CESSNA:152A INFORMATION MANUAL
Cessna A –152 is two place side seating, high wing – monoplane of all metal, semimonocoque construction. It is equipped with fixed tubular spring- steel main gear struts and searatle nose gear
with air-oil shock strut. It is powered by AVV-LYCOMING – 0 – 235 – N2C, four cylinder, horizontally
opposed, normally as paired air cooled engine, driving al all metal, fire pitch propeller.
(I)
LEADING PARTICULARS:
1) Principal Dimensions
Span
Length
Height
Tail Span
:33’- 4”
:24’- 1”
:8’- 6”
:10’ – 0”
2) Wing Data
Chord
Span
Incidence
Dihedral
:
:33’ – 4”
:
:
Wash-out 1°
3) Empennagge
Incidence of stabilizer:
-30°
4) Control surface
Aileron
Wing flap
Rudder
Elevator
Elevator Trim Tab
5) Power plant
Number of engine
Manufacturer
Model No.
Type
Horse power raring
Engine speed
Power loading
Wing loading
Static RPM
‘LIKE’ facebook.com/GhostAviators
Range of Movement
:Up 28
: Down 15°
: Droop 1° from stream line.
: Down 30°
:Right 23°
Left 23°
Up 26°
Down 18°
: Up 10°
: Down 20°
:One
:AVCO Lycoming
:0-235-N2C
:Normally aspirated direct drive air
cooled , horizontally opposed four cylinder
engine with 233.3 displacement.
:0
: 108 rated BHP at 2550 RPM.
:15.5 lbs / HP
: 10.5 lbs / Sq.ft
:2280 to 2380 RPM
‘JOIN’ facebook.com/groups/ghostaviator/
6) Propeller
Manufacture
Number of propeller
No. of blades
Propeller diameter
Type
Model No.
7) Fuel
a) Standard tanks
Number tanks
Fuel flow
Fuel quantity
Usable fuel
Unusable fuel
:Mc Canoly Assessory Division.
:One
:Two
:69”
:Fixed pitch
:1 A 103 / TCM 6958
:Two (One in each wing)
:By gravity
:26 U.S. gallons (13 U.S. gallons in each tank)
:24.5 U.S. gallons
:1.5 U.S. gallons
b) Long range tanks (VT-EMM & VT-EMM is fitted with these tanks)
Number of tanks
:Two (One in each wing)
Fuel flow
:By gravity
Usable fuel
:37.5 US gallons
Unusable fuel
:1.5 US gallons
Quantity fuel
:39 US gallons
Fuel Quantity indicator gauge
:magnetic type, used in conjunction with flout
Operated variable resistance transmitter.
c) Grade of fuel
100 LL grade Aviation fuel (Blue)
100 (Formerly 100-130) grade aviation fuel (Green)
8) Engine Lubrication
Type
Capacity
Grade
:A full pressure wet-sump type lubrication
system
:6 Quarts.
:MJI –L- 6082 Aviation grade straight mineral
Oil
a) Temperature
:minimum 100° F
: Maximum 245° F
b) Pressure
:Minimum 25 PSI
Normal 60 to 90 PSI
:Maximum 115 PSI
9) LANDING GEARS:
Type
a)
Main landing gear
Tire size (Main)
Tire Pressure
Track
Shock absorber
‘LIKE’ facebook.com/GhostAviators
:Tri –cycle type with stcerable nose wheel.
:
:15-6.00 x 6.4 ply rated (Standard)
:For standard Tire – 29 PSI
:7’- 7¼”
: Tubular spring- steel , main landing gear
Strut.
‘JOIN’ facebook.com/groups/ghostaviator/
b) NOSE WHEEL
Tire size
Tire size
Shock absorber
Nose steering
10) Break System
Type
Parking brakes
11) Weight
Ramp
Take-off
Landing
Standard empty weight
Maximum useful load
Baggage area I
Baggage area II
Max total weight allowed
For I & II
Datum
:5.00 x 5.4- ply rated
:30 PSI
:Air / Oil shock strut
:max. 30 right or left of center
:Hydraulically actuated single disc type.
:Operated by knob on lower left side of
Instrument panel.
:1675 lbs.
:1670 lbs.
:1670 lbs.
:1131 lbs.
:544 lbs.
: 120 lbs.
:40 lbs.
:120 lbs.
:Firewall Front face
SYSTEM DESCRIPTION:
Fuselage:
monocue.
it is a conventional formed sheer metal bulkhead, Stringer and skin design referred to as semi-
WINGS: Externally traced wings are constructed of a front and rear with formed sheet
ribs doublers and stringers and entire structure is covered with aluminum skin.
Conventional buged aileron and single slotted flaps are attached to the trailing edge of the wings. The
ailerons are constructed of for ward spar containing balance weight, formed sheet metal ribs and “V” type
corrugated, aluminum skin join together at the trailing edge. The flaps are constructed basically the same as
the aileron with exception of the balance weights on the addition of a formed sheet metal leading edge
section.
EMPENNAGE: It consists of a conventional vertical stabilizer, rudder horizon stabilizer and elevator.
The vertical stabilizer consuists a spar, formed sheet metal ribs and formed trailing skin with ground
adjustable to trim-tube at its base. The top of the rudder incorporates a leading edge extension, which
contains a balance weight. The horizontal stabilizer is constructed of a forward spar, main spar, formed
sheer metal ribs and stiffners, a warp around skin panel and formed leading edge skins.
The horizion stablizer also contains the elevator-trim tab actuator. The construction elevator consists of main
spar and bell-crank, left and right wrap around skin panel and formed trailing skin on the left half of the
elevator, the entire trailing edge of the right half is hinged and formed to the elevator trim-tab. Leading edge
of both the elevator tip incorporates extension which contains balance weights.
FLIGHT CONTROLS: Airplane’s flight control system consists of convention aileron, rudder. and
elevator control surface . The control surfaces a manually operated through mechanical linkage using control
wheels the ailerons & elevators, and rudder pedals for the rudder
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
TRIM SYSTEMS:
A manually operated elevator trim cap is provided. Elevator trimming is accomplished through the
elevator trim tab by utilizing the vertically mounted trim control wheel. Forward rotation of the trim wheel
will trim nose down, conversely half rptaion will trim nose up.
INSTRUMENT PANEL:
The instrument panel is designed to place the primary flight instruments directly in front of the pilot.
The gyro-operated flight instruments are arranged one above the other, alightly to the left of the control
column to the low vacuum & low voltage warning lights between them.
To the left of these instruments are air speed indicator, and turner co-ordinator. the altimeter, vertical
speed indicator, digital clock, suction gauge and navigation instruments are above and or the right of control
column.
Avionics instrument is stacked approximately on the centerline of the panel, with space for
additional equipment on the lower right side of instrument panel. right side of panel also contains the
tachometer, ammeter, economy mixer indicator BGT & additional instruments such as a flight hour recorder
and accelerometer. The left switch and control panel, under the primary instruments panel, contains the fuel,
quantity indicators and engine instrument position below the pilots control wheel the electrical switched
panek and radio light rheostat knob ignition and master switches primary and parking brake controls are
located around these instruments. The engine controls, wing flap switch, stand by vaccum pump switch, and
cabin air and heat control knobs are to the right of the pilots near the center of the switch and control panel.
Directly below these controls are the elevator trim control wheel, trim position indicator, microphone and
circuit breakers. A map compartment is on the extreme right side of the switch and control panel.
GROUND CONTROL:
Effective ground control is accomplished through nose wheel steering by using the radar pedals,
left radar pedals to steer left, and right radar pedals to steer tight. When a radar pedal is depressed, a spring
loaded steering bungee (it is connected to the nose gear and to the rudder bars) will turn the nose wheel to an
arc of approx.8.5° each side of center. By applying either left or right brake, the degree of turn may be
increased upto 30° each side of center.
Moving the airplane by hand is rost easily accomplished by attaching a tow-bar to the nose gear
strut. If a tow bar is not available, or pushing is required, use the wing struts as pushing points. So not use
the vertical or horizontal control surface to move the airplane. If the airplane has to be towed by vehicle,
even turn the nose wheel more than 30° either side or center or structural damage to the nose gear would
result.
The minimum turning radius of the airplane, using the differential braking and nose wheel
steering during the taxi is approx. 25ft.in to obtain a minimum radius turn during ground handing, the
airplane may be rotated either by main landing gear by pressing down on the tail cone just forward of the
vertical stabilizer to raise the nose wheel off the ground.
WING FLAP SYSTEM:
The electrically operated wing flaps are to the single slot type with a maximum deflection of 30°.
They are extended or retracted by positioning the wing flap switch lever of the instrument. Panel to the
desired flap deflection position. The switch lever is moved up or down in a slot in the instrument panel that
provides mechanical stops at the 10° move the switch lever to the right to clear the stop and position it is as
desired. A scale and pointer on the left side of the switch lever indicates flap travel on degrees. The wing
flap system circuit is protected by 15 ampere circuit breaker, labeled flap, near the center of the switch and
control panel.
LANDING GEAR SYSTEM:
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
The landing gear is of the tricycle type with a steerable nose wheel and two main wheels. The
landing gear may be equipped with wheel fairings. Shock absorption is provided by the tubular spring-steel
main landing gear struts and the air oil nose shock struts. Each main gear wheel is equipped with aulically
actuated disctype brake on the interior side of each wheel, when the fairlings are installed; an aerodynamic
fairing covers each brake.
BAGGAGE COMPARTMENT:
The baggage compartment consists of the area from the back of the pilot and passenger’s seats to
the aft cabin bulkhead. Access to the baggage compartment is gained from within the airplane cabin. A
baggage not with six die-down straps is provided for securing baggage and is attached by tying the straps to
die-down air provided in the airplane. When loading the airplane children should not be placed or permitted
in the baggage compartment, and any material that may be hazardous to the airplane or occupants should not
be placed any where in the airplane. For baggage area dimensions refer to section.
SEATS:
The seating arrangement consists of two separate adjustable seats for the pilot and passanger. The
pilot’s and passenger’s seats are available two designs and six-way adjustable.
Four-way seats may be moved forward or aft, and the seat back angle changed. To position either
seat, left the lever under the inboard corner of the seat, slide the seat into position, release the lever and
check that the seat is locked in place. To adjust the seat back, pull forward on the knob sider center of the
seat and apply pressure to the back. To return the seat to the upright position. Pull forward on the exposed
portion of the seat back frame, both seat backs will also fold full forward. The seat back and seat bottom
cushions on the pilot’s and passenger’s seats are removable accommodate the usage of parachutes aerobatic
flight. the cushions are held in face by hook and pile fasteners, and are removed simply by pulling the
cushions loose from the seat frame. To replace the cushions, position and place.
SEAT BELTS AND SHOULDER HARNESS:
The pilot’s and passenger’s seats are equipped with belts doubles-straps shoulder harness.
SEAT BELTS:
The seat belts used with the pilot’s and passengers seats are attached fitting on the floorboard. The
latch is outboard of each seat and the line it is inboard of each seat.
To use the pilot’s and passenger’s seat belts, position the seats as desired, and then lengthen the
latch and link halves approximately on equate by grapping the narrow release and pulling on the end of the
below. Rotate the hooked locking arm on the latch half to the open (inboard), connect the end link or the link
half to the latch, and the locking arm closed until it engages the locking detant. Tight belt halves evenly to a
snug fit. To release the seat belts, rotate the locking arm toward the link half and pull the link half of the belt
free.
HOULDER HARNESS:
Each shoulder harness is attached by a stirrup and cable to structure in the car of the cabin .To
use a shoulder harness, adjust the links halves of the seat belt for approx. length and leave to as connected,
lengthen the harness straps as required by pulling down on harness and loose while pulling up on the narrow
release straps. Slip harness and loop over the end of the seat belt link. Rotate the hook position, connect the
link to the latch, and rotate the looking arm close until it engages the locking detent. Tighten the seat belt to
the snug fit a normal flight, adjust the harness to allow the occupant to lean forward not to sit completely,
but tight enough to prevent excessive forward movement contact with on jects in the event of sudden
declarations. Also the pilot with want freedom to reach all controls easily. If the pilot is to be aeroback both
the seat belt and aboulser harness should be quite snug.
To remove the shoulder harness. Rotate the locking arm on the latch of the seat belt to the open
position and pull the link half of the belt for allowing the shoulder harness to loose and slip off the belt link.
ENTRANCE DOORS AND CABIN WINDOWS:
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
Entry to, and exit from the airplane is airplane is accomplished through either two-jettisionable
entry doors, one on each side of the cabin. The door incorporate a recessed exterior and interior door handle,
a key operate a lock (left door only), a door open mechanism, and an openable window. A ring on each
forward doorpost serves as an emergency release control for doors.
To open the doors from outside the airplane, atilise the recessed a handle near the aft edge of
each door. Grasp the forward edge of the hand and pull out. To close or open the doors from inside the
airplane, use the recessed door handle and arm rest. Both cabin doors should be checked of security prior to
flight, and should not be opened intentionally during flight.
NOTE
Accidental opening of a cabin door in flight due to improper closing door constitute a need to land the
airplane. The best procedure is to set up airplane in a trimmed condition at approximately 65 KIAS,
momentarily shove the door.
Exit from the airplane is accomplished by grasping the forward edge of the door handle and
pulling. To lock the airplane, lock the right cabin at from the inside by inside by lifting up on the lever. Near
the aft edge of the door close the left cabin door, and using the ignition key, lock the door emergency exit is
accomplished through the jettisionable cabin doors releasing the doors with the inside handles first then
jerking sharp section 3, under the Bail-cut procedures for detail instructions.
Both cabin doors are equipped with openable windows. The windows held in the closed
position by a datent equipped latch on the lower edge the window. To open either window. Rotate the latch
upward. The windows equipped with a spring-loaded rotating arm, which will help, rotate the window
outward and hold it there. If required, the window may be opened at any space up to 149 KLAS. The rest
aide window, near windows and cabin top windows are the fixed type and cannot be opened.
CONTROL LOCKS:
A control lock is provided to lock the aileron and elevator control surface to prevent damage to
these systems by wind buffing while the airplane is parked. The lock consists of a pin shaped, steel rod, and
flag. The flag identifies the lock and cautions about its removal before starting the engine. To install the
control lock, align the hole in the top of the pilot’s control wheel shaft within hole in the top of the shaft
collar on the instrument panel and insert the rod into the aligned holes. Installation of the lock will secure the
ailerons in a neutral position and the elevator in a slightly trailing edge down position, proper installation of
the lock will place the flag over the ignition switch, in areas where high or gusty winds occur, a control
surface lock should be installed over the vertical stabilizer and rudder. The control lock and any other type
of locking device should be removed prior to starting the engine.
ENGINE CONTROLS:
Engine power is controlled by a throttle located on the lower center portion of the instrument
panel. the throttle operates in a conventional manner, in the full forward position, the throttle is open and in
the full aft position, it is closed . a friction lock which is a round krundeo disk, is located in the base of the
throttle and is operated by rotating the clock-wise to increase friction on counterclock-wise to decreases it.
The mixture control mounted above the right points corner of the control pedestal, it is red
knob with raised points around the circumference and is equipped with a lock button in the end if the knob.
The rich position of full forward, and full aft is the idle cut-off position, for small adjustment, the control
may be moved forward by rotating the knob clockwise, and aft by rotating the know counter clockwise. For
rapid or large adjustments, the knob may be moved forward or aft by depressing the lock buton in the end of
the control, and then positioning the control as desired.
ENGING INSTRUMENTS:
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
Engine operation is operated by the following instruments, oil pressure gauge, oil temperature
gauge, and techometer.
The oil pressure gauge, located on the left switch and control panel, is operated by oil
pressure. A direct oil line from the engine delivers oil at engine operating pressure to the oil pressure gauge.
Gauge marking indicate that minimum idling pressure is 26 PSI (red line), the normal operating range is 60
to 90 PSI (Green line) and maximum pressure is 115 PSI (red line).
Oil temp. is indicated by a gauge located on the left switch and control
Panel. The gauge is operated by an electrical resistance type temperature sensor, which receives power from
the airplane electrical system. Gauge markings indicate the normal creating range (Green line), which is
100° F (38° C) to 245° F (118° C) and the maximum (Red line), which is 245° F (118°C).
The engine driven mechanical tachometer is located near the upper center portion of the
instrument panel. The instrument is calibrated in increments of 100 RPM and indicates both engine and
propeller speed. An hour meter below the center of the tachometer dial records the speed engine range
(Green line) of 1000 to 2550 RPM. The upper end of the engine is stepped to indicated approximate RPM
for 75% engine power at level (2350 RPM) at 4000 feet (2450 RPM) and at 8000 feet (2500 RPM).
An economy mixture (ECT) is available for and is located on the right side of the
instrument panel. A thermocouple probe in the muffler to pipe measures exhaust temperature and transmits
it to the indicator. The indicator serves as a visual aid to the pilot in adjusting cruise mixture. Exhaust gas
temp. varies with fuel-to-air ratio, power and RPM. However, the difference between the peak EGT and the
cruise mixture setting
is essentially constant and used fuel learning aid. The indicator is equipped with a manually positioned
reference pointer.
ENGINE LUBRICATION SYSTEM:
The engine utilizes a full pressure, wet sump-type system with aviation grade oil used as
lubricant. The capacity of the engine sump (located on the bottom of the engine).is six quart’s (One
additional quarts is required for the full flow oil filter.
An oil filter cap point dipstick is located at the gear of the engine on the right side. The filter
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. To minimise loss of oil through the breather, fill to five quarts for normal
flights of less than three hours. For extended flight, fill to quarts (Dip-stick) indication only. For engine oil
grade specifications.
IGNITION / STARTER SYSTEM:
Engine ignition is provided by two engine driven magnets and two spark plugs in each
cylinder. The right magnets fire the lower left and upper right spark plugs. Normal operation is conducted
with both magnetos due to the more complete burning of the fuel-air mixture with duel ignition.
Ignition and starter operation is controlled by a rotary type of switch located on the left side of
the switch and control panel.
The switch is labeled clock-wise off, R.T. Both< and START. Then engine should be operated
on both magnetos (Both position) except for magnet checks. The P& L positions are for checking purpose
and emergency use only. When the switch is rotated to the spring-loaded START position, (with the master
switch in the ON position), the starter contactor is energized and the starter will crank the engine. When the
switch is released it will automatically return to the BOTH position.
AIR INDUCTION SYSTEM:
The engine air induction system receives the air through an air intake in the lower portion of
the engine cowilg. The intake is covered by an air filter which removes the dust and other dust particles and
other foreign matter for the induction air. Airflow passing through the filter enters an airbox, after passing
through the airbox, induction air enters the inlet in the carburater which is under the engine, and is then
inducted to the engine cylinders through the air intake manifold tube. In the event carburater ice is
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
encountered or the air intake filter becomes blocked, alternate heated air can be obtained from a shroud and
exhaust riser through a duct to a valve, in the air box operated by the carburater heat control on the
instrument panel, heated air through the shroud is obtained from an unfiltered outside source. List of full
carburater at full throttle will result in a loss of approx. 150 RPM.
EXGAUST SYSTEM:
Exhaust gas front each cylinder passes through raiser assembles to a muffler and tailpipe on
underside of engine. The muffler is constructed with a shroud around the outside, which has a heating
chamber for heated air.
CARBURETTOR AND PRIMING SYSTEM:
The engine is equipped with a n updraft, float-type, fixed jet carburater mounted on the
bottom of the engine. The carburater equipped with an enclosed.
ELECTRICAL SYSTEM:
The airplane is equipped with a 28-volt direct current electrical system. This system uses a
24-volt battery mounted on the right forward side of the firewall as the source of electrical energy and a beltdriven 60 amp. Alternator to maintain the battery’s state of charge. Power is supplied to a bus bar, and
master switch control. This power to all the circuits except the engine ignition system, clock, and flight hour
recorder (if installed). The flight hour recorder receives power through activation of an oil pressure switch
whenever the engine is operating and the block is supplied with current at all times. All avionics equipment
should be turned off prior to starting the engine or using an external power source to prevent harmful
transient voltage from damaging the transistors in this equipment.
MASTER SWITCH:
The master switch is a split-rasher type switch labeled MASTER, and is on in the up position,
and off in the down position. The right half of the switch is labeled “RAT” side of the switch should be
turned separately to check equipment while on the ground. The “ALT” side of the switch, when placed in
the OFF position, remove the alternator from the electrical system. With this switch in the OFF position, the
entire electrical load is placed on the battery. Continued operation with the alternator switch in the OFF
position will reduce battery poser low enough to open the battery contactor, remove power from alternator
field, and prevent alternator restart.
AMMETER:
The ammeter dedicated on the upper right side of the instrument panel, indicates the amount of
current in amperes, from the alternator to the battery or from the battery to the airplane electrical 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 altimeter is not functioning or the electrical load exceeds the out-put
of the alternator, the ammeter indicates the battery discharge rate.
ALTERNATOR CONTROL UNIT AND LOW VOLTAGE WARNING LIGHT:
The airplane is equipped with a combination alternator regulator high/low voltage control unit
mounted on the engine side of the fire well and a red warning light, labeled LOW VOLTAGE, above pilot’s
control column on the instrument panel.
In the event an over voltage control occurs, the altimeter control unit automatically removes
alternator field current which shut’s down the alternator. The battery will then supply system current as
shown by a discharge rate on the ammeter. Under these condition depending on electrical system load, and
low-voltage warning light will illuminate when system voltage drops below normal. The alternator control
unit may be reset by turning the master switch off and back on again. if the warning light does not illuminate
again a malfunction has occurred, and the flight should be terminated as soon as practical.
CIRCUIT BREAKERS AND FUSES:
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
Most of the electrical circuits in the airplane are protected by PUSH-TO-RESET type circuit
breakers mounted under the engine controls on the instrument panel. However circuit breakers protecting the
alternator out put and the radio cooling fan strope light (if installed) is protected by the MAV (DCME circuit
breaker 0 and fuse behind the instrument panel. Electrical circuit which are not protected by circuit breakers
and the battery contactor closing (external power) circuit, and flight hour recorder circuits. The circuitry are
protected by fuses mounted to the battery.
Spare fuses are required to be carried in the airplane at all time. To assist the pilot in meeting
this requirement, a special spare fuses holder is an assortment of spare fuses to be used in the event an
installed fuse requires replacement. If one of the fuses from the holder is used, replacement spare should be
obtained for the fuse holder.
LIGHTING SYSTEMS:
EXTERIOR LIGHTING:
Conventional navigation lights are located on the wing tips and top of the rudder, and dual
landing taxing lights are mounted in the left wing leading edge. additional lighting is available and includes
a flashing beacon located on the top of the vertical fan, and a strobe light installed o each wing tip. Details of
the strobe light system are presented in section 9 supplements.
All exterior lights are controlled by rocker on the left switch and control panel. The switch are
on in the up position and OFF in the down position.
CABIN:
The temp. and volume of airflow into the cabin can be regulated bumanipulation of the PUSHPULL cabin HT and cabin AIRCONTROL knobs.
Heated fresh air and outside air are blended in a cabin manifold just left of the firewell by adjustment
of the heat air controls, this air is then vented into the cabin from outlets in the cabin manifold near the
pilot’s and passenger’s feet. Wind, shield defrost air is also supplied by a duct leading from the manifold to
a pair of outlets below the windshield.
For cabin ventilation, pull CABIN AIR knob out. To radio the air temp. pull the CABIN HT knob
out approximately ½ to ½ for a small amount of cabin heat. Additional heat is available by pulling the knob
out further, max. heat is available with the CABIN HT knob pulled out and the CABIN AIR knob pushed
full in. after no heat is desired in, the CABIN HT knob is pushed full.
Additional ventilation air may be obtained by opening the ventilations near the upper left and right
corners of the windshield.
PITOT-STATIC SYSTEM AND INSTRIMENT:
The pitot-static system supplies RAM air pressure to the airspeed indicator and static pressure to
the air-speed indicator, vertical speed indicator and altimeter. The system is composed is either an unheated
or heated pitot tube mounted on the lower surface of the left wing, an external static part on the lower left
side of forward fuselage, and the associated plumbing necessary to connect the instruments to the sources.
A heated pitot system may be installed and consists of a heating element in the pitot tube, a
rocker-type switch labeled PITOT HRT on the left switch and control panel, a 15 AMP. Circuit breaker
under the engine controls on the instrument panel, and associated wiring. When a pitot heat switch is turned
on the element in the pitot tube is heated electrically to maintain proper operation in all possible conditions.
Pitot heat should be used only as required.
AIRSPEED INDICATOR:
The airspeed indicator is calibrated in knots and Miles/hour limitation and RPM marling include
the white are 35 to 85 knots, green are 40 to 135 knots, yellow are 125 to 175 knots and a red line 172 knots.
VERTICAL SPEED INDICATOR:
The vertical speed indicator depicts airplane rate of climb on descent in feet/minutes. The pointer
is actuated by atmospheric pressure changes resulting from changes of altitude as supplied as supplied by the
static source.
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
ALTIMETER:
Airplane altitude is depicted by a barometric type altimeter. A knob near the lower left portion of
the indicator provides adjustment of the instruments barometric scale to the current altimeter setting.
VACCUM SYSTEM AND INSTRUMENTS:
An engine-driven vacuum system is available and provides the suction necessary to operate the
altitude indicator and directional indicator. The system consists of a vaccum pump mounted on the engine, a
vaccum relief valve and vaccum system air filter on the left side of the firewell below the instrument panel,
vaccum operated instruments, and a suction gauge and low vaccum warning light on the left side of the
instrument panel. An optional electrically driven stand by vaccum pump may also be installed. It is designed
to provide adequate vaccum in the event of failure of the engine driven pump.
ATTITUDE INDICATOR:
An attitude indicator is available and gives a visual indication of right attitude. Bank attitude is
presented by a pointer at the top of the indicator relative to the bank scale which has index marks 10°, 20°,
30°, 60° & 90° either side of the center marks. Pitch and roll attitudes are presented by a miniature airplane
superimposed over a symbolic horizon area divided into two sections by a white horizon bar. The upper “
BLUE SKY” area and the lower “GROUND” area have arbitrary pitch reference lines useful for pitch
attitude control. A knob at the bottom of the instruments is provided for inflight adjustments of the miniature
airplane to the horizon bar for a more accurate attitude indication.
DIRECTIONAL INDICATOR:
A directional indicator is available and displays airplane readings on a compass card in relation to
fixed simulated airplane image and index. The directional indicator will process slightly over a period of
time. Therefore the take-off and occasionally readjusted on extended flights. A knobs on the lower left
corner of the instrument is used to adjusted the compass card to correct for any processing’s.
The stall warning system should be checked during the pre-flight inspector by placing a clear
handkerchief over the vent opening and supplying section. A sound from the warning horn will confirm that
the system is operative.
ACCELEROMETER:
An accelerometer may be mounted near the lower portion of the instrument panel and
continuously measures the forces imposed on the airplane. The instrument dial, which is calibrated ir. “g”
measures from 5 to 10g, has three pointers . one pointer continuously indicates acceleration. The max.
positive and negative acceleration pointers may be reset by depressing knob on the lower left edge of the
instruments.
CABIN FEATURES:
CABIN FIRE EXTINGUISHER:
A portable dry chemical (sodium Bi carbonate) fire extinguisher available for installation at the
right cabin wall where it would be accessible in case of fire. The extinguisher has an underwriters
laboratories classification of 5 P.C. if installed the extinguisher should be checked prior to each flight to
ensure that it’s bottles are full, as indicated by the gauge on the bottle , and is within the green marking
(approx.100 PSI) and the tamper tape is secure and carrying handle in the stored position is intact.
QUESTIONS
ANSWER
1) Gross weight
1670 Lbs.
2) Max. rated BHPP RPM
108 BHP 2550 RPM
3) Recommended cruising power present
65 to 75 & 1900 to 1950 RPM.
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
4) Max. flaps deflection
0 to 30°
5) Location of electrical starter and it is
mounted
Starter motor mounted in front of the
engine . power left side.
6) Procedure on electrical fire
Master switch off, cabin air heat vents
closed , fire extinguisher activated. All
other switched off.
7) In cold weather operation heat is
recommended below.
-7°C.
8) Engine fire on Take-off
Throttle idle mixture idle cut off. Master
switch off.
9) Fuel capacity
Standard 26 gallons (W.S.)
Long range 39 gallons (W.S)
10) Controls are operated
by cables- bell crank, push pull rods.
11) Elevator trimmer
Fitted on the right side elevator
12) Location of Gyro instrument
Left of the control column arrange one top
of the other
13) Turm & Bank indicator is operated
Mechanically & electrically
electrically operated.
14) Operation of oil temp. gauge
Thermo sensor type.
15) Pitot heat system should be warm
within.
30 seconds
16) Blockage of the fuel vent will cause
decrease in fuel flow initially causes the
engine to cut-off.
17) Take & landing speeds recommended
for flaps up down position
take-off –65-75 KIAS 10° -56 KIAS
landing –flaps up 60/70 KIAS 30° flaps
-55/56 KIAS.
18) Stall warning
Pneumatic type –sound 5/10kts.
Before the actual stall.
19) Stall speed (Flaps up & power)
Flaps up and power down
48 kts.
43 kts.
20) Firing order of engine
1-3-2-4
21) Recommended flaps setting
for take-off.
10°
22) Engine make-Number
AVCO Lycoming 0-235-N2C-108 BHP
rated 2550 RPM.
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/
23) Under carriage type
Tricycle type –made of spring
24) wing construction
Semicantolever-Sem- Monocoque
25) Location of the mixture in the
pedestal
Mounted on the right corner of control
pedestal to the right of the throttle.
26) In the airspeed indication yellow
arc means
Operation to be made with caut in the
smooth air only.
27) Green arc in the operating range
means
Normal operating range.
28) Procedure to be followed for
engine fire on T-off
Refer question-8
29) Rate of climb
715 FPM at sea level
30) To check the generator whether
The battery is charging
Or not
Load the system with the landing lights elec.
and watch the amm for charge rate.
31) Flap system is protected by
15 AMP fuse.
32) Nose wheel movement
10°on either side & max. 30° with brakes.
33) The DC voltage for the working
of electrical system is 28 DC using
a 24 V DC battery.
34) Movement of flaps
0°, 10°, 20°, 30°.
35) Brakes
Hydraulic type, disc operated.
36) Where is the starter location
Ref Q5
37) Immediate action to be taken on
engine failure on take-off.
Throttle idle, brakes applied
38) Yellow arc on ASI
Operation to be carried out in smooth air, and
with caution.
39) Green arc on oil pressure gauge
Normal operating limits
40) Location of Tachometer
Right/Co-pilot instrument panel.
41) Brakes are hydraulically actuated and mounted on the inboard side of
42) To check wether electrical systems are working, put on landing lights etc and check
ammeter reading.
43) Gyro instruments are located one above the other.
‘LIKE’ facebook.com/GhostAviators
‘JOIN’ facebook.com/groups/ghostaviator/