Cessna 172 Series 1973 User manual

ESSNA
MORE PEOPLE BUY AND MODEL
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
.A. ND
SKYHAWK
1973
WORLD'S LARGEST PRO- OWNER'S
°L",oOF AIRN RAFT MANUAL
SINCE 1956

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:
GroundRun ............... 865ft 865ft
Total Distance Over 50-Foot Obstacle ... 1525 ft 1525 ft
LANDING:
GroundRoll............... 520ft 520ft
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
USEFULLOAD ............... 10151bs 9651bs
BAGGAGE.................. 1201bs 1201bs
WING LOADING: Pounds/Sq Foot ... . ... 13. 2 13. 2
POWERLOADING: Pounds/HP . . ...... 15.3 15.3
FUEL CAPACITY: Total
Standard Tanks .. . . . . . . . . . . . 42 gal. 42 gal.
Optional Long Range Tanks ........ 52 gal. 52 gal.
OIL CAPACITY: Total ..... . ... . . . 8qts 8qts
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 covers operation of the Model 172/Skyhawkwhich is certificated
as Model 172M under FAA Type Certificate No. 3Al2. The manual also covers
operation of the Reims/CessnaModel Fl72 which is certificated as Model Fl72M
under French Type Certificate No. 25 and FAA Type Certificate No. A4EU.
D964-13-RAND-3,000-8/74

CONGRATULATIONS . . . . . . .
Welcome to the ranks of Cessna owners! 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,- apleasant and
profitable experience.
This Owner's Manual has been prepared as aguide 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 aCessna.
World-wide, the Cessna Dealer Organization backed by the Cessna Service Depart-
ment 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.
ASTOCK 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; awarm welcome
awaits you at every Cessna Dealer.
i

26'-ll"
11 -4 Maximum height of aircraft
with nose gear depressed, all
tires and nose strut properly
inflated, and optional flashing
beacon installed.
Wing span of aircraft with
optional strobe lights
PR INC IP A L installed.
DIMENSIONS
36 -1
63"MAX

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 VIl- OPTIONAL SYSTEMS.....__....... 7-1
This manual describes the operation and performance of
both the Cessna Model 172 and Skyhawk. Equipment des-
cribed as "Optional" denotes that the subject equipment
is optional on the Model 172. Much of this equipment is
standard on the Skyhawk model.
iii

Jectioil 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 atypical 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 "unconventional" 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 III 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

5
7
6 4
EXTERIOR INSPECTION
2
Note
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 aflashlight is available.
a. Remove control wheel lock.
b. Check ignition switch OFF.
c. Turn on master switch and check fuel quantity indicators; then
turn off master switch.
d. Check fuel selector valve handle on BOTH.
e. Check baggage door for security. Lock with key if children are
to occupy child's seat. ngure
1-2

a. Remove rudder gust lock, if installed.
b. Disconnect tail tie-down.
c. Check control surfaces for freedom of movement and security.
a. Check aileron for freedom of movement and security.
a. Disconnect wing tie-down.
b. Check main wheel tire for proper inflation.
c. Visually check fuel quantity; then check fuel filler cap secure.
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
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 apossibility
that the fuel tank sumps contain water. Thus, the fuel tank
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 carburetor 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).
a. Check main wheel tire for proper inflation.
b. Visually check fuel quantity, then check fuel filler cap secure.
a. Remove pitot tube cover, if installed, and check pitot 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,
a. Check aileron for freedom of movement and security.
1-1.
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 -- 2-6strokes 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 should 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.
1-4

(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.
CLI M B.
(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).
CR UISIN G.
(1) Power -- 2200 to 2700 RPM.
NOTE
Maximum cruise RPM varies with altitude. For details,
refer to Section IV.
(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 icing.
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.
AFTER LANDING.
(1) Wing Flaps -- Up.
(2) Carburetor Heat -- Cold.
1-6

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
12 3 578L 9 10 11 12 13
34 33 32 31 30 29 28 27 20 19 18 17 16 15 14
26 21
25 '22
24 23
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. Hear View Mirror (Opt.) 19. Static Pressure Alternate 31. Instrument and Radio Dial
9. Radios and Transponder (Opt.) Source Valve (Opt.) Light Rheastats
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.
1-8

Jectioil H
DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function 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 Ithat 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 wing tank flows by gravity to aselector valve. De-
pending upon the setting of the selector valve, fuel from the left, right,
or both tanks flows through afuel 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 (1/8th tank or less), aprolonged 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
SELECTOR
VALVE
TO ENSURE MAXlMUM FUEL CAPACITY Y
WHEN REFUELING, PLACE THE FUEL
SELECTOR VALVE IN EITHER LEFT
OR RIGHT POSITION TO PREVENT
CROSS- FEEDING.
TO FUEL
ENGINE VSTRAINER
ENGINE -
PRIMER
CODE
FUEL SUPPLY
VENT
MECHANICAL CARBURETOR THROTTLE
LINKAGE
MIXTURE
TO CONTROL
ENGINE 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 avent 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). A12- volt bat-
tery is located on the left-hand forward portion of the firewall. Power is
supplied to all electrical circuits through asplit 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 apower contactor is automatically activated to open the circuit to
the electronic bus. Isolating the electronic circuits in this manner pre-
vents harmful transient voltages from damaging the transistors in the
electronic equipment.
MASTER SWITCH.
The master switch is asplit-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 &ch 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
RECULAIOR AtifRNATO 10 TOOVER-vot1AGE WARNING
OVE PRIMARY LIGHT
VOtlAGE BUS .
wAan No 10 ovER-votTAGE SENsoR
LlGHT Att Fato AND MASTER SWIICH
RCU RE KER TO AUTOMATIC PILOT (OPT}
AUTO
Pit01
OVER-
VOLTAGE C GAR LlGHTER
SENSOR I(WITH ClRCUlf BREAKER)
STARTER REVER$E POLARITY TO RAD O (OPT}
CONIACIOR CONTACTOR GROUND SERVICE
CEPTACLE TO RAADIO(OPT)
AUD
TO AUDIO AMPLiflER (OPT)
FLtGHT FROM ALIERNA109 BUS
HOUR
RECORDER SPLM BUS 24 TO LANDING LIGHT (OPI)
CONTACTOg LAND L1
(NORMAtt.Y GOSED) TO NAVIGATION LIGHTS AND
OPTIONAL CONTROL WHEEL
PRE URE 10 MAP LlGHl
-IKH NAV 10 IRANSMlllER RELAY (OPT)
SIART£R -(OPI) Li 10 IGNiTION..5TARTER SWITCH
BAllERY
CONTACIOR NAVIGATION -6
TO FLASHING BEACON (OPT)
LíGHT CIRCull 10 DOOR POSI MAP LIGHT (OPT}
CLOCK (OPT)
REY I HIOPilONAL
INT tGHCOMPASS ANO iNSIRUMENT
IGNRION-
SAITERY
STARIER SWtT<H NDifuEL QUAANTITYMINDICATORS
TO WING FLAP SYSffM
MAGNETOS FLAP
10 TO STROBE LIGHTS (OPT)
Sikost LI
CODE 18 TO PITOT HEAT SYSifM (OPT)
CIRCUll 6REAKER [PUSH TO RESET)
C
PEAC1
aOSE F ER
ESISTOR
1
OPTIONANL CO UtNA10R OR
coono ‡NDICATOR
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, amalfunction 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 malfunction 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, aflashing beacon on the top of the vertical fin, astrobe light
on each wing tip, and two courtesy 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 instrument panel is provided by red flood lighting
in the forward portion of the overhead console. The magnetic compass
and radio equipment have integral lighting. Adual 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.
Acabin 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.
Adoorpost 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. Aswitch 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 aswitch, 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