Cessna 172 schematic

1959 Cessna 172

Owners Manual

N7084T

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SECTION I - Description

One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna is to
familiarize yourself with your airplane's equipment, systems, and controls. This section will tell you where each
item is located, how it operates and its function.

ENGINE

The power plant used in your Cessna 172 is a six cylinder, 145 horsepower, Continental Model 0-300-A engine.
Continental's accumulated years of experience in the manufacture of light aircraft engines assure you of a
precision made, skillfully engineered product. The built in Red Seal quality, which is now yours. is your guarantee
of maximum safety, trouble-free operation, and low maintenance cost.

ENGINE CONTROLS

Throttle. The throttle (figure 2) is the largest of the engine controls and is a push-pull type control. Engine speed
is increased by pushing the throttle in or decreased by pulling it out.

NOTE

To prevent creeping, tighten the knurled friction-type locknut on the control. Turning the nut clockwise increases

friction on the throttle; turning it counterclockwise decreases friction.

Mixture Control Knob. The mixture control (figure 2) incorporates a locking lever to prevent inadvertent pulling out
of the knob, resulting in leaning or shutting off the fuel supply in the carburetor. To lean the mixture, depress the
locking lever while pulling out on the mixture control knob. This operation can be accomplished with one hand,
using the thumb to depress the locking lever and two fingers to pull out the control. The locking lever is intended
only to prevent inadvertent leaning; the control knob may be pushed in, for rich mixture, without depressing the
lever.

The mixture control is normally set at "full rich" (all the way in) for starting, take-off, and climb. Maximum
performance takeoffs from high elevation fields may be made with the mixture leaned out for maximum engine
rpm. However, a full rich mixture is preferred for better engine cooling.

Carburetor Air Heat Knob. The carburetor air hear knob (figure 2) is a push-pull control which operates the
carburetor air intake butterfly to proportion the hot and cold air entering the carburetor. Pulling the control out
raises the temperature of the carburetor air, while pushing it in decreases the temperature- The full-hot position is
all the way out and full-cold is all the way in.
Air entering the engine through the heater muff does not pass through the intake filter. Therefore, carburetor heat
should not be used when taxiing on dirty, dusty or sandy fields, except briefly to clear the engine immediately
before take-off. After a full-stop landing under these conditions, return the heat control to the full cold position so
the engine will receive filtered air.
Carburetor ice can form during ground operation with the engine idling. just after the magneto check prior to take­off, pull the carburetor air heat knob full on to check the function of the carburetor air heater and to remove any ice
in the carburetor. After this short check, be sure to push the carburetor air heat knob in to the full cold position.
This will give maximum power for the takeoff. During climb, watch the engine for any sign of icing (roughness or
loss of rpm). If the engine begins to ice, apply full carburetor heat at once.
When full carburetor heat is applied the engine will lose about 275 RPM in cruising flight or 360 RPM at full
throttle. In addition to the RPM loss, the engine will run roughly, due to excessively rich mixture. Therefore, it may
be necessary to lean the engine when full carburetor heat is used.
Excessively lean fuel-air mixture will cause overheating and possibly detonation. Do not lean the mixture unless
an increase in engine rpm. re-suits.
The correct way to use carburetor heat is to first use full heat to remove any ice that is forming. By trial and error,
determine the minimum amount of heat required to prevent the ice from forming; each time removing any ice that
is formed by applying full heat. On each subsequent trial, increase the amount of heat applied until no ice forms.
On approach glide just before reducing power, apply full carburetor heat and leave in this position. Refer to Cold
Weather Operation, page 3-6, for use of carburetor heat in sub-zero temperatures.

Ignition Switch. The key-operated ignition switch (figure 1) controls the dual magneto ignition systems. There are
four switch positions designated clockwise as follows: "OFF", "R", "L", and "BOTH". The engine should be
operated on both magnetos ("BOTH" position). The "R" and "L" positions are for checking purposes only.

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Engine Primer. The manual plunge type engine primer delivers an initial charge of raw fuel to the cylinder for
easier starting For an initial start in normal air temperatures, use two strokes of the primer. Usually, a hot engine

will need no priming.

To operate the primer, proceed follows:
(a) First, unlock the plunger by turning the knob counter clockwise until the knob pops part way out.
(b) Slowly pull the plunger all the way out and then push the plunger all the way in. This action is termed "one
stroke of the primer."
(c) Normal winter weather will require two to four strokes of the primer, and very cold (-20' F.) weather may
require
(d) Normally, the engine is started immediately after the priming operation. In very cold weather, it is
recommended that the engine be turned over while priming. It may be necessary to continue priming until the
engine runs smoothly

Starter Handle. The T-shaped start-r handle (figure 1) engages and energizes the engine starter when the handle
is pulled out. Do not pull out on the starter handle while the engine is running.

CARBURETOR AIR FILTERING SYSTEM

Dirt and other foreign matter is filtered from the carburetor air by a filter screen located in the air scoop on the
bottom of the engine cowl. Proper cleaning and servicing of this air filter is important to increase life and maintain
top efficiency of the engine. The filter should be serviced every 25 hours (during the regular oil change) or more
often when operating in dusty conditions. Under extremely dusty conditions such as operation from dirt runways
or ramps, daily maintenance of the air filter is recommended. Refer to the servicing instructions stamped on the
carburetor air filter for the procedure to be used.

OIL SYSTEM

Oil Level. The oil capacity on the Continental 0-300-A engine is eight quarts. The quantity can be checked easily
by opening the access door on the left side of the engine cowl and reading the oil level on the dip stick located
adjacent to the oil tank cap. In replacing the dipstick, make sure that it is firmly back in place. In replacing the oil
filler cap, make sure that it is on firmly and turned clockwise as far as it will go to prevent loss of oil through the
filler neck. While the minimum oil supply is four quarts, oil should be added if below six quarts and should be full if
an extended flight is planned.
Oil Specification and Grade, Aviation grade oil is recommended for your Cessna 172 and should be changed
every 25 hours of operation. When adding or changing oil, use the grades in the following table:

Average Outside Temperature Recommended Oil Grade

Below 50' F. SAE 2
Above 50' F. SAE 40

Oil System Indicators

Oil Temperature Gage. The capillary type oil temperature gage (figure is marked with a green arc to show the
normal operating range of oil temperatures. A red radial line marks the upper limit of allowable temperature.
There is no minimum operating temperature.
Oil Pressure Gage. The oil pressure gage is a direct-reading instrument indicating pressure in pounds per square
inch. A green arc on the dial defines the normal operating range. Red radial lines mark the upper operating
pressure limit and the minimum idling pressure.

Oil Dilution System (Optional Equipment)

To permit easier starting in extremely low temperatures, an optional oil dilution system is available. Used
immediately before the engine is shutdown, this system injects fuel into the engine oil and reduces its viscosity.
When the engine is again operated, the fuel evaporates and is discharged through the breather so the oil resumes
its normal viscosity.
The oil dilution system consists of a solenoid valve on the engine firewall, connected to the fuel strainer outlet, and
to a tapped plug in the end of the low pressure oil screen on the engine. The valve is opened by pressing a push­button switch on the instrument panel.
Detailed operating procedures for the oil dilution system are contained in Section III.

FUEL SYSTEM

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Fuel is supplied to the engine from two 21-gallon aluminum tanks, (of which 18.5 gallons in each tank are useable
in all flight conditions) one located in each wing. From these tanks fuel flows by means of gravity through a fuel
selector valve and fuel strainer to the engine carburetor.

Fuel Specification and Grade

Aviation grade fuel should always be used except under emergency conditions. The recommended fuel is 80
octane rating minimum with a lead content of not more than ½ cc per gallon. Highly leaded fuels are not
recommended. Filling the fuel tanks immediately after flight will reduce the air space and minimize the moisture
condensation in the fuel tanks.

Fuel System Controls

Fuel Selector Valve. A rotary type fuel selector valve is located at the aft end of the cabin floor tunnel between the
front seats. The valve has four positions labeled "BOTH OFF", "LEFT TANK", "RIGHT --TANK", and "BOTH ON".
The "BOTH OFF" position seals both wing tanks off from the rest of the fuel system and allows no fuel to pass
beyond the selector valve. The "LEFT TANK" position allows fuel to flow from the left wing tank to the engine.
The "RIGHT TANK" position permits fuel to flow from the right wing tank to the engine. The "BOTH ON" position
provides fuel flow from both tanks simultaneously to provide maximum safety. Important - The fuel valve handle
indicates the setting of the valve by its positions above the valve dial.

Fuel Strainer Drain Valve. A fuel strainer drain valve is located on the bottom of the fuel strainer and is accessible
by reaching through the bottom rear opening of the engine cowl just forward of the firewall. This valve provides a
quick simple method of draining any water or sediment that might have collected in the fuel strainer. A two ounce
quantity of fuel should be drained from the fuel strainer before the initial flight of the day or after each refueling
operation.
Fuel Tank Sump Drain Plugs. A fuel tank drain plug is located on the underside of each wing in line with the rear
edge of the cabin door and out a few inches from the fuselage. These plugs are used to drain any sediment or
water that may collect in the fuel tanks. Draining the tank sumps is normally required only at each l00 hour
inspection period.
Fuel Line Drain Plug. A fuel line drain plug is located on the under side of the airplane directly below the fuel tank
selector valve. At each 100-hour inspection period, this plug should be removed to drain any sediment or water
that might have accumulated in the fuel line.

FUEL QUANTITY INDICATORS

Electrically-operated fuel quantity indicators, identified "LEFT" and "RIGHT," indicate the amount of fuel remaining
in their respective tanks. A red arc extending from empty to 1/4 full on each indicator dial warns that its tank is 1/4
full or less. Takeoffs are not recommende4 when the fuel gage pointers are in the red arc.

NOTE

After the master switch is turned on, a warming period is required before the indicator needles will arrive at the

actual reading. Also, the needles will require several seconds to readjust themselves to the actual reading after

any abrupt change in flight attitude of the airplane.

ELECTRICAL SYSTEM

Electrical energy is supplied by a 12-volt, direct-current system power by an engine-driven generator. A 12 volt
storage battery serves as a standby power source, supplying current to the system when the generator
inoperative, or when the generator voltage is insufficient to close the reverse-current relay.

ELECTRICAL SYSTEM CONTROLS

Master Switch. All electrical circuits in the airplane except the engine ignition system are controlled by the master
switch (figure 1). Pulling out on the switch knob closes the generator field circuit and the operating circuit of the
battery relay, permitting the generator to function and connecting the battery to the airplane bus.
If a short .-circuit or other malfunction should develop in the elect system, the master switch may turned OFF. The
engine will continue to run, since the magnetos are completely separate from the elect system.
Fuses. Fuses for the various electrical devices are marked to show the circuits protected by each, and the
capacity of the fuses. .Fuses are removed by unscrewing the fuse retainers and lifting out fuse. Spare fuses are
located in a clip on the inside of the glove compartment door. The turn and bank indicator and stall warning
indicator are protected with an automatically resetting circuit breaker which provides intermittent emergency
operation of these devices in case of a faulty circuit.

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GENERATOR WARNING LIGHT

The red generator warning light (figure 1) indicates generator output. The light remains off as long as the
generator functions properly. If a malfunction interrupts generator output, the light will illuminate. It also will
illuminate when the battery or external power is on, before starting the engine, and whenever engine speed is
insufficient to produce generator output. The light does not show battery drain.

FLIGHT CONTROL SYSTEM.

Conventional wheel and rudder pedal controls are provided to operate tile primary flight control surfaces (ailerons,
rudder, and elevators). The elevator trim tab, located on the right elevator, is mechanically operated from the front
seats. The rudder trim tab is adjustable on the ground only.

Controls Lock. To protect the ailerons and elevators from -buffeting by wind while the airplane is parked, a
controls lock is provided as standard equipment. The lock consists of a pin with a large red metal flag. To install
the lock, the control wheel is pulled back halfway and centered, placing the elevators and ailerons in neutral. In
this position, a hole in the control wheel shaft is aligned with holes in the collar around the shaft at instrument
Panel, The pin then is inserted in the collar and shaft from the top and right, so that the metal flag covers the
starter handle. Make sure the pin is inserted completely. The flag serves as a reminder that the controls are
locked and prevents operation of the starter handle until the lock is removed. When not in use, the lock should be
kept in the glove compartment, where it will be available whenever needed-

NOTE

This control is lock is designed for winds up use in moderately-gusty to 30 or 40 mph. When storm conditions are

forecast, additional precautions should be taken.

Elevator Tab Control Wheel. The elevator trim tab is an auxiliary movable control surface on the trailing edge of
the right elevator, used to neutralize control wheel forces in flight. The tab is set by rolling forward or backward the
tab control wheel on the floor between the two front seats. A tab position indicator incorporated in the tab while
mechanism, indicates the nose attitude of the airplane. Forward and aft movement of the wheel trims nose down
and up, respectively. This allows the airplane to be trimmed to fly level with a wide selection of load and speed
conditions. Takeoff is make with the tab position set in TAKEOFF position

Wing Flap Handle. The wing flaps are operated by moving the wing flap handle on the floor between two front
seats. The handle is operated by depressing the thumb button, the handle can be locked to provide 0,10,20,30,
and 40 degree flap positions

The flaps may be lowered or raised during normal flying whenever airspeed is less than 100 mph. The flap s
supply added lift and considerable drag; the resulting actions steepens the glide angle of the airplane enabling the
pilot to bring the airplane in over an obstruction and land, shorter than could be done with flaps. The use of flaps
is not recommended for cross-wind takeoffs

For unusually short field takeoffs, apply 10 degrees flaps (first notch) prior to takeoff. An alternated procedure of
applying 10 degrees just before the airplane is ready to leave the ground may be used in lieu of the above method
of leaving the flaps in the 10-degree position throughout the entire ground run. Four further discussion of the use
of wing flaps for take-off, see page 3.4

Wing Flap Settings

For Normal takeoff Up 0 degrees
For Shortest takeoff 1
For Landing 2

st

Notch 10 degrees

nd

Notch 20 degrees

rd

Notch 30 degrees

3

th

Notch 40 degrees

4

LANDING GEAR
MAIN LANDING GEAR

Your airplane is equipped with Cessna's patented Safety Landing Gear. It consists of a tapered, spring steel leaf
supporting each main wheel. Simple and strong, this landing gear requires a minimum of maintenance.

SPEED FAIRINGS (OPTIONAL EQUIPMENT)

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Speed fairings are available as optional equipment for your airplane. The design purpose of speed fairings is to
increase the speed of the aircraft and add to its beauty.
To obtain the maximum speed increase, it was necessary to keep the clearance between the tire and speed
fairing to a minimum. An accumulation of mud, snow or ice in the wheel opening will have a braking effect on the
wheel. If these elements cannot be avoided, make an inspection of the wheel fairings before each flight and
remove any accumulations which may be forming

.NOSE GEAR
A steerable nose gear. incorporating an air and oil shock strut, is mounted on the firewall. Nose wheel steering is
accomplished through normal operation of the rudder pedals. The nose wheel is steerable through an arc of
approximately 8' each side of neutral, after which i@ becomes free-swiveling up to a maximum deflection of 30' to
either side of center. By using the brakes, the airplane can be pivoted about the outer wing strut fitting. The nose
wheel is automatically located in the centered position while the aircraft is in the air. Movement of the rudder
pedals will not affect the nose wheel while the airplane is in flight. Thus, the pilot has the assurance that the nose
wheel will be straight at the initial landing touchdown.

BRAKE SYSTEM

The hydraulic brakes on the main wheels are conventionally operated I applying toe pressure to either ti pilot's or
copilot's rudder pedals. Th rotation of the pedals actuates the brake cylinders resulting in a braking action on the
main landing gear wheels. The brakes may also be set by operating the parking brake knob (Refer to figure 5 for
parking bra operation).

INSTRUMENTS

All instruments are mounted on the instrument panel with the except of a free air temperature gage and magnetic
compass. The free air temperature gage (optional equipment located in the right cabin ventilator. For correct
readings, the ventilator must be slightly open. The magnetic compass is mounted on the windshield centerstrip.

Turn and Bank Indicator (Opt Equipment). The turn and bank indicator, if installed as optional equipment, is an
electrically operated instrument. Turned on by the operated the master switch, the indicate mains in operation
until the master switch is turned off. The indicator has no separate control switch.

Pitot-Static System Indicators The altimeter, airspeed and optional vertical speed indicators are operated by the
pitot-static system. This system measures the difference between the impact air-pressure entering the pitot rube,
mounted on the leading edge of the left wing, and static air pressure obtained from a static port mounted on the
left forward side of the fuselage. To keep the pitot tube opening clean, a cover may be placed over the pitot rube
whenever the plane is idle on the ground. The static port should be kept free of polish, wax, or dirt for proper

airspeed indicator operation.
Stall Warning Indicator. The stall warning indicator is an electrically operated horn which gives warning whenever

a stall is approached, regardless of speed, attitude, altitude, weight or other factors which change the stalling
speed. The stall warning horn transmitter is adjusted to give an audible warning approximately 5 mph above the
normal straight ahead stalling speed. Other attitudes and speeds provide a wider margin.
The only time you may hear the Indicator under safe flight condition will be merely a short beep as you land.
Usually no warning will be evident on a properly executed landing because the Indicator takes the ground effect
into consideration. (If the airplane is leveled off high, however, the indicator will signal.) The Indicator automatically
cuts out on the ground, although high surface winds may give signals when taxiing. It therefore requires no
silencing switch which might be inadvertently left off.
A manual is provided in the airplane kit which describes in detail the many useful purposes of this instrument.

LIGHTING EOUIPMENT

Navigation Lights. The conventional navigation lights are controlled by the navigation lights switch (figure 2). The
optional navigation lights flasher system uses a three-position switch. The middle detent on the switch is the
steady position and all the way out is the flashing position.

Landing Light. (Optional Equipment). The landing light consists of two lamps mounted side-by-side in the leading
edge of the left wing. One of the lamps is adjusted to give proper illumination of the runway during landing and
take-off while the other lamp is set to provide illumination of the ground for taxiing purposes. The landing light
switch (figure 2) has three positions and turns on either one lamp or both. To turn on the taxi light, pull the switch

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out to the first stop. To turn on both landing and taxi lights, pull the switch out to the second stop. To turn the
lights off, push the switch all the way in.

Rotating Beacon (Optional Equipment). A rotating, anti-collision beacon may be mounted on the tip of the vertical

fin. In clear weather, its flashing red beam may be seen for several miles in all directions, making it particularly
valuable in the high-density traffic around busy airports. It should not be used, however, when flying through
clouds or overcast; its moving beam reflected from water droplets or particles in the atmosphere, particularly at
night, can produce vertigo and loss of orientation.
The beacon is turned off and on by a push-pull circuit breaker switch on the instrument panel. Pushing in on the
switch button turns on the beacon; pulling it out turns the beacon off. A short circuit or overload will trip the circuit
breaker and force the switch button out.

Instrument Light. A red instrument light is mounted on the cabin ceiling to illuminate the instrument panel during
night operation. A rheostat switch (figure 1) under the edge of the instrument panel controls instrument light and
the compass light. To turn on the compass and instrument lights, rotate the instrument rheostat switch clockwise
until the desired illumination is obtained. To turn lights off, turn the switch counter clockwise as far as it will go.

Map Light. A map light is adjacent to the left cabin ventilator and is controlled by a slide mounted on the left door
post. The light is fully adjustable to shine in any direction, and a lens adjustment knob integrally-mounted on the
light makes it possible to change the beam from a spot to a flood illumination

Dome Light. A dome mounted in the cabin ceiling and is controlled by a toggle switch mounted in the base of the
dome light

CABIN VENTILATORS

All ventilation for the cabin area, excluding the ventilation obtained through heater ducts, is provided by manually­adjusted cabin ventilators. Two ventilators are installed: one on the left side of the cabin in the upper corner of the
windshield, and the other in the same position on the right side of the fuselage.
To provide a flow of air, pull ventilator tube out. The amount of air entering the cabin can be regulated by varying
the distance that the ventilator tube is extended.

To change the direction of air flow, rotate the ventilator tube to the position desired.
To stop the flow of air, push the ventilator tube all the way in.

CABIN HEATER

A manifold-type cabin heater, incorporating windshield defrosting ducts,
is standard equipment in your 172. The cabin heat knob (figure 2) moves a mixer valve to proportion hot and cold

air for the desired cabin temperature. Pulling the knob out permits heated, fresh air to enter the cabin through
holes in each end of a duct running completely across the firewall. The rear cabin area is heated and ventilated by
ducts, one on either side of the cabin, extending along each wall and terminating at the door posts.

A defroster opening just behind the windshield provides a flow of air to keep the windshield free of condensation
and frost. The defroster outlet has no separate control for either volume or temperature.
The defrosting air will be hot or cool depending on the setting of the cabin heat knob.
To provide a flow of warm air, pull the cabin heat knob out. To provide a flow of cool air, push the cabin heat knob
in.
To prevent any air (hot or cold) from entering the cabin through the heater ducts, push the cabin heat knob in and
pull the cabin air knob out.

Never pull the cabin air knob out when the cabin heat knob is out. Doing so may result in overheating the heater
muff hoses.

SEATS
FRONT SEATS

The front seats are individually mounted on tracks and are adjustable fore and aft. The seat adjustment handle is
located within easy reach on the left front side of each front s( To adjust the seat, simply pull up the handle and
slide the seat to most comfortable position.

NOTE

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Test the front seats for secure latching after adjusting them in the desired position.

REAR SEAT

The rear seat has provisions to accommodate two people. The back of the seat is hinged at the bottom permit
seat adjustment and easy ac to the baggage compartment. Ai adjustment handle is located bell and at the top of
the rear seat back

MISCELLANEOUS EQUIPMENT
CABIN DOORS

Two cabin doors are provided on your Cessna 172. Each door incorporates a flush type door hand] the outside
and a conventional handle on the inside. To open the door from the outside, pull out on the forward edge of the
flush type handle. To open the door from the inside, rotate the inside door handle down.
The right cabin door can be locked from the inside only. TO lock the door, push up on the thumb latch located on
the aft part of the door just below the window. To unlock, push down on the thumb latch.

The left door can be locked from the outside only with a key operated lock. The same key that is used for the
ignition is also used to lock the door.

CABIN WINDOWS

All windows in the cabin with the exception of the left door window are of the fixed type and do not open. The
window mounted in the left door is hinged along the top of the window and opens out and up. To open the door
window, pull up and push out on the window latch. With the window latch completely extended, the window will
remain open. To close the window, pull the window latch in and down.

BAGGAGE COMPARTMENT

A baggage compartment is located just aft of the rear seat. To reach the baggage compartment, grasp the seat
adjustment handle in the center of the rear seat back and gently pull forward and down.

COAT HANGER HOOK

For your convenience, a coat hanger hook has been installed in the cabin ceiling above the back of the rear seat.
Your coats can be hung, full-length and wrinkle-free, between the back of the rear seat and the baggage shelf,
without interfering with the comfort of rear-seat passengers.

UTILITY SHELF

A utility shelf is located just above the baggage compartment. This shelf will prove very handy for storing hats,
brief cases, and small articles.

MAP POCKET

Maps and frequently-used flying aids may be stored in a map pocket in the left forward side panel, where they are
in easy reach of the pilot's seat. Bulkier items, magazines, and small articles may be stored in the pockets on the
backs of the front seats.

ASSIST HANDLE

A raised ridge in the center of the instrument panel deck serves as an assist handle. It is useful when a the front
seats forward and getting in and out of the airplane,

LOADING YOUR MODEL 172

The recommended procedure loading your Model 172 is ask First, load the baggage compartment. Next, load the
front seats. Finally, load the rear seat.

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SECTION II - Operating checklist

After familiarizing yourself with the equipment of your Cessna 172, your primary concern will normally be the Operation of
your airplane. This section lists, in Pilot's Check List form, the steps necessary to operate your Cessna efficiently and
safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you
would want to or should know concerning the operation of your Cessna 172.

The flight and operational characteristics of the Model 172 Cessna are normal in all respects. There are no
"unconventional" characteristics or operations that need to be mastered. All controls respond in the normal way within the
entire range of operation of the airplane. All airs 'speeds mentioned in sections 11 and III are indicated airspeeds.
Corresponding true indicated airspeeds may be obtained from the airspeed correction table in section V.

A. BEFORE ENTERING THE AIRPLANE.

Perform an exterior inspection of the airplane. (See figure 6 .)

B. BEFORE STARTING THE ENGINE.

(I) Operate controls and make a visual check for proper operation.
(2) Make sure windshield is clean for maximum visibility.
(3) Adjust seat for comfort and distance to rudder pedals.

NOTE

Test the front seats for secure latching after adjusting them to the desired position.

(4) Check brakes and set parking brake,
(5) Fasten and check safety belt.

C. STARTING THE ENGINE.

(1) Set carburetor heat to "cold" (Full in).
(2) Set mixture control to "full rich" (Full in).
(3) Set fuel tank selector to "both ranks". (Take-off on less than 1/4 tank is not recommended.)
(4) For an initial start in normal air temperatures, use two strokes of the primer. Usually, a hot engine will need no
priming.
(5) Clear propeller. "on".
(6) Turn master switch to "BOTH."
(7) Turn ignition switch
(8) Open throttle 1/8" (to idle position).
(9) Start engine by pulling starter control.

D. WARM-UP AND GROUND TEST.

(1) Do not allow the engine to operate at more than 800 rpm. for the first 60 seconds after starting. After starting if oil
gauge does not begin show pressure within 30 seconds in the summertime and about twice that long in very cold weather,
stop engine and- investigate. Lack of pressure may cause serious engine damage.
(2) Avoid the use of carburetor heat unless icing conditions prevail.
(3) After one to two minutes running at 800 rpm., continue warm4 while taxiing to the active runway. Do not overheat
the engine running engine at high speed while on the ground. When the accelerates smoothly and oil pressure remains
steady, you are ready for takeoff

NOTE

To avoid propeller tip abrasion, do not run up engine on loose cinders or gravel.

E. BEFORE TAKE-OFF.

(1) Apply toe brakes.
(2) Set altimeter.
(3) Set trim tab to “takeoff " position

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