Cessna SKYHAWK User manual

ESSNA
ESS MODEL
ES A
RPLAAN 5
TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN A.NO
OF THE CESSNA SHIELD"
1969
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS OWNER'S
WORLD'S LARGEST PRO-
ER ON AIENCERAA MANUAL
SINCE 1956

PERFORMANCE -SPECIFICATIONS SERVICING REQUIREMENTS
Model172* Skyhawk*
GROSS WEIGHT ....... . .. . . ..2300 lbs 2300 lbs FUEL:
SPEED: AVIATION GRADE -- 80/87 MINIMUM GRADE
Top Speed at Sea Level . . ...139 mph 140 mph CAPACITY EACH STANDARD TANK -- 21 GALLONS
Cruise, 75% Power at 9000 ft . . .,131 mph 132 mph CAPACITY EACH LONG RANGE TANK -- 26 GALLONS
RANGE:
Cruise, 75% Power at 9000 ft ... . ..615 miles 620 miles
38 Gal. No Reserve 4.7 hours 4.7 hours ENGINE OIL:
131 mph 132 mph AVIATION GRADE -- SAE 50 ABOVE 60°F
Cruise, 75% Power at 9000 ft ... . ..775 miles 780 miles SAE 10W30 or SAE 30 BETWEEN 0° and 70°F
48 Gal. No Reserve 5.9 hours 5.9 hours SAE 10W30 OR SAE 20 BELOW 10°F
131 mph 132 mph (MULTI-VISCOSITY OIL WITH ARANGE OF SAE 10W30 IS
Optimum Range at 10, 000 ft ... . ...640 miles 655 miles RECOMMENDED FOR IMPROVED STARTING AND LUBRI-
38 Gal. No Reserve 5. 5hours 5. 5hours CATION DURING WARM-UP IN COLD WEATHER. DETER-
117 mph 118 mph GENT OR DISPERSANT OIL, CONFORMING TO LYCOMING
Optimum Range at 10, 000 ft . . . . . ..820 miles 830 miles SPECIFICATION NO. 301E, MUST BE USED.)
48 Gal. No Reserve 7. Ohours 7. Ohours CAPACITY OF ENGINE SUMP -- 8QUARTS
117 mph 118 mph (DO NOT OPERATE ON LESS THAN 6QUARTS. TO
RATE OF CLIMB AT SEA LEVEL ... . . . 645 fpm 645 fpm MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL
SERVICE CEILING ..... . .......13, 100 ft 13, 100 ft TO 7 QUART LEVEL FOR NORMAL FLIGHTS OF LESS
TAKE-OFF: THAN 3HOURS. FOR EXTENDED FLIGHT, FILL TO
Ground Run .. . .... . ... . ..865 ft 865 ft 8QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED,
Total Distance Over 50-Foot Obstacle. . . 1525 ft 1525 ft ONE ADDITIONAL QUART IS REQUIRED WHEN THE
LANDING: FILTER ELEMENT IS CHANGED.)
LandingRoll..............520ft 520ft
Total Distance Over 50-Foot Obstacle. ..1250 ft 1250 ft
EMPTY WEIGHT (Approximate) .... . . . 1245 lbs 1315 lbs HYDRAULIC FLUID:
BAGGAGE ...... . .... . ....120 lbs 120 lbs NIIL-H-5606 HYDRAULIC FLUID
WING LOADING: Pounds/Sq Foot . . . . ..13. 2 13. 2
POWER LOADING: Pounds/HP .... . ..15. 315. 3
FUEL CAPACITY: Total TIRE PRESSURES:
StandardTanks. .. . . . .......42gal. 42gal. NOSEWHEEL-----------26PSIONS.00X5TIRE
Optional Long Range Tanks .... . ..52 gal. 52 gal. 26 PSI ON 6. 00 X6TIRE
OIL CAPACITY: Total .... . ......8qts 8qts NIAIN WHEELS ---------- 24 PSI ON 6.00 X6 TIRES
PROPELLER: Fixed Pitch (Diameter) ....76 inches 76 inches
ENGINE: NOSE GEAR SHOCK STRUT:
Lycoming Engine
150 rated HP at 2700 RPM. . . ....O-320-E2D O-320-E2D KEEP FILLED WITH FLUID AND INFLATED TO 45 PSI.
*This manual covers operation of the Model 172/Skyhawk which is certificated
as Model 172K under FAAType Certificate No. 3Al2.
D625-13-RAND-1500-1/74

WARRANTY CONGRATULATIONS .. . .. . .
The Cessna Aircraft Company ("Cessna") warrants each new aircraft manufac'lured
I)y it, and al new aircraft equipment and accessories, including Cessna-Crafted
Electronics (as 11erein defined), and all new service parts for such aircraft, aircraft Welcome to the ranks of Cessna owners! Your Cessna has been designed
equipment and accessories sold by it, to be free from defects in material and work- and constructed to give you the most in performance, economy, and com-
manship under normal use and service for a period of six (6) months after delivery fort. It is our desire that you will find flying it, either for business or
to the original retail purchaser or first user in the case of aircritfi, aircraft equipment pleasure, apleasant and profitable experience.
and accessories (except Cessna-Crafted Electronics as herein defmed) and service
parts therefor, and for aµeriod of one (1) year :ifter such delivery in the case of
Cessna-Crafled Electronics (which term includes all communication, navigation and This Owner's Manual has been prepared as a guide to help you get the
autopilot systems hearing the name "Cessna". beginning al the connection to the air- most pleasure and utility from your Model 172/Skyhawk. It contains in-
crafi electrical system (bus har) and including "black boxes", antennas, microphones' formation about your Cessna's equipment, operating procedures, and per-
speakers and other components and associated wiring but excluding gyro instruments
used in connection with autopilot and navigalion systems) and service parts therefor. formance, and suggestions for its servicing and care. We urge you to read
it from cover to cover, and to refer to it frequently.
Cessna's obligation under this warranty is limited to repairing or replacing, at its
option, any part or parts which, within the applicable six (6) or twelve (12) months Our interest in your flying pleasure has not ceased with your purchase of
period as above set forth, shall be returned transportation charges prepaid to Cessna aCessna. World-wide, the Cessna Dealer Organization backed by the
at Wichita, Kansas, or lo any Cessna appointed or Cessna Distributor appointed dealer
authorized by such appointment to sell the aircraft, equipment, accessories and service Cessna Service Department stands ready to serve you. The following
parts of the type involved and which upon examination sliall disclose to Cessna's satis- services are offered by most Cessna Dealers:
faction to have lieen thus defective. (A new warranty period is not established for
replacements. Replacements are warranted for the remainder of the applicable six (6) FACTORY TRAINED PERSONNEL to provide you with courteous
or twelve (12) months original warranty period). Tlie repair or replacement of defec-
live parts under this warranty will lie made l>y Cessna or the dealer without charge foi, expert service.
parts, or lal>or for removal, installation and/or actual repair of such defective parts.
(Locations of such dealers will lie furnished by Cessna on request). FACTORY APPROVED SERVICE EQUIPMENT to provide you
The provisions of this warranty do not apply to any aircraft, equipment, accessories with the most efficient and accurate workmanship possible.
(including Cessna-Crafled Electronics) or service parts therefor manufactured or sold
l>y Cessna which have been subject to misuse, negligence, or accident, or which shall A STOCK OF GENUINE CESSNA SERVICE PARTS on hand
have been repaired or altered outside of Cessna's factory in any way so as in the when you need them.
judgment of Cessna to affeel adversely its performance, stability and reliability, nor
to normal maintenance services (such as engine tune up, cleaning, control rigging' THE LATEST AUTHORITATIVE INFORMATION FOR SERV-
brake and other mechanical adjustments, maintenance inspections, etc.) and the
replacement of service items (such as spark plugs, brake linings, filters, hoses, ICING CESSNA AIRPLANES, since Cessna Dealers have all
bells, tires, etc.) made in connection wilh such services or required as maintenance, of the Service Manuals and Parts Catalogs, kept current by
nor to normal deterioration of soft trim and appearance items (such as paint, uphol- Service Letters and Service News Letters, published by Cessna
stery, rubber-like ilems, etc.) due to wear and exposure Aircraft Company.
THIS WARRANTY IS EXPRESSLY IN LIEU OF ANY OTHER WARRANTIES. EXPRESSED
OR IMPLIED IN FACT OR BY LAW, INCLUDING ANY IMPLIED WARRANTY OF We urge all Cessna owners to use the Cessna Dealer Organization to the
MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE, AND OF ANY fullest,
UTHER OBLIGATION OR LIABILITY ON THE PART OF CESSNA TO ANYONE OF ANY
NATURE WHATSOEVER BY REASON OF THE MANUFACTURE AND/OR SALE OR
THE USE OF SUCH AIRCRAFT PRODUCTS. INCLUDING LIABILITY FOR CONSE- Acurrent Cessna Dealer Directory accompanies your new airplane. The
QUENTIAL OR SPECIAL DAMAGES. AND CESSNA NEITHER ASSUMES NOR AU- Directory is revised frequently, and acurrent copy can be obtained from
THORIZES ANYONE TO ASSUME FOR IT ANY OTHER OBLIGATION OR LIABILITY your Cessna Dealer. Make your Directory one of your cross-country
IN CONNECTION WITH SUCH AIRCRAFT PRODUCTS flight planning aids; awarm welcome awaits you at every Cessna Dealer.
i

a'-9½" MAX.
26 -11"
ir.4
Maximum height of airplane
th neµar d essed and
PRINCIPAL
DIMENSIONS
-B'-4"
36 -2"
6
7'-2"
ii

WWheel Bearings, 4-9
Windshield and Windows, 4-2
Weight, Wing Flap Position Indicator, 1-6
baggage; inside front cover Wing Flap Switch, 1-6
empty, inside front cover Wing Leveler, 6-6
Weggroa dinsideefront4cover emeragencychperckcedures,66-7 TABLE OF CONTENTS
loading graph, 3-5 operating notes, 6-7
moment envelope, 3-6 Wing Loading, inside front cover PaŒn
sample loading problem, 3-4 Winterization Kit, 6-1 SECTION I-OPERATING CHECK LIST.............. 1-1
SECTION 11 -DESCRIPTION AND
OPER ATING DET A ILS ...................... 2-1
SECTION III -OPERATING LIMITATIONS............. 3-1
SECTION IV -CARE OF THE AIRPLANE ............ 4-1
OWNER FOLLOW-UP SYSTEM .......................... 4-10
SE CT IONV-OPER ATIONALDATA...................... 5-l
SECTION VI -OPTIONAL SYSTEMS ...................... 6-1
ALPH ABET IC A L INDEX ........................................ Index -l
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 stan-
dard on the Skyhawk model.
Index-6 iii

Registration Number, 1-6 Surfaces,
4Regulator, voltage, 2-4 aluminum, 4-2
Reverse Polarity Contactor, 2-4, painted, 4-2
6-2 System,
cabin heating/ventilation, 2-5
electrical, 2-3
5fuel, 2-1
6owner follow-up, 4-10
Sample Loading Problem, 3-4
gy Secure Aircraft, 1-4
Selector Valve, Fuel, 2-2
Service Ceiling, inside front cover
Servicing Intervals Check List, 4-8 Table of Contents, iii
Servicing and Lubrication Tachometer, 1-6, 3-3
EXTERIOR Note Procedures, 4-7 Take-Off, inside front cover, 1-2,
Servicing Requirements Table 2-8
INSPECTION huaes inSideback cover before, 1-2, 2-8
ud ge I au condi Shimmy Dampener, 4-8 crosswind, 2-9
nspecuen- Shock Strut, Nose Gear, 4-9, inside data, 5-3
1K night night is planned, back cover maximum performance 1-2
gÊ,°iiie°iuan Short Field Landing, 2-12 normal, 1-2
flashlight is available. Spark Plugs, 4-8 performance charts, 2-9
Specification and Grade, power check, 2-8
fuel, inside back cover wing flap settings, 2-9
hydraulic fluid, inside back Taxiing, 2-6
cover diagram, 2-7
oil, inside back cover Throttle 1-6 2-2
a. Turn on master switch and check fuel quan- apossibility that Lhe fuel tank sumps contain I?
Lity indicators, then turn master switch off. waLer. Thus, the fuel tank sump drain plugs Specifications -Performance, Tire Pressures, inside back cover
b. Check ignition switch "OFF". and fuel line drain plug should be removed to inSide front cover
c. Check fuel selector valve handle on "BUTH". check for Lhe presence of water. . . TOrque Links, Nose Gear, 4-8
d. Remove control wheel lock. c, Check propeller and sµinner for nicks and Speed, mside front cover True Airspeed Indicator, 6-5
e. Check baggage door for security. d. seheucrkny<>sewheel strut and tire for proper Speeds, Climb, 1-3, 2-10, 5-3
inna =- Split Bus Contactor, 2-4
a. Hemove rudder gust lock, if installed. e. Disconnect lie-down rope.
b. Disconnect Lail tie-down. f. Inspect airspeed static source hole on side of Stalling Speeds Chart, 5-2
fuselage for stoppage (lefL side only) Stalls, 2-11
iLn e ire on proper innation. a. Remove puoi tube cover, UinstaHed, and Starter, 2-4 Utility Category, Maneuvers, 3-2
check pilot tube oµening for stoppnge. Starter Contactor, 2-4
a. Check oil level. Do not operate with less s llanknient oenening >r stoµpage Starter/Ignition Switch, 1-8
than six quarts. Fill for extended flight, stoppage. Starting Engine, 1-2, 2-5, 2-13
h. I3efore first flight of day and after each re-
fueling, pull out strainer drain knob for Static Pressure Alternate Source V
about four seconds to clear fuel sLrniner of Same as Valve 1-6 6-2
possible water and sediment. Check strainer i i
drainclosed. Ifwaterisobserved,there.is Strainer, Fuel, 2-2, 4-7, 4-8 VacuumSystemAirFilter, 4-9
Suction Gage, 1-6 Vacuum System Oil Separator, 4-8
Syct.ion Relief Valve Inlet Screen, Valve, Fuel Selector, 2-2
Figure 1-1. 4-8 Voltage Regulator, 2-4
.Index-5
1V

Maneuvers, Utility Category, 3-2 oil filler and dipstick, 4-7 þj
Map Compartment, 1-6 oil sump, oil cooler and oiÏ
Map Light, Control Wheel, 2-5 filter, 4-8
Marker Beacon Indicator Lights pressure gage, 3-3
and Switches, 1-6 temperature gage, 3-3
Markings, Instrument, Operating Limitations, Engine, 3-3 OPERATING CHECK LIST
airspeed, 3-3 Operation, Cold Weather, 2-13
engine, 3-3 starting, 2-13
Master Cylinders, Brake, 4-8 flight operations, 2-14
Master Switch, 1-6, 2-4 Operation, Hot Weather, 2-15 One of the first steps in obtaining the utmost performance, service,
Maximum Glide, 5-6 Operations Authorized, 3-1 and flying enjoyment from your Cessna is to familiarize yourself with
Maximum Performance Climb, 1-3 Optimum Cruise Performance, 2-11 your airplane's equipment, systems, and controls. This can best be done
Maximum Performance Take-Off, Owner Follow-Up System, 4-10 by reviewing this equipment while sitting in the airplane. Those items
1-2 whose function and operation are not obvious are covered in Section II.
Maximum Rate-of-Climb Data, 5-3
Microphone, 1-6 Section Ilists, in Pilot's Check List form, the steps necessary to
Mirror, Rear View,, 1-6 operate your airplane efficiently and safely. It is not acheck list in its
Mixture Control Knob, 1-6, 2-2 Painted Surfaces, 4-2 true form as it is considerably longer, but it does cover briefly all of
Moment Envelope, Center of Parking Brake Handle, 1-6 the points that you should know for atypical flight.
Gravity, 3-6 Phone Jack, 1-6
Mooring Your Airplane, 4-1 Power Loading, inside front cover The flight and operational characteristics of your airplane are normal
Primer, Engine, 1-8, 2-2 in all respects. There are no "unconventional" characteristics or opera-
Principal Dimensions, ii tions that need to be mastered. All controls respond in the normal way
NPropeller, inside front cover within the entire range of operation. All airspeeds mentioned in Sections
care, 4-3 Iand Hare indicated airspeeds. Corresponding calibrated airspeed may
Normal Category, Maneuvers, 3-1 be obtained from the Airspeed Correction Table in Section V.
Normal Climb, 1-3 R
Normal Landing, 1-4, 2-12
Normal Take-Off, 1-2 Radio, 1-6
Nose Gear, Radio Selector Switches, 1-6, 6-3
shock strut, inside back cover, autopilot-omni switch, 6-3, 6-4
4-9 operation, 6-3
torque links, 4-8 speaker-phone switches, 6-3, BEFOREEN TERING THE AIRPLANE.
6-4
transmitter selector switch, (1) Make an exterior inspection in accordance with figure 1-1.
6-3, 6-4
Range, inside front cover
Oil and Fuel Gages, 1-6 Range and Cruise Performance
OilPressureSwitch, 2-4 5-4 'BEFORE STARTING THE ENGINE.
Oil Specification and Grade, inside Rate of Climb, inside front cover,
back cover 5-3 (1) Seats and Seat Belts -- Adjust and lock.
Oil System, Rear View Mirror, 1-6 (2) Fuel Selector -- "BOTH."
capacity, inside covers Receptacle, Ground Service, 2-4, (3) Brakes -- Test and set.
filter, 4-8 6-2 (4) Radios and Flashing Beacon -- "OFF."
Index-4 1-1

STARTINGTHEENG INE. Flight Instrument Group, 1-6
Fuel and Oil Gages, 1-6, 3-3
(1) Mixture -- Rich. Fuel Specification and Grade, Ignition/Starter Switch, 1-6, 2-4
(2) Carburetor Heat -- Cold. inside back cover Inspection Diagram, Exterior, iv
(3) Primer -- 2-6strokes (as required; none if engine is warm). Fuel System, 2-1 Inspection Service, Periods, 4-4
Close and lock primer. capacity, inside covers Instrument Markings,
(4) Throttle -- Open 1/8". carburetor, 2-2 airspeed, 3-3
(5) Master Switch -- "ON. "carburetor air temperature engine, 3-3
(6) Propeller Area -- Clear. gage, 1-6, 3-4, 6-8 Instrument Panel, 1-6
(7) Ignition Switch -- "START" (release when engine starts). fuel line drain plug, 4-7, 4-8 Instrument Space, 1-6
(8) Oil Pressure -- Check. fuel tanks (long range), 6-1 Interior Care, 4-4
fuel tanks (standard), 2-1, 2-2
fuel tank sump drains, 4-7, L
BEFORE TAKE-OFF. 4-8
fuel tank quick-drain valve kit,
(1) Parking Brake -- Set. 6-5 Landing, inside front cover, 1-4,
(2) Cabin Doors -- Closed and locked. mixture control knob, 1-6, 2-2 2-12
(3) Flight Controls -- Check. primer, 1-6, 2-2 after, 1-4
(4) Trim Tab -- "TAKE -OFF" setting. schematic, 2-2 balked, 1-4, 2-12
(5) Throttle Setting -- 1700 RPM. selector valve, 2-1, 2-2 before, 1-4
(6) Engine Instruments and Ammeter -- Check. strainer, 2-2, 4-8 crosswind, 2-12
(7) Suction Gage -- Check (4. 6to 5.4 inches of mercury). tank fillers, 4-7 data, 5-5
(8) Carburetor Heat -- Check operation. throttle, 1-6, 2-2 lights, 2-3
(9) Magnetos -- Check (RPM drop should not exceed 125 RPM on Fuses and Circuit Breakers, 1-6, normal, 1-4, 2-12
either magneto or 50 RPM differential between magnetos). 2-3, 2-4 short field, 2-12
(10) Flight Instruments and Radios -- Set. Let-Down, 1-3
(11) Optional Autopilot or Wing Leveler -- Off. GLight,flashing beacon, 2-5
Glide, Maximum, 5-6 landing, 2-3
Gross Weight, inside front cover Limitations, Airspeed, 3-2
KE-OFF· Ground Handling, 4-1 Limitations, Engine Operation, 3-3
Ground Service Receptacle, 2-4 Loading Graph, 3-5
NORMAL TAKE-OFF. 6-2 'Loading Problem, Sample, 3-4
Long Range Fuel Tanks, 6-1
(1) Wing Flaps -- 0°· Lubrication and Servicing
(2) Carburetor Heat -- Cold- Procedures, 4-7
(3) Power -- Ftill throttle.
(4) Elevator Control -- Lift nosewheel at 60 MPH. Handling Airplane on Ground, 4-1
(5) Climb Speed -- 85 MPH. Heating, Ventilating and M
Defrosting System, Cabin, 2-5
MAXIMUM PERFORMANCE TAKE-OFF. controlknobs, 1-6 Magnetic Compass, 1-6
Hot Weather Operation, 2-15 Magneto Check, 2-8
(1) Wing Flaps -- 0°. Hydraulic Fluid Specification, Magnetos, 2-4
(2) Carburetor Heat -- Cold. inside back cover Maneuvers, Normal Category, 3-1
1-2 Index-3

Cold Weather Operation, 2-13 clock, 2-4 ., 4(3) Brakes .-- Apply.
flight operations, 2-14 control wheel map light, 2-4, (4) Power -- Full throttle.
starting, 2-13 2-5 (5) Brakes -- Release.
Control Wheel Map Light, 2-5 flashing beacon, 2-5 (6) Airplane Attitude -- Slightly tail low.
Compass, Magnetic, 1-6 ground service plug receptacle, (7) Climb Speed -- 68 MPH until all obstacles are cleared.
Compass Correction Card, 1-6 2-4, 6-4
Correction Table, Airspeed, 5-2 -ignition switch, 1-6, 2-4
Crosswind Landing, 2-12 landing lights, 2-3
Crosswind Take-Offs, 2-9 magnetos, 2-4 CLIMB.
Cruise Performance, 2-10, 5-4 master switch, 1-6, 2-4
Cruise Performance, Optimum, regulator, 2-4 NORMAL CLIMB.
2-11 reverse polarity contactor, 2-4,
Cruising, 1-3, 2-10, 5-4 6-2 (1) Airspeed -- 80 to 90 MPH.
schematic, 2-4 (2) Power -- Full throttle.
split bus contactor, 2-4 (3) Mixture -- Full rich (mixture may be leaned above 5000 feet).
starter, 2-4
Dstarter contactor, 2-4 MAXIMUM PERFORMANCE CLIMB.
switches, 1-6
Data, Elevator Trim Control Wheel, 1-6 (1) Airspeed -- 82 MPH at sea level to 79 MPH at 10, 000 feet.
climb, 2-10, 5-3 Empty Weight, inside front cover (2) Power -- Full throttle.
landing, 5-5 Engine, inside front cover (3) Mixture -- Full rich (mixture may be leaned above 5000 feet).
take-off, 5-3 before starting, 1-1
Diagram, instrument markings, 3-3
electrical system, 2-4 oil sump, oil cooler and oil
exterior inspection, iv filter, 4-8 CRU ISING
fuel system, 2-2 operation limitations, 3-3
principal dimensions, ii primer, 2-2
taxiing, 2-7 spark plugs, 4-8 (1) Power 2200 to 2700 RPM.
Dimensions, Principal, ii starting, 1-2, 2-5, 2-13
Dipstick, Oil, 4-7 Envelope, Center of Gravity Moment, NOTE
Drain Plug, Fuel Line, 4-7, 4-8 3-6
Drain Plugs, Fuel Tank, 4-7 Equipment, Cold Weather, 6-1 Maximum cruise RPM varies with altitude. For details,
Exterior Care, 4-2, 4-3 refer to Section V.
Exterior Inspection Diagram, iv (2) Trim Tab -- Adjust.
E(3) Mixture -- Lean for maximum RPM.
Electrical System, 2-3
alternator, 2-4 i
ammeter, 1-6, 2-3, 2-4 LET-DOWN.
battery, 2-4, 4-8 File, Aircraft, 4-6
battery contactor, 2-4 Flap Switch, Wing, 1-6 (1) Mixture -- Rich.
circuit breakers and fuses, Flashing Beacon, 2-5 (2) Power -- As desired.
1-6, 2-3, 2-4 Flight Hour Recorder, 2-4 (3) Carburetor Heat -- As required to prevent carburetor icing.
Index-2 1-3

BEFORE LANDING. ALPHABETICAL INDEX
(1) Fuel Selector -- "BOTH."
(2) Mixture -- Rich.
(3) Carburetor Heat -- Apply full heat before closing throttle.
(4) Wing Flaps -- As desired. warm-up, 2-8
(5) Airspeed -- 70 to 80 MPH (flaps up), 65 to 75 MPH (flaps down). After Landing, 1-4 Brake Master Cylinders, 4-8
Air Filter, Carburetor, 4-8
Aircraft,
BALKED LANDING (GO-AROUND). before entering, 1-1
file, 406 Cabin Air and Heat Controls, 1-6
(1) Power -- Full throttle. ground handling, 4-1 Cabin Heating, Ventilating and
(2) Carburetor Heat -- Cold. inspection service-periods, 4-4 Ventilating System, 2-5
(3) Wing Flaps -- Retract to 20°. lubrication and servicing, Capacity,
(4) Upon reaching an airspeed of approximately 65 MPH, retract 4-7, 4-8 fuel, inside covers, 2-1
flaps slowly. mooring, 4-1 oil, inside covers
registration number, 1-6 Carburetor, 2-2
securing, 1-4 air filter, 4-8
Airspeed Correction Table, 5-2 air heat control, 1-6
NORM ALL ANDING. Airspeed Indicator Markings, 3-3 air temperature gage, 1-6, 3-4,
Airspeed Indicator, True, 6-5 6-8
(1) Touchdown -- Main wheels first. Airspeed Limitations, 3-2 Care,
(2) Landing Roll -- Lower nosewheel gently. Alternator, 2-4 exterior, 4-2, 4-3
(3) Braking -- Minimum required. Alternator Field Circuit Breaker, interior, 4-4
2-3, 2-4 propeller, 4-3
Aluminum Surfaces, 4-3 Center of Gravity Moment
Ammeter, 1-6, 2-3, 2-4 Envelope, 3-6
AFTER LAND ING .Authorized Operations, 3-1 Check, Magneto, 2-8
Autopilot Control Unit, 1-6 Cigar Lighter, 1-6
(1) Wing Flaps -- Up. Circuit Breakers and Fuses, 1-6,
(2) Carburetor Heat -- Cold. 2-3, 2-4
BClimb, 1-3, 2-10
data, 2-10, 5-3
Baggage, Weight, inside front cover maximum performance, 1-3
SECURE AIRCRAFT. Balked Landing, 1-4, 2-12 normal, 1-3
Battery, 2-4, 4-8 speeds, 1-3, 2-10
(1) Mixture -- Idle cut-off (pulled full out). Battery Contactor, 2-4 Clock, 2-4 -
(2) All switches -- Off. Beacon, Flashing, 2-5 Cold Weather Equipment, 6-1
(3) Brakes -- Set. Before Entering Airplane, 1-1 ground service receptacle, 2-4,
(4) Control Lock -- Installed. Before Landing, 1-4 6-2
Before Starting Engine, 1-1 static pressure alternate source
Before Take-Off, 1-2, 2-8 valve, 6-2
magneto check, 2-8 winterization kit, 6-1
1-4 Index-1

.MODIFIED FUEL MANAGEMENT PROCEDURES
CARBURETOR AIR TEMPERATURE GAGË With acombination of highly volatile fuel, high fuel temperature, high
operating altitude, and low fuel flow rate in the tank outlet lines, there is
Acarburetor air temperature gage may be installed in the airplane aremote possibility of accumulating fuel vapor and encountering power ir-
to help detect carburetor icing conditions. The gage is marked with aregularities on some airplanes. To minimize this possibility, the follow-
yellow arc between -15° and +5°C. The yellow are indicates the carbu- .
ing operating procedures are recommended.
retor temperature range where carburetor icing can occur; aplacard on
the gage reads "KEEP NEEDLE OUT OF YELLOW ARC DURING POSSI¯ (1) Take-off and climb to cruise altitude on "both" tanks.
BLE ICING CONDITIONS. "(This is consistent with current recommendations.)
(2) When reaching cruise altitude above 5000 feet MSL, promptly
Visible moisture or high humidity can cause carburetor ice formation, switch the fuel selector valve from "both" tanks to either the
especially in idle or low power conditions. Under cruising conditions, the "right" or "left" tank.
formation of ice is usually slow, providing time to detect the loss of RPM (3) During cruise, use "left" and "right" tank as required.
caused by the ice. Carburetor icing during take-off is rare since the full- (4) Select "both" tanks for landing as currently recommended.
open throttle condition is less susceptible to ice obstruction.
If the carburetor air temperature gage needle moves into the yellow POWERRECOVERYTECH NIOUES
arc during potential carburetor icing conditions, or there is an unex-
plained drop in RPM, apply full carburetor heat. Upon regaining the In the remote event that vapor is present in sufficient amounts to
original RPM (with heat off), determine by trial and error the minimum cause apower irregularity, the following power recovery techniques
amount of carburetor heat required for ice-free operation' should be followed:
NOTE OPERATION ON ASINGLE TANK
Carburetor heat should not be applied during take-off
unless absolutely necessary to obtain smooth engine Should power irregularities occur when operating on a single tank,
acceleration (usually in sub-zero temperatures). power can be restored immediately by switching to the opposite tank.
In addition, the vapor accumulation in the tank on which the power irregu-
larity occurred will rapidly dissipate itself such that that tank will also be
available for normal operation after it has been unused for approximately
one (1) minute.
OPERATION ON BOTH TANKS
Should power irregularities occur with the fuel selector on both tanks,
the following steps are to be taken to restore power:
(1) Switch to asingle tank for aperiod of 60 seconds.
(2) Then switch to the opposite tank and power will be restored.
6-8 1-5

LANDING.
INSTRUMENT PANEL (1) Before landing, push "WING LVLR" control knob full in to the off
position.
I 2 34 5 6 7 8 9 10 11 12
EMERGENCY PROCEDURES
If a malfunction should occur, the system is easily overpowered with
pressure on the control wheel. The system should then be turned off. In
the event of partial or complete vacuum failure, the wing leveler will auto-
matically become inoperative. However, the Turn Coordinator used with
the wing leveler system will not be affected by loss of vacuum since it is
designed with a "back-up" system enabling it to operate from either vac-
uum or electrical power in the event of failure of one of these sources.
OPERATING NOTES
.J-(1) The wing leveler system may be overpowered at any time without
damage or wear. However, for extended periods of maneuvering it may
be desirable to turn the system off.
33 323130 29 28 2726 25 24 201918 17 18 15 14 13 (2) It is recommended that the system not be engaged during take-off
23 21 and landing. Although the system can be easily overpowered, servo forces
could significantly alter the manual "feel" of the aileron control, especially
should amalfunction occur.
l. Flight Instrument Group 13. Optional Instrument Space 24. Throttle
2. Compass Correction Card (Typical) 25. Carburetor Air Heat Control
3. Aircraft Registration Number 14. Map Compartment 26. Electrical Switches
4. Magnetic Compass 15. Carburetor Air Temperature 27. Circuit Breakers
5. Rear View Mirror (Opt.) Gage (Opt.) 28. Parking Brake Handle
6. Radio Selector Switches (Opt.) 16. Wing Flap Position Indicator 29. Phone Jack
7. Marker Beacon Indicator Lights 17. Cigar Lighter 30. Ignition/Starter Switch
and Switches (Opt.) 18. Cabin Air and Heat Controls 31. Static Pressure Alternate
8. Radios (Opt.) 19. Wing Flap Switch Source Valve (Opt.)
9. Tachometer 20. Mixture Control Knob 32. Master Switch
10. Ammeter 21. Autopilot Control Unit (Opt.) 33. Primer
11. Suction Gage (Opt.) 22. Microphone
12. Fuel and Oil Gages 23. Elevator Trim Control Wheel
Figure 2-1.
1-6 6-7

WING LEVELER Jecdon H
Awing leveler may be installed to augment the lateral stability of the
airplane. The system uses the Turn Coordinator for roll and yaw sensing. DESCRIPTION AND OPERATING DETAILS
Vacuum pressure, from the engine-driven vacuum punip, is routed from
the Turn Coordinator to cylinder-piston servo units attached to the aileron
control system. As the airplane deviates from a wiiig level attitude,
vacuum pressure in the servo units is increased or relieved as needed to The following paragraphs describe the systems and equipment whose
actuate the ailerons to oppose the deviations. function and operation is not obvious when sitting in the airplane. This
section also covers in somewhat greater detail some of the items listed
Aseparately mounted push-pull control knob, labeled "WING LVLR, "in Check List form in Section Ithat require further explanation.
is provided on the left side of the instrument panel to turn the system on
and off. A "ROLL TRIM" control knob on the Turn Coordinator is used
for manual roll trim control to compensate for asymmetrical loading of
fuel and passengers, and to optimize system performance in climb, cruise FUEL SYSTEM.
and let-down.
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 con-
ditions is 38 gallons for the standard tanks and 48 gallons for the optional
OPERATING CHECK LIST longrangetanks.
Fuel from each wing tank flows by gravity to aselector valve. De-
TAKE-OFF. 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
(1) "WING LVLR" Control Knob -- Check in off position (full in). induction system.
CLM &IMPORTANT
The fuel selector valve should be in the "BOTH" position
(1) Adjust elevator trim for climb. for take-off, climb, landing, and maneuvers that involve
(2) "WING LVLR" Control Knob -- Pull control knob "ON." prolonged slips or skids. Operation from either "LEFT"
(3) "ROLL TRIM" Control Knob -- Adjust for wings level attitude. or "RIGHT" tank is reserved for cruising flight.
CR UISE. NOTE
When the fuel selector valve handle is in the "BOTH"
(1) Adjust power and elevator trim for level flight. position in cruising flight, unequal fuel flow from each
(2) "ROLL TRIM" Control Knob -- Adjust as desired. tank may occur if the wings are not maintained exactly
level. Resulting wing heaviness can be alleviated
DESCENT. gradually by turning the selector valve handle to the
tank in the "heavy" wing.
(1) Adjust power and elevator trim for desired speed and rate of
descent. For fuel system servicing information, refer to Lubrication and
(2) "ROLL TRIM" Control Knob -- Adjust as desired. Servicing Procedures in Section IV.
6-6 2-1

FUEL SYSTEM SCHEMATic TRUE AIRSPEED INDICATOR
Atrue airspeed indicator is available to replace the standard air-
LEFT FUEL TANK RIGHT FUEL TANK speed indicator in your airplane. The true airspeed indicator has a cali-
brated rotatable ring which works in conjunction with the airspeed indi-
cator dial in amanner similar to the operation of a flight computer.
VENT I-TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude
is aligned with outside air temperature in degrees Fahrenheit. Then
read true airspeed on rotatable ring opposite airspeed needle.
NOTE
Pressure altitude should not be confused with indicated
SELECLVOER altitude. To obtain pressure altitude, set barometric
scale on altimeter to "29.92" and read pressure altitude
on altimeter. Be sure to return altimeter barometric
scale to original barometric setting after pressure alti-
tude has been obtained.
ENGONE STFRUA R
ENGINE
PRIMER
CODE FUELTANK QUICK-DRAIN VALVE KIT
FUEL SUPPLY
VENT Two fuel tank quick-drain valves and afuel sampler cup are available
--- MECHANICAL CARBURETOR THROTTLE as a kit to facilitate daily draining and inspection of fuel in the main tanks
LINKAGE for the presence of water and sediment. The valves replace existing fuel
tank drain plugs located at the lower inboard area of the wing. The fuel
MIXTURE sampler cup, which may be stowed in the map compartment, is used to
TO CONTROL drain the valves. The sampler cup has aprobe in the center of the cup.
ENGINE KNOB When the probe is inserted into the hole in the bottom of the drain valve
and pushed upward, fuel flows into the cup to facilitate visual inspection
of ghe fuel. As the cup is removed, the drain valve seats, stopping the
Figure 2-2. flow of fuel.
2-2 6-5

TRANSMITTER SELECTOR SWITCH. ELECTRICAL SYSTEM.
The transmitter selector switch, labeled "TRANS, "has two positions. Electrical energy is supplied by a14-volt, direct-current system
When two transmitters are installed, it is necessary to switch the micro- powered by an engine-driven alternator (see figure 2-3). A12- volt bat-
phone to the radio unit the pilot desires to use for transmission. This is tery is located on the left-hand forward portion of the firewall. Power is
accomplished by placing the transmitter selector switch in the position supplied to all electrical circuits through asplit bus bar, one side con-
corresponding to the radio unit which is to be used. The up position taining electronic systems and the other side having general electrical
selects the upper transmitter and the down position selects the lower systems. Both sides of the bus are on at all times except when either an
transmitter. 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 installation of Cessna radio equipment provides certain audio the electronic bus. Isolating the electronic circuits in this manner pre-
back-up capabilities and transmitter selector switch functions that the vents harmful transient voltages from damaging the transistors in the
pilot should be familiar with. When the transmitter selector switch is electronic equipment.
placed in position 1 or 2, the audio amplifier of the corresponding trans-
ceiver is utilized to provide the speaker audio for all radios. If the audio
amplifier in the selected transceiver fails, as evidenced by loss of speaker AMMETER.
audio for all radios, place the transmitter selector switch in the other
transceiver position. Since an audio amplifier is not utilized for head- The ammeter indicates the flow of current, in amperes, from the
phones, amalfunctioning amplifier will not affect headphone operation. 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
SPEAKERPHONESW ITCHES. event the alternator is not functioning or the electrical load exceeds the
output of the alternator, the ammeter indicates the discharge rate of the
The speaker-phone switches determine whether the output of the battery.
receiver in use is fed to the headphones or through the audio amplifier
to the speaker. Place the switch for the desired receiving system either
in the up position for speaker operation or in the down position for head- CIRCUIT BREAK ERS AND FUSES.
phones. The majority of electrical circuits in the airplane are protected by
"push-to-reset" circuit breakers mounted on the instrument panel. Ex-
AUTO PI LOT-OMN ISW ITCH. ceptions to this are the optional clock, flight hour recorder, and battery
contactor closing (external power) circuits which have fuses mounted
When a Nav-O-Matic autopilot is installed with two compatible omni adjacent to the battery. Also, the cigar lighter is protected by aman-
receivers, an autopilot-omni switch is utilized. This switch selects the ually reset type circuit breaker mounted directly on the back of the lighter
omni receiver to be used for the omni course sensing function of the auto- behind the instrument panel. The alternator field and wiring is protected
pilot. The up position selects the upper omni receiver in the radio panel by an automatically resetting circuit breaker.
stack and the down position selects the lower omni receiver.
LANDING LIGHTS (OPT).
Athree-position, push-pull switch controls the optional landing
lights. To turn one lamp on for taxiing, pull the switch out to the first
stop. To turn both lamps on for landing, pull the switch out to the sec-
ond stop. To turn both lamps off, push the switch full in.
6-4 2-3

If erroneous instrument readings are suspected due to water or ice
in the static pressure lines, the static pressure alternate source valve
ELECTRICAL SYSTEM SCHEMATIC should be opened, thereby supplying static pressure from the cabin.
Cabin pressures will vary, however, with open cabin ventilators or win-
TO CIGAR LIGHTER dows. The most adverse combinations will result in airspeed and alti-
so (WITH CIRCUIT BREAKER) meter VRTÍRíÎOns of no more than 2MPH and 15 feet, respectively.
REGULATOR INST TO FUEL QUANTITY INDICATORS
25 TO LANDING &TAXl
GEN LAND LT LIGHTS (OPT)
ITO DOOR POST MAP LIGHT (OPTj
ALTERNATOR
ALTRERUNATORREAFEELRD
INis
LT T
NOMERUMEONT &COURTESY
SWITCH TCOOM SO5N
URN RADIO SELECTOR SWITCHES
COORDINATOR OR OPTIONAL
TURN &BANK INDICATOR
CON
AART aAMMETER
-TO
NAN GO TNARL RHTSSWITCH RADIOSELECTOR SW ITCH OPER ATION.
REVERSE GROUND to
POLARITY SERVICE TO CONTROL WHEEL
CONTACTOR PLUG NAV LT MAP LIGHT (OPT) Operation of the radio equipment is normal as covered in the respec-
.RECEPTACLE TO WING FLAP tive radio manuals. When more than one radio is installed, an audio
-I-PoslTION INDICATOR Switching system is necessary. The operation of this switching system is
to TO PITOT HEAT SYSTEM described below.
PITOT HT |OPT)
15 TO WING FLAP SYSTEM
-SPLIT BUS
STARTER -
_- CONTACTOR FLAP
(NORMALLY
BATTERY [LOOCK CLOSED)
10 TO FLASHING BEACON RADIO SELECTOR SWITCHES
CONTACTOR BCN (OPT|
TO RADIO |OPT AUTOPILOT-OMNI SWITCH
+OIL PRESSURE RADIO 4
SWITCH |OPT TO RADIO (OPT|
TO RADio 3 1-SPEAKER ,i
BATTERY FL RHOUR LBECR RADIO•-TO RADIO (OPT
-2 COM iNAV 1CC M 2 iNAV 2DME ADF 2
----CODE---- To RADio (OPTI TRANS *PHONES - ' OMNl
RADIO I
)CIRCU1T BREAKER TO AUTOMATIC PILOT (OPT)
FUSE ¡NA TORN _AUTOPILOT SPEAKER-PHONE SWITCH (TYPICAL)
DIODE SWITCH TO AUDIO AMPLIFIER |OPT TRANSMITTER SWITCHES CONTROL SPEAKER-PHONE
-CAPACITOR AUD AMP SELECTOR SWITCH FUNCTION OF COMMUNICATION AND
NAVIGATION EQUIPMENT IN RADIO
RES15TOR MAGNETos. STAcr ON INSTRUMENT PANEL
Figure 2-3. Figure 6-1.
2-4 6-3

GROUND SERVICE PLUG RECEPTACLE. cONTROL WHEEL MAP LIGHT (OPT.)
A ground service plug receptacle may be installed to permit use of an Amap light may be mounted on the bottom of the pilot's control wheel.
external power source for cold weather starting and during lengthy main- The light illuminates the lower portion of the cabin just forward of the
tenance work on the airplane electrical system (with the exception of elec- pilot and is helpful when checking maps and other flight data during night
tronic equipment). operations. To operate the light, first turn the "NAV LIGHTS" switch on,
then adjust the map light's intensity with the knurled rheostat knob located
NOTE at the bottom of the control wheel.
Electrical power for the airplane electrical circuits is pro- FLASHING BEACON (OPT).
vided through asplit bus bar having all electronic circuits
on one side of the bus and other electrical circuits on the The flashing beacon should not be used when flying through clouds or
other side of the bus. When an external power source is overcast; the flashing light reflected from water droplets or particles in
connected, acontactor automatically opens the circuit to the atmosphere, particularly at night, can produce vertigo and loss of
the electronic portion of the split bus bar as aprotection orientation.
against damage to the semi-conductors in the electronic
equipment by transient voltages from the power source.
Therefore, the external power source can not be used as CA BINHEATING, VENT ILATING AND
asource of power when checking electronic components. DEFROSTING SYSTEM.
Just before connecting an external power source (generatortype or bat- For cabin ventilation, pull the "CABIN AIR" knob out. To raise the
tery cart), the master switch should be turned "ON. air temperature, pull the "CABIN HT" knob out approximately 1/4" to
1/2" for asmall amount of cabin heat. Additional heat is available by
The ground service plug receptacle circuit incorporates apolarity pulling the knob out farther; maximum heat is available with the "CABIN
reversal protection. Power from the external power source will flow only HT" knob pulled full out and the "CABIN AIR" knob pushed full in. When
if the ground service plug is correctly connected to the airplane. If the
plug is accidentally connected backwards, no power will flow to the air _no heat is desired in the cabin, the "CABIN HT" knob is pushed full in.
plane's electrical system, thereby preventing any damage to electrical Front cabin heat and ventilating air is supplied by outlet holes spaced
equipment. across a cabin manifold just forward of the pilot's and copilot's feet.
The battery and external power circuits have been designed to com- Rear cabin heat and air is supplied by two ducts from the manifold, one
pletely eliminate the need to "jumper" across the battery contactor to close extending down each side of the cabin to an outlet at the front door post at
it for charging a completely "dead" battery. Aspecial fused circuit in the floor level. Windshield defrost air is also supplied by aduct leading from
external power system supplies the needed "jumper" across the contacts the cabin manifold.
so that with a"dead" battery and an external power source applied, turn-
ing the master switch "ON" will close the battery contactor. 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 passengers.
STATIC PRESSURE ALTERNATE SOURCE VALVE. STARTING ENGINE.
Astatic pressure alternate source valve may be installed in the static
system for use when the external static source is malfunctioning. During engine starting, open the throttle approximately 1/8 inch. In
6-2 2-5

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.
OPTIONAL SYSTEMS
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 This section contains a description, operating procedures, and per-
engine through several revolutions with the starter. Repeat the start- formance data (when applicable) for some of the optional equipment which
ing procedure without any additional priming- may be installed in your Cessna. Owner's Manual Supplements are pro-
vided to cover operation of other optional equipment systems when in-
If the engine is underprimed (most likely in cold weather with a cold stalled in your airplane. Contact your Cessna Dealer for a complete list
engine) it will not fire at all, and additional priming will be necessary. of available optional equipment.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.
After starting, if the 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 can cause LONG RANGE FUELTANKS
serious engine damage. After starting, avoid the use of carburetor
heat unless icing conditions prevail.
Special wings with long range fuel tanks are available to replace the
NOTE standard wings and fuel tanks for greater endurance and range. When
these tanks are installed, the total usable fuel for all flight conditions is
Additional details for cold weather starting and operation 48 gallons.
may be found under "COLD WEATHER OPERATION" in
this section.
TAXIING- COLD WEATHER EQUIPMENT
When taxiing, it is important that speed and use of brakes be held to
aminimum and that all controls be utilized (see Taxiing Diagram, figure WINTERIZA TION KIT.
2-4) to maintain directional control and balance.
For continuous operation in temperatures consistently below 20°F,
The carburetor heat control knob should be pushed full in during all the Cessna winterization kit, available from your Cessna Dealer, should
ground operations unless heat is absolutely necessary. When the knob is be installed to improve engine operation. The kit consists of a large
pulled out to the heat position, air entering the engine is not filtered· baffle which attaches to the lower cowling, a baffle partially covering the
oil cooler, and insulation for the crankcase breather line. Once installed,
Taxiing over loose gravel or cinders should be done at low engine thg cyankcase breather insulation is approved for permanent use in both
speed to avoid abrasion and stone damage to the propeller tips· cold and hot weather.
2-6 6-1

eSPEED 80MPH IIAS) TAXIING DIA GRA M
MAXIMUM GLIDE .PROPELLER WINDMILLING
OFLAPS UP eZERO WIND
l 0 ,OOO --------- --------- ---------
«80 0 0 -------- -------------
USE UP AILEHON USE UP AILEHON
m60ÛÛ :: ON LH WING AND ON RH WING AND
ONEUTHAL ELEVATOH NEUTHAL ELEVATOH
4000
2000 -oo
-O510 15 20
GROUND DISTANCE (STATUTE MILES) USE DOWN AILEHON USE DOWN AILEHON
ON IJI WING AND ON RH WING AND
Figure 5-6.
DOWN ELEVATOR DOWN ELEVATOH
CODE NOTE
WIND DIRECTION Strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to
maíntain direction.
Figure 2-4.
5-6 2-7

BEFORE TAKE-OFF.
WARM-UP. "o
4woo -
If the engine accelerates smoothly, the airplane is ready for take-off. ---
Since the engine is closely cowled for efficient in-flight engine cooling,
precautions should be taken to avoid overheating during prolonged engine
operation on the ground. Also, long periods of idling may cause fouled
spark plugs.
MAGNETO CHECK. o
The magneto check should be made at 1700 RPM as follows: Move
ignition switch first to "R" position, and note RPM. Next move switch oo
back to "BOTH" to clear the other set of plugs. Then move switch to
the "L" position and note RPM. RPM drop should not exceed 125 RPM
on either magneto or show greater than 50 RPM differential between
magnetos. If there is adoubt concerning operation of the ignition system,
RPM checks at higher engine speeds will usually confirm whether a
deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of Ig... ....
one side of the ignition system or should be cause for suspicion that the Zo z
magneto timing is set in advance of the setting specified. Oo
TAKE-OFF.
POWER CHECK-
It is important to check full-throttle engine operation early in the
take-off run. Any signs of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the take-off. If this occurs,
you are justified in making athorough full-throttle, static runup before
another take-off is attempted. The engine should run smoothly and turn
approximately 2260 to 2360 RPM with carburetor heat off. °
NOTE
Carburetor heat should not be used during take-off gg -' =x
unless it is absolutely necessary for obtaining smooth
engine acceleration.
2-8 5-5