44

Firstly, to understand the answer, we need to understand that the Cessna 152's and 172's run a 4 Cylinder, Horizontally-opposed Engine. Each Cylinder has 2 spark plugs, one on the top side of the cylinder head, and one on the bottom side. The spark plug ignites the fuel/air mixture that has been sucked into the engine, and causes a controlled burn to push ...


42

There is an old saying "If you put a big enough engine on it, you can make anything fly." The Lockheed Starfighter was a classic example of that. With its short stubby wings it is basically a guided jet engine / missile. With small wings you have two issues. Obviously, the sheer lack of lift at low speeds, but also the lack of control surface area at ...


17

UPDATE 9/4/2017 I'm thrilled this post has been so helpful for so many people. As such, I wanted to update it with more details and more current links in case people are interested. Enjoy! You could have a lot of fun, and get a lot out of reviewing the footage of your lessons. I'd look into a suction cup mount as you are already considering. When buying a ...


16

Basically, the faster you go, the more lift and drag a wing will produce. These two values are not proportional, though. When speeding up, the amount of drag produced is higher than the extra amount of lift - which is why you need additional power to maintain level at higher speeds. When you go slower, the amount of drag will reduce more than the amount of ...


16

The minimum speed of a Cessna 152 is 43 knots while the maximum speed is 110 knots. If the wing area is reduced to one half of its original size, and we accelerate to twice the minimum speed, the induced drag is half as much as that of the original airplane at minimum speed (but still eight times higher than that of the original airplane at the same speed!). ...


16

From the Wikipedia article on the Tomahawk: Safety record: According to the Aircraft Owners and Pilots Association Air Safety Foundation, which published a Safety Highlight report on the Piper Tomahawk, the Piper Tomahawk has a one-third lower accident rate per flying hour than the comparable Cessna 150/152 series of two-place benchmark trainers. The ...


14

The approach and landing phase are the times when carburetor icing is MOST likely to occur. Once a carburetor has ice, it may take a period of time for full application of carburetor heat to clear any ice. Furthermore it is possible to have enough ice accumulation that application of full throttle and carburetor heat would be insufficient to melt ...


13

According to this article from the New Zealand CAA: The particular rpm setting at which the check is done is not very important for the purposes of the check, but other engine handling considerations will usually mean a recommendation from the engine or aircraft manufacturer for an rpm setting from the low end of the cruise power range. From the ...


12

Section 4 of the C152 POH lists the demonstrated crosswind component as 12KIAS. The 150 had a few variants so finding a published number is a bit more tricky. The Aerobat's are sometimes listed as 13KIAS, sometimes 15KIAS - but in general its the same sort of range as the 152(ish!). You will only ever see "demonstrated" next to these numbers, it is not the ...


12

It's not a magic number and, truth be told, the runup mag check is not a very good check of ignition system health. It's more of a "good'nuf" holdover from an era before multiprobe engine monitors. Checking mags at 1000, 1200, 1500, 1700, 2750...whatever...is really a check to make sure that the mags ground and that they both work in the sense that the ...


11

Thats what the compass is for. Continue to fly runway heading according to the compass & heading indicator. While you may not be able to see the runway, you may have other markers. Even a good cloud in front of the airplane can serve as a VFR reference point. Or look out the side to the left-and-right of the plane. You should be able to tell if ...


10

Wake turbulnce occurs when an aircraft is creating lift. Since, the airliner is on the ground, there is no wake turbulence. If you are worried about jet blast from the airliner holding short between the runways, then I would land past the airliner by about 1000 ft. With the airliners engines at idle, there will be minimal jet blast but if the increase ...


10

The POH for a 152 lists the flap settings for takeoff as between 0° and 10°. It makes no specific mention of take off from a wet runway, however you could follow the same procedures for a soft/rough runway if you are concerned about the surface conditions. Soft or rough field take off are performed with 10° wing flaps by lifting the aircraft ...


9

This depends on if you modify the wing or not. If you are asking the question: If you chop 3/4 of each wing off will a plane still fly? The answer is more or less no. The wings simply won’t generate enough lift which is a factor of their size and shape. It may actually be possible that at a very high speed the nub wings would generate enough lift to ...


8

The short answer is: Yes, your calculation is reasonable. Fuel consumption values are not an exact science, they are average values and rounded in many cases or based on pilot experience. Using 24L/hr in your example for traffic patterns is the right assumption, as you will most likely remain in rich configuration. Even if you lean a bit within the pattern, ...


8

Generally speaking you continue your climb after rotation although this will depend on the runway, runway conditions and airport procedures. Soft Field Take Off: In some cases if you are leaving from a grass strip (still technically a runway) you will go for your soft field take off maneuver. In this case you will actually pop the plane off the ground into ...


8

What you describe does not match any banner tow rig I am familiar with, and I have towed banners. What it sounds like is a magnetometer, which might be on a survey aircraft. They can be on a boom (stinger) or sometimes towed. I have seen them on Cessna 182, 210 and 208 aircraft, as tail mounted booms. Magnetometers are typically used for geophysical ...


8

That ground instructor is giving you bad information. You can not make a blanket statement like "full nose up trim" and expect it to be valid for any and all situations. You are correct that the best L/D speed will yield the best glide ratio and that the speed will vary with weight. The best trim position is the one that will maintain the best glide speed ...


7

Strictly speaking the POH/AFM is specific to your airframe as it generally contains the weight and balance information which will be unique to your airframe as it is equipped. Thus you should always reference the POH that is in the plane for the most accurate source of information. For example here is a nice scanned PDF of a POH for a C152. You should ...


7

The long and short of it is that wheels are designed for smooth tarmac. While grass increases friction on the wheels on takeoff (making the aircraft work harder to get up to speed), it also reduces the efficiency of the brakes, thus taking longer to slow down. And to add to @GdD's point, grass retains moisture much better than tarmac, so in wet conditions ...


6

Rated BHP is measured at sea-level on a standard day. For the Cessna 152 I'm guessing you have an O235-L2 which is rated at 110HP @ 2550 RPM. Now to understand how mixture affects the power produced by the engine you need to understand that the mixture knob controls how much fuel enters the cylinders to be burned with the air. As a combustion engine sparks,...


6

The most important factors for the best glide speed are the aircraft's wing loading, the air density, the wing's aspect ratio, and the aerodynamic quality of the aircraft. The aircraft must create lift equal to its own weight. The drag for doing so varies with airspeed, and to find the point where the glide ratio has its maximum, drag must be minimal. To ...


6

Most people do not take 45 hours to get a PPL, the national average is closer to 70. Do not fall for the "get your license in 45 hours" gimicks. They will give you 45 hours of instruction (and you will probably need more), you also then need to book the examiner and pay for that. 45 hours is difficult to do in short periods of time as well, for example I got ...


6

The Cessna 150 Aerobat and 152 Aerobat both have jettisonable doors. I don’t believe any version of the Cessna 172 does as there in no aerobatic C172 versions. This Photo shows two “D” rings which are pulled to jettison the doors.


5

Your instructor was correct in that full—or nearly full—nose up elevator trim in the Cessna 172 will give you roughly best glide speed. This is a rule-of-thumb and must be understood as such. Variances in aircraft CG and even trim rigging render it impossible to make statements such as "X trim setting will give Y speed." And we should note that the best ...


5

Assuming that one knows how engines work, one can explain it this way as well: Two spark plugs that fire simultaneously provide two spark locations that are physically apart from each other where the flame from each spark need to ignite only half of the charge so to speak or in other words the flame from each spark need to travel only half the distance (...


5

(it's simpler then it first may looks) If you are at a certain height, you have a certain amount of potential energy (or height energy). The only thing you can do is to convert it to kinetic energy (or speed, which then creates lift). The problem: drag takes up energy too. So all the energy you loose due to drag means a loss in kinetic energy (=speed) and ...


5

They both crash if you fly them badly. Stall/spin crashes generally happen while in the circuit, usually turning to final, and both airplanes will oblige if you mishandle them. The 152's more passive spin recovery characteristics will do you absolutely no good at 500 ft AGL, so the discussion of spin recovery characteristics of the two airplanes is largely ...


4

I've never heard of the term maximum gliding speed, there's no special limitation to how fast you can fly a c152 without an engine as opposed to with it working. I think what you are talking about is best glide speed, also known as Vbg, which is the speed that gives you the farthest horizontal distance travelled per unit of height lost. If I remember ...


4

Android by default has Google Now enables, which include voice search. Voice search listens for the words "Ok Google" when you speak, but phones also detect a long press in a headphone button (on headphones with controls). It can also be fooled into activating by odd signals like the pop when you turn on the avionics master switch or loud droning noises like ...


Only top voted, non community-wiki answers of a minimum length are eligible