Cessna Two Ten Centurion 1968 User manual

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PERFORMANCE - SPECIFICATIONE
Two Ten Centlrlnnl
cROsS WEIGHT . 34OO tb8
SPEED, BEST POWER MXTIJRE:
Top Speed at Sea Level . .il. . , . 2OO mph
RANGE, NORMAL LEAN MD(TURE:
Cruise, ?570 Power at 6500 ft . ?g5 mi
64 Gallons, No Reserve 4. 1 trrs
cruise, ?b7o power at 6boo n lSidill
89 cqllons, No Reserve S. ? hrg
/
/ 191 mph
ogidlf Ranse at to,Ooo ft . . 980 mr
, I 64 Gtllons, No Reserve 6.9 hr8
_.t 142 mph
Optl4um Range at 10,000 tt . tg6o ;l
89 $allons, No Reservc 9. 6 hrs
Ar sEA LB'EL lf8di3l"
c. .ls,sodft
Run . 800 ft
,.....ovvlt
Distance Over 5o-foot Obstacle , l36E lt
/Lanfing RoU . 6zE ft
Toti.l Distance Over so-foot Obstacle . ......l3btit
EMPJY WEIGHT (Approximate) . . 1960 tbg
WINq LOADING: pounds/Sq Foot ....ig.I
POWER TOADING: Pounds/HP . 1r.g
FUEL CAPAoITY: Total -. . 90 gal,
OIL CAPACITY: . 12 its
ENGINE:
Continental Fuel Injectton Englne. .,,. . IO_O2O-A
285 rated BHp ar 2?00 RpM i '- .'
'I
Pertormance vrith a 3-blolded propeller 18 essen ally the same as ibove,
*This manual covers op8ration of,ihr Two lon Ccnturion vlhich is cedilicated '\
as M0del 2l0H under tAA lyp!. garflfh!t0 No,
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D551- L3-RPC-r00_7/7F
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3A21,
CONGRATULATIONS . . . . . . :
wilcome to the ranks of Cessna Owners ! Your Cessna has been deBigned
,na "on"tru"t"a to give you the moat in performance, economy' and co4-
fort. It is our desire that you wiu find flying it, either lor business or i
pleasure, a pleasant and profitable experience. {
This Owner's Manual has been prepared as a guide [o help you get the
most'pleasure and utility Ircm your TWO TEN CENTURIONT It contains
information about your cesena's equipment, operating procedureB, and
perforniance; and suggestions for its servicing afid car€. we urge you
io read it from cover to covef and to reler to it fTequently.
FACTORY TRAINED PERSONNEL to provide you with courteouE:
expert service. ' l
FACToRY APPROVED SERVICE EQIIIPMENT to provide you
. with the most eflicient and accurate workmanship possible.
A STOCK OF GENUINE CESSNA SERVICE PARTS OII h Id
when you need them.
TIIE LATEST AUTHORITATIVE INFORMATION FOR SERV-
ICING CESSNA AIRpLANES, since Cessna Dealers have all
oI the service Manuals and Parts Cata.logs, kept currert by
Service Letters and Service News Letters, published by
Cessna AircraJt CompanY.
We urye all Cessna owners to use the Cessna Dealer Organization to the
fullest-
A ei[rent Pessna Dealer Directory accompanies your ne{' airplare. The
Directory is revised frequently, and a curlent copy can be obtained from
your Cessna Dealer,. Mahe your Directory one oI your cross-country
itight ptanning aids; a warm welcome a\rraits you at every cessna Dealer.
,'' :
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11 tii
TABLE OF CONTENTS Page =
SECTION I - OPERATING CHECK LIST -------- I.I
SECTION II . DESCRIPTION AND
OPERATING DETAILS --.---------- 2-I
SECTION III - EMERGENCY PROCEDURES----- 3-I
SECTION IV - OPERATING LIMITATIONS..---.-. 4.I
SECTION V - CARE OF THE AIRPLANE-----.-- 5r
owNER FOLLOW-UP SYSTEM -______________ 5-10
SECTION Vl - OPERATIONAL DATA-------------- 6-r
SECTION Vll- OPTIONAL SYSTEMS-------------- 7-t
ALPHABETICAL INDEX--- -------- tndex-l

EXIER'OR 'NSPECI'ON
Tum o nast€r sult.h and.lrock ro.l q!rn0 -
ty tndcrtors, ti.n turn malt.r 6yttch 'loff, "
Check lsntllo. tqltch "OtF."
Check that lu€l bny *I€ctor volvc hlndlo l.
Remov€ conlrol whe.l lo.k.
che.k bagg.{e door lor 6ecurlty.
Inspect atrcp€€d .tatlc source hol.! on .1d..
oI l$.laAe r.lkon€ lor stoppase.
Redde rdd€r eu.t lock, tr lndt ll€d,
DiscdnDecl tail ile-dwn,
check ruel bay venl op€nrna Gt sha tlp trril-
Disconnect {tng tt.-doen.
!.lore the lrlst lrlght ol ihe day and rlt.r
each .efueling. us€ sampl€r cup ad d[1.
snall anount of fuel l.om quick-drrtn
v.lv€ in tuel bay to rmde po.stbl€ u.l.r
and *dlme.r. check drain v.tve clo..d,
check main whe€l tire lor proper lnilruo[
NOTE
Vlsu.ltyche.k ruel r ler caps.
lrupection plales, and gener.l
al.oalt condition durlnC Mlk-
U ntght flight ts planne4 cbek
oper.tlon ol an lishtsj ud
roke 3ure a rlashlisht is avail-
Ch.c* prop€lI€r and spinn€r lor nicks and
.eclrlty, and properl€r Ior oil lea](s.
Check oo6e vhe€l strut and tt.. Io! proper
Dtsconnect noBe rie-doe.,
Ch.cl oll lcvel, Do not operale vith le53
thon nlne querts. Illl for dtended ltishi-
Beiore the ltrs! tu3ht ol the d.y and alt€r
o&h retuell.g, glll out shaln€r dr.in
kmb Io. aboul lour s€con& to clear fuel
.tmlne. of Doasible *ater and sedlnent.
Chcck slr ner d.ain closed. Il €ter is
ob[rv.d. lh.r€ ls a possibility thit the
luol b{y sunl)s conlaln wate.. h .ddition
to oho(klnT th€ Iuer bey sumps as @tliled in
rloD s rbovo, the Iu€l rdelvotl dl.in ptugE
.hould ho romov€d to check lor lhe presenc€
o- o"
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i'tgur€ l-1,
TFI
fettion I
E-
I- L--
OPERATING CHECK LIST
One oI the lirst step€ in obtaining the utmost performance, serYice,
and flying enjoyment from your Cessna is to familiarize yourself with
your airplane's equipment, systems, and cortrols. Ihis can best be
done by reviewing this equipment while sitting in the airplane. Ihose
items u/hose function ard opeaation are not obvious are covered in
Section tr.
Section I lists, in Pilot's Check List form, the steps necessary to
operate your airplane efficiently and saJely. It is not a check Ust in its
true form as it is considerably longer, but it does cover briefly aII of
the points that you should know for a typtcal flight.
The flight ard operatlonal characteristics of your airplare are nor-
mal in all respects. There are no "unconventional" characteristics or
operations t}Iat [eed to be mastered. AII controls respond in the normal
way within the entire rar8e of operation. A1l airspeeds mentioned ir
Sections I, tr, ard Itr are indicated airspeeds unless otherwise noted.
Corresponding calibrated airspeeds may be obtained from the Airspeed
Correction Table in Section VI.
BEFORE ENTERING THE AIRPIANE.
(1) Make an exterior i[specuoD in accorda[ce with Iigure 1-1.
BEFORE SIARTING THE ENGINE.
I
il
I
(1) Pilot's Check List -- Revievt/ check list on IeIt front doorpoat.
(2) Seats and Seat Belts -- Adjust and lock,
(3) Bmhes -- Test and set.
(4) Master Switch -- rtON. rr
(5) Landing Gear -- Handle neutral a.nd down light green.
(6) Landing Gear Lights and Horn -- Push to test,
(?) colrl llaps -- "oPEN. " (Move lever out of locking hole to lepo6ition.)
1-1

(8) Fuel Selector -- Futlest bay.
(9) Turn all radio swttches "OFF. "
STARIING ENGINE.
(1) Mixture -- FulI Rich.
(2) Prcpeller -- High RPM.
(3) Throttle -- Closed.
(4) Auxiuary Fuel Pump Switch -- On ,,I,o, ,,
NOTE
Itre auxiliary fuel pumf wtU not operate until ttre
' igrdtion switch is turned to the "START,' posiuon.
(5) Ignition Key -- "START.'i
(6) Slou'ly advance throtue.
.(?) Releadb tgnition key when englne starts.
.- NOTE
II engine falls to contlnue runring, start again
from st€p (3).
(8) Reset tlrcttle to desired ldle speed.
(9) Auxiuary Fuel Pump Svttch --Off.
BEFORE TAKE-OFF.
(1) ParklnC Brake -- Set.
(3) Throttle Setttng -- 1?00 RpM,
(4) Magnetos -- Check (50 RPM murtmum dtfferenual between
magnetos. )
(5) PropeUer -- Cycle from hlgh to lou' RpM; return to high RpM
(full in).
(9) Engine Instruments -- Chsck, {
(?) Ammeter -- Check.
(8) Suction C,age -- Check (4. 0 to 6, { tnchss of mercurv).
(9) FUght Instrumenta and Rrdtor -" get,
(10) Elevator and Rudder Trtm -- Tlk!-dt s€ttings,
(11) Flight Controls -- Chock.
(12) Optional Autopilot or Wlng L€volar -- 'OfE."
(13) Cabin Door8 and wind@, -- Clotcd and lookad.
t-2
TAKE.OFF.
NOR 'YlAT TAKE.OFF.
(1) wine Flaps -- 0'to 20".
(2) Power -- Full throttle and 2?00 RPM.
(3) Mir.ture -- Lean for field etevation per fuel flo1l, indicato! placard'
(4) Elevator control -- Lift nosewheel dt 60 MPH.
(5) Climb Speed -- 105 MPH untll a1l obstacles are cleared, then set
up climb speed as shown in "NORMAL CLIMB" paragraph.
(6) Brakes -- App1y momentarily (when airborne).
(?) Landing Gear -- Retract (in climb out).
(8) Wing FlapB -- Retract (if extended) aJter obstacles are cleared.
ffIAXI'VIU'VI PERIORiAANCE TAKE.OFF.
(1) wing Flaps -- 20'.
(2) Brales -- Apply.
' (3) Power -- Full throttle ard 2?00 RPM.
(4) tr,Iixture -- I-€an for fietd elevation per fuel flow indicator placard.
(5) Brales -- Release.
(6) Elevator Control -- Maintain slightly tail-low attitude.
(?) Climb Speed -- 70 MPH until all obstacles are cleare4 then set
up climb speed as shown in 'MAXIMITM PERFORMANCE CLIMB"
paragraph.
(8) Landing Gear and *ing Flaps -- Retract (alter obstacles are
cleared).
cUMB.
NOR'r At Cit rvl B.
(1) Airspeed -- 120 to 140 MPE.
(2) Power -- 24 tnches and 2500 RPM'
(g) mxture -- r,ean to 16. 5 gavhr. tuel flow.
(4) Cowl Flaps -- open as required.
,f,I AXIiA U M PERFOR'YTANCE CtIM B.
. (1) Airspeed -- 108 MPII (sea level) to 100 MPE (10,000 feet).
(2) Power -- Full throt e and 2?00 RPM.
. ,i , (3) Mixture -- Lean for altttude pef fuel flow indicsto! pla'card.

INSTRUMENT PANEL
1. Ma*er Beacon In.licator LightB
and Swiiches (opt. )
Z. ! light Instlument Group
3. Radlos (opt. )
4. Radio S€recto! Switches (Opt. )
5. Rear view Mirro! (opt. )
6. Manirold Pres6lrelnrel Ftow
?. Fuel Quartity Indicatols
L Cylinde! Eead Tempelatule, Oil
Temperature and Oil Presrurc
Gages
11. rlght Hour Recoldel (Opt. ) 26. Larding Cear Positiotr Ilandle
12. Opttonel In8trument 6pace z?.Miclophore
13, Rrdlo (Opt. ) 28. Elevator Trim C ontlol wheel
14. Map Compdtmont 2g.Etectric Elevlto! Trim
15. Cabtn Al! rnd fl€rt Conllol8 Cilcult Bleake! s{,ttch (Opt. )
16. Clgar Llght€! 3o.Throttle
U.ll/lng Fl.p swttch
18.Mlxhro Coitrol l(nob
10. Plopsll€! Contlol Knob
2o,coel Fla.p Control Hrndlo
21.'R€s€Ivol! Slght Wlndow
22. Enslno Prlmor (Opt, )
23.Emglgoocy Hrhd hmp
24.Fu€l Soloctor Valva Hrndlo
31 . Autopilot Conhor Unit (Opt. )
S2, LanaUnA Gear Position Lights
33. Electlical switcheE
34. Palking Brake flanrUe
35.Ctrcult Breakers
10, knltion/starte! Sx,itch
3?. Auxlltary tuel Pump Sxritch
38. Mrst6! Switch
Economy Mixtule lndcato! ((ht. ) 25. Ituddor Tltm Control Wh.sl 39 , Wtng Leveler Control Knob
Figure 8-l.
1-6 2-t
Iection II
-L
L-
DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems ard equipment n'hose
function and operauon is not obvious when sitting in the airplane. This
section also covers in someu,hat greater detail some of the ltems listed
in Check List form in Section I that require iurther explarEtion.
FUET SYSTEM.
Fuel is supplied to the engine from two integral fuel bays,. o-ne in each
wiug. usable fuel in each bay, for all flight conditions, is 44'5 gallons
when completely filled.
The fuel capacity of thls aircraft has been designed to provide the
owner with a ctroice ot long range capability with partial cabin loading or
reduced range with fuII cabin loadlng. For example, with iull cabin load-
ins. it norm;Ilv wilt be necessary to reduce the fuel load to keep the air-
".Irit *itt in approved weight and balance Limits, Refer to section IV lor
veight and balance contxol procedures'
NOTE
Unusable fuel is at a minimum due to the design of the
fuel system. However, when the fuel bays are 1/4 full
or less, prolonged uncoordturated flight such as slips or
skids can uncover the fuel bay outlets, causing fuel star-
vation and engine stoppage. Therefore, v,rith low fuel re-
serves, do not allow the aircraft to remain in uncoordinated
flight for periods in excess of one minute'
Fuel from each wing fuet bay flows through a reservoir tank to the IueI
selector valve. Depending upon the setting of the selector valve, {uelfrom
the left or righi fuel bay and reservoir tank flows through a strainer and- -
by-pass in th; electric auxiliary fuel pump (when it is not op€rating) to the
e-ngine-driven fuel pump. From here fuel is distributed to the engine cyl-
indera via a control unit and manifold'
NOTE
Fuel cannot be used irom both iuel bays simultaneously.

LEFT FUEL BAY RIGHT FUEL BAY
CTIECI< VALVE
THRoTTLE
FIINL
SIEAINER
lE!@n FUEL SUPPLY
@m&Y^gffi#&
Ell vsrr
EIIGINE
rUEL PUMP
FUEL
CONTROL UNIT
,'---@ffi
ro
MD'TURE
CONTROL
FUEL SYSTElvl
SCHEMAIIC
FDEL FI'UI
INDICATOB
(Right Eall ol DurI In.trum.nt)
rleure 2-2,
2-2
Vapor and excess fuel from the engine-driven luel pump and fuel control
unit are returned tV way of the selector valve to the reaervoir tank of the
wing fuel bay system being used
AUXITIARY FUEI. PUIAP SWIICH.
The right haI of the auxiliary fuel pump s,ritch, Iabeled'll.o," ,:
used for starting. with the switch position' and the ignition-
starter switch turned to "START, " the auxiliary fuel pump will operate
at a lovu llow rate (providing proper fuel mixture for starting) as tlre
engine is being turned over with the starter.
NOTE
The auxiuary luel pump will not operate in the "LO" position
until the ignition switch is turned to the "START' position.
The lelt hau of the switch, Iabeled "HI, " is used for engine opera.tion if
t}te engine-driven pump should fail. when the switch is in this position'
the pump operates at o.ne oI two IIow rates depending upon the setting of
the throtUe. WitI the throttle at a cruise setting, the pump is operating
at maximum capacity, supplying sufficient fuel flow to maintain flight.
When the throttle is moved tov,rard the closed position (as during let-down,
Ianding and taxiing), the auxiUary fuel pump floq, rate is automaucally
reduced, preventing an excessively rich mixture durtng theee periods of
reduced engine speed.
The auxiliary fuel pump is not to be turned on "Itr" during normal
operation, uecause, wilh ttre engine-driven pump Iuncuoning, a Iuel/air
aatio considerably rj.cher than best pourer is produced.
NOTE
Turn auxiliary fuel pump switch on "HI" when switch-
ing from empty bay to bay containing fuel.
NOTD'
II the auxitiary IueI pump switch is. accidentally turned
on "I[" (with master switch on) with the engine stopped,
the intake manilolds will be flooded.
ELECIRTC4! SYSTEM.
Electrical energy is suppued by a 14-volt, direct-current system
powered by an engine-ariven alternator (see figure 2-3). The 12-volt
2-3

ELEqTRICAL SYSTEM
SCHE'IIATIC
CONIROT WHEEL AiIAP
TO NAVIGATION TIGHIS
TO Orr DTLU',IION SYSTET IOPO
TO HEA'IED PITOT T. SIAII.
waiNrNG sYsTEMloPtl
IO FUEI AUANIITY IND.
a cYt. tlAD tEr P. 6A6E
TANDING GEAT INO tI6HIS
lGNllroN-srAnrtR swrlcH
IO SIAI.T WARNING AND
LANDING CEAR WA[NING
TO TUIN COOTDINAION
,UIN.AND.IANX INDICATOR
TO INSTRUMENI LIGHIS
E OPI COUI'IESY TIOHTS
lo r AP UGHTS lOP0
TO INSITU'IAENT PANET POST
& 3AC( UGHTNG {OPl
to wrNG ftAP sYsrE/,^
lo aulru^eY rurr pu P
IO TANOING CEAN DOOR
TO IIASHTNG iEACON
to AlJDro A PUFTCT (oPr)
TO AUTOMATTC nrot loPll
Ht, -R$7^"."n^'o*
COD:
S1 c'*cu'r e r r^*.r rorro,rrr.r1
O) cr.curr BnE^(ER lPurH,rEsfl,
@ cncur ar:rxtn swrrcx
! ruse
.l+ Droor
caPAcrToR 4iA, REsrsror
Figurs 2-3.
2-4
battery is located on the upper left-hand forward portion of the firewail.
Power is supplied to all electrical circuits through a split bus bar, one
side containing electronic system circuits and the other side having gen-
eral electrical system circuits. Both sides of the bus are on at all times
except when either an external power source is comeoted or the starter
switch is turned on; then a power contactor is autoEatically activated to
open the circuit to the electronics bus. Isolating the electronic circuits
in this marurer prevents harmful transient voltages from damaging the
semi-conductors in the electxonics equipment,
ANA'VT ET ER.
The ammeter indicates flow of current, in'amperes, from the alterna-
tor to tlle battery or from the battery to the aircmJt 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 alterna-
tor is not functj.oning or the electrica-l load exceeds the output of the a1-
ternator, the ammeter indicates the discha/ge rate od the battery.
CIRCUIT BREAKERs AND FUsES.
Most electrical circuits in the airplane are protected by 'rpush-to-
reset" circuit breakers mounted on the left side od the instrument panel.
Exceptions to this are the battery contactor closing (external power) cir-
cuit which has a fug€ mounted near the ground service plw receptacle, ard
t}Ie clock and optiGal flight hour recorder circuits which have a fuse mount-
ed near the battery; power for the optional control wheel map light circuit
is taken from a circuit breake! and thesystem has a fuse mounted behind
the left side of the instrument panel. AIso, the cigar lighter is protected
by a manually-reset type circuit brea.ker mounted directly on the back of
the lighter behind ttle instrument parel - Autouatically resetting circuit -
breakers mounted behind the instrument panel protect the stall wa-rning and
landing gear warning horn circuits, the turn coordinator or optional turn-
and-bank indicator circuit, ard the alternator field and vdring circuit. The
optional electric elevator trim system is protected by a switch type circuit
breaker mounted on the control pedestal by the elevator trim wheel.
coNrR.ot wHEEt rvtAP uGHT (oPT).
A map light may be instatled on the bottom oI ttte pilot's control
u,heel. The light illuminates tfie lovrer portion oJ the cabin just forward of
tlre pllot ard is helplul when checking map€ and otler flight data during
night operation. A small knurled rheostat knob iust foryard of tlle lower
face of the control wheel is used to turn on the light arrd adjust its intensity,
2-6

:
FTASHING BEACON.
The flashing beacon should not be used when ftying through clouds
or overcasu the flashing light reflected from water droplets or particles
in the atmosplere, particularly at night, can produce vertigo and loss of
orientation.
TANDING GEAR SYSTEM.
the retractable tricycle landiug gear ls extended and retracted by
hydrallic actuators, powered by an engine-driven hydraulic pump. Both
the nose ard main gears have positive mechanical up and down locks,
operated by separate hydraulic actuetors. The nose gear also has a
hydraulic saJety Iock within its actuator ard is actuated in the nose gear
down position only,
TVo position-indicator lights show that the gear is either up or down
and locBed. The lights are the preas-to-test type. The gear-down indi-
cato! light (green) has two test positions; with the light pushed in hau-way
(throttle plued out) the gear warning horn Bhould sound intermittently, and
with the light pushed full in, the light should illuminate. The gear -up in-
dicato! liEht (amber) has onl.y one test position; with the tight pushed fuU
in, lt should illumiDate, The indicator lights contain dimming shutters
for night operation.
As an additlonal leminder that the gear is retracted, a warning horn
sounds lntermlttently u,henever the throttle is retarded nith the gea! up.
TANDING GEAR POSITION HANDTE.
The gea! position hardle has two neutral positions (slightly above cen-
ter for gear up, ard sughtly below center for gear-down) which give a me-
chanical indication oI the gear positlon. From either positlon, tlle handle
must be pulled out to clear a detert before lt can be repositionedl operatlon
of the gear and doors $rill not begln unttl the handle has been repositioned.
To reposition the gear, th; hardle is pulled out and moved to the de-
sired position, then released. Presgure ls created ln the system by the
engine-driven hydraulic pump and the gear ls actuated to the selected po-
siuon. A detent in the gear handle syst€m holds tlle handle in the opera-
Ung position until the cycle is coEpleted; then th€ handle automatically
returns to neutral and pressure in the gystem ls r61ieved,
2-6
IMPORTANT
I$e landing gear position hardle should be returned to neu-
tral nEnually iJ a mallunction occurs in the hydrauuc system
. which preveds tlrc gear position hardle lrom returning to
neutral alter a cycle has been completed. Continuous op-
eration with t}te hardle out of neutral keeps the eystem pres-
surized aJd $rill evedually result in overheating ard damage.
During a normal cycle, the gear locks up or down ard t}le position
indicator tight comes on. When the light illuminates, hydraulic pressure
is switched from tlle gear achrators to the doof actuators to close the
gear doors. W\en the doors are closedi tlle gear handle returns to neu-
tral and the cy@e is complete. The iorrral Ume interval between the in-
dicator Ughting and the handle returning to neutralis 3-9 seconds. II the
position indicator light does not light, the gear do6is wiII not close ard
A sa.fety switch, actuated by the nose gear strut' restricts the gear
position handle to prevent iladvertent retraction whenever the nose gear
strut is compressed by the weight oI t}re airplane.
E'{IERGENCY HAND PU'\AP.
For €mergency use, U the hydraulic pump fails, the hydraulic control
unit containa a marual pump which may be used to extend the gear' The sys-
tem reservoir is arranged to retain sufficient fluid to extend the gear u,ith
the hard prmp if a faiture between the engine-driven pump ard resewolr re-
sults in fluid tross. See Section m for emergency operation of the hand pump.
OPERATION OF TANDING GEAR DOORS (AIRPI.ANE ON GROUND).
For inspection purposes, the landing gear doors may be opened and
closed while the airplane is on the ground with the engine stopped. Oper -
ate t}Ie doors with the landing gear handle in the "down-neutral" position.
To open the doors, turn off the master switch and operate the hand pump
until the doors open. To close the doors, turn the master switch on and
operate the hand pump,
NOTE
The position of the master switch lor gear door oper-
ation is easily remembered by the Iollowing rule:
OPEN circuit = OPEN doors
CLOSED circuit = CLOSED doors
2-1

CABIN HEATING,VENTITATING AND DEFROSIING SYSTEM.
The temperature and volume of airflow into the cabin can be regulated
to any degree desired by manipulation of the push-pull "CABIN HEAT" arld
,CABIN AIR! knobs. When partial cabin heat is desired, blending warm
and cold air wilf result in improved ventilation and heat distribution through-
out the cabin. Additional outside air for summdr ventilation is provlded
through the heat and vent syatem by operation of the push-puu 'TALIX
CABIN AIRI knob. The rotary type "DEFROST'i knob regulates the air-
flow for windshield defrosting. (
Front cabin heat and ventilating air is supplied by outlet holes spaced
across a cabin manilold just lorward of the pilotrs and copilotrs feet.
Rear cabin heat and air is supplied by two ducts from the manifold, one
extending down each side oI the cabin to an outlet at the front door post at
floor level. Windshield defrost air is also supplied by a duct leading lrom
the cabin manifold.
Separate adjustable ventilators supply additional air; two mounted side
by side in the top of the cabin ceiling just aft of the windshield supply air to
the pilot and copilot, ajld one above each rear doorpost in the rear cabin
ceiling supplies air to the rear seat passengers.
STARTING ENGINE.
Prope! fuel maragement and throttle adjustments are the determining
factors in seculing ar easy start from your continuous-flow fuel-injection
engine. The procedure outlined in Section I should be followed closely as
it is effective under nearly all operating conditions, including hot and cold
weather conditions. Slight variations from this procedure may be neces-
sary at times to compensate for extreme conditions.
Conveltioral full rich mixture and high RPM propeller settings are
used for starting; the throttle, however, should be fuUy closed initially.
When ready to start, depress the right half of the auxiliary fuel pump
switch to rLO[ and turn the ignition-Btarter Bwitch to "START" position.
At the same time t}le starter engages and turns the engine, the auxiliary
fuel pump will operate at a low flow rate, supplying fuel lor starting.
Whlle crarking, slowly advance the throttle untll the engine starts. Slow
throttle advancement is essentia.l slnce the englne wlll start readily when
tlle correct fuel/air ratio is obta{ned. On ttle other hand, fast throttle
movement may prevent starting slnce an exie8sively rlch mixture wiII be
2-8
TAXIING DIAGRAM
CODE NOTE
Strong quartering tail wlnds require cauuon,
Avoid sudden bursts ol the throttle and sharp
braking when the airplane is in this attitude.
Use the steerable noae wheel and rudder to
malntaln direction.
wrND DTRECTTON )
Figure 2-4.
2-g