Cessna 152/150 CHECKLIST
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, |
http://www.atlasaviation.com/checkli..._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. |
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;) |
Tmpfisch
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 |
I think the old fella has got it
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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) |
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 |
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'
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Checklists
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) |
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 |
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 |
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 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: |
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. 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) 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)- [B]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 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: |
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.. |
C152 10 degrees flap for normal takeoff 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 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. |
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. The 3rd party books should be for reference only and cannot be used as a substitute for the POH. |
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. |
Not being funny,...
...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....
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Isn't there only one POH? the official one from the manufacturer? |
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? |
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