Precision Slow-flight C-150
Slow Flight--Any speed below normal cruise. Precision exists where you chose to place it. An airspeed 1.3 of power off, flaps up stall speed is one such speed used for landing approaches. Where the POH states a range of speeds, you should always practice at the lower number. Select a speed above and below the POH speeds for approach and practice maneuvers at these speeds. Excess speed is very common on landings. Trim is the basic control of flying precision. Any change in power, speed, or configuration requires a trim adjustment. As a student you should strive for certain standards. 10-degrees of heading, 10-knots of airspeed, and 100-feet of altitude, as a pilot you should maintain 5, 5, and 50, and as a precision flyer you should reach 2, 2, and 20. The more you practice changing through the range of slow-flight speeds the better you will be able to anticipate the trim changes and power setting required. The sound and feel of the aircraft are a good indicators to notice and learn.

No flap slow-flight
Clearing turns
Carburetor heat
Power to 1500
Use yoke to prevent any sink during deceleration
Set power to 2000
Trim four finger tip turns for minimum-controllable at 45 knots.
Trim three finger tip turns for slow flight at 55 knots.
Fine trim for airspeed
100 rpm gives one-knot airspeed change
Retrim for all power airspeed changes.

Exercise:
1. Select a level altitude slow-flight speed of 60-knots
2. Set power and finger tip trim for hands-off flight
3. Add 10-degrees flaps. Help plane stabilize at 50 knots with yoke.
4. Power stays, finger tip trim one full turn up for hands-off at 60-knots.
5. Go to 20-degrees flaps.
6. Power increased, finger tip trim one full turn up for hands-off at initial speed
7. Go to 30-degrees flaps
8. Power and trim for hands-off initial speed if possible.
9. Reverse process in 10-degree increments.

Standards:
50-5-and 5
You should tape record how much power and trim is used in each change. Make a record for reference. Note that each addition of power will require additional right rudder at the same time.

The following are designed as a talk/think through series of steps specific for the basic maneuvers of a C-150. Very slight variations are required for the C-152, C-172, and other Cessna models. When you go on a practice flight make a copy of several of these procedures and take them with you for review. An unplanned practice session wastes money. An explanation for certain specifics is included.

C-150 Procedures
TAKEOFF/CLIMBS ...........LEVEL CRUISE #1 ..............LEVEL CRUISE #2
Plane is trimmed ..........From normal climb ......From normal climb
for cruise or has........... LEVEL WINGTIP ................CLIMB 100' HIGH
landed full-flaps. ..........HOLD NOSE LEVEL ...........DIVE TO ALTITUDE
CLIMB ATTITUDE ...........1 FULL TRIM UP .................1 1/4 TRIM UP
FULL POWER..................... ACCELERATE .....................REDUCE TO 2550
1 FULL TRIM DOWN ........2450 RPM ..............................FINE TRIM
RIGHT RUDDER REQD. ....FINE TRIM ...........................2450 RPM
FINE TRIM 65KTS........................................................... Takes 20 seconds

CLIMBING LEFT TURNS ..............CLIMBING RIGHT TURNS.................. LEVEL TURNS
"clear left" ............................"clear right" ................................."clear r-l"
LITTLE/NO RUDDER.................... LEAD R-RUDDER.................................. LEAD R-RUDDER TO RIGHT
YOKE-SLIGHT FWD. ....................YOKE-SLIGHT FWD .............................30 DEGREE BANK
30 DEGREE BANK......................... 30 DEGREE BANK ..................................LEAD R-RUDDER FROM LEFT
ONE FINGER ...................................ONE FINGER ..........................................30 DEGREE BANKS
BACK PRESSURE 65KTS............. BACK PRESSURE 65KTS...................... LT BACK YOKE/CRUISE
LEAD +15 DEGREES ......................LEAD +15 DEGREES ...............................LEAD + 15 DEGREES
R-RUDDER/LEVEL ........................RELAX R-RUDDER/LEVEL ....................YOKE-RELAX/CRUISE
YOKE FWD. 65KTS ......................YOKE-SLIGHT FWD. 65KTS ..................LITTLE/NO RUDDER
R-RUDDER AS REQ. .....................R-RUDDER AS REQUIRED

60 KT DESCENT ...........................60 KT DESCENT W/FLAPS .....................TURNS IN DESCENT
From cruise........................ From 60 kt descent ........................LEAD R-RUD. TO RIGHT
CARB HEAT................................. 4 COUNT FLAPS-10 DEG. .........................LEAD R-RUDDER FROM LEFT
1500 RPM .......................................ANTICIPATE w/ FWD YOKE ..................HEAVY RUDDER REQD.
HOLD HDG. & ALT..................... HOLD HEADING ........................................AS FLAPS ADDED
3 FULL TRIM DOWN .................1 FULL TRIM UP .........................................GREATER FWD/BACK YOKE
FINE TRIM 60 KTS...................... FINE TRIM 60 KTS REQD.
w/MORE FLAPS
REPEAT FOR EACH 4 COUNT TO HOLD AIRSPEED
ANTICIPATE W/FWD YOKE

NO FLAP SLOW FLIGHT ..............RT SLOW FLIGHT TURNS ...............LFT SLOW FLIGHT TURNS
CARB HEAT..............................."clear right" .............................."clear left"
1500 RPM ..........................................LEAD R-RUDDER............................... L-AILERON/LT R-RUDDER
HOLD HDG. & ALT........................ BK PRESSURE/+POWER................... BK PRESSURE/+POWER
4-TO FULL TRIM DOWN ..............LEFT AILERON ...................................10-30 DEGREE BANK
2000 RPM .........................................10-30 DEG. BANK ................................1/2 ANGLE RECOVERY
R-RUDDER .......................................1/2 ANGLE RECOVERY ......................LEAD R-RUDDER
50 KT TO MIN.CONTROL............. L-AILERON TO LEVEL ......................AILERON TO LEVEL
RELAX R-RUDDER......................... POWER TO HOLD ALT.
POWER TO HOLD ALT.
Can lead to cross-control stall
NO FLAP RECOVERIES
FULL POWER
R-RUDDER
LOWER/HOLD NOSE
REMOVE TRIM
HOLD HEADING & ALT.

SPIN RECOVERY
POWER OFF
DIRECTION OF SPIN
FLAPS UP
OPPOSITE RUDDER (TURN COORDINATOR GIVES SPIN DIRECTION.)
YOKE FORWARD
GENTLE RECOVERY
LEVEL/CLIMB
FAA REQUIRES SPIN KNOWLEDGE BUT NOT PERFORMANCE

UNIVERSAL SPIN RECOVERY
POWER TO IDLE, FLAPS UP, TRIM NEUTRAL, LET GO OF EVERYTHING.

FF-SLOW FLIGHT................ F-F SLOW FLIGHT R TURNS .................F-F SLOW FLIGHT L TURNS
CARB HEAT.......................... "clear right" .................................................."clear left"
1500 RPM ...............................LEAD HEAVY R-RUDDER .......................LEAD LEFT AILERON
WHITE ARC/F-F ...................LEFT AILERON FOR BANK ....................R-RUDDER NO OVERBANK
YOKE FWD THEN BK ........10-30 DEGREE BANK ................................10-30 DEGREE BANK
HOLD HDG. & ALT. ............+POWER REQ.FOR ALT. ..........................+POWER REQ. FOR ALT.
FULL PWR/R-RUDDER .......1/2 ANGLE RECOVERY ............................1/2 ANGLE RECOVERY
1 FULL TRIM UP .................+L-AILERON TO LEVEL ........................... LEAD R-RUDDER
40 KTS MIN. CONTRL........ RELAX R-RUDDER ....................................LEVEL w/AILERON
+-POWER FOR ALTITUDE
FINE TRIM

F-F SLOW FLIGHT RECOVERY......................... 45 DEGREE STEEP TURNS
FULL POWER ..........................................Begin from level cruise
R-RUDDER LEAD.................................................HEAVY R-L RUDDER
MILK FLAPS TO 20 DEGR. ................................QUICKLY TO 45 DEGREE BANK
HOLD ALT. & ACCELERATE ...........................BACK PRESSURE TO HOLD NOSE
CLIMB SPEED-FLAPS UP ..................................LOCK ELBOW TO HOLD YOKE
1 FULL TRIM DOWN ..........................................LOCK HORIZON/NOSE POSITION
CLIMB OR LEVEL CRUISE................................. NOISE & VSI BEST CUES FINE TRIM
.................................................................................2 FULL TRIM DOWN OPTIONAL
................................................................................+-POWER WAKE TURBULENCE 2ND 360
.................................................................................IF WAKE TURB, BACK PRESSURE/DECREASE BANK

During the proficiency phase + 5 DEGREES OF BANK if training all slow flight + 50' ALTITUDE should be transitional into minimum controllable and back STEEP TURN RECOVERY to slow flight as a training 22 1/2 DEGREES EARLY
exercise in holding altitudes SHARP FORWARD YOKE and headings. CENTER BALL ...TRIM IF REQUIRED
..........+ 10 DEGREES OF HEADING

POWER-OFF STALL ....................POWER-ON STALL .........................DEPARTURE STALL
CLEARING TURNS ......................CLEARING TURNS ..........................CLEARING TURNS
CARB HEAT ..................................CARB HEAT .....................................CARB HEAT
PWR TO OFF .................................PWR TO 1500.................................... PWR TO 1500 HOLD
HOLD HDG. & ALT. .....................HOLD HDG. & ALT.......................... HOLD HDG. & ALT.
R-RUDDER AS REQD. .................R-RUDDER AS REQD .......................R-RUDDER AS REQD.
BUFFET OR STALL .....................SLOW TO 55 KTS ..............................SLOW TO 55 KTS
YOKE RELAX FWARD ...............PWR UP 2000/FULL ...........................PWR UP 2000/FULL
NOSE TO/BLOW HORIZON .......R-RUDDER .........................................20 DEGREES-CENTER BALL
LEVEL WINGS ..............................BUFFET OR STALL ...........................BUFFET OR STALL FULL
POWER-CLIMB 65 KTS ..............YOKE FORWARD ........ ....................YOKE FORWARD
R-RUDDER/HOLD HDG. .............NOSE TO/BLOW HORIZON............ NOSE TO/BELOW HORIZON
LEVEL WINGS ............................. LEVEL WINGS ............................The power-on/departure Stalls
F-POWER-CLIMB 65K ................F-POWER-CLIMB 65K .................should be with full power
R-RUDDER TO HOLD HDG. .......R-RUDDER TO HOLD HDG. .........during the proficiency phase

DUTCH ROLLS IN A CLIMB
YOU ARE ALREADY HOLDING RIGHT RUDDER.
PICK A POINT OR A HEADING
BANKS MUST BE THE SAME TO EACH SIDE
TAP LEFT RUDDER
START TO BANK TO LEFT OF 10, 20 OR 30 DEGREES
USE RIGHT RUDDER BEFORE NOSE CAN MOVE
REVERSE DIRECTION OF BANK
RELAX RIGHT RUDDER BEFORE NOSE MOVES RIGHT
TAP LEFT RUDDER AND USE LEFT AILERON
START BANKING LEFT
10-30 DEGREE BANK
R-RUDDER BEFORE NOSE MOVES LEFT ..........Pilots usually take two lessons
BEFORE NOSE MOVES L ................................Students take five lessons.
KEEP BANK CHANGING................................ This is a required skill for crosswind
HOLD R-RUDDER...........................................landings.
RELAX R-RUDDER

APPROACH STALL ...............ACCELERATED STALL...................... FULL FLAP GO AROUND
CLEARING TURN ................ ..CLEARING TURNS.............................. FULL POWER
CARB HEAT ...................... ....45 DEGREE STEEP TURN .....................HOLD NOSE LEVEL
PWR TO 1500 ................... ......CARB HEAT/YOKE BACK ..................R-RUDDER-HOLD HDG.
HOLD HDG. & ALT. ...............REDUCE PWR/YOKE ..........................BACK FLAPS UP 20
WHITE ARC ............................REDUCE PWR/YOKE BACK.............. MILK BELOW 50KTS
FULL FLAPS ...........................REDUCE PWR/YOKE BACK ..............60-65 KTS
HOLD HDG. & ALT............... PWR OFF/YOKE FULL BACK ...........FLAPS UP
20 DEGREE L-R BANK ..........IF ANY LOSS OF ALT. CLIMB
HOLD ALTITUDE ..................START OVER R-RUDDER-HOLD HDG.
BUFFET OR STALL............... BUFFET OR STALL
YOKE FORWARD ..................USE AILERONS TO LEVEL
LEVEL WINGS ........................FULL POWER
FULL POWER .........................R-RUDDER TO HOLD HDG.
FLAPS UP TO 20 DEGREES .(Not FAA required)
CLIMB SPEED 60-65 KTS
FLAPS UP
CLIMB 65 KTS
R-RUDDER TO HOLD HDG.

EMERGENCY CHECKLIST
CHECKLIST PRE-CRASH
BEST GLIDE 60 KTS BELTS/HARNESS
HOLD NOSE UP FUEL OFF
3-4 DOWN TRIM CRACK DOORS
FIELD AND WIND ELECTRIC OFF
RE-START(Guages,Fuel,Mixture,Magnetos)
121.5/7700
MAYDAY ETC X3
FLAPS WHEN CERTAIN
FULL STALL LANDING
Side Notes:
Pilots do not usually have the best-glide numbers available. A short cut is just to trim the aircraft full nose-up without flaps and go for the ride. You can gain more distance if you decelerate slowly. Once fully trimmed, fly with just rudder.

....................SOFT FIELD PROCEDURES .......................SHORT FIELD PROCEDURES
TAKEOFF.......................... LANDING ... ...........................TAKEOFF .......................LANDING
10 DEGREE FLAPS......... ..60 KTS/1500 RPM ..................ROLLING or ....................FINAL 55KTS
YOKE WELL BACK......... FULL FLAPS........................... LOCKED BRAKE........... FULL FLAPS
KEEP IT ROLLING ...........FLARE LEVEL......................... 60K FULL POWER .........1500 RPM
RWY HDG/F-POWER..... REDUCE POWER-OFF.......... HOLD LEVEL ....................AIM SHORT
RAISE NOSE-MORE....... ROTATE 50-55........................ ROTATE SHARP
MAX.ANGLE LIFTOFF...R-RUDDER-HDG.................... HOLD OFF W/YOKE.
CLIMB 60 KTS ................ POWER BACK
CLOSE TO GRND. ...........PWR 1300 RPM .................,......10 COUNT for 50' .............BRAKES ON
LOWER NOSE,.................NOSE HIGH ...............................CLIMB 65 KTS .................FLAPS UP
60-65 KTS CLIMB........... MAIN GEAR ONLY
200' FLAPS UP................. FLAPS UP
CLIMB 65 KTS ................HOLD YOKE BACKKKKK
TRIM
...............................................................................................GO AROUND #2
GO AROUND #1.................................................................. AIRSPEED BELOW 60 KTS
SPEED 60 KTS UP ................................................................FULL POWER/CH OFF
FULL POWER/CH OFF .......................................................LOCK ELBOW ON DOOR
FLAPS UP ............................................................................ MILK FLAPS UP 20 DEGREES
CLIMB ATTITUDE .............................................................HOLD LEVEL/ACCELERATE
R RUDDER/TRIM ................................................................AT 60 KTS CLIMB
LOCK ELBOW ON DOOR ..................................................R RUDDER/TRIM

SHORT APPROACH .......................................SHORT-SHORT APPROACH
Abeam numbers ................................Abeam numbers
C.H./1500 RPM.................................................. C. H. POWER OFF
FULL FLAPS .....................................................FULL FLAPS
Fine trim 60 kts.................................. IMMEDIATE TURN TO BASE
BASE TURN 45 DEGREES ......................Fine trim for 55 kts

C-150 POH

1976 Cessna 150 Required Information
Conditions are standard, and weight at gross unless otherwise stated.
Maximum Range and endurance with 45 minute reserve
@ 7000' 340 NM for 3.3 hours Clean stall 48 KIAS
Sea level climb 670 fpm .......Flap stall 42 KIAS
Service ceiling 14,000'
Service ceiling is the maximum altitude at which an aircraft can continue to climb 100 fpm. The safety margin between the highest terrain and the service ceiling should be at least 5000'.

Absolute ceiling is the maximum altitude an aircraft can attain. At this point the cruise speed, best climb speed and stall speed all equalize. The aircraft becomes unstable and controls are unable to stabilize flight.

T.O. S.L. Ground Roll 735 Fuel 26 total 22.5 useful
......Over 50' 1385 Oil maximum 7 with filter
Landing Ground roll 445 6 maximum indicated
.....Over 50' 1075 4 minimum indicated
Maximum Gross Weight 1600 lbs
Wing Span 32? Prop length 69"
Wing Loading 10.0 lbs per squat. ft.
Power Loading 16.0 lbs per horsepower

Va (Maneuvering speed) 97 KIAS @ 1600lb 88 KIAS @ 1300 lb.
Vfe 85 KIAS
Vno Structural cruise speed 107 KIAS
Vne 141 KIAS
Vs Minimum controllable
Vso Minimum controllable (with forward C. G.)
Vx best angle 56 all altitudes
Vy best rate S. L. 68 to 62 @ 10,000'

White arc 42 to 85
Green arc 47 to 107
Yellow arc 107 to 141

The bottom of the yellow arc represents the airspeed where the airframe can sustain a specific design gust without exceeding the limit load. This means the plane will not fold, spindle or mutilate if the gust is less than the maximum design gust of 50 feet per second (30 on older planes).

Red line @ 141 KIAS

Chandelles, lazy-eights, steep turns and spin entries 95 Kts. Spins are prohibited with flaps down.

The red panel light on the far right indicates high or low voltage. The split switches can act as a circuit breaker to protect the system Reset by operating switches off and back on. Do this only one time.

Maximum glide speed is 60 KIAS and windmilling prop
What if prop is stopped?

Power off landings: Without flaps @ 65 KIAS
With flaps @ 55 KIAS
Ground fire procedures?
Electrical fire procedures?

Glide range (no wind) at 60 KIAS
@6000' 8 NM
@3000' 4.5 NM

Altitude required to execute power off 180 degree turn.
Altitude required to execute power off 240 degree turn.

Carburetor Ice as affected by application/removal of carb heat.

Short field approach speed with 40 degrees of flaps is 52 KIAS

Maximum crosswind component is 13 Knots.

Figure fuel remaining in C-150 for flight from CCR to RNO.

What is the maximum weight authorized for the luggage compartment.
At gross weight the allowed C.G. travel is only five inches.

Fuel Consumption

Fuel Gauges

By FAR the fuel gauges are required to read accurately only when the tanks are completely full OR empty. When the gauge reads at the quarter full marker on both tanks the manufacturer says there are only three gallons of fuel left. At best this is about 20 minutes worth.

Building a Checklist

The AFM checklists are skimpy without radio procedures and settings. Just as we update the weight and balance forms so should the checklist be updated to account for changes of procedure and addition of switches
and instruments in the cockpit.

Single pilots are most prone not to use checklists in familiar airplanes. Pilots are likely to use the checklist when things are easy. A distraction is the most likely reason for a pilot to neglect using the checklist. When there is too much to do and too little time to do it. A checklist that is unavailable, too long, and inefficient is the one most likely never to be used.

The single pilot should develop a flow pattern which is more organized than is the 'reading the checklist' method. The flow is a planned series of actions that begins at one point and proceeds through a pre-selected number of items to the last point. The number of items should never exceed the fingers on both hands and ideally uses only one hand. The flow and numbering insures that everything is done in an efficient manner. The items and flow are aircraft specific.

Finger-flow checklist:

1. Every required item must be included along with a finger.
2. Flows are best during the 'busy' times.
3. Flows should be segmented for areas of flight.
4. Flows should be logical and items should be touched.
5. Flow should be verbalized (Say aloud what you are doing)
6. A flow checklist is not for the infrequent flyer.
7. A flow checklist is not a substitute for a written checklist.

The transition to a higher performance aircraft will bring into the situation the good, bad, and ugly habits that have been learned while in training. Essential to any transition is use of trim, throttle, and airspeed control.
The POH checklist is designed to remind the pilot of the minimums required for safe operation. It is a memory aid used to overcome short-term memory loss. The checklist places in order a number of actions or procedures that require action or verification. A checklist is not a "how-to" manual. A checklist is a roadmap of what is to be checked.

A checklist has items ranked in importance. Critical items affect safety, non-critical items affect efficiency and convenience. A checklist title for a given phase of flight would identify when the critical items are to be checked, list them in an orderly sequence, and provide for verification. This touch and verify method is recommended by the FAA for single pilot operations. The non-critical item list should be triggered by the completion of the last critical item.

Checklists should be done when they will least cause flying problems. A heads-up positioning of the list is best. The closer you are to making the landing approach the less likely will be the completion of a checklist.

I suggest checklist "triggers" such as being established on an assigned particular heading, on the 45 entry, at pattern altitude, etc. to help you decide "When". The initiation of a checklist should be keyed to a specific event common to your flying.

Most important that you develop habit of use unless you plan to limit your operations to most simple of aircraft. Using the POH you should develop your own checklist to fit your method of operation. You should no more use someone else's checklist than wear their shoes. I have found several ideas convenient.

--Since preflight is longest make it on a 3x8 card hung around the neck. Use backside for emergency checklist in red.

--3X5 card with pre-takeoff ground lists on one side and post-landing ground operation on the other.

--Use different colors of ink for different but similar aircraft. Use different colors of ink for preflight, ground operations and air operations.

--Flight operations card with climb, cruise, and checkpoint

--..Lists on one side and descent, pre-landing, and landing on the other.

--Make yoke clip using broom clip and wide notebook clip. Bolt them together using four nuts to prevent movement.

--To make your own checklist use a tape recorder to record everything you do for a given operation. Use recording to make a rough draft. Cross-check your draft to include every item from the POH.

I have found that it takes up to five revisons before a list should
be considered suitable for lamination. (See checklist)

Checklist errors… are of at least five types.
1. The list is ignored
2. A critical item is omitted
3. Verification is falsely noted
4. Use of the list is delayed
5. The list is not completed

Once you have developed a complete checklist, you should begin to refine and systematize the material over and over. The list of items should be shortened, combined, and revised until it actually fits into your flying as something you usually do, in the order you do it, and when you do it.

The emergency checklist should be a memorized for immediate action. Do what you need to do and then use the list to verify that nothing has been omitted. An inaccessible emergency checklist is useless.

Sample recommendations:
1. Use laser or jet printer if possible
2. Extended text should be in lower case.
3. Limit to 2 types of font for emphasis
4. Use black on white except for emergency
5. Avoid multi-colors except for different aircraft types
6. Laminate (after fifth revision) with non-glare plastic
7. Print size should vary with age of pilot.

Short field landing distances
C-150 Take Off 735' /50' 1385 Landing Distance 445 /50' 1075

C-172 Take Off 945 /50' 1685 Landing Distance 550 /50' 1295

C-182 Take Off 795 /50' 1625 Landing Distance 545 /50' 1285

An airplane should not be expected to get out of a space where it has landed.

Performance Synopsis

Cessna-back of front cover:
Weight, speed, range, climb.
Service Ceiling, take-off, landing, stall
Empty weight, useful
Fuel, oil, propeller, engine

OPERATION:
Checklists
Preflight to post-shutdown
Fuel system-cautions/operation
Electrical system-cautions/operation
Gear system-cautions/operation
Engine system-cautions/leaning/operation

PERFORMANCE:
Take-off/landings/flap settings/gear
Climb/cruise/cold/hot
C-150 Take Off 735' /50' 1385 Landing Distance 445 /50' 1075

EMERGENCY:
Engine/fire/electrical/gear
LIMITATIONS:
Gross/load factors/speeds/engine
Weight-balance chart/graph

OPERATIONAL DATA:
Airspeed corrections
Stall speeds
Takeoff/climb/landing charts
Cruise/glide

1. Don't try to climb to 9,500 in a C-150 unless you must. A C-150 flight to Las Vegas can be a 12 hour roundtrip regardless of wind direction.

2. Select an altitude appropriate to the distance. Avoid 3000'. Remember local flights tend to stay below 3000. No need to go high for short distances. Most pilots tend to fly at even 500s even below 3000. Choose a unique altitude so as to avoid traffic. Above 3000 AGL you must fly according to the hemispheric rule. Fly at 7,500 or 8,500 to minimize traffic conflicts but be aware when you cross, parallel or fly airways. Be sure to check with FSS prior to flight or with Flight Watch if your flight will cross military training routes.

3. Choose an altitude appropriate to the terrain and airports. This means that route selection may be predicated on several factors.

4. Select an altitude appropriate to the winds. Winds usually increase in velocity with altitude. Plan accordingly.