Wiring Diagram for CESSNA 172S Skyhawk

Excessively lean fuel-air mixture will cause overheating and possibly detonation. Do not lean the mixture unless an increase in engine r.p.m. re- sults. Ignition Switch. The ignition switch (16, figure 1) is located a little below and to the left of the throttle. This switch is key operated and controls the dual magneto ignition systems. There are four switch positions desig- nated 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 pur- poses only. Engine Primer. The engine primer (15, figure 1) is a manual plunger type and is located immediately below the throttle. Ordinarily, the use of the primer is not required except at winter temperatures. It is used to aid in start- ing the engine by supplying an initial charge of raw fuel to the cylinders. To operate the primer, proceed as follows: (a) First, unlock the plunger by turning the knob counter clock- DESCRIPTION wise 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 ten strokes. (d) Normally, the engine is started immediately after the priming operation. In very cold weath- er, it is recommended that the engine be turned over while priming. It may be necessary to continue priming until the engine runs smoothly. Starter Knob. A starter knob (26, figure 1) is located to the left of the throttle adjacent to the left radio space. Pulling out on the control engages the engine starter. Do not pull out on the starter knob when the propeller is turning. ENGINE INDICATORS. Tachometer. An engine recording tachometer (8, figure 1) is installed as standard equipment in your Cessna 172. This tachometer is mounted immed- iately above the space provided for the right control wheel shaft. OIL SYSTEM. Oil Level. The oil capacity on the Continental O-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 3 4 DESCRIPTION DIP STICK OIL FILLER CAP LOW PRESSURE OIL SCREEN TOMATURE OIL PUMP ENGINE AND ACCESSORY BEARINGS DRAIN PLUG DESCRIPTION PRESSURE RELIEF VALVE reading the oil level on the dip stick located adjacent to the oil tank cap. OIL FILLER CAP DIP STICK In replacing the dip stick, make sure that it is firmly back in place. In replacing the oil filler cap, make sure that it is on firmly and turned clock- wise as far as it will go to prevent loss of oil thru 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 ex- tended flight is planned. Oil Specification and Grade. Avia- tion 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 20 Above 50° F. SAE 40 Schematic Oil System Indicators Oil Temperature Indicator. A cap. illary type oil temperature gage (10, figure 1) is mounted to the right of the right control wheel shaft. The green arc defines the normal operat- ing range of oil temperatures. Oil Pressure Gage. An oil pressure gage (9, figure 1) is installed imme- diately above the oil temperature indi- cator. The gage is calibrated in pounds per square inch. FUEL SYSTEM. Fuel is supplied to the engine from 18.5 two 21 gallon aluminum tanks, (of 18.5 which 18.5 gallons in each tank are useable in all flight conditions) one 37,0 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 con- ditions. The recommended fuel is 80 octane rating minimum with a lead content of not more than 2 cc per gallon. Highly leaded fuels are not recommended. Filling the fuel tanks immediately after flight will reduce the air space and minimize the mois- ture 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 posi- tions labeled "BOTH OFF", "LEFT OIL TEMPERATURE BULB & HIGH PRESSURE OIL SCREEN 070° 40 ESSURE CODE wwwwwwwwwENGINE OIL 000000000 ENGINE SUMP -OIL SYSTEM 5 DESCRIPTION 6 VENT LEFT WING TANK FUEL TANK SUMP DRAIN PLUG TO ENGINE CYLINDERS CODE FUEL SELECTOR VALVE SOTH 1847 GAL Свети CAL BOTH OFF DESCRIPTION FUEL QUANTITY INDICATOR RIGHT WING TANK 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 se- lector valve. The "LEFT TANK" po- sition 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" po- sition provides fuel flow from both tanks simultaneously to provide maxi- might have collected in the fuel strainer. A one ounce quantity of fuel FUEL STRAINER DRAIN VALVE FUEL STRAINER FUEL TANK SUMP DRAIN PLUG BOTH TANKS ON FOR TAKEOFF & LANDING ENGINE PRIMER CARBURETOR VENT FUEL FUEL LINE DRAIN PLUG FUEL STRAINER FUEL STRAINER DRAIN VALVE TO ENGINE CYLINDERS -FUEL SYSTEM- THROTTLE Schematic BOTH ON GAL Θ € LEFT TANK 口) RIGHT TANK 10.5 18.5 GAL GAL BOTH BOTH ④ OFF OFF mum 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 ac- cessible by reaching through the bot- tom 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 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 100 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 SYSTEM INDICATOR. Fuel Quantity Indicators. A direct- reading, dampened, float-type fuel 7 DESCRIPTION quantity indicator is mounted in each tank at the wing root inside the cabin. Each gage indicates the amount of fuel remaining in its respective tank. A red arc is painted on the face of each in- dicator to warn the pilot that the respective fuel tank is almost empty. FUEL QUANTITY INDICATOR Do not take off if the pointer is in the red arc. ELECTRICAL SYSTEM. Electrical energy is supplied by a 12-volt, direct-current system powered by an engine-driven generator. A 12- volt storage battery serves as a stand- by power source, supplying current to the system when the generator is inoperative, or when the generator voltage is insufficient to close the re- verse-current relay. ELECTRICAL SYSTEM CONTROLS. Master Switch. The master switch (6, figure 2) is the first knob to the left of the cigarette lighter. Switch posi- tions are "ON" (out position) and "OFF" (in position). When the master switch is turned "ON", a solenoid switch is energized and the electrical power of the battery is admitted into the electrical system. In event of a short or malfunctioning of the airplane elec- trical system, the master switch may be turned off and the engine will con- NOTE FOR DETAIL WIRING DIAGRAM SEE FIGURE 21. STARTER CONTROL BATTERY CA STARTER MKR BEACON PULL ON LAND. LIGHTS PULL ON NAV. LIGHTS PULL ON RADIO PULL ON MASTER PULL ON 2 Figure 2. Electrical Switch Panel 1. Landing Light Switch 3. Cabin Heater Switch Space 5. Marker Beacon Switch Space 2. Navigation Light Switch 4. Radio Switch Space 8 6. Master Switch AMMETER 15A 2A MASTER SOLENOID B MASTER SWITCH DESCRIPTION RADIO DIAL LIGHT RHEOSTAT SWITCH TO INSTRUMENT LIGHTS WTO COMPASS LIGHT RESISTOR (10 WATT, 160 OHMS) TO STALL WARNING INDICATOR TO TURN & BANK INDICATOR (OPT.) 6000 TO FLARES (OPT.) FLARE SWITCH PANEL B NAVIGATION LIGHT SWITCH TO NAVIGATION LIGHTS 10A DOME LIGHT BWITCH 20A TO DOME LIGHT TO RADIO (OPT.) GENERATOR VOLTAGE REGULATOR KEY 15A A TO MAP LIGHT 2 15 FUSE (NUMBER DENOTES AMPERAGE) MAP LIGHT SWITCH 2 AMP AUTOMATIC RESETTING BREAKER B (OPT.) OPTIONAL 25A EQUIPMENT MECHANICAL LINKAGE 25A TO TAXI AND LANDING LIGHTS (OPT.) OTO TAXI LIGHT (OPT.) OFF LANDING LIGHT SWITCH TO CARBURETOR AIR TEMP. GAGE (OPT.) WIRING DIAGRAM-Schematic 9 DESCRIPTION E 4 6 FUSE FUSE FUSE FUSE FUSE DESCRIPTION PANEL LTS. HEATER NAV-DOME LIGHTS MAP LIGHT RADIO LAND LTS. LIGHTER GEN 15 AMPS 10 AMPS 25 AMPS 20 AMPS 15 AMPS Figure 3. Electrical Fuse Panel 1. Panel Lights and Heater Fuse (15 amps) 3. Map Light and Radio Fuse (15 amps) 2. Navigation and Dome Light Fuse (10 amps) 4. Landing Light and Cig. Lighter Fuse (25 amps) 5. Generator Fuse (20 amps) 6. Spare Fuse Position tinue to run on the magneto ignition system. Fuses. Fuses for the various electrical devices are located beneath the elec- trical switches along the bottom edge of the instrument panel. The fuse cir- cuit and fuse capacity are indicated below the respective fuse retainers. Fuses may be removed by unscrewing the fuse retainers and lifting out the fuse. Spare fuses are located in a clip on the inside of the glove compart- ment door. The turn and bank indi- cator and stall warning indicator are protected with an automatically reset- ting circuit breaker which provides intermittent emergency operation of these devices in case of a faulty circuit. ELECTRICAL SYSTEM INDICATOR. Ammeter. An ammeter (7, figure 1) is located just below the right control wheel shaft and indicates the generator charging rate. When the pointer is deflected to the "+" side of the 10 instrument, electrical energy is flow- ing into the battery from the gener ator; to the "-" side, more electrical energy is being used than is being replaced by the generator. The normal position of the pointer, when flying, is in the neighborhood of from 0 to +4 amps depending on how fully the battery is charged. Fluctuation of the pointer may be quite large in normal operation. FLIGHT CONTROL SYSTEM. Conventional wheel and rudder pedal controls are provided to operate the 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. FLIGHT CONTROL SYSTEM CONTROLS. Control Wheels. The elevator and aileron surfaces are operated by con- Figure 4. Lower Forward Section Of Cabin 1. Pilot's Rudder Pedals 2. Footrest ventional movement of the control wheel. The control wheel is located directly in front of the pilot's seat and operates through the instrument panel. A dual control wheel is available as optional equipment. Rudder Pedals. A set of rudder pedals (1, figure 4) are provided to operate the rudder. These rudder ped- als are located just aft of the firewall directly in front of the pilot's seat. Dual rudder pedals are available as optional equipment. Elevator Tab Control Wheel. The elevator trim tab is an auxiliary mov- able control surface located on the trailing edge of the right elevator. It is used to relieve control wheel pres- sures during flight. The tab is con- 3. Wing Flap Handle 4. Elevator Tab Control Wheel trolled by rotating the tab control wheel (4, figure 4) which is located just ahead of and between the two front seats. A tab position indicator is incorporated in the tab wheel mechan- ism and indicates the nose attitude of the airplane. Forward movement of the wheel trims nose down and vice versa. This allows the airplane to be trimmed to fly level for a wide selec- tion of load and speed conditions. Take-off is made with the tab position indicator set in "TAKE-OFF" posi- tion. Wing Flap Handle. The wing flaps are controlled by a wing flap handle (3, figure 4) mounted between the two front seats. The handle is oper- ated by depressing the thumb button and moving the handle to the desired 11 DESCRIPTION flap setting. By releasing 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 the airspeed is less than 100 m.p.h. The flaps supply added lift and consider- able drag; the resulting action steep- ens the glide angle of the airplane enabling the pilot to bring the air- plane in over an obstruction and land shorter than could be done without . flaps. The use of flaps is not recom- mended for cross-wind take-offs. For unusually short field take-offs, apply 10° flaps (first notch) prior to take-off. An alternate procedure of ap- plying 10° flaps just before the air- plane is ready to leave the ground may be used in lieu of the above method of leaving the flaps in the 10° position throughout the entire ground run. For further discussion of the use of wing flaps for take-off, see page 31. Wing Flap Settings · ·Up (0°) For Normal take-off.. For Shortest take-off.. 1st notch (10°) ..2nd notch (20°) 3rd notch (30°) 4th notch (40°) For landing. 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. This spring leaf replaces the compli- cated shock struts normally used in landing gears and is made from the 12 highest quality chrome-vanadium steel; heat-treated and shot-peened for 'added fatigue resistance. All this re- sults in a trouble free gear that never requires costly maintenance. It gives you wonderful comfort and handling ease-and practically paves the rough- est fields. 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 opera- tion of the rudder pedals. The nose wheel is steerable through an arc of approximately 8° each side of neutral, after which it becomes free-swiveling up to a maximum deflection of 30° right or left of center. Thru the use of 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 air- craft is in the air. Movement of the rudder pedals will not affect the nose Thus, the pilot has the assurance that wheel while the airplane is in flight. the nose wheel will be straight at the initial landing touchdown. BRAKE SYSTEM. The hydraulic brakes on the main wheels are conventionally operated by applying toe pressure to either the pi- lot's or co-pilot's rudder pedals. The 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 control. ①FIRMLY PRESS ON BRAKE PEDALS. -Brake Pedals Brake Cyllader- PUSH PARKING BRAKE KNOS ALL THE WAY IN 13 - WORM KINSEIM LOOM BNA ESVERHO THE BRAKE PEDALS BEFORE BOLEASING PARKING BRAKE KNOS. HOTE The parking brake knob to spring loaded and will return to the orig- - Your Brakes are now net. ⒷRELEASE THE POOT PRESSURE FROM STEM DIVIS SKI Figure 5. Parking Brake Operation Brakes are now released. DESCRIPTION DESCRIPTION BRAKE SYSTEM CONTROLS. Brake Pedals. Conventional toe-type brake pedals are incorporated as the upper part of the pilot's and co-pilot's rudder pedals. Two brake cylinders are mounted directly to the pilot's brake pedals. Pressure applied to the co-pilot's brake pedals is transmitted by a mechanical linkage to the pilot's pedals which in turn actuate the brake cylinders. Parking Brake Control. The parking brake control (25, figure 1) is operated in conjunction with the toe brake and is a part of the master brake cylinders. In setting the parking brake, first press the toe brakes to the desired brake pressure then gently pull the parking brake control out to engage the locking lever and release the toe brake pressure. To release the brake, push parking brake control in, apply pressure to the brake pedals, and then release them. INSTRUMENTS. All instruments are mounted on the instrument panel with the exception of a free air temperature gage. The free air temperature gage (optional equipment) is located in the right cabin ventilator. For correct readings, the ventilator must be slightly open. Turn and Bank Indicator (Optional Equipment). The turn and bank indi- cator, if installed as optional equip- ment, is an electrically operated instru- ment. Turned on by the operation of the master switch, the indicator re- mains in operation until the master switch is turned off. The indicator has no separate control switch. 14 Pitot-Static System Indicators. The airspeed indicator (2, figure 1) and altimeter (5, figure 1) are operated by PITOT TUBE STALL WARNING TRANSMITTER measures the difference between the the pitot-static system. This system impact air pressure entering the pitot tube, 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 fuse- lage. To keep the pitot tube opening clean, a cover may be placed over the pitot tube whenever the plane is idle PITOT STATIC PORT on the ground. The static port should be kept free of polish, wax, or dirt for proper airspeed indicator operation. Stall Warning Indicator. A stall warning indicator is mounted on the back of the glove compartment box, next to the firewall. This instrument gives your 172 full and complete pro- tection from inadvertent stalls. It gives warning whenever a stall is ap- proached regardless of speed, attitude, altitude, acceleration or other factors which change the stalling speed. The stall warning horn 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 evi- dent on a properly executed landing because the Indicator takes the ground effect into consideration. (If the air- plane 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 re- quires no silencing switch which might be inadvertently left off. A manual is provided in the air- plane kit which describes in detail the many useful purposes of this instru- ment. Clock (Optional Equipment). An eight-day, stem wind, aircraft clock (4, figure 1) may be installed as op- tional equipment in the instrument mounting hole just to the right of the left control wheel shaft. Magnetic Compass. A magnetic compass (6, figure 1) is located in the center and near the top of the instru- ment panel. The compass correction card is mounted directly below the compass for quick and easy reference when reading the magnetic headings. LIGHTING EQUIPMENT. Navigation Lights. The navigation lights consist of a red light on the DESCRIPTION left wing tip, a green light on the right wing tip, and a white light on the trailing edge of the rudder. The navigation light switch (2, figure 2) is mounted on the instrument panel. To turn the navigation lights on, pull the navigation light switch out. To turn the lights off, push the switch in. LANDING LIGHTS Landing Light. (Optional Equip- ment). 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 illumina- tion of the ground for taxiing pur- poses. The landing light switch (1, figure 2) is mounted on the instru- ment panel. To turn the taxi light on, pull the switch out to the first stop. To turn both the landing light and the taxi light on, pull the switch out to the second stop. To turn lights off, push the switch all the way in. Instrument Lights. Two ultra-violet, fluorescent, instrument lights are mounted in the cabin ceiling. The lights, in conjunction with a compass light, are controlled by a rheostat switch (17, figure 1) located on the 15 DESCRIPTION bottom edge of the instrument panel. To turn the compass and instrument lights on, rotate the instrument light rheostat switch clockwise until the desired illumination is obtained. To turn the lights off, turn the switch counter-clockwise as far as it will go. LENS ADJUSTMENT KNOB PANEL LIGHT M SWITCH-TURN RADIO DIAL LIGHT RHEOSTAT INSTRUMENT LIGHT RHEOSTAT MAP LIGHT ROTATE TO DIRECT AIR.. MAP LIGHT SWITCH vert knob integrally-mounted on the light makes it possible to change the beam from a spot to a flood illumination. PUSH TO CLOSE- CABIN VENTILATOR (OPEN) the other in the same position on the right side of the fuselage. To provide a flow of air, pull ven- DEFROSTER. OUTLET DESCRIPTION tilator tube out. The amount of air entering the cabin can be regulated by varying the distance that the venti- lator tube is extended. To change the direction of air flow, rotate the ventilator tube to the posi- tion desired. To stop the flow of air, push the ventilator tube all the way in. CABIN HEATER. MANIFOLD TYPE CABIN HEATER. A manifold-type cabin heater, incor- porating windshield defrosting ducts, is standard equipment in your 172. The heater is operated by a cabin heater control (20, figure 1) which is the second knob to the left of the throttle. Pulling the control out per- CABIN AIR CONTROL Radio Dial Light. A rheostat switch is provided as standard equipment to control your radio dial light or lights. The rheostat switch (17, figure 1) is located on the bottom edge of the instrument panel to the right of the instrument light rheostat switch. To turn the radio dial light on, rotate the radio dial light rheostat switch clockwise until the desired illumina- tion is obtained. To turn the light off, turn the switch counter-clockwise as far as it will go. Map Light. A map light is mounted adjacent to the left cabin ventilator and is controlled by a slide switch mounted on the left door post. The light is fully adjustable to shine in any direction, and a lens adjustment 16 DOME LIGHT SWITCH INSTRUMENT PANEL LIGHTS Dome Light. A dome light is 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 manually-adjusted cabin venti- lators. Two ventilators are installed; one on the left side of the cabin in the upper corner of the windshield, and DEFROSTER SLIDE OPEN VALVES CLOSED CABIN HEATER REAR OUTLETS Manifold Cabin Heater CABIN HEATER CONTROL MANIFOLD HEATER SHROUD CABIN HEATER VALVE CABIN HEATER FORWARD OUTLETS KEY FRESH OUTSIDE AIR HEATED OR VENTILATING AIR DEPENDING ON SETTING OF CABIN HEATER CONTROL 17 ' DESCRIPTION mits 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 conden- sation and frost. The defroster outlet incorporates a slide valve to control the quantity of air passing through it. 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 heater control out. To pro- vide a flow of cool air, push the cabin heater control in. To prevent any air (hot or cold) from entering the cabin through the beater ducts, push the cabin heater control in and pull the cabin air control out. (Never pull the cabin air control out when the cabin heat control is out. This may result in overheating of the beater muff boses.) 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 seat. To adjust the seat, simply pull up on the handle and slide the seat to the most comfortable position. 18 REAR SEAT. The rear seat has provisions to ac- commodate two people. The back of the seat is hinged at the bottom to permit seat adjustment and easy access to the baggage compartment. A seat adjustment handle is located behind and at the top of the rear seat back. MISCELLANEOUS EQUIPMENT. CABIN DOORS. Two cabin doors are provided on your Cessna 172. Each door incor- porates a flush type door handle on the outside and a conventional type handle on the inside. To open the door DOOR HANDLE LEFT DOOR LOCK from the outside, pull out on the for- ward 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 LOCKED UNLOCKED DESCRIPTION THUMB LATCH 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. RIGHT DOOR LOCK 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, OPEN ASSIST HANDLE ASSIST HANDLES. One assist handle is installed in the deck above the instrument panel. CLOSED DOOR WINDOW LATCH. 19 DESCRIPTION DESCRIPTION This handle is very handy and is used to aid in adjusting the front seats and in entering and leaving the airplane. ASH RECEIVERS. Four ash receivers are provided in your Cessna 172. Two ash receivers GLOVE COMPARTMENT. A glove compartment (12, figure 1) is located on the right side of the in- strument panel. To open, pull out on glove compartment door knob. will find this pocket very handy for storing maps and flying aids. ASSIST STRAP FRONT ASH RECEIVER are located in the cabin walls adjacent to the windshield and are used by the occupants of the front seats. The re- COAT HANGER HOOK ASSIST STRAPS. Two assist straps are mounted on the front door posts and are used as an aid in entering and leaving the air- plane. REAR ASH RECEIVER ASSIST STEPS. ASSIST STEP An assist step is installed on each main landing gear spring to aid in entering and leaving the airplane. 20 maining ash receivers are mounted on the cabin walls just aft of the rear door post bulkheads and are access- ible to the rear seat passengers. CIGARETTE LIGHTER. A cigarette lighter (18, figure 1) is mounted on the instrument panel as standard equipment. Push the lighter all the way in to heat the element, and release. The lighter will automatically spring part way out when sufficiently heated. When replacing lighter in holder, press only part way in. BAGGAGE COMPARTMENT BAGGAGE COMPARTMENT. A baggage compartment is located just aft of the rear seat. To gain access to the baggage compartment, rotate the rear seat back, forward and down. MAP POCKET MAP POCKETS. A map pocket is incorporated in the back of the right front seat. You 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. "LOADING YOUR MODEL 172" The recommended procedure for loading your Model 172 is as follows: First, load the baggage compartment. Next, load the front seats. Finally, load the rear seat. 21 OPERATING CHECK LIST SECTION II a. Check quantity of fuel (2 gages). b. Make sure battery and ignition switches are "OFF." CN fuel gage showed "FULL", remove fuel tank cap and check fuel level. Check right wing for skin damages. (③ Check navigational light for damage. 222 22 a. Remove control-surface lock, if installed. b. Check aileron and flap hinges. a. Remove control surface lock, if Installed. b. Inspect tall surfaces for dents, cracks, etc. Check surface hinges for cracks and hinge bolts for security. c. Check trim tab for security. d. Check tall light for damage. a. Remove control surface locks if installed. b. Check alleron and flap hinges. Check navigation light for damage. Check landing light windows for security and cleanliness. a. Remove pilot tube cover, if installed. b. Inspect pitot tube opening for stoppage. c. Check left wing for skin damage. (19 a. Inspect main landing gear wheel and brake fairing. Check tire for cuts, bruises, and proper inflation. b. Inspect airspeed static source hole on f side of fuselage for stoppage. c. Check oil level. Do not operate with less than four quarts. Fill for extended flight. d. Inspect cowl access door for security. e. On first flight of day, drain a two-ounce quantity of fuel from the fuel strainer to check for the presence of water and sediment. (I a. Check propeller and spinner for nicks and security. b. a cold weather, pull propeller through two revolutions. c. Check nose wheel strut for proper inflation. d. Check tire for cuts, bruises, and proper Inflation. e. Inspect nose wheel steering arms for security.. a. Inspect cowl for security. b. Inspect airspeed static source hole on right side of fuselage for stoppage. c. Inspect main landing gear wheel and brake fairing. Check tires for cuts, bruises, and proper inflation. d. Check windshield and cabin windows for cleanliness. Figure 6. Exterior Inspection Diagram operating check list 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 airspeeds mentioned in sections II and III are indi- cated airspeeds. Corresponding true indicated airspeeds may be ob- tained from the airspeed correction table in section V. A. BEFORE ENTERING THE AIRPLANE. (1) Check oil level. Do not operate on less than four quarts. Fill for ex- tended flights. (2) On first flight of the day, drain a small (one-ounce) quantity of fuel from fuel strainer drain to insure that no free water is in the line. (3) Check quantity of fuel. (4) Make a visual check of the airplane (see.figure 6 ). (5) Remove control locks, and nose gear tow bar if installed. B. BEFORE STARTING THE ENGINE. (1) 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. (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 tanks". (Take-off on less than ¼ tank is not recommended.) 23 OPERATING CHECK LIST 3 (4) In normal weather temperatures use two to four strokes of the engine primer just before the engine starts. (5) Clear propeller. (6) Turn master switch "on". (7) Turn magneto switches "on". (8) Open throttle ½" (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 r.p.m. for the first 60 seconds after starting. After starting if oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil 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 r.p.m., continue warm-up while taxiing to the active runway. Do not overheat the engine by running engine at high speed while on the ground. When the engine accelerates smoothly and oil pressure remains steady, you are ready for take-off. NOTE To avoid propeller tip abrasion, do not run up engine on loose cinders or gravel. E. BEFORE TAKE-OFF. 24 (1) Apply toe brakes. (2) Set altimeter. (3) Set trim tab to "take-off" position. (4) Check oil pressure - should show 30 to 40 lbs./sq. in. (Minimum idling oil pressure - 10 lb./sq. in.). (5) Check engine magnetos at 1600 r.p.m. by switching off separately each magneto momentarily. The maximum allowable r.p.m. drop on either magneto is 100 r.p.m. Switch to both magnetos before continuing. (6) Check carburetor heat and leave on full heat until take-off. (7) Full throttle r.p.m. check is recommended only when condition of en- gine is in doubt. The engine should run smoothly and turn, with car- buretor heat off, 2230 to 2330 r.p.m. The engine should idle between 400 and 500 r.p.m. Except for short check do not idle below 600 r.p.m. : F. TAKE-OFF. NORMAL TAKE-OFF. (1) Flaps 0° (retracted). (2) Carburetor Heat - "OFF" (full in). (3) Advance throttle slowly to full throttle. (4) Avoid dragging brakes by keeping heels on floor. OPERATING CHECK LIST (5) Apply slight back pressure on the elevator control to raise nosewheel when take-off speed is reached. CAUTION Do not raise the nose of the airplane excessively high as this will only lengthen the take-off run. (6) Climb at 80 MPH. MINIMUM GROUND RUN TAKE-OFF. (1) Wing flaps 10° (First notch). (2) Apply full throttle while holding brakes. (3) Release brakes. (4) Take-off slightly tail low. OBSTACLE CLEARANCE TAKE-OFF. (1) Wing flaps 0° (retracted). (2) Apply full throttle while holding brakes. (3) Release brakes. (4) Take-off slightly tail low. (5) Level off momentarily to accelerate to best angle of climb speed (60 MPH). SOFT OR ROUGH FIELD TAKE-OFF WITH NO OBSTACLE AHEAD. (1) Wing flaps 10° (First notch). (2) Apply full throttle and raise nosewheel clear of ground with elevator control back pressure. (3) Take-off in a tail low attitude. (4) Level off momentarily to accelerate to a safe airspeed. (5) Retract flaps slowly as soon as a reasonable altitude is obtained. (see "Take-off" paragraph on page 31). TAKE-OFF IN STRONG CROSSWIND. (1) Flaps 0° (retracted). (2) Apply full throttle and use sufficient aileron into the wind to maintain 25