Cessna 150/152 Static RPM: Reading Propeller Application Limits

Static-RPM figures in a propeller application table belong to a defined installation. They should be read with the aircraft model, engine, exact propeller designation, dimensional limits and stated notes. For Cessna 150 and 152 research, extracting only the RPM numbers can make two different applications appear interchangeable when the underlying records do not say that.

Identify which RPM field is being quoted

The propeller application references retain static minimum and maximum fields separately from other installation information. The O-235 comparison illustrates a different distinction between aircraft-installed ratings and engine-rated power and RPM. Those fields answer different questions; a maximum engine rating is not a replacement for a propeller application's static range.

When reading an advertisement or maintenance note, ask which field the quoted number represents and which publication supplies it. A number without the test context or application cannot establish whether an observed result meets the relevant requirement. Preserve the original units and wording rather than converting a loosely described “RPM limit” into a different category.

Keep the exact propeller designation

The McCauley TCM6958 reference follows the 152 installation context, while BRM7150 belongs to the O-240-powered FRA150 enquiry. Other 150 applications have their own records. Do not choose a range merely because the aircraft shares a manufacturer or a similar model number.

For a proposed replacement, collect the installed propeller identification and the aircraft's supporting approval evidence. The replacement-part applicability guide organizes that enquiry. A historical application table is useful research evidence, but it does not inspect the propeller, identify an undocumented alteration or establish current component condition.

Separate a recorded value from an assessment

A useful private review note has room for the aircraft and engine identity, propeller designation, reference and revision, stated application range, and the observed value with its recorded circumstances. Leave a missing field unresolved. The purpose is to show the mechanic what can be compared and what context must still be recovered.

This page supplies no run-up procedure, environmental correction, tachometer tolerance or troubleshooting sequence. Those require the applicable controlled instructions and actual aircraft evidence. Nor should a table limit be used to justify a do-it-yourself blade alteration or a claim that a particular engine is delivering a measured horsepower.

Follow discrepancies through the records

If two documents quote different ranges, first compare their exact applications and revisions. Keep both references visible until the difference is resolved. A later document date does not by itself establish that the document governs the installed configuration.

Continue to propeller records to connect the installed unit with its work history. Static-RPM research is one part of that enquiry: it helps identify the correct published comparison, while approval, maintenance history and present condition still need their own evidence.