Cessna 172 Skyhawk SERIES User manual

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1973 CESSNA 172M SKYHAWK N12766 ASN 17262240

/
PERFORMANCE - SPEC . IFICATIONS ·
======================Skyhawk* ,:;<.
. - ~ .
!~'!"1 bi !; . .
GROSS WEIGHT • • • •
SPEED:
~o:i fn;', J.·1 • •
Top Speed at Sea Level . • •
Cruise, 75% Power at 8000 ft
RANGE: . . • • '•Jon.
c-.. • •
Cruise, 75% Power at 8000 ft ••
38 Gallons, No Reserve
Cruise, 75% Power at 8000 ft
.48 Gallons, No Reserve
Maximum Range at 10, 000 ft
38 Gallons, No Reserve
Maximum Range at 10, 000 ft
48 Gallons,
No Reserve
RATE OF CLIMB AT SEA LEVEL • • • • . • •
SERVICE CEILING
~ •••.••.•••••
TAKE-OFF:
Ground Run
•••••••••••
Total Distance Over 50- Foot Obstacle
LANDING:
Ground Roll . • • • . • • • •· . • .
Total Disf; ance Over 50- Foot Obstacle
STALL SPEED: ..
Flaps Up, Power Off° .• • • • •
Flaps Down, Power Off • • •
BAGGAGE ••••••••••
WING LOADING: Pounds/Sq Foot • • • •
POWER LOADING:
Pounds/HP
FUEL CAPACITY: Total
Stai1dard Tanks • • • • • .
Optional Long Range
Tanks •
OIL CAPACITY
•.••••••.•
PROPELLER: Fixed Pitch, Diameter
ENGINE:
Lycoming Engine
•••• ; ",
150
rated HP at 2700 RPM
..,•
2300 lbs
•• 144 mph
138 mph
•
•••• 650 mi
4.7 hrs
138 mph
••••••••••• 815 ml ·
5.9 hrs
138 mph
.. ..... .
700 ml
6.0 hrs
117 mph
-· ..
875mi
7. 5 hrs
117 mph
•• 645 fpm
13, 100 ft
•• 865 ft
••• 1525 ft
520 ft
125Q ft
• • 57 mph
49 mph
• •••• 120 lbs
• 13 2 .
• • 15. 3
••••• 42 gal.
•• 52 gal.
• •••••••• 8 qts . .
75
inches
0-320-E2D
..
~· 1
172
EMPTY WEIGHT: (Approximate) 1305
lbs
USEFUL LOAD: (Approximate) 995 lbs
Skyhawk
1S50
lbs
950 lbs
Skyhawk II
1S75 lbs
925 lbs
Fl72
Skyhawk
1335 lbs
965 lbs
F172
Skyhawk
II .1
14101b&
890 lbs
NorE: Speed performance data ls shown for the Skyhawk which is one to four mph faster
than a standard equipped Model 172 (without speed fairings), with the maximum
dltference occurring at top speed. There is a corresponding diffe~ence in range
while all other performance figures are the same for the Model 172 as shown for
the Styhawk.
~11:9--~------------------· ·
. *This manual c(Jvers operation of the Model 172/Skyhawk which is certificatied
as Model 172M ' under FAA Type Certificate No. 3Al2. The manual also covers
ope ~ i" !on of the Reimsj Cessna F 172 Skyhawk which is certificated as Modd .
.
Fl 72M · der F~ench . Type Certificate No. 25 . and FAA Type Certificate No. A4EU.

CONGRATULATIONS
. . . . .. .
Welcome to the ranks of Cessna owners! Your Cessna has been designed and con-
structed to give you the mosl in performance, economy, and comfort. It is our de-
sire that you will find flying it, either for busine~s 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 ~rvice Depart-
ment stands ready to serve you. The following services are offered ff o 1 t C ~ ssna ', ·
Dealers: .. i;; \, _ · •
.... . - ~ -
THE CESSNA WARRANTY -- It is designed to provide you with the most '- -. -
comprehensive coverage possible: ::· ,.;; ._
a. No exclusions r :· 1
b. Coverage includes parts and1 • or
c. Available at Cessna Dealers ' · d ~
d. Best in the industry ,, ; ~ _
Specific
benefits and provisions
1
:
he warranty plus other impor
_benefits for you are contained in '. mer Care Program book ._
supplied with
your aircraft. Warr · ice is available to you at
any authorized Cessna De e world upon presentation
of your Customer Car ~: ,,,. · stab'r ishes your eligibility under
the
warranty. "" ·"
service.
FACTORY
~ .
E EQUIPMENT to prov1d!;
kmanship possible. -
We urge all Cessna owners to use the Cess · . Dea~ ·" ,: organization to the fullest.
~ cur~ent Cessna Dealer Directory accomp ~ " · ur new airplane. The Directory
is revised frequently, and a current copy can btained 'from your Cessna Dealer.
Make your - Directory one of your cross- country flight planning aids· a warm wel
awaits you
at every Cessna Dealer. ' come
i
'j
l \

*
(-
**
PRINCIPAL
i-
DIMENSIONS
\L-- .. ---~--** 36'
Maximum height of aircraft
with nose
gear depressed, all
tires and nose strut properly
Inflated, and optional flashing
beacon Installed.
Wing span of aircralt with
optional strobe lights
Installed.
.... ·.

TABLE OF CONTENTS
========================================Page=
SECTION I - OPERATING CHECKLIST---------- 1-1 I'
I •
SECTION II - DESCRIPTION AND
OPERATING .: DETAILS ------------- 2 ~ 1
SECTION Ill - EMERGENCY PROCEDURES----- 3-1
SECTION IV - OPERATING LIMITATIONS ________ 4-1
SECTION V '."' CA .RE OF > THE AIRPLANE ________ 5-1
: -
SECTION VI - OPERATIONAL DAT A--------------- 6-1
SECTION VII- OPTIONAL SYSTEMS ______________ 7-1
ALPHAB . ETICAL INDEX--------------------------- lndex-1
-.
This manual describes the operation and performance of
the Model 172, the
Skyhawk, and the Skyhawk II. F.quip-
ment described
as "Optional" denotes that the subject
equipment
is optional on the Model 172. Much of this
equipment is .standard on the Skyhawk and Skyhawk n.
iii
l
Servicing Requirements

Section I
.iiii .. ~--------------_-_-_-_-_-_-_-_-_-:, _______________________________ .,
OPERATING CHECKLIST
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 n.
Section I lists, in Pilot's Checklist form, the steps necessary to op-
erate your aircraft efficiently ancl safely. It is not a checklist 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. A more convenient plastic
enclosed checklist, stowed in the map compartment, is available for
quickly checking that all important procedures have been performed.
Since vigilance for other traffic is so important in crowded terminal
areas, it is important that preoccupation with checklists be avoided in
flight.
Procedures should be carefully memorized and performed from
memory. Then the checklist should be quickly scanned to ensure that
nothing
has been missed.
The flight and operational characteristics of your aircraft are normal
in all respects. There are no "unconventional" characteristics or opera-
tions that need t9 be mastered. All controls respond in the normal way
within
the entire ·range of operation. All airspeeds mentioned in Sections
I, II and
ill are indicated airspeeds. Corresponding calibrated airspeed
may be obtained from the Airspeed Correction Table in Section VI.
1-1

Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.
EXTERIOR
CD
' .
Note
Visually-check aircraft for gen~,r~ ~q ndition during walk-
around inspection. In cold weather, remove even small
accumulation.s of
frost, · ice or snow _ fr~m wing, tail and
control surfaces. Als.o, _make sure that control surfaces
contain
no internal acc -umulations of ice or debris. If · ~ , ~
night flight is planned, check operation of all ligbts, and
make sure a flashlight is available.
a. Remove control wheel lock.
b. Check ignition switch
OFF.
c. Turn on master switcti 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 U children are
to occupy child's seat.
..
!
--------------------------Figure
· 1-2

®
®
©
®
0
®
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. Before
first flight of the day and after each refueling, use
s~pler c.up and drajn ,small quantity of fuel from fuel tank sump
quick-dram valve to
c~eck for water, sediment, and proper fuel
grade. . _·
d. 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 the 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, the fuel system may contain additional
water, and further draining bf th_e system at the
strainer, fuel
tank sumps,
and fuel selector valve drain plug will be necessary.
c. Check propeller anc t spinner 'for nicks and security. -
d. Check landing light(s) for condition
and cleanliness.
e. Check
carburetor air filter for restrictions by dust or other
foreign matter. _
f. Check nose wheel
strut and tir~ for_proper inflation.
g. Disconnect tie-down
~ ope. -· . · i, ,-
h. Inspect flight instni h)' eii t static-'source opening on side of
ftlselage for stoppage (left side only). -\-- ~
a. Check main wheel tire for proper inflation.
b. Before
first flight of the day and .after each refueling, use
sampler
cup and drain small quantity of fuel from fuel tank sump
quick-drain valve
to check for water, sediment, and proper fuel
grade.
c. Visually check fuel quantity, then check fuel filler cap
secure.
' :.: . '· •, _,.
a. Remove pitot tube cover, if installed, and check pifot tube
opening for stoppage. · ·
b. Check fuel taiik vent opening for stoppage.
c. Check
stall warning·vent opening for stoppage.
d. Disconnect
wing tie_-d9wn.
a. Check.aileron for freedom
of movement an~ security.
1-1. --~~~~---~--.-------'
. :. ( -.
·" ..
....
1-3

BEFORE STARTING ENGINE.
(1) Exterior Preflight -- COMPLETE.
(2) Seats, Belts, Shoulder Harnesses -- ADJUST anct LOCK
(3) Fuel Selector Valve -- BOTH. ·•
(
4) Radios, Autopilot, Electrical Equipment :.._ OFF.
(5) Brakes -- TEST and SET.
STARTING ENGINE.
(1) Mixture -- RICH.
(2)
Carburetor Heat -- COLD.
(
3) Master Switch -- ON.
(4)
Prime -- AS REQUIRED (2 to 6 strokes; none if 'engine is warm).
(5) Throttle -- OPEN 1/8 INCH. -
(6)
Propeller Area -- CLEAR.
(7) Ignition Switch -- START (release when engine stai:f:s).
(8) Oil
Pressure -- CHECK.
BEFORE TAKE-OFF.
1-4
(1) Parking B~ake -- SET.
(2) Cabin Doors and Window -- CLOSED and LOCKED.
(
3) Flight Controls -- FREE and CORRECT.
( 4) Elevator Trim -- TAKE-OFF.
(5) Fuel Selector Valve -- BOTH.
(6) Mixture -- RICH (below 3000 ft.).
(7) Throttle -- 1700 RPM.
a. ·Magnetos
-- CHECK (RPM drop should not exceed 125 RPM
on either magneto or 50 RPM differential between magnetos).
b. Car?uretor Heat -- CHECK (for RPM drop).
c. Engme
Instruments and Ammeter -- CHECK.
d. Suction Gage - - CHECK.
(8) Flight Instruments and Radios -- SET.
(9) Optional.Autopilot -- OFF.
{10) Throttle Friction Lock -- ADJUST.
{11) Wing Flaps -- UP.

·TAKE-OFF.
NORMAL TAKE-OFF.
(1) Wing Flaps -- UP.
(2) Carburetor Heat -- COLD.
(3) Throttle -- FULL.
(4) Elevator Control -- LIFT NOSE WHEEL (at 60 MPH).
(5) Climb Speed -- 75 to 85 MPH.
MAXIMUM PERFORMANCE · TAKE-O~F .
(1) Wing Flaps -- UP. .-
(2) Carburetor Heat -- COLD.
(3) . Brak~s -- APPLY.
( 4) · Throttle -- FULL.
(
5) Brakes -- RELEASE.
(6) Airplane Attitude -- SLIGHTLY TAIL LOW.
(7) Climb Speed -- 68 MPH (until all obstacles are cleared).
ENROUTE C_LIMB.
'\
(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)
Throttle -- FULL.
(3) Mixture -- FULL RICH (mixture may be leaned above 3000 feet).
CRUISE.
(1) Power -- 2200 to 2700 RPM (no more than 75%). ·
(2)
Elevator Trim -- ADJUST.
(3) Mixture -- LEAN.
1-5
I

LET-DOWN.
(1) Mixture -- RICH.
(2) Power -- AS DESIRED.
(3) Carburetor Heat -- AS REQUIRED (to pr~vent carburetor icing).
BEFORE LANDING.
( 1} Fuel Selector Valve -- BOTH.
(2) Mixture -- RICH.
(3)
Carburetor Heat -- ON (apply full heat before closing throttle).
(4) Airspeed -- 70 - 80 MPH (flaps UP).
(5) Wing Flaps -- AS DESIRED.
(6) Airspeed -- 65 -75 MPH {flaps DOWN).
BALKED LANDING.
(1) Throttle -- FULL.
(2) Carburetor Heat -- COLD.
(3) Wing Flaps -- 20°.
(4) Airspeed -- 65 MPH.
(5) Wing Flaps -- RETRACT (slowly).
NORMAL LANDING.
(1) Touchdown -- MAIN WHEELS FIRST.
((;)) Landing Roll -- LOWER NOSE WHEEL GENTLY.
Braking -- MINIM UM REQUIRED.
AFTER LANDING.
(1) Wing Flaps -- UP.
(2)
Carburetor Heat -·- COLD.
1-6

SECURING AIRCRAFT.
(1) Parking Brake -- SET.
(2) Radios, Electrical Equipment, Autopilot -- OFF.
(3) Mixture -- IDLE CUT-OFF (pulled full out).
(4) Ignition Switch -- OFF.
(
5) Master Switch -- OFF.
{6) Control Lock -- INSTALL.
\
. ~
. . · I I
1-7

1-8
INSTRUMENT PANEL
2
42 41
1. Clock (Opt.)
2.
Aircraft Registration Number
3. Flight Instrument Group
4. Suction Gage (Opt.)
5. Marker Beacon Indicator
Lights and Switches (Opt.)
6. Altimeter, Vertical Speed
Indicator (Opt.) and
Tachometer
7. No. 2 LOC Reversed Indicator
Light (Opt.)
8.
No. 1 LOC Reversed Indicator
Light (Opt.)
9. Omni Course Indicators (Opt.)
10. ADF Bearing Indicator (Opt.) .
11. Magnetic Compass
12. Radio Selector Switches (Opt.)
13. Rear
View Mirror (Opt.)
14. Radios and
Transponder (Opt.)
15. Autopilot Control Unit (Opt.)
32
31
16. Fuel and Oil Gages
17.
Over-Voltage Warning Light
18.
Ammeter
19. Optional Instrument Space
20. ADF (Opt.)
21. Optional Radio Space
22. Map Compartment
23.
Wing Flap Posllion Indicator
24. Cigar Lighter
25. Cabin Air/Heal Control Knobs
26.
Wing Flap Switch
Figure 2-1.
19 20
27. Static Pressure Alternate
Source Valve (Opt.)
28. Mixture Control
Knob
29. Throttle
30. Microphone (Opt:)
31.
Fuel Selector Valve Handle
32. Elevator Trim Control Wheel
33. Carburetor Ilea! Control Knob
34. Eleclrlc:ll Switches
35.
Circuit Breakers
36. Parking Drake Handle
37. Optional Instrument Space
38. Ignition Switch
39 . Instrument and Radio Dial
Light Rheostats
40.
Master Switch
41. Auxiliary Mike and Phone
Jacks (Opl.)
42.
Primer

Section II
b
~=========~~~~~:::::::- _______________________ ,, ... ...,_
DESCRIPTION AND OPERATING DETAILS
. . .
The following paragraphs describe the systems and equipment whose
function
and operation is not obvious when sitting in the aircrat;t. This
section also covers in somewhat
greater detail some of the items listed
in Checklist 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
conditions
is 38 gallons for the standard tanks.
"' : . ..__
Fuel from each wing tank flows }?y ·gravity to ·a seJector valve. De-
pending
upon the setting of the select~r ~alve, fuel from the left, right,
or both tanks
f~ows through a fuel st _rainer and carburetor to the ~ngine
mduction system. . . . .
. The fuel
sele~tor 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 ta~ or less), a prolonged steep de-
scen~ _ (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 s·econds.
NOTE
When the fuel selector valve handle_ is in the BOTH po .: : ·
sition in cruising flight, unequal fuel flow f.rom each
2-1
;..
r
-- ·

2-2
FUEL
SYS . TEM
SCHEMATIC
LEFT FUEL TANK
.·
TO ENSURE MAXIMUM FUEL CAPACITY
WHEN
REFUELING, PLACE THE FUEL
SELECTOR VALVE IN EITHER LEFT
OR IUGHT POSITION TO PREVENT
CROSS- FEEDING.
ENGINE
PRIMER
.----CODE---.
Ftitd FUEL SUPPLY
D VENT
MECHANICAL
LINKAGE
SELECTOR
VALVE
--.
· RIGHT FUEL
TANK
FUEL
STRAINER
r----&;;o;;;,i ___ . -----=l:QJ
-THROTTLE
CARBURETOR
"---...""" ~ @ ""' ·: __ _.---- --it;BJ
...
TO
ENGINE
Figure 2-2.
MIXTURE
CONTROL
KNOB

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
t3:nk, 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 ca~ be expected ·
when the tanks
are nearly full and the wings are not level.
For fuel system servicing information, refer to Servicing Require-
ments
on the inside back cover.
• <" r • ~
FUEL TANK SUMP QUICK-DRAIN VALVES.
Each fuel tank sump is equipped with a fuel quick-drain valve to facili-
tate draining and/or examination of fuel for contamination and grade. The
valve extends through the lower
surfac~ of the wing just outboard of the
cabin door. A sampler
cup stored in the aircraft is used to examine the
fuel.
Insert the probe in the sampler cup into the center of the quick-drain
valve and push. Fuel will drain
fJ,"om the tank sump into the sampler cup
until
pressure on the valve is rele"ased. .
LONG RANGE FUEL TANKS.
-
Special wings with long_ z:ange fuel tanks are _available to replace the
standard wings and fuel tanks for·
greater endtirance and range. When
these tanks are installed, the total usable fuel for all flight conditions is
48 gallons.
ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt direct-current s t
db
· · d · ' ys em
powe:e y an engme- riven alternator (see figure 2-3). A 12- vol
tery is located
on the left-hand forward portion of the f t ba~-
supplied to all electrical circuits through a sprt b b irewall .. Power is .
1 us
ar, one side con-
2-3 .

ELECTRICAL SYSTEM
"-~HI•
OVll· I
vouAOI
WAININO
LIGHT
-.:~-..;...----- TO Alf lllLD
CllCUIT IUAKll
I
10
Alf lllLD
CllCUlf
IUAKU
CIOAI UOHlll
(WITH CllCUIT IUAKl _ I!
2-4
CODI
Q) CllCUIJ UfAICfl (PUSH-10- IUlll
• #USl -ff- DIODf >t/J IUISfOI
.f ~ CAPACHOI (NOISf llHUJ
JUG HT
HOUI
UCOIDll
(OPTI
. Oil
russuu
SWITCH
(OPT)
•I
SPLIT 1us
CONTACTOI
(HOlllllALL T ·ClOHDI
10
NAVIGATION
UOH1 CllCUIT
IUAKll
IGNITION
SWITCH
MAO NIT OS
Figure 2-3.
SCHEMATIC
TO OYll•VOLUOI WAINING
LIGHT
TO OYU•VOUAOI SINSOI
ANO MASfll swncH
TO AUTOMATIC ;ILOI 1on1
TO UDIO 1on1
t:O UDIO (On)
TO UDIO 1on1
TO UDIO (0"1
TO AUDIO AMl'Uflll (OPT)
JIOllll AUllMATOI aus
10 lANDINO uoHJ(SI (Orf)
10 NAVIGATION u
0
~'~1:~
0
ortioNAL coJt!•OL
MAP uoHT
10 TIAN;~\llfll ULA y (OPll
TO 10PflllON swlfCH
.
TO ;LASlll~O 1£,lCOH ,1ortl
•
uolll 1ortl
10 ooo• ros1 JAAP
10 ooMI ANO ort10HAL
couansY uo
1415
115
11u11uH'
10 COMPASS AND I
UOHlS
oo•D•H•
101
10
oruoNAL ru•N ~HD a•H'
01 oruoNAL tUIN
INDICAJOI

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 pre-
vents 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- aircraft. ·
The left half, labeled
ALT controls the alternator.
Normally, both sides
of th~ 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
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 in the OFF position will reduce battery power
low
enough to open the battery contactor, remove power froin 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 ah::craft electrical
system.
When the engine is operating and the rµaster switc~ is ON,
the ammeter indicates tlie 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. ra "te of the
battery. ·
OVER-VOLTAGE SENSOR AND WA . RN .ING LIGHT.
The aircraft is equipped with an automatic over-voltage protection
system consisting
of an over-voltage sensor behind the instrument 1
and a red warning light, labeled HIGH VOLTAGE, under the oil t pane
ture and
pressure gages. empera-
In the event an over-voltage condition occurs th
sor automatically removes alternator field curre 't edover-voltage sen-
n an shuts down the .
2-5

I -
1.
I
1
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 aircraft are protected by
"push-to-reset" circuit breakers mounted on the instrument panel. Ex-
ceptions to this are the optional 'clock and flight hour · recorder circuits, .
and the
battery cont actor closing (external power) circuit which have fuses
mounted adjacent to
the battery. Also, the cigar lighter is protected by a
manually r'
eset type circuit breaker mounted directly on the back of the
lighter behin~ 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 LT. 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 is .olate 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.
LIGHTl . NG EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation lights are located on the wing tips and top of
the rudder. Optional lighting includes a single landing light or dual
landing/taxi lights in the cowl nose cap, a flashing beacon on the top of
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the vertical fin, a strobe light on each wing tip, and two courtesy lights,
one under each wing, just outboard 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 posi-
tion and OFF in the down position.
, _
The flashing beacon should not be used when flying through clouds ,,o r
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.
.. .. . .. .'
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. A dual rheostat control on the
left switch and conh~ol . pan, el operates these lights. The inner knob, la-
beled PANEL, operates the fostrument panel antj. compass lighting. The
outer knob,. labeled RADIO, controls :aJl radio lighting.
. . : .
A cabin dome light is locateµ 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 li~hts.
An optional map : ligbt . ~ay be mount~ci on the bottom of· lhe pilot's ·
control wheel. The light illuminates the lower portion of the·cabin, just
forward · or t~ . e pilot, and. is helpful when ch~cking maps and other flight
data ·during night operations. To o· perate 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 o{ the control wheel. ·
A
doorpost map)ight is also offez:ed 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.
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