Cessna 152/150 CHECKLIST

[wwejosh]

Hello everyone,
I was just after a general Cessna 152/150 checklist? In particular the run-ups acronym and what each letter stands for, is it "thwfish" or something?
I will not being using any of the posts as a direct checklist in anyway, I only want responses so I can build a general understanding.

Thanks fellas and ladies,

[Peter Fanelli]

http://www.atlasaviation.com/checklists/cessna-152/c152_checklist.pdf

I have a very vague recollection of a "tmfich" during training, I suspect it was a pre landing check thing.

Throttle
Mixture
Fuel
Ignition
Carby Heat
Hatches and Harnesses.

It was thirty years ago, go easy on me.

[Mustangbaz]

These are generic checks that i still use but also in conjunction with a written check list (two different training methods from two very different schools)

pre-taxi after engine start

t -throttle friction nut tight, trim set
m- mixture, mags
p-primer locked
f - flap, fuel (flap 10 degrees c150 -maybe it's been a while)
i - instruments set
s-switches
c-controls free
h-harness tight and secure

pre-landing

b-brake pressure
u-undercarriage down and locked
m-mags on both, mixture rich
f-fuel on both or fullest tank, booster pump on
o-oil temps and pressure green
h-hight correct harness secure, doors secure

hope this helps

But remember your Aircraft Manual will have the correct methods and checks followed by your school or instructor, they always know;)

[Old Fella]

How about:

Trims Set
Mixture Rich
Prime Locked
Fuel Sufficient and set
Instruments Checked and set.
Switches Checked (Mag check & Both)
Controls Full and free movement
Hatches and Harnesses

Best of all, use the Cessna Check list.

Happy flying

[Peter Fanelli]

I think the old fella has got it

[Sunfish]

Almost there:

Tmpfisch

Trim (T/O), Throttle Friction (set)
Mixture (Rich) masters (both on) magnetos (both)
Primer (Locked)
Fuel (On and sufficient), flaps (tested and set)
Instruments (Scanned, frequencies set, transponder to sby, DG set, QNH set)
Switches (1700 rpm,mag drops and matches, carb heat and idle)
Controls (Full and free movement)
Hatches and harnesses (and that bloody seat!) (Secure)

[Florentyna]

Hey there,

If you're interested, this is how i've learnt over in NZ.

Pre-Take OFF Check

Acronym - The Man Came From IHC

Trim (set)
Throttle (friction nut firm)
Mixture (rich)
Carb Heat (cold/NA)
Flaps (set)
Fuel (Selector on both, contents sufficient, pump/primer)
Ignition (on both)
Instruments (check, radios set, transponder)
Hatches and Harnesses (secure)
Controlls (full and free and moving the right way;))

Works well for cessnas.

Not really an acronym for the run ups but this works...

Check T's and P's in green range
Run engine up
Check P's in green range
Mags (left and right cheking for appropriate drop and differential)
T's, P's, vacuum in green range and Ammeter registering a charge
Check Annunciator panel (if applicable)
back to idle, check RPM and P's in green range

Otherwise there's the flight manual. Goodluck

[aileron_69]

See thats must be why ive had so many aircraft pull out in front of me in Australia while im on short finals, wheres the 'Lookout' at the end???!!:ugh: I was a taught a different acronym back in the day but effectively the same stuff, of course with the addition of the 'Lookout'

[Old Fella]

Aileron_69, hopefully pilots will check whether or not it is safe to enter the runway, by checking finals and the runway, before they give their call. Just seems like good airmanship to me rather than a "Checklist" item.


BUMFAH

Brakes Off
Undercarriage Down Locked
Mixture Rich
Fuel Sufficient, Pump on if applicable
Airfield/Airstrip Clear
Hatches and Harnesses Secure

FINALS

Feet of brakes/Flaps set (Wing and cowl)
Runway clear
Carby heat Off

PUF

Pitch Full fine
Undercarriage Confirm Down/Locked
Flaps Set (Wing and Cowl)

[AerocatS2A]

We used Too Many Fat Flying Instructors have Crash Landings

Throttle friction, Trim
Mixture, mags
Fuel (cock, contents, primer)
Flap
Instruments
Harnesses/hatches
Controls
Lookout

[Brian Abraham]

The only thing in life I can remember, seems burnt into the circuitry, learnt circa 1957
Hatches
Harness
Trim
Mixture
Pitch
Panel
Fuel
Flaps
Gills
Gyros
Switches
Controls
Lookout

[aileron_69]

Aerocat, thats the one we usd to use!! Worked well.

Old Fella, with regard to your comment


Aileron_69, hopefully pilots will check whether or not it is safe to enter the runway, by checking finals and the runway, before they give their call. Just seems like good airmanship to me rather than a "Checklist" item.


I wholeheartedly agree with you. Sadly I can recount for you 3 occasions in the last 12 months where ive had an eager beaver pilot taxi out in front of me while i was short finals and i've seen 2 other occasions of it happening to workmates. One such instance was a one-way strip and he just started, gunned her up and took off straight at me despite all my radio calls around the circuit and my aircraft being lit up like a Christmas tree!! These were commercial pilots too, with paying passengers on board!!

I dont know whats going on in the pilot training world these days, whether its instructors with little more than a bare commercial and a Grade 3 passing on their lack of experience, or just the 'pressure cooker' flight school courses but at the end of the day there is simply no substitute for opening your eyes and looking around!!:ok:

[MakeItHappenCaptain]

I will not being using any of the posts as a direct checklist in anyway, I only want responses so I can build a general understanding.

As to reasons WHY you do these...

Many variations of the same thing here but generally all MANUFACTURER SPECIFIED checks need to be covered whatever you use.

I tend to like Sunfish's list best, but I use a seperate engine runup.
Temp just need to be warm enough (manufacturer will specify in the amplified procedures part of Section 4 in the POH/Flight Manual). Too cold and you will damage cylinder coning or bearings as the temperature won't have allowed the metal to have expanded properly. ESSENTIAL FOR ENGINE LONGEVITY. Pressures will be checked when at operating rpm.

Cessna for example have a neat feature where when the rpm's are in the green arc, the engine gauges should also be in their respective green arcs. Not applicable to all types, but if you have a green arc extending from 1700 up, this may well be the case.

Mag checks- Good idea to check right mag first, then left mag so that when you return to both you don't accidentally go just one click and leave mags on left.
Check both the drop and the difference between drops as specified in the POH. Not all types have the same rpm for checking, max drops or maxdifferences.

Carb Heat check- Not just an rpm drop, but leave it on for at least five seconds and watch to see if the rpms rise. If so it means you may have picked up throttle icing (yes, even while taxiing. All you need is humidity and a low throttle setting!) When you turn it off, check the rise is only back to the starting rpm. Higher is the same problem. If you have a long distance to taxi to the takeoff point, you may want to check it again before takeoff if you had a positive indication.

Trim (T/O), Throttle Friction (set)
Mixture (Rich) masters (both on) magnetos (both)
Primer (Locked)
Fuel (On and sufficient), flaps (tested and set)
Instruments (Scanned, frequencies set, transponder to sby, DG set, QNH set)
Switches (1700 rpm,mag drops and matches, carb heat and idle)
Controls (Full and free movement)
Hatches and harnesses (and that bloody seat!) (Secure)

Trim- set for takeoff (some schools of thought include checking full and free range of movement as it is a part of the primary control surface).

Throttle Friction- firm (you may find it easier to make power changes taxiing with the friction off while taxiing. This check before takeoff will make sure your settings don't vibrate out of whack while flying).

Mixture Rich- Obvious.
Mag's Masters on Both- Same Same.

Primer Locked- an unlocked primer will give a similar symptom to a fouled plug.

Fuel- Both required for takeoff, landing and unbalanced flight, you could unport an individual tank selection if you fly out of balance (Fuel pushed to the outside of the wing and away from the fuel pickup point - same as a skid ball). Sufficient....self explanatory.
Flaps- Check for symmetrical extension, retraction and indication.
C150 nil flap and C152 10 degrees flap for normal takeoff

Instruments- (Scanned, frequencies set, transponder to sby, DG set, QNH set).

Switches- Some use this as the place to check Mags and Masters rather than with Mixture.

Carb Heat- On allows crap to be ingested due to non filtration (premature cylinder wear) and also means you won't achieve specified takeoff power.

Controls- Full, Free and Correct Sense
Full and free should be checked by pushing full forward, full forward and full left, full left and full rearward, full rearward and full right, full right and full forward and back to neutral. There should be no binding or restriction during the movement and this pattern checks all extremes of movement smoothly and professionally (read as not looking like the controls are having an epileptic seizure!)
Correct sense should confirm that the aileron in the direction of turn moves up (check left AND right movement AND both ailerons). Pull back elevator up, push forward elevator down, and left rudder to left side, right rudder to right side.
There have been cases where someone has reassembled the contol system incorrectly after maintenance and the pilot hasn't discovered this until in the air. Scary, huh?
LEGAL REQUIREMENT and ensures no locking devices have been left in place.

Hatches and harnesses (and that bloody seat!) (Secure)- Ever thought what happens when your seat jumps back while you hold onto the throttle AND control column?[/B]

Good idea at this point to run through an engine failure after takeoff brief in case something goes wrong with the takeoff

[B]All of these items should also be confirmed via checklist as having been completed.

Holding check point should also be performed
eg DG (aligned with compass)
Clearance (if req)
Transponder (on)
Lights (on)
Traffic (clear)

Takeoff checks
FIRST!! Static RPM (Found in Section 2 of POH -Limitations)
Should be checked when aircraft is stationary (or as close as possible) and at max throttle. Below means less than manufacturer's specified power and hence performance is available, above means prop is too worn to produce enough torque to slow down rpms below the maximum limit. (think Lift produces Drag, a prop is an aerofoil at 90 degrees, therefore creates Thrust and produces Torque instead of Drag. Not enough torque means not enough thrust!! - ABORT)
Second, Engine gauges normal limits
Third, Airspeed indicating and increasing.

(Pause for BIG breath.....):ok:

[flybymike]

My CFI taught me:

Tony tickled mary's minge perfectly properly for four gloriously gay happy hours.

You my insert your own meaning to these words or simply recall them with fond memories..

[DX Wombat]

C152 10 degrees flap for normal takeoff
Wrong! The POH for the 152 states 10degs flap for SHORT FIELD take off. No flap is required for a normal take off.
wwejosh there are many, personalised variations of checklists for the 152 but for the correct version check the POH. If, for some odd reason, you can't get hold of the aircraft's POH then there are commercially produced ones available. AFE (http://www.afeonline.com/shop/advanced_search_result.php?keywords=cessna+152+checklist&osCsid=f83a9c016a1e145c24389dfd182312e5) has one for £5.25 and I'm sure you will find more if you do a search.
Josh, just noticed your location is Australia but you don't say which part. If you are in West Oz, may I suggest you contact the Royal Areo Club at Jandakot? They use C152s so will be able to let you know where you can get a proper list.

[SkyHawk-N]

If, for some odd reason, you can't get hold of the aircraft's POH then there are commercially produced ones available. AFE has one for £5.25 and I'm sure you will find more if you do a search.

Isn't there only one POH? the official one from the manufacturer? :hmm:
The 3rd party books should be for reference only and cannot be used as a substitute for the POH.

[BigEndBob]

Lets face it, the manufacturers checklist as per POH are usually crap.

Wouldn't it be a good idea if you had time to make your own checklist and ask yourself WHY you are checking that item..might be very educational.

Can rememeber in the past making various checlists, single sided, double sided card.
Typed out, Letterseted, even printed out on a Sinclair ZX printer, nice size that.

I've seen a poorly written checklist at a commercial school result in double engine failure! just because the follow up actions where combined with the initial actions.

[bigfoot01]

...but aren't we splitting Nat's hairs here. On the whole it doesn't get much more straight forward than a C150/152. I think you are going to have work pretty hard to do you or the aircraft any damage if you follow most of the popular writings on this aircraft and a good dash of common sense. I dread to think of the additional complexities that fuel pumps and selectable fuel tanks are going to offer, let alone the threads that could be caused by complex....

[DX Wombat]

Isn't there only one POH? the official one from the manufacturer?You are absolutely correct. :ok: My bad phrasing I'm afraid. :O There IS only one POH. What I had meant to say was that once the definitive version, ie the POH had been read, there were shorter versions available. I think I am right in saying that the AFE checklist is taken directly from the Cessna POH, but I could be wrong. I can't check as I don't have both of them here. I've probably made that as clear as mud. :\

[bjornhall]

http://www.esscoaircraft.com/default.asp is a nice place for getting the "official" checklists, POH etc (by "official" I mean that it is of course not the official POH belonging to the aircraft, but a POH/PIM for the right model, year and serial number range). Depending on how old the aircraft is, you will get either a photocopy of a POH placed in a binder, or a brand new PIM still in its shrinkwrap.

None of that acronym stuff in there tho', have yet to find a POH where you get such things listed... Isn't the idea to read the checklist, at least while on the ground?

[MakeItHappenCaptain]

From DX Wombat;
Wrong! The POH for the 152 states 10degs flap for SHORT FIELD take off. No flap is required for a normal take off.


Dude, I'm looking at a copy of the C152 (1980 to be specific) and the takeoff checklist specifies 0-10 degrees.
The amplified procedure reads verbatim,
Normal takeoffs are accomplished with wing flaps 0-10 degrees. Using 10 degrees wing flaps reduces the total distance over an obstacle by approx 10%. Flap deflections over 10 degrees are not approved for takeoff. If 10 degrees wing flaps are used for takeoff, they should be left down untill all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached.

It may be your choice to use nil flap and take the extra distance, but I am definitely not wrong.;)

[AerocatS2A]

MakeItHappenCaptain, if your take-off is limited by an obstacle then it is a short field take-off isn't it?

[Chuck Ellsworth]

What really makes me worry about these discussions is trying to figure out why a pilot would make the decision to take off thinking that that 10% difference in the climb over the obstacle is going to do the trick in one of those little bug smashers. :ugh:

[Old Fella]

Chuck, when you have only 540 metres with trees either end, which are a consideration, 10 degrees of flap in a C152 is worth setting. Clear the obstacle with a bit of padding, accelerate and retract the flap makes sense to me. To take off with zero flap makes no sense in that circumstance. The fact that it is a "puddle jumper" makes no difference. If the "P" charts say it is OK, remembering that they are factored, then there is no question it is safe. A darn site safer than taking off at 100000 tons heavier than the data used like SIA did in Auckland.

[MakeItHappenCaptain]

Aerocat
I believe that is a valid definition and why the POH has a 10 degree requirement in that case, but it also lists 0-10 degrees for a normal takeoff. Anyone able to prove me wrong?

The whole underlying theme of this thread is about reading the manual.
Some people would do well to actually start doing this. :cool:

[PRESIDENT2]

Hi mate,

Visit pooleys.com thats where I got my C152 checklist.

Happy Flying

[AerocatS2A]

Aerocat
I believe that is a valid definition and why the POH has a 10 degree requirement in that case, but it also lists 0-10 degrees for a normal takeoff. Anyone able to prove me wrong?
No but your statement has undergone a subtle change. In your original post you state that flap 10 is used for a normal take-off in the C152, which is half right (we never used any flap in ours.) The Wombat then replies that no flap is required for a normal take-off, which is entirely correct but not the full story. Your quote from the POH is simply saying that either 0 or 10 may be used for a normal take-off.

[MakeItHappenCaptain]

The Wombat flat out said I was wrong. Crap.

No but your statement has undergone a subtle change.

Similar to trying to get me to admit I'm actually conducting a short field takeoff?

Your school uses 0, mine used 10. I'm sure we can agree to use our own choices, but personally, I'm happy using the higher flap setting.
I won't be telling you you're wrong for doing it though. Nuff said.

[bigfoot01]

Oh no, don't leave it there...:(

[Chuck Ellsworth]

Normal takeoffs are accomplished with wing flaps 0-10 degrees. Using 10 degrees wing flaps reduces the total distance over an obstacle by approx 10%. Flap deflections over 10 degrees are not approved for takeoff. If 10 degrees wing flaps are used for takeoff, they should be left down untill all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached.

If you use 10 degrees of flap for take off are you climbing with a higher nose up attitude than with 0 degrees of flap and is your airspeed any lower?

[bigfoot01]

Phew, I thought there was a chance we weren't going to get to the bottom of this one...:ok: