Cessna 152 - Page 37

CESSNA
MODEL
152
SECTION3
EMERGENCY
PROCEDURES
4.
JUST
AFTER
THE
RUDDER
REACHES
THE
STOP,
MOVE
THE
CONTROL
WHEEL
BRISKLY
FORWARD
FAR
ENOUGH
TO
BREAK
THE
STALL.
Full
down
elevator
ma.y
be
required
a.ta.ft
center
of
gravity
loadings
to
assure
optimum
recoveries.
5.
HOLD
THESE
CONTROL
INPUTS
UNTIL
ROTATION
STOPS.
Premature
relaxation
of
the
control
inputs
may
extend
the
recov-
ery.
6.
AS
ROTATION
STOPS,
NEUTRALIZE
RUDDER,
AND
MAKE
A
SMOOTH
RECOVERY
FROM
THE
RESULTING
DIVE.
NOTE
If
disorientation
precludes
a
visual
determination
of
the
direction
of
rotation,
the
symbolic
airplane
in
the
tum
coordinator
may
be
referred
to
for
this
information.
For
additional
information
on
spins
and
spin
recovery,
see
the
discus-
sion
under
SPINS
in
Normal
Procedures
(Section
4).
ROUGH
ENGINE
OPERATION
OR
LOSS OF
POWER
CARBURETOR
ICING
A
gradual
loss
of
RPM
and
eventual
engine
roughness
may
result
from
the
formation
of
carburetor
ice.
To
clear
the
ice,
apply
full
throttle
and
pull
the
carburetor
heat
knob
full
out
until
the
engine
runs
smoothly;
then
remove
carburetor
heat
and
readjust
the
throttle.
If
conditions
require
the
continued
use
of
carburetor
heat
in
cruise
flight,
use
the
minimum
amount
of
heat
necessary
to
prevent
ice
from
forming
and
lean
the
mixture
slightly
for
smoothest
engine
operation.
·
SPARK PLUG FOULING
A
slight
engine
roughness
in
flight
may
be
caused
by
one
or
more
spark
plugs
becoming
fouled
by
carbon
or
lead
deposits.
This
may
be
verified
by
turning
the
ignition
switch
momentarily
from
BOTH
to
either
L
or
R
position.
An
obvious
power
loss
in
single
ignition
operation
is
evidence
of
spark
plug
or
magneto
trouble.
Assuming
that
spark
plugs
are
the
more
likely
cause,
lean
the
mixture
to
the
recommended
lean
setting
for
cruising
flight.
If
the
problem
does
not
clear
up
in
several
minutes,
determine
if
a
richer
mixture
setting
will
produce
smoother
operation.
If
not,
proceed
to
the
nearest
airport
for
repairs
using
the
BOTH
position
of
1
July
1978
3-13