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CESSNA
MODEL 172N
SECTION
5
AIRPLANE
&
SYSTEMS DESCRIPTIONS
cabin just forward of the pilot and i s helpful when checking maps and other'
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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 knurled disk
type rheostat control located at the bottom of the control wheel.
A doorpost map light is located on the left forward doorpost. It contains
both red and white bulbs and may be positioned to illuminate any area
desired by the pilot. The light i s controlled by a switch, below the light,
which i s labeled RED, OFF, and WHITE. Placing the switch in the top
position will provide a red light. In the bottom position, standard white
lighting i s provided. In the center position, the map light is turned off. Red
light intensity i s controlled by the outer knob on the light dimming
rheostat labeled PANEL LT.
The most probable cause of a light failure i s a burned out bulb:
however, in the event any of the lighting systems fail to illuminate when
turned on, check the appropriate circuit breaker. If the circuit breaker has
opened (white button popped out), and there i s no obvious indication of a
short circuit (smoke or odor), turn off the light switch of the affected lights.
reset the breaker, and turn the switch on again. If the breaker opens again.
do not reset it.
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CABIN HEATING, VENTILATING A N D
DEFROSTING SYSTEM
The temperature and volume of airflow into the cabin can be regulated
by manipulation of the push-pull CABIN HT and CABIN AIR control
knobs (see figure 7-8).
For cabin ventilation, pull the CABIN AIR knob out. To raise the air
temperature, pull the CABIN HT knob out approximately 114 to 112 inch
for a small amount of cabin heat. Additional heat i s available by pulling
the knob out farther; maximum heat i s available with the CABIN HT knob
pulled out and the CABIN AIR knob pushed full in. When no heat isdesired
in the cabin, the CABIN HT knob i s pushed full in.
Front cabin heat and ventilating air i s supplied by outlet holes spaced
across a cabin manifold just forward of the pilot's and copilot's feet. Rear
cabin heat and air i s supplied by two ducts from the manifold, one
extending down each side of the cabin to an outlet at the front doorpost at
floor level. Windshield defrost air i s also supplied by two ducts leading
''-\m
the cabin manifold to defroster outlets near the lower edge of the
.~dshield. Two knobs control sliding valves in either defroster outlet to
permit regulation of defroster airflow.
Separate adjustable ventilators supply additional air; one near each
1
July 1979
7-29
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