Cessna 1973 172, 1973 SkyHawk Owner's Manual
c
essna.
MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN
ANY
OTHER
MAKE
1973
WORLDS
LARGEST PRODUCER OF GENERAL
AVIATION AIRCRAFT
SINCE
1956
SRYHAWK
OWNER'S
MANUAL
PERFORMANCE - SPECIFICATIONS
Model 172*
Skyhawk*
GROSS
WEIGHT
2300 lbs 2300
lbs
SPEED:
Top Speed
at
Sea
Level
139
mph
140
mph
Cruise,
75%
Power
at
9000
ft 131
mph
132
mph
RANGE:
Cruise,
75%
Power
at
9000
ft 615 mi 620 mi
38
Gal.,
No
Reserve
4.7
hrs
4.7
hrs
131 mph 132 mph
Cruise,
75%
Power
at
9000
ft 775 mi 780 mi
48
Gal.,
No
Reserve
5.9
hrs
5.9
hrs
131 mph 132 mph
Optimum Range
at
10,
000 ft 640 mi 655 mi
38
Gal.,
No
Reserve
5. 5
hrs
5. 5
hrs
117 mph
118
mph
Optimum Range
at
10,
000 ft 820 mi 830 mi
48
Gal.,
No
Reserve
7.0
hrs
7.0
hrs
117 mph 118 mph
RATE
OF
CLIMB
AT SEA
LEVEL
645
fpm
645
fpm
SERVICE CEILING
13, 100 ft 13, 100 ft
TAKE-OFF:
Ground
Run
865 ft 865 ft
Total
Distance Over
50-Foot
Obstacle
. . .
1525
ft
1525
ft
LANDING:
Ground Roll
520 ft 520 ft
Total
Distance Over
50-Foot
Obstacle
. . .
1250
ft
1250
ft
STALL SPEED:
Flaps
Up,
Power
Off 57
mph
57
mph
Flaps
Down, Power
Off 49
mph
49
mph
EMPTY
WEIGHT (Approximate)
1285 lbs
1335 lbs
USEFUL
LOAD
1015
lbs 965 lbs
BAGGAGE
120
lbs
120 lbs
WING LOADING: Pounds/Sq Foot
13.2 13.2
POWER
LOADING: Pounds/HP
15.3 15.3
FUEL
CAPACITY: Total
SUndard
Tanks
42
gal.
42
gal.
Optional Long Range Tanks
52
gal.
52
gal.
OIL
CAPACITY: Total
8 qts 8 qts
PROPELLER:
Fixed Pitch (Diameter)
75
inches
75
inches
ENGINE:
Lycoming Engine
O-320-E2D O-320-E2D
150
rated
HP
at
2700 RPM
•
This
manual
covets
operation of the Model 172/Skyhawk which is certificated
as Model 172M under FAA
Type
Certificate No 3A12. The manual also
covers
operation of the
Reims/Cessna
Model
fl72
which is cettificated as Model F172M
under
French
Type
Certificate No^ 25 and FAA
Type
Certificate No.
A4EtJ
D964-13
CONGRATULATIONS
Welcome
to the ranks of Cessna owners I Your Cessna has been designed and con-
structed to give you the
most
in performance,
economy,
and comfort. It is our de-
sire
that you
will
find flying it, either for business or pleasure, a pleasant and
profitable experience.
This
Owner's Manual has been prepared as a guide to help you get the
most
pleasure
and utility from your
Model
172/Skyhawk. It contains Information
about
your Cessna's
equipment, operating procedures, and performance; and suggestions for its servicing
and care. We urge you to read it from cover to cover, and to refer to it frequently.
Our
interest in your flying pleasure has not ceased with your purchase of a Cessna.
World-wide, the Cessna Dealer Organization backed by the Cessna Service Department
stands ready to serve you. The following services are
offered
by
most
Cessna
Dealers:
THE
CESSNA WARRANTY — It is designed to provide you with the
most
comprehensive coverage possible:
a.
No exclusions
b. Coverage includes parts and labor
c.
Available at Cessna Dealers world wide
d. Best in the industry
Specific
benefits and provisions of the warranty plus other important
benefits for you are contained in your Customer Care Program
book
supplied with your aircraft. Warranty service is available to you at
any authorized Cessna Dealer throughout the world upon presentation
of your Customer Care
Card
which establishes your eligibility under
the warranty.
FACTORY
TRAINED
PERSONNEL
to provide you with courteous expert
service.
FACTORY
APPROVED
SERVICE
EQUIPMENT to provide you with the
most
efficient and accurate workmanship possible.
A STOCK OF
GENUINE
CESSNA
SERVICE
PARTS on hand when you
need them.
THE
LATEST
AUTHORITATIVE
INFORMATION FOR
SERVICING
CESSNA
AIRPLANES,
since Cessna Dealers have all of the Service
Manuals and Parts Catalogs, kept current by Service Letters and
Service
News Letters, published by Cessna Aircraft Company.
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
A current Cessna Dealer Directory accompanies your new airplane. The Directory
is
revised frequently, and a current
copy
can be obtained from your Cessna Dealer.
Make your Directory one of your cross-country flight planning aids; a warm
welcome
awaits you at every Cessna Dealer.
TABLE
OF CONTENTS
^========^===========:==========^===
Page :
SECTION I - OPERATING
CHECK
LIST
1-1
SECTION II - DESCRIPTION AND
OPERATING
DETAILS
2-1
SECTION III - EMERGENCY PROCEDURES 3-1
SECTION IV - OPERATING
LIMITATIONS
4-1
SECTION V -
CARE
OF THE AIRPLANE 5-1
OWNER FOLLOW-UP
SYSTEM
5-11
SECTION VI - OPERATIONAL DATA. 6-1
SECTION VII- OPTIONAL
SYSTEMS
7-1
This
maniial
describes the
operation
and
performance
of
both
the Cessna
Model
172 and
Skyhawk. Equipment
des-
cribed
as
"Optional"
denotes
that
the
subject eqviipment
is
optional
on the
Model
172.
Much
of
this
eqmpment
is
standard
on the
Skyhawk model.
Ill
Sect
ion
I
OPERATING
CHECK
LIST
One of the
first
steps
in obtaining the utmost performance, service,
and
flying
enjoyment from your
Cessna
is to familiarize yourself
with
your aircraft's equipment, systems, and controls. This can
best
be
done
by reviewing
this
equipment while
sitting
in the aircraft.
Those
items
whose
function and operation are not
obvious
are
covered
in Section
II.
Section I
lists,
in Pilot's
Check
List
form, the
steps
necessary
to
operate your aircraft 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 should know for a typical
flight.
An abbreviated
check
list
covering the "Before Take-Off" and "Before Landing"
phases
of aircraft
operation is provided on a plastic card and normally stowed in the map
compartment. This abbreviated
check
list
is a convenient
reference
of
key items to be
rechecked
immediately prior to
taxiing
into position for
take-off and
before
entering the
final
approach for landing.
The
flight
and operational characteristics of your aircraft are normal
in
all
respects.
There are no "ucnconventional" characteristics or opera-
tions
that
need
to be mastered. All controls respond in the normal way
within
the entire range of operation. All
airspeeds
mentioned in
Sections
I,
II and in are indicated airspeeds. Corresponding calibrated airspeed
may be obtained from the Airspeed Correction Table in Section VI.
BEFORE
ENTERING
THE
AIRPLANE.
(1) Make an exterior inspection in
accordance
with
figure 1-1.
1-1
EXTERIOR INSPECTION
Note
©
a.
b.
c.
d.
e.
Visually
check
aircraft
for general condition
during
walk-
around
inspection. In cold weather, remove even small
accumulations of frost, ice or
snow
from wing,
tail
and
control
surfaces. Also, make sure
that
control surfaces
contain
no
internal
accumulations of ice or debris. If
night
flight
is planned,
check
operation of all
lights,
and
make sure a flashlight is available.
Remove
control wheel lock.
Check
ignition
switch OFF.
Turn
on master switch and
check
fuel
quantity
indicators; then
turn
off master switch.
Check fuel selector valve handle on BOTH.
Check
baggage
door
for security. Lock
with
key if children are
to
occupy
child's seat.
^^^^^^•^"'••i^^"^^^^^^™""^^^^^^^^^^™' Figure
1-2
(2) a.
Remove
rudder gust lock, if
installed.
b.
Disconnect
tail
tie-down.
c. Check
control
surfaces for freedom of movement and security.
(3) a. Check
aileron
for freedom of movement and security.
(4) a. Disconnect
wing
tie-down.
b.
Check
main
wheel
tire
for proper
inflation.
c.
Visually
check
fuel
quantity;
then
check
fuel
filler
cap secure.
^ (5) a. Check oil
level.
Do not operate
with
less
than
six
quarts.
Fill
to
eight
quarts
for extended
flights,
b.
Before
first
flight
of day and
after
each
refueling,
pull
out
—1^
strainer
drain
knob for about four
seconds
to clear
fuel
strainer
of possible water and sediment. Check
strainer
drain
closed. If water is observed, there is a
possibility
that
the
fuel
tank
sumps contain
water.
Thus, the
fuel
tank
1^
sump
drain
plugs and
fuel
selector valve
drain
plug
should
be removed to check for the
presence
of
water.
^ c. Check propeller and spinner for nicks and security.
d.
Check
landing
light
for condition and cleanliness.
e. Check carbiu-etor air
filter
for
restrictions
by dust or other
foreign
matter.
f. Check
nose
wheel
strut
and
tire
for proper
inflation.
. g. Disconnect tie-down rope.
h.
Inspect
flight
instrument
static
source opening on side of
\ fuselage for stoppage
(left
side
only).
n
(6) a. Check
main
wheel
tire
for proper
inflation.
b.
Visually
check
fuel
quantity,
then
check
fuel
filler
cap secure.
®
^
Remove
pilot
tube cover, if
installed,
and check
pilot
tube
opening
for stoppage.
^ b. Check
fuel
tank
vent opening for stoppage.
c. Check
stall
warning
vent opening for stoppage.
d.
Disconnect
wing
tie-down.
r
1-1-
(s)
a. Check
aileron
for freedom of movement and security.
1-3
BEFORE
STARTING
THE
ENGINE.
(1)
Seats,
Seat
Belts and Shoulder Harnesses--Adjust and lock.
(2) Fuel
Selector
Valve — BOTH.
(3) Brakes -- Test and set.
(4)
Radios
and Electrical Equipment -- OFF.
STARTING
THE
ENGINE.
(1)
Mixture
-- Rich.
(2) Carburetor Heat — Cold.
(3) Primer --2-6 strokes as required
(none
if engine is warm).
Close
and lock primer.
(4) Throttle — Open 1/8".
(5) Master Switch — ON.
(6) Propeller Area -- Clear.
(7)
Ignition
Switch -- START
(release
when engine starts).
(8) Oil Pressure --
Check.
BEFORE
TAKE-OFF.
(1) Parking Brake -- Set.
(2)
Flight
Controls —
Check
for free and correct movement.
(3) Fuel
Selector
Valve -- BOTH.
(4) Elevator
Trim
Control Wheel — TAKE-OFF setting.
(5) Throttle Setting -- 1700 RPM.
(6) Engine Instruments and Ammeter --
Check.
(7) Suction
Gage
--
Check
(4.6 to 5.4 inches of mercury).
(8) Magnetos --
Check
(RPM drop shovdd not
exceed
125 RPM on
either
magneto or 50 RPM differential between magnetos).
(9) Carburetor Heat --
Check
operation.
(10)
Flight
Instruments and
Radios
-- Set.
(11) Optional Autopilot or Wing Leveler -- Off.
(12) Cabin
Doors
and Window --
Closed
and locked.
TAKE-OFF.
NORMAL
TAKE-OFF.
(1) Wing Flaps — 0°.
(2) Carburetor Heat — Cold.
(3)
Power
--
Full
throttle.
(4) Elevator Control --
Lift
nose
wheel at 60 MPH.
(5) Climb
Speed
-- 75 to 85 MPH.
MAXIMUM
PERFORMANCE
TAKE-OFF.
(1) Wing Flaps --0°.
(2) Carburetor Heat -- Cold.
(3) Brakes -- Apply.
(4)
Power
--
Full
throttle.
(5) Brakes --
Release.
(6) Airplane Attitude -- Slightly
tail
low.
(7) Climb
Speed
--68 MPH
until
all
obstacles
are cleared.
CLIMB.
(1) Airspeed -- 80 to 90 MPH.
NOTE
If
a maximum performance climb is
necessary,
use
speeds
shown in the Maximum Rate-Of-Climb Data
chart
in Section VI.
• (2)
Power
--
Full
throttle,
(3) Mixture --
Full
rich
(mixture may be leaned
above
3000
feet).
CRUISING.
(1)
Power
--
2200
to
2700
RPM.
NOTE
Maximum
cruise RPM varies
with
altitude. For details,
refer to Section TV.
(2) Elevator
Trim
Control Wheel -- Adjust.
(3) Mixture -- Lean for maximum RPM.
1-5
LET-DOWN.
(1)
Mixture
-- Rich.
(2)
Power
-- As desired.
(3) Carburetor Heat -- As required to prevent carburetor
icir^.
BEFORE
LANDING.
(1) Fuel
Selector
Valve-- BOTH
(2)
Mixture
— Rich.
(3) Carburetor Heat -- Apply
full
heat
before
closing
throttle.
(4) Wing Flaps -- As desired.
(5) Airspeed -- 70 to 80 MPH (flaps up), 65 to 75 MPH (flaps down).
BALKED
LANDING
(GO-AROUND).
(1)
Power
--
Full
throttle.
(2) Carburetor Heat --Cold,
(3) Wing Flaps -- Retract to 20°.
(4) Upon reaching an airspeed of approximately 65 MPH, retract
flaps slowly.
NORMAL
LANDING.
(1) Touchdown --
Main
wheels
first.
(2) Landing Roll -- Lower
nose
wheel gently.
(3)
Braking
--
Minimum
required.
• m
AFTER
LANDING.
^
(1) Wing Flaps --Up. ^
(2) Carburetor Heat --Cold.
>^
1-6
f-s
SECURING AIRCRAFT.
(1)
Parking Brake
— Set.
(2) Radios and
Electrical Equipment
-- OFF.
(3)
Mixture — Idle cut-off (pulled
full
out).
(4)
Ignition
and
Master Switch
-- OFF.
(5)
Control
Lock --
Installed.
1-7
INSTRUMENT PANEL
1.
Flight
Instrument Group
12.
Ammeter
23.
Fuel
Selector Valve Handle
2.
Aircraft
Registration Number 13.
Optional Instrument
and
24.
Elevator
Trim Control
Wheel
3.
Suction Gage (Opt.)
Radio Space (Opt.)
25.
Throttle
4.
Marker Beacon Indicator
14.
Map Compartment
26. Carburetor Heat Control
Lights
and
Switches (Opt.)
15.
Wing
Flap Position Indicator
27.
Electrical
Switches
5.
Tachometer
16.
Cigar
Lighter
28.
Circuit
Breakers
6.
Magnetic Compass
17.
Cabin
Air and
Heat Controls
29.
Parking
Brake Handle
7.
Radio Selector Switches (Opt.)
18.
Wing
Flap Switch
30. Ignition/Starter Switch
8.
Rear
View Mirror (Opt.)
19.
Static
Pressure Alternate
31. Instrument
and
Radio Dial
9.
Radios
and
Transponder (Opt.) Source Valve (Opt.)
Light
Rheostats
10.
Fuel
and Oil
Gages 20.
Mixture Control Knob
32. Master Switch
11
Over-Voltage Warning
21.
Autopilot Control Unit (Opt.)
33.
Primer
Light
22.
Microphone (Opt.)
34. Phone Jack
Figure
2-1.
Section
II
DESCRIPTION
AND
OPERATING
DETAILS
The following paragraphs
describe
the
systems
and equipment
whose
fimction
and operation is not
obvious
when sitting in the aircraft. This
section
also
covers
in
somewhat
greater detail
some
of the items listed
in
Check
List form in
Section
I that require further explanation.
FUEL
SYSTEM.
Fuel is supplied to the
engine
from two tanks, one in
each
wing. With
the fuel
selector
valve on BOTH, the total
usable
fuel for all flight condi-
tions is 38
gallons
for the standard tanks and 48
gallons
for the optional
long
range
tanks.
Fuel from
each
wir^ tank flows by gravity to a
selector
valve. De-
pending upon the setting of the
selector
valve, fuel from the left,
right,
or both tanks flows through a fuel strainer and carburetor to the
engine
induction
system.
The fuel
selector
valve should be in the BOTH position for take-off,
climb, landing, and
maneuvers
that involve
prolonged
slips or skids.
Operation from either LEFT or RIGHT tank is
reserved
for cruising
flight.
NOTE
With
low fuel (l/8th tank or
less), a prolonged
steep
de-
scent
(1500
feet
or
more)
with
partial
power,
full
flaps,
and 80 MPH or greater should be
avoided
due to the
pos-
sibility
of the fuel tank outlets being
uncovered,
causing
temporary fuel starvation. If starvation
occurs,
leveling
the
nose
should
restore
power
within
20
seconds.
NOTE
When the fuel
selector
valve handle is in the BOTH po-
sition
in cruising
flight,
unequal fuel flow from
each
2-1
FUEL SYSTEM
SCHEMATIC
LEFT
FUEL
TANK
RIGHT
FUEL
TANK
VENT
TO ENSURE
MAXIMUM
FUEL
CAPACITY
WHEN
REFUELING, PLACE
THE
FUEL
SELECTOR
VALVE
IN
EITHER
LEFT
OR RIGHT POSITION
TO
PREVENT
CROSS- FEEDING.
TO
,
ENGINE
CODE
J
FUEL
SUPPLY
VENT
MECHANICAL
UNKAGE
CARBURETOR
IT
TO
ENGINE
THROTTLE
MIXTURE
CONTROL
KNOB
Figure
2-2.
2-2
FUEL SYSTEM
SCHEMATIC
LEFT
FUEL
TANK
RIGHT
FUEL
TANK
VENT
TO ENSURE
MAXIMUM
FUEL
CAPACITY
WHEN
REFUELING, PLACE
THE
FUEL
SELECTOR
VALVE
IN
EITHER
LEFT
OR RIGHT POSITION
TO
PREVENT
CROSS- FEEDING.
TO
ENGINE
CODE
FUEL
SUPPLY
VENT
MECHANICAL
LINKAGE
THROTTLE
TO
ENGINE
MIXTURE
CONTROL
KNOB
Figure
2-2.
2-2
tank
may
occur
if the wings are not maintained exactly
level. Resulting wing
heaviness
can be alleviated
gradually by
turning
the
selector
valve handle to the
tank
in the
"heavy"
wing.
NOTE
It
is not practical to
measure
the time required to
con-
sume
all of the fuel in one tank, and, after switching
to the
opposite
tank,
expect
an equal duration from the
remaining fuel. The
airspace
in both fuel tanks is in-
terconnected
by a vent line (figure 2-2) and, therefore,
some
sloshing of fuel
between
tanks can be
expected
when the tanks are nearly
full
and the wings are not level.
For fuel
system
servicing information, refer to Lubrication and
Servicing
Procedures
in
Section
V.
ELECTRICAL
SYSTEM.
Electrical
energy
is supplied by a 14-volt, direct-current
system
powered
by an engine-driven alternator (see figure 2-3). A 12- volt bat-
tery
is
located
on the left-hand forward portion of the
firewall.
Power
is
supplied to all electrical circuits through a split bus bar, one
side
con-
taining
electronic
systems
and the other
side
having general electrical
systems.
Both
sides
of the bus are on at all times
except
when either an
external
power
source
is
connected
or the ignition/starter switch is turned
on; then a
power
contactor
is automatically activated to
open
the circuit to
the electronic bus. Isolating the electronic circuits in this manner prevents harmful transient
voltages
from damaging the transistors in the
electronic equipment.
MASTER
SWITCH.
The master switch is a split-rocker type switch labeled MASTER,
and is ON in the up position and OFF in the down position. The
right
half
of the switch, labeled BAT, controls all electrical
power
to the airplane.
The left half, labeled ALT controls the alternator.
Normally,
both
sides
of the master switch should be
used
simulta-
neously;
however,
the BAT
side
of the switch could be turned ON
sepa-
rately
to
check
equipment while on the ground. The ALT
side
of the
2-3
ELECTRICAL
SYSTEM
schematic
TOOVtB-VOLTACE WARNING
iiGHr
TO OVER-VOLTAG( SENSOH
AND
MASTfR
SWITCH
TO AUTOMATIC
PHOT
|QPT|
,
, ll, .
PLUG BECEPIACLE
GROUND SERVICE
y
FRO*
^^^)-
to
L
10 RADIO (OPT)
I RADIO
I
L-^^y
10
RADIO
lOPT)
I RADIO
7
TO RADIO |OPT)
I RADIO
3
L-i(2^i
TO
RADIO (GPIl
I RADIO
4
L^^^a
TO
RADIO (OPT)
I
RADIO
5
L*^^*
TO
AUDIO
AMPLIFIER
(OPT)
FROM
ALTERNATOR
BUS
ANDINC
IICHT
(OPT)
CIRCUir
BREAKER
|PUSH-IO.HESET|
0^
FUSE
-14-
DIODE
A/W"ESlSTOR
CAPACITOR
INOISE
FILTER!
TO NAVIGATION
LIGHTS
AND
OPTIONAL CONTROL
WHEEL
MAP
LIGHT
-TO
TRANSMITTER
RELAY |OPT|
TO
IGNITION-STARTER
SWITCH
to
FLASHING
BCACON
[OPT)
TO DOOR
POST
MAP
LIGHT
(OPT)
OPTIONAL
/S\/_TO
DOME AND
O
^siA" COURTESY
LIGHTS
TO
FUEL
QUANTITY
INDICATORS
O
WING
fLAP
POSITION
INDICATOR
TO WING
FLAP
SVStEM
•-i(t^)i
TO
STROBE
LIGHTS
(OPt)
STROBE
IT
•-•(l^^-
to
PITOT
HEAT
SYStEM (OPt|
PirOI
HT
to
TURN
COORDINAtOR
OR
lUBN
OPtlONAL
TURN
AND BANK
OORD
INDICAtOR
Figure
2-3.
2-4
switch, when
placed
in the OFF position,
removes
the alternator from
the electrical
system.
With
this switch in the OFF position, the entire
electrical load is
placed
on the battery. Continued operation
with
the
alternator switch OFF
will
reduce
battery
power
low
enough
to
open
the
battery
contactor,
remove
power
from the alternator field, and prevent
alternator restart.
AMMETER.
The ammeter indicates the flow of current, in
amperes,
from the
alternator to the battery or from the battery to the aircraft electrical
system.
When the
engine
is operating and the master switch is ON,
the ammeter indicates the charging rate applied to the battery. In the
event
the alternator is not functioning or the electrical load
exceeds
the
output of the alternator, the ammeter indicates the
discharge
rate of the
battery.
OVER-VOLTAGE
SENSOR
AND
WARNING
LIGHT.
The aircraft is
equipped
with
an automatic
over-voltage
protection
system
consisting of an
over-voltage
sensor
behind the instrument panel
and a red warning
light,
labeled
HIGH
VOLTAGE, under the oil tempera-
ture
and
pressure
gages.
In
the
event
an
over-voltage
condition
occurs,
the
over-voltage
sen-
sor automatically
removes
alternator field current and shuts down the
alternator. The red warning
light
will
then
turn
on, indicating to the
pilot
that
the alternator is not operating and the aircraft battery is supply-
ing
all electrical
power.
The
over-voltage
sensor
may be
reset
by
turning
the master switch
off and
back
on again. If the warning
light
does
not illuminate, normal
alternator charging has
resumed;
however,
if the
light
does
illuminate
again, a malfunction has
occurred,
and the
flight
should be terminated
as
soon
as practical.
The
over-voltage
warning
light
may be tested by momentarily
turning
off the ALT portion of the master switch and leaving the BAT portion
turned
on.
CIRCUIT
BREAKERS
AND
FUSES.
The majority of electrical circuits in the airplane are protected by
"push-to-reset"
circuit
breakers
mounted on the instrument panel. Ex-
2-5
ceptions
to this are the optional
clock,
flight hour
recorder,
and battery
contactor
closing
(external
power)
circuits which
have
fuses
mounted
adjacent
to the battery.
Also,
the
cigar
lighter is
protected
by a man-
ually
reset
type circuit
breaker
mounted directly on the
back
of the lighter
behind the instrument panel.
When
more
than one radio is installed, the radio transmitter relay
(which is a part of the radio installation) is
protected
by the navigation
lights circuit
breaker
labeled
NAV LTS. It is important to
remember
that
any malfxmction in the navigation lights
system
which
causes
the cir-
cuit
breaker
to
open
will
de-activate
both the navigation lights and the
transmitter
relay. In this
event,
the navigation light switch should be
turned off to
isolate
the circuit; then
reset
the circuit
breaker
to re-
activate the transmitter relay and permit its
usage.
Do not
turn
on the
navigation lights switch
until
the malfunction has
been
corrected.
LIGHTING
EQUIPMENT.
EXTERIOR
LIGHTING.
Conventional navigation lights are
located
on the wing tips and top of
the rudder. Optional lighting
includes a single
landing light in the
cowl
nose
cap, a flashing
beacon
on the top of the vertical fin, a
strobe
light
on
each
wing tip, and two
coiu-tesy
lights, one under
each
wing, just out-
board
of the cabin
door.
The
courtesy
lights are controlled by the
dome
light
switch
located
on the
overhead
console.
All other exterior lights are
controlled by
rocker
type
switches
located
on the left switch and control
panel. The
switches
are ON in the up position and OFF in the
down
po-
sition.
The flashing
beacon
should not be
used
when flying through
clouds
or
overcast;
the flashing light
reflected
from water
droplets
or particles in
the
atmosphere,
particularly at night, can
produce
vertigo and
loss
of
orientation.
The two high intensity
strobe
lights
will
enhance
anti-
collision pro-
tection.
However,
the lights should be turned off when taxiing in the
vicinity
of other aircraft, or during flight through
clouds,
fog or
haze.
2-6
INTERIOR
LIGHTING.
Illumination
of the
instrimient
panel is provided by red flood
lighting
in
the forward portion of the overhead
console.
The magnetic
compass
and radio equipment have integral
lighting.
A dual rheostat control on the
left
switch and control panel
operates
these
lights.
The inner knob, la-
beled PANEL,
operates
the instrument panel and
compass
lighting.
The
outer knob, labeled RADIO,controls all radio
lighting.
A
cabin
dome
light
is located in the overhead
console,
and is operated
by a switch adjacent to the
light.
To
turn
the
light
on,
move
the switch to
the
right.
This
will
also
operate the optional courtesy
lights.
An
optional map
light
may be mounted on the bottom of the pilot's
control
wheel. The
light
illuminates the lower portion of the cabin, just
forward
of the pilot and is helpful when checking
maps
and other
flight
data during night operations. To operate the
light,
first
turn
on the NAV
LT
Switch, then adjust the map light's intensity
with
the disk type rheostat
control
located on the bottom of the control wheel.
A
doorpost
map
light
is
also
offered as optional equipment, and is
located at the top of the left forward doorpost. The
light
contains both
red
and white bulbs, and may be positioned to illuminate any area de-
sired
by the
pilot.
A switch on the left forward
doorpost
is labeled RED,
OFF,
and WHITE. Placing the switch in the top position
will
provide a
red
light.
In the bottom position, standard white
lighting
is provided.
The center position is OFF.
WING
FLAP
SYSTEM
The wing flaps are electrically operated by a flap motor located in
the
right
wing. Flap position is controlled by a switch, labeled WING
FLAPS on the lower center portion of the instrument panel. Flap posi-
tion
is shown by an indicator on the lower
right
portion of the instrument
panel
below
the
right
control wheel position.
To extend the wing flaps, the flap switch must be
depressed
and held
in
the DOWN position
until
the desired
degree
of extension is reached.
Releasing the switch allows it to
return
to the center off position. Normal
full
flap extension in
flight
will
require approximately 9
seconds.
After
the
flaps reach maximum extension or retraction,
limit
switches
will
automatically
shut off the flap motor.
2-7
To retract the flaps,
place
the flap switch in the UP position. The
switch
will
remain in the UP position without manual
assistance
due to an
over-center design of the switch.
Full
flap retraction in
flight
requires
approximately 7
seconds.
More gradual flap retraction can be
accom-
plished by
intermittent
operation of the flap switch to the UP position.
After
full
retraction, the switch is normally returned to the center off
position.
CABIN
HEATING,
VENTILATING
AND
•DEFROSTING
SYSTEM.
For cabin ventilation,
pull
the CABIN AIR knob out. To raise the air
temperature,
pull
the CABIN HT knob out approximately 1/4" to 1/2" for
a small amount of cabin heat. Additional heat is available by
pulling
the
knob out farther; maximum heat is available
with
the CABIN HT knob
pulled
out and the CABIN AIR knob pushed
full
in. When no heat is desired
in
the cabin, the CABINf HT knob is pushed
full
in.
Front
cabin heat and ventilating air is supplied by outlet
holes
spaced
across
a cabin manifold just forward of the pilot's and copilot's feet.
Rear
cabin heat and air is supplied by two ducts from the manifold, one
extending down
each
side
of the cabin to an outlet at the front
door
post
af
floor level. Windshield defrost air is
also
supplied by a duct leading from
the
cabin manifold.
Separate adjustable ventilators supply additional air; one near
each
upper corner of the windshield supplies air for the pilot and copilot, and
two optional ventilators in the rear cabin ceiling supply air to the rear
seat
passer^ers.
SHOULDER
HARNESSES.
Shoulder
harnesses
are provided as standard equipment for the pilot
and front
seat
passenger,
and as optional equipment for the rear
seat
passengers.
Each front
seat
harness is attached to a rear
door
post
just
above
window line and is stowed
above
the cabin
door.
When stowed, the har-
2-8
ness
is held in place by two
retaining
clips, one
above
the
door
and one
on the
front
of the forward
door
post. When stowing the harness, place it
behind
both
retaining
clips and
secure
the
loose
end behind the
retaining
clip
above
the door. The optional rear seat shoulder harnesses are at-
tached
just
below the lower corners of the rear window. Each rear seat
harness is stowed behind a
retaining
clip located at the bottom
edge
of the
aft
side window.
To use the
front
and rear seat shoulder harnesses, fasten and adjust
the
seat belt
first.
Remove
the harness from the stowed position, and
lengthen
as required by
pulling
on the end of the harness and the narrow
release strap. Snap the harness metal stud
firmly
into
the
retaining
slot
adjacent to the seat belt buckle. Then adjust to length by
pulling
down on
the
free end of the harness. A properly adjusted harness
will
permit the
occupant to lean forward enough to sit completely erect but is
tight
enough
to
prevent
excessive
forward movement and contact
with
objects
during
sudden deceleration. Also, the
pilot
will
want the freedom to reach all
controls easily.
Releasing and removing the shoulder harness is accomplished
pulling
upward on the narrow release strap and removing the harness
stud
from the slot in the seat belt buckle. In an emergency, the shoulder
harness may be removed by releasing the seat belt
first
and
pulling
the
harness over the head by
pulling
up on the release strap.
STARTING
ENGINE.
During
engine
starting,
open the
throttle
approximately 1/8
inch.
In
warm
temperatures, one or two strokes of the primer should be sufficient.
In
cold weather, up to six strokes of the primer may be
necessary.
If
the
engine is
warm,
no
priming
will
be required. In extremely cold tem-
peratures,
it may be
necessary
to continue
priming
while cranking the
engine.
Weak
intermittent
firing
followed by puffs of black smoke from the
exhaust stack indicates overpriming or flooding.
Excess
fuel
can be
cleared from the combustion chambers by the following procedure: Set
the
mixture
control
full
lean and the
throttle
full
open; then crank the
engine through several revolutions
with
the
starter.
Repeat the
start-
ing
procedure
without
any additional
priming.
If
the engine is underprimed (most
likely
in cold weather
with
a cold
2-9
TAXIING DIAGRAM
USE
UP
AILERON
ON
LH
WING
AND
NEUTRAL ELEVATOR
USE
DOWN
AILERON
ON
LH
WING
AND
DOWN
ELEVATOR
USE
UP
AILERON
ON
RH
WING
AND
NEUTRAL ELEVATOR
USE
DOWN
AILERON
ON
RH
WING
AND
DOWN
ELEVATOR
CODE
WIND DIRECTION
NOTE
Strong quartering
tail
winds require caution.
Avoid sudden bursts
of the
throttle
and
sharp
braicing
when
the
airplane
is in
this attitude.
Use
the
steerable nose wheel
and
rudder
to
maintain
direction.
2-10
Figure
2-4.
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