page 2-4

TAXIING
When taxiing it is important that speed and use of brakes be held to a
minimum and that all controls be utilized. (see figure 2-2) to maintain
directional control and balance
Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips. Full
throttle run-ups over loose gravel are especially harmful to propeller
tips. When takeoffs must be made over a gravel surface, it is very
important that the throttle be advanced slowly. This allows the
airplane to start rolling before the high RPM is developed, and the
gravel will be blown back of the propeller rather than pulled into it.
When unavoidable small dents appear in the propeller, blade, they
should be immediately corrected as described in Section 4.
BEFORE TAKEOFF
WARM-UP

Most of the warm up will have been conducted during the taxi, and
additional warm up before take-off should be restricted to the checks
outlined in Section II. Since the engine is closely cowled for efficient
in-flight cooling, precautions should be taken to avoid overheating on
the ground.
MAGNETO CHECK

figure 2-2
NOTE:
Strong quartering tailwinds require caution. Avoid sudden bursts of
the throttle and sharp braking when the airplane is in this attitude.
Use the steerable nose-wheel and rudder to maintain direction
page 2-5

The magneto check should be make at 1700 RPM as follows: Move
the ignition switch first to "R" position and note RPM. Then move
switch back to "BOTH" to clear the other set of plugs. Then move
switch to "L" position and note RPM. The difference between the
two magnetos operated individually should not be more than 75
RPM.
HIGH RPM MAGNETO CHECKS

page 2-6

If there is a doubt concerning the operation of the ignition system,
RPM checks at higher engine speeds will usually confirm whether a
deficiency exists If a full throttle run up is necessary, the engine
should be run smoothly and turn approximately 2375 to 2475 RPM
with carburetor heat off.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that
the magneto has been "bumped up" and is set in advance of the
setting specified.

If 10º flaps are used in ground runs, it is preferable to leave them
extended rather than retract them in the climb to the obstacle. The
exception to this rule would be in a high altitude takeoff in hot
weather where would be marginal with the 10º flaps (1st notch)
Flap deflections of 10º flaps and 10º flaps are not recommended at
any time for takeoff.
PERFOMRANCE CHARTS

TAKE-OFF

Consult the take-off chart in Section 5 for take-off distances under
various gross weight, altitude, and headwind conditions.

POWER CHECKS

CROSSWIND TAKE-OFFS

Since the use of full throttle is not recommended in the static run-up,
it is important to check full-throttle engine operation early in the takeoff run. Any signs of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the take-off. If this
occurs, you are justified in making a thorough full-throttle, static runup before another take-off is attempted.

Take-offs into strong crosswinds normal are performed with the
minimum flap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to a
speed slightly higher than normal, then pull off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.

Prior to take-off from fields above 5000 ft. elevation, the mixture
should be leaned to give maximum RPM in a full throttle, static runup.

CLIMB

FLAP SETTINGS

CLIMB SPEEDS

Normal and obstacle clearance take-offs are performed with flaps up.
The use of 10º flaps will shorten the ground run approximately 10%,
but this advantage is lost in the climb to a 50-ft. obstacle. Therefore,
the use of 10º flaps is reserved for minimum ground runs, or for takeoffs from soft or rough fields with no obstacles ahead.

Normal climbs are conducted at 75 MPH to 80 MPH with flaps up
and full throttle for best engine cooling. The mixture should be full
rich unless engine is rough due to too rich a mixture. The best rateof-climb speeds range from 72 MPH at sea level to 66 MPH at 10,000
ft. In an obstruction dictates the use of a steep climb angle, the best
angle-of-climb speed should be used with flaps up and full throttle.
These speeds vary from 52 MPH and sea level to 60 MPH at 10.000
ft.
page 2-8

page 2-7

For detailed data, see the Climb Performance Chart in Section 5

NOTE

Steep climbs at these low speeds should be of short duration to allow
improved engine cooling.
CRUISE
Normal cruising is done at 65% to 75% of METO power. The
settings required to obtain these powers at various altitudes and
outside temperatures can be determined by using your Cessna Power
Computer.
Cruising can be done most efficiently at high altitude because of
lower airplane drag due to lower air density. This is illustrated in the
following table for 70% power:
ALTITUDE

RPM

TRUE A/S (mph

Sea Level
5,000 ft
9,000 ft

2430 *
2550 *
full throttle

111
116
120

The stalling speeds are shown in Section 5 for forward c.g., full
weight conditions. The are presented as calibrated airspeeds because
indicated airspeeds are inaccurate near the stall. Other loadings result
in slower stalling speeds. The stall warning horn produces a steady
signal 5 to 10 MPH before the actual stall is reached and remains on
until the airplane flight attitude is changed.
LANDING
Normal landings are made power off with any flap setting. Approach
glides are normally made at 65 to 75 MPH with flaps up, or 60 to 70
MPH with flaps down, depending upon the turbulence of the air.
SHORT FIELD LANDINGS

For a short field landing, make a power off approach at 8 MPH with
flaps 40º (fourth notch) and land on the main wheels first.
Immediately after touchdown, lower the nose gear to the ground and
apply heavy braking as required. Raising the flaps after landing will
provide more efficient braking.

* 70% power

For detailed cruise performance, refer to the Cruise Performance
chart in Section 5.
STALLS
The stall characteristics are conventional for the flaps up and flaps
down condition Slight elevator buffeting may occur just before the
stall with flaps down.

CROSSWIND LANDINGS

When landing is a strong crosswind, use the minimum flap setting
required for the field length. Use a wing low, crab, or combination
method of drift correction and land in a nearly level attitude. Hold a
straight course with the steerable nosewheel and occasional braking if
necessary.
COLD WEATHER OPEATION

page 2-9

page 2-10

NOTE

Prior to starting on clod mornings, it is advisable to pull the propeller
through several times by hand to "break loose" or "limber" the oil,
thus conserving battery energy. In extremely cold (-20ºF) weather
the use of an external preheater is recommended whenever possible to
reduce wear and abuse to the engine and electrical system. Cold
weather starting procedures are as follows:
With preheat
1. Clear propeller
2. Master Switch -- On
3. With magneto switch "OFF" and throttle closed, prime the engine
four to ten strokes as the engine is being turned over
NOTE

Use heavy strokes of primer for best atomization of fuel. After
priming, push primer all the way in and turn to locked position to
avoid possibility of engine drawing fuel through the primer.
4. Turn magneto switch to "Both"
5. Open throttle to 1/4" and engage starter

If the engine does not start the first time it is probable that the
spar plugs have been frosted over. Preheat must be used before
another start is attempted.
During cold weather operation, no indication will be apparent on the
oil temperature gauge prior to take of if outside air temperatures are
very cold. After a suitable warm-up period (2 to 5 minutes at 1000
RPM) accelerate the engine several times to higher engine RPM. If
the engine accelerates smoothly and the oil pressure remains normal
and steady, the airplane is ready for take-off
When operating sub-zero temperature, avoid using partial carburetor
heat. Partial heat may increase the carburetor air temperature to the
32º to 80ºF range, where icing is critical under certain atmospheric
conditions.
An optional winterization kit is available for use when operating to
temperatures below 20º F.

Without preheat
1. Prime the engine 8 to 10 heavy strokes while the propeller is
being turn by hand.
2. Clear propeller
3. Pull the master switch "On"
4. Turn magneto switch to "Both"
5. Open throttle 1/4"
6. Pull carburetor air heat knob to full on
7. Engage the starter and continue to prime engine until it is running
smoothly
8. Keep carburetor heat on until engine has warmed up.
page 2-11

page 2-12

OPEATIONS AUTHORIZED

MANEUVER
Chandelles
Lazy Eights
Steep Turns
Spins
Stalls

Your Cessna 150, with standard equipment as certified under FAA
Type Certificate is approved for day and night operation under VFR.

During prolonged spins the aircraft engine may stop; however, spin
recovery is not adversely affected by engine stoppage.

Additional optional equipment is available to increase its utility and
to make it authorized under IFR day and night.

Aerobatics that may impose high inverted loads should not be
attempted. The important thing to bear in mind in-flight maneuvers is
that the Cessna 150 is clean in aerodynamic design and will build up
speed quickly with the nose down. Proper speed control is an
essential requirement for execution of any maneuver, and care should
always be exercised to avoid excessive speed which, in turn, can
impose excessive loads. In the execution of all maneuvers, avoid
abrupt use of controls.

Section III
OPERATING LIMITATIONS

Your airplane must be operated in accordance with all FAA approved
markings placards and checklists in the airplane. If there is any
information in this section, which contradicts the FAA approved
markings, placards and checklists, it is to be disregarded.

RECOMMENDED ENTRY SPEED
109 MPH (95 knots)
109 MPH (95 knots)
109 MPH (95 knots)
Use slow Deceleration
Use slow Deceleration

MANEUVERS - - UTILITY CATEGORY
AIRSPEED LIMITATIONS
This airplane is not designed for purely aerobatic flight. However, in
the acquisition of various certificates such as commercial pilot,
instrument pilot and flight instructor, certain maneuvers are required
by the FAA. All of these maneuvers are permitted in the Cessna 150.
In connection with the foregoing, the following gross weights and
flight load factors apply, with recommended entry speed for
maneuvers as shown.
Maximum Design Weight
Flight Maneuvering Load factor, *Flaps Up
Flight Maneuvering Load Factor, *Flaps Down

1600 lbs
+4.4 to -1.76
+3.5

* The design load factors are 150% of the above and in all cases the
structure meets or exceeds design loads.

The following are the certificated calibrated airspeed limits for the
Cessna 150:
Maximum (Glide or dive, smooth air)
162 MPH (red line)
Caution Range
120-162 MPH (yellow arc)
Normal Range
56-120 MPH (green arc)
Flap Operating Range
49-100 MPH (white arc)
Maneuvering Speed *
109 MPH
* The maximum speed at which you can use abrupt control travel
without exceeding the design load factor
ENGINE OPEATION LIMITAIONS
Power and Speed

No aerobatic maneuvers are approved except those listed below:
page 3-1

100 BHP at 2750 RPM
Page 3-2

ENGINE ISNTRUMENT MARKINGS
OIL TEMPERATURE GAUGE

Normal Operating Range
Maximum Allowable

Green Arc
Red Line

OIL PRESSURE GUAGE

Minimum Idling
Normal Operating Range
Maximum

10 psi (red line)
30 - 50 psi
100 psi (red line)

FUEL QUANTITY INDICATORS
Empty (1.75 gallons unusable each tank)
TACHOMETER
Normal Operating Range:
At sea level
At 5000 feet
At 10,00
Maximum Allowable

E (red line)

2000 - 2550 (inner green arch)
2000 - 2650 (middle green arc)
2000 - 2750 (outer green arc)
2750 (red line)

WEIGHT AND BALANCE
The following information will enable you to operate your Cessna
150 within the prescribed weight and center of gravity limitations.
To figure the weight and balance for your particular airplane, use the
Sample Problem, Loading Graph, and Center of Gravity Moment
Envelope as follows:

SAMPLE
LOADING
PROBLEM
Licensed Empty
Weight (sample
airplane)
Oil 6 qts **

SAMPLE
AIRPLANE
WT
Moment
(lbs)
(lb-in)
/ 1000)
1038
34.2

11

-0.1

Pilot and
Passenger
Fuel (22.5 gal @
6 lb/ gal
Baggage

340

13.3

135

5.7

76

4.9

Total Aircraft
Weight

1600

58

Locate this point (1600 at 58.0) on the Center of Gravity envelope
chart and since this falls within the envelope, the loading is
acceptable.
** NOTE: Normally, full oil may be assumed for all flights

Take the licensed Empty Weight and Moment/1000 from the Weight
and Balance Data Sheet, plus any changes noted on forms FAA-337
carried in your airplane, and write them down in the proper columns.
Using the Loading Graph, determine the moment/1000 of each item
to be carried. Total the weights and moments/1000 and use the
Center of Gravity Moment Envelope to determine whether the point
falls within the envelope and if the loading is acceptable.
page 3-3

YOUR
AIRPLANE
WT
Moment
(lbs)
(lb-in)
/ 1000)

page 3-4

page 3-5

page 3-6

Section IV
CARE OF THE AIRPLANE
If your airplane is to retain that new plane performance, stamina, and
dependability, certain inspection and maintenance requirements must
be followed. It is always wise to follow a planned schedule of
lubrication and maintenance based on the climatic and flying
conditions encountered in your locality.
Keep in touch with your Cessna dealer, and take advantage of his
knowledge and experience. He knows your airplane and how to
maintain it. He will remind you when lubrications and oil changes
are necessary and about outer seasonal and periodic services.
GROUND HANDLING
The airplane is most easily and safely maneuvered by hand with a
tow-bar attached to the nose wheel
NOTE

When using the tow-bar, never exceed the turning angle of 30º either
side of center, or damage to the gear will result.
MOORING YOUR AIRPLANE
Proper tie-down is the best precaution against damage to your parked
airplane by gusty or strong winds.
To tied down your airplane securely, proceed as follows:
1. Set parking brake and install control wheel lock
2. Install a surface control lock between each aileron and flap
3. Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to wing, and tail tail-down fittings and secure each rope
to ramp tie-down
4. Install a surface control lock over the fin and rudder
page 4-1

5. Install a pitot tube cover
6. Tie a rope to an exposed portion of the engine mount and secure
the opposite end to a ramp tie-down
WINDSHIELD - - WINDOWS
The plastic windshield and windows should be kept clean and waxed
at all times. To prevent scratches and crazing, wash them carefully
with plenty of soap and water, using the palm of the hand to feel and
dislodge dirt and mud. A soft cloth, chamois or sponge may be used,
but only to carry water to the surface. Rinse thoroughly, then dry
with a clean moist chamois. Rubbing the surface of the plastic with a
dry cloth builds up an electrostatic charge so that it attracts dust
particles in the air. Wiping with a moist chamois will remove both
the dust and this charge
Remove oil and grease with a cloth moistened with kerosene. Never
use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire
extinguisher or anti-ice fluid, lacquer thinner or glass cleaner. These
materials will soften the plastic and may cause it to craze.
After removing dirt and grease, if the surface is not badly scratched, it
should be waxed with a good grade of commercial wax. The wax
will fill in minor scratches and help prevent further scratching. Apply
a thin even coat of was and bring it to a high polish by rubbing lightly
with a clean, dry, soft flannel cloth. Do not use a power buffer; the
heat generated by the buffing pad may soften the plastic.
Do not use a canvas cover on the windshield unless freezing rain or
sleet is anticipated. Canvas covers may scratch the plastic surface.

page 4-2

PAINTED SURFACES
PROPELLER CARE
The painted surfaces of your new Cessna require an initial curing
period which may be as long as 90 days after the finish is applied.
During this curing period some precautions should be taken to avoid

damaging the finish or interfering with the curing process. The finish
should be cleaned only by washing with clean water and mild soap,
followed by a rinse with water and drying with cloths or a chamois.
Do not use polish or wax, which would exclude air from the surface,
during this 90-day curing period. Do not rub or buff the finish and
avoid flying through rain, sleet or hail.
Once the finish has cured completely, it may be waxed with a good
automotive wax. A heavier coating of was on the leading edges of
the wings and tail and on the engine nose cap and propeller spinner
will help reduce the abrasion encountered in these areas.
ALUMINUM SURFACES

Preflight inspection of propeller blades for nicks, and wiping them
occasionally with an oily cloth to clean off grass and bug stains will
assure long, trouble-free service. It is vital that small nicks on the
propellers, particularly near the tips and on the leading edges, are
dressed out as soon as possible since these nicks produce stress
concentrations, and if ignored, may result in cracks. Never use an
alkaline cleaner on the blades. Remove grass and dirt with carbon
tetrachloride or Stoddard solvent.
INTERIOR CARE
To remove dust and loose dirt from the upholstery, headliner, and
carpet, clean the interior regularly with a vacuum cleaner.
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
several seconds. Continue blotting until no more liquid is taken up.
Scrape off sticky materials with a dull knife, then spot-clean the area.

The clad aluminum surfaces of your Cessna require only a minimum
of care to keep them bright and clean. The airplane may be washed
with clear water to remove dirt; oil and grease may be removed with
gasoline, naphtha, carbon tetrachloride or other non-alkaline solvents.
Dulled aluminum surfaces may be cleaned effectively with an aircraft
aluminum polish.

Oily spots may be cleaned with household spot removers used
sparingly. Before using any solvent, read the instructions on the
container and test it on an obscure place on the fabric to be cleaned.
Never saturate the fabric with a volatile solvent; it may damage the
padding and backing materials.

After cleaning and periodically thereafter, waxing with a good
automotive was will preserve the bright appearance and retard
corrosion. Regular waxing is especially recommended for airplanes
operated in salt water areas as a protection against corrosion.

Soiled upholstery and carpet may be cleaned with foam-type
detergent, and used according to the manufacturer's instructions. To
minimize wetting the fabric, keep the foam as dry as possible and
remove it with a vacuum cleaner,

page 4-3
page 4-4

The plastic trim, instrument panel and control knobs need only be
wiped off with a damp cloth. Oil and grease on the control wheel and
control knobs can be removed with a cloth moistened with kerosene.
Volatile solvents, such as mentioned in paragraphs on care of the
windshield, must never be used since they soften the craze the plastic.

AIRPLANE FILE
There are miscellaneous data, information and licenses that are a part
of the airplane file. The following is a checklist for that file. In
addition, a periodic check should be made of the latest Civil Air
Regulations in insure that all data requirements are met.

INSPECTION SERVICE AND INSPECTION PERIODS
With your airplane you will receive an Owner's Service Policy.
Coupons attached to the policy entitle you to an initial inspection and
the first 100-hour inspection at no charge. If you take delivery from
your Dealer, he will perform the initial inspection before delivery of
the airplane to you. If you pick up the airplane at the factory, plan to
take it to your Dealer reasonably soon after you take deliver on it.
This will permit him to check it over and to make any minor
adjustments that may appear necessary.
Also, plan an inspection by your Dealer at 100 hours or 90 days,
which ever comes first. This inspection also is performed by your
Dealer for you at no charge. While these important inspections will
be performed for you by any Cessna Dealer, in most cases you will
prefer to have the Dealer from whom you purchased the airplane
accomplish this work.
Civil Air Regulations required that all airplanes have a periodic
(annual) inspection as prescribed by the administrator, and performed
a person designated by the administrator. In addition, 100-hour
periodic inspections made by an "appropriately-rated mechanic" are
required if the airplane is flown for hire. The Cessna Aircraft
Company recommends the 100-hour periodic inspection for your
airplane. The procedure for this 100-hour inspection has been
carefully worked out by the factory and is followed by the Cessna
Dealer Organization. The complete familiarity of the Cessna Dealer
Organization with Cessna equipment and factory-approved
procedures provides the highest type of service possible at lower cost.
page 4-5

1) To be displayed in the airplane at all times:
a) Aircraft Airworthiness Certificate (Form FAA-1362)
b) Aircraft Registration Certificate (Form FAA -500A)
c) Airplane Radio Station License (Form FCC-404, if transmitter
installed)
2) To be carried in the airplane at all times
a) Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA-337 if applicable)
b) Airplane Equipment List
3) To be made available upon request:
a) Airplane Log Book
b) Engine Log Book
LUBRICATION AND SERVICING PROCEDURES
Specific servicing information is provided here for items requiring
daily attention. A Service Frequency checklist is included to inform
the pilot when to have other items checked and serviced
DAILY

Fuel Tank Filler
Service after each flight with 80/87 minimum grade fuel. The
capacity of each wing tank is 19 gallons for optional patroller tanks
Fuel Strainer
On the first flight of the day and after each refueling, drain for about
four seconds, to clear fuel strainer of possible water and sediment.
Turn the drain knob, then check that strainer drain is close after
draining.
page 4-6

Oil Filler
When preflight check shows low oil level, service with aviation grade
engine oil: SAE 20 below 40ºF and SAE 40 above 40ºF. Your
Cessna was delivered from the factory with straight mineral oil (nondetergent) and should be operated with straight mineral oil for the
first 25 hours. The use of mineral oil during the 25-hour break-in
period will help seat the piston rings and will result in less oil
consumption. After the first 25 hours, either mineral oil or detergent
oil may be used. If a detergent oil is used, it must conform to
Continental Motors Corporation Specification MHS-24. Your Cessna
Dealer can supply an approved brand.

EACH 100 HOURS

Oil Dipstick
Check oil level before each flight. Do not operate on less than 4
quarts and fill if an extended flight is planned. The oil capacity of
each engine is 7 quarts (optional oil filter has been installed)

EACH 500 HOURS

Brake Master Cylinders
Check and Fill
Gyro Instrument Air Filters
Replace. Replace sooner if erratic
or sluggish responses are noted with normal suction gauge readings.
Shimmy Dampener
Check and Fill
Suction Relief Valve Inlet Screen Check inlet screen for dirt or
obstruction
Fuel Tank Sump Drains
Drain water and sediment
Fuel Line Drain Plug
Drain water and sediment
Vacuum System Oil Separator
Clean

Wheel Bearings

Lubricate. Lubricate at first 100 hours and at
500 hours thereafter

SERVICING INTERVALS CHECKLIST
EACH 25 HOURS
Battery
Engine Oil
Engine Oil Screen
Induction Air Filter
Nose Gear Torque Links

Check and Service
Change
Clean
Clean or Replace
Lubricate

EACH 50 HOURS
Engine Oil Filter

Change
page 4-7

page 4-8

Section V
OPERATIONAL DATA
The operational data shown on the following pages are compiled
from actual tests with airplane and engine in good condition, and
using average piloting technique and best power mixture. You will
find this data a valuable aid when planning your flights. However,
inasmuch as the number of variables included precludes great
accuracy, an ample fuel reserve should be provided. The range
performance show makes no allowance for wind, navigation error,
pilot technique, warm-up, take-off, climb etc., which may different on
each flight you make. All of these factors must be considered when
estimating fuel reserve.
To realize the maximum usefulness from your Cessna 150, you
should take advantage of its high cruising speeds. However, if range
is of primary importance, it may pay you to fly at a low cruising RPM
thereby increasing your range and allowing you to make the trip nonsop with ample fuel reserve. The range table on page 6-3 should be
used to solve flight-planning problems of this nature.
In the table (figure 5-4) range and endurance are given for lean
mixture from 2500 feet to 12,500 feet. All figures are based on zero
wind, 35 gallons of fuel for cruise, McCauley 1A100/MCM6950
propeller, 1600 pounds gross weight, and standard atmospheric
conditions. Mixture is leaned to maximum RPM. Allowances for
fuel reserve, headwinds, takeoffs and climb, and variation in mixture
leaning technique should be made as no allowances are shown on the
chart. Other indeterminate variables such as carburetor metering
characteristics, engine and propeller conditions, and turbulence of the
atmosphere may account for variations of 10% or more in maximum
range.

page 5-1

AIRSPEED CORRECTION TABLE
FLAPS UP
IAS
CAS

40
51

50
57

60
65

70
73

80
82

90
91

100 110 120 130 140
100 109 118 127 136

FLAPS DOWN
IAS
CAS

40
49

50
55

60
63

70
72

80
81

90
89

100 110 120 130 140
98

figure 5-1

STALLING SPEEDS
Power off, (mph)
Gross
Weight
1600 lbs
Flaps 0º
Flaps 20º
Flaps 40º

ANGLE OF BANK

0º

20º

40º

60º

55
49
48

57
51
49

63
56
54

78
70
67

figure 5-2
page 5-2

CRUISE PERFORMANCE
(WITH LEAN MIXTURE)
NOTE: Maximum performance cruise is limited to 75% power
ALTITUDE
RPM %BHP
TAS
GAL/
* END. *RANGE
HR
MPH
(HOURS) (MILES)
2500

5000

7500

10,000

12,500

figure 5-3

4.9
7.2
126
94
2750
5.2
6.8
124
89
2700
5.9
6.0
119
79
2600
6.6
5.3
114
71
2500
7.4
4.7
108
63
2400
8.3
4.2
102
56
2300
9.1
3.8
95
50
2200
10.0
3.5
87
45
2100
5.3
6.6
126
87
2750
5.6
6.2
124
82
2700
6.3
5.5
119
74
2600
7.1
4.9
113
66
2500
7.9
4.4
107
58
2400
8.7
4.0
100
53
2300
9.5
3.7
92
47
2200
10.2
3.4
86
44
2100
6.1
5.7
123
76
2700
6.8
5.1
117
68
2600
7.6
4.6
111
61
2500
8.3
4.2
104
55
2400
9.1
3.8
97
50
2300
9.7
3.6
90
46
2200
10.2
3.4
85
44
2100
6.6
5.3
122
71
2700
7.3
4.8
116
64
2600
8.0
4.4
109
58
2500
8.7
4.0
101
52
2400
9.4
3.7
94
48
2300
9.8
3.6
89
45
2200
7.4
4.7
117
63
2650
7.7
4.5
113
60
2600
8.4
4.2
105
55
2500
9.0
3.9
99
51
2400
9.5
3.7
89
48
2300
* NOTE: No allowance is made for takeoff or reserve

figure 5.4
page 5-4

page 5-3
Altitude

Temp (F) Temp (C)

610
640
700
755
805
845
865
870
670
700
755
800
845
865
875
875
755
805
845
865
880
875
870
805
840
870
880
887
875
860
875
885
890
845

Sea Level
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
9,000
10,000
11,000
12,000
13,000
14,000
15,000
16,000
17,000
18,000
19,000
20,000

59
55.5
52
48.5
45
41.5
38
34.5
31
27.5
24
20.5
17
13.5
10
6.5
3
-0.5
-4
-7.5
-11

15
13
11
9
7
5
3
1
-1
-3
-5
-7
-9
-11
-13
-15
-17
-19
-21
-23
-25

Standard Temperatures

ALPHABETICAL
INDEX

A
After landing, 1-4
Airplane
before entering, 1-1
file, 4-5
ground handling, 4-1
mooring, 4-1
secure, 1-4
Airspeed correction table, 5-2
Airspeed limitations, 3-2
Aluminum surfaces, 4-3
Authorized operations, 3-1
B
Baggage capacity, i
Before entering airplane, 1-1
Before landing, 1-3
Before starting engine, 1-1
Before takeoff, 1-2, 2-6
Brake system, parking 2-4
C
Cabin heating and ventilating
system, 2-4
Capacity
baggage, i
fuel, i
oil, i
Carburetor, 2-2
Care
exterior, 4-2
interior, 4-3

propeller, 4-3
Center of gravity moment
envelope, 3-6
Checklist, servicing intervals, 47,4-8
Climb, 1-3
data table, 5-3
maximum performance, 1-3
normal, 1-3
speeds, 2-8
Cold weather operation, 2-10
Correction Table, airspeed, 5-2
Cruise performance table, 5-4
Cruising, 1-3
D
Diagram, exterior inspection, iv
Dimensions, principal, ii
Distance table
landing, 5-3
takeoff, 5-3

Fuel System, 2-1
capacity, i
carburetor, 2-2
primer, 2-2
quantity, 2-1
quantity indicators, 3-3
schematic, 2-2
shutoff valve, 2-2
strainer, 2-2,4-6
tank fillers, 2-7
Flap Settings, 2-7
Fuses and Circuit Breakers, 2-3
G
Generator warning light, 2-3
Gross weight, i
Ground handling, 4-1
H
Heating and ventilation system,
cabin, 2-4

E
I
Electrical system, 2-3
fuses and circuit breakers, 2-3
generator warning light, 2-3
Empty weight, i
Engine,
Before starting, 1-1
instrument markings, 3-3
operation limitations, 3-2
primer, 2-2
starting, 1-2
Exterior care, 4-2
Exterior Inspection , iv
F
File, airplane, 4-5

Indicator, fuel quantity, 3-3
Inspection diagram, exterior, iv
Inspection service and inspection
periods, 4-4
Instrument markings, engine,3-3
Interior care, 4-3
L
Landing, i, 2-9
after, 1-4
before, 1-3
distance table, 6-2
lights, 2-3
normal, 1-3

short field, 2-9
Light, landing, 2-3
Limitations,
airspeed, 3-2
engine operation, 3-2
Loading graph, 3-5
Loading problem, sample, 3-4
Lubrications and servicing
procedures, 4-6
M
Magneto check, 2-6
Maneuvers, utility category, 3-1
Markings, instrument 3-3
Maximum performance climb, 13
Maximum performance takeoff,
1-2
Mooring your airplane, 4-1
N
Normal climb, 1-3
Normal landing, 1-3
Normal takeoff, 1-2
O
Oil capacity, i
Dipstick, 4-7
Filler, 4-6
Temperature gauge, 3-3
Pressure gauge, 3-3
Operation, cold weather 2-10
Operations, authorized, 3-1
Owner follow-up system, 4-5
P
Performance - specifications, i

parking brake, 2-4
Power checks, 2-7
Power, i
Power loading, i
Primer, engine, 2-2
Principal dimensions, ii
Propeller care, 4-3
Q
Quantity data, fuel, 2-1
Quantity indicators, fuel, 3-3

T
Tachometer, 3-3
Takeoff, i, 1-2, 2-7
before takeoff, 1-2, 2-6
crosswind, 2-8
distance table, 5-3
maximum performance, 1-2
normal, 1-2
Taxiing, 2-4
diagram, 2-5

R
U
Range, i, 5-4
Rate of climb, i

Utility category, maneuvers, 3-1
S

Sample loading problem, 3-4
Secure aircraft, 1-4
Service ceiling, i
Servicing and lubrication, 4-6
Servicing intervals, check list, 47, 4-8
servicing requirements table ,
after index
Shut-off valve, fuel, 2-2
Specifications, performance, i
Speed, i
Stalls, 2-9
speed chart, 5-2
Starting engine, 1-2, 2-4
before, 1-1
Strainer, fuel, 2-2
System
cabin heating and ventilating,
2-4
electrical, 2-3
fuel, 2-1
owner follow-up, 4-5

V
Valve, fuel shutoff, 2-2
W
Weight,
empty, i
gross, i
Weight and balance, 3-3
center of gravity moment
envelope, 3-6
loading graph, 3-6-5
sample loading problem, 3-4
Windshield - windows, 4-2
Wing loading, i

Servicing Requirements
FUEL
Aviation Grade
80/87 Minimum, grade
Capacity, each
19 gallons
capacity of sump 7
qts with oil filter
do not operate with less than 4 qts
ENGINE OIL
aviation grade

SAE 20 below 40º
SAE 24 above 40º

HYDRAULIC FLUID
MIL - H - 5606 Hydraulic fluid
TIRE PRESSURE
Nose gear
Main gear

30 psi
30 psi (5:00 x 5 tire)
21 psi (6:00 x 6 tire, optional



---

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Author                          : Chris and Stephanie
Title                           : 1964 Cessna 150 Patroller
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Page Count                      : 23
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