Cessna 210b User manual

•

ssn

a

OWNER'S

MANUAL

--------

-

performanEe

•

speElf

GROSS

WEIGHT . . . . . . . .

SPEED,

BEST POWER

:MIXTU

RE

:

Top Speed

at

Sea

Level . . . .

Cruis

e, 75%

Power

at

7000 f

t.

. .

RANGE, NORMAL LEAN MIXTURE:

Cruis

e, 75%

Po

wer

at

7000 U

..

63.5

Gallons

,

No

Rese

rve

Cruise

, 75% P

ower

at

7000

fl

..

80

Gallons

,

No

Re

s

erve.

.

Optimum Range at 10, 000 f

lo

63.5

G

all

ons,

No

Rcserv"

Optimu

m

Range

at 10. 000 f

l.

80 Ga

llon

s,

No

Resct'vl'

. .

RATE

OF

CLIMB

AT

SEA

U:VI.;

L

SERVICE

CEI

LING

TAKE-

OFF

:

Gro

u

nd

Run . .

Tot

al

Dis

tance

OVl'l'

50. (,1

111

lIll:,1

11'

1

LANDING:

Lan

ding

Rol

l. . . . .

Total

Dislan

ce

OVI'

!'

fl

U

111111

1111

EM

PT

Y WEIGrrT (

Appr1J'o(\111

II.

)

BAGGAGE

..•..

WING LOADING:

1'11\11111

,i

ll

Ii'{!(.!

POWER LOADlNC: 1'1111

lid

,

,'

lff

FU

EL CAPACITY

Tilt

d

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ta

n

dard

Til

111

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Op

ti

on:11

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11

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ill

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CAPA

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POWER'

Contll,..III.

1

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I1

( III

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1

01

Congratulations

.

....

.

Welcome

to

the

ranks

of

Cessna

owners!

Your

Cessna

has

been

de-

si

gned

and

constructed

to

give

you

the

most

in

performance,

economy,

and

comfort

.

You

will

find

flying

it,

either

for

business

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

airplane.

It

contains

informa-

tion

about

y

our

Cessna's

equipment,

operating

procedures,

and

per-

formance

;

and

suggestions

for

its

servicing

and

care.

We

urge

you

to

read

it

from

cover

to

cover,

and

to

refer

to

it

frequently.

Our

int

e

re

st

in

your

flying

pleasure

has

not

ceased

with

your

purchase

of

a

Cessna.

World-wide,

the

Cessna

Dealer

Organization

backed

by

the

Cessna

Service

Department

stands

ready

to

serve

you.

The

follow-

ing

services are offered

on

ly by

your

Cessna

Dealer:

FACTORY

TRAINED

MECHANICS

to

provide

you

with

courteous

expert

service.

FACTOR

Y

APPROVED

SER

VICE

EQUIPMENT

to

provide

you

with

the

most

efficient

and

accurate

workman-

ship

possibl

e.

A

STOCK

OF

GENUINE

CESSNA

SERVICE

PARTS

on

hand

when

you

need

them.

THE

LATEST

AUTHORITATIVE

INFORMATION

FOR

SER

VICING

CESSNA

AIRPLANES,

since

Cessna

Dealers

have

all

of

the

Service

Manuals

and

Parts

Catalogs

,

kept

current

by

Service

Letters

and

Service

News

Letters

published

by

Cessna

Aircraft

Company.

We

urge

all

Cessna

owners

to

use

the

Cessna

Dealer

Organization

to

the

fullest.

A

current

Cessna

Dealer

Director

y

accompanies

your

new

airplane

.

The

Directory

one

of

your

cross-country

flight

planning

aids; a

warm

welcome

awaits

you

at

every

Cessna

Dealer

.

=================~

table af [antents

Page

SECTION I - DESCRIPTION .........................;.............

1-1

SECTION II -

OPERATING

CHECK

LIST

............... 2-1

SECTION III -

OPERATING

DETAILS ...................

..

3-1

SECTION

IV

-EMERGENCY PROCEDURES ........ 4-1

SECTION V -

OPERATING

LIMITATIONS

............

5-1

SECTION

VI

-CARE OF

THE

AIRPLANE

............. 6-1

DEALI

ER

FOLLOW-UP

SYSTEM ......................

6-6

SECTION

VII

-

OPERATIONAL

DATA

................. 7-1

SECTION

VIII

-

OPTIONAL

SYSTEMS ..................

8-l

RADIO

SELECTOR SWITCHES ......................... 8-1

NAV-O-MATIC

....................................................

8-3

OXYGEN

SYSTEM ..............................................

8-7

ALPHABETICAL

INDEX

.....................................

Index-1

ii

iii

*Ma

...

ximum

h

eig

ht

or

ajrplane

with

n0

5(>

ge

ar

depr

essed

am.l

an

optional

rotating

beacon

install

ed.

1

77\1

PRI

NC

I

PA

L-

D

IM

ENSI

ON

S

'''y

*9'-9"

MAX.

II

~

L

1\

f--------------36'7"--------

--

~=

deSEri

One of

the

first

steps

in

obtaining

the

utmost

performance,

service,

and

flying

enjoyment

from

your

Cessna

is

to

familiarize

yourself

with

your

airplane's

equipment,

systems,

and

controls.

This

can

best

be

done

by

reviewing

this

equipment

while

sitting

in

the

airplane.

Those

items

whose

function and

operation

are

not obvious

are

covered

herein.

ENGINE CONTROLS.

THROTTU,

MIXTURE

AND

PROPELLER

CONTROLS.

The

push-pull

throttle

incorporates

a

lock

button

to

secure

it

in

any

de-

sired

setting. To operate

the

throttle,

depress

the

lock

button,

then

adjust

the

control

knob

as

necessary.

Re-

lease

pressure

on

the

lock

button

to

lock

the

control.

To

make

minor

adjustments

simply

screw

the

control

in

or

out without

pressing

the

button.

The

push-pull

mixture

control

in-

corporates

a

lock

button

to

prevent

inadvertent

leaning

or

shutting

off

the

fuel supply. To

operate

the

con-

trol

,

depress

the

lock

button,

then

push

the

knob

in

for

rich

mixture

or

pull

it

out

for

lean

mixture.

Pulling

the

knob

all

the

way out

is

idle

cutoff

for

stopping

the

engine.

Release

pressure

on

the

lock

button

to

lock

the

control.

To

make

minor

adjust-

ments

simply

screw

the

control

in

or

out

without

preSSing

the

button.

The

propeller

control

is

the

push-

pull

type

and

changes

the

setting

of

the

propeller

governor

to

regulate

engine

speed.

It

is

identical,

in

operation,

to

the

mixture

control.

Pushing

the

knob

forward

increases

RPM;

pulling

the

knob out

decreases

RPM.

For

all

ground

operations,

and

for

take-off

,

the

propeller

control

should

be

full

in

(high

RPM).

After

take-

off, reduce

throttle

first,

then

reduce

RPM.

Since

a

small

control

move-

ment

will

produce

a

considerable

RPM

change, you should

set

up

climb

and

cruise

RPM

by

screwing

the

knob

in

or

out.

Propeller

surging

(RPM

variation

up and down

several

times

before

en-

gine

smooths out and

becomes

steady)

can

be

prevented

by

smooth

throttle

and

propeller

control

knob

operation.

Do

not

change

the

throttle

and

pro-

peller

control

settings

with

jerky

and

rapid

motions.

INDUCTION

HOT

AIR

KNOB

.

The

induction

hot

air

knob

is

used

iv

1-1

Description

to

select

either

filtered

cold

air

from

the

induction

air

scoop

or

heated

air

from

the

right

exhaust

manifold.

In

the

unlikely

event

that

ice

should

form

in

the

induction

system,

as

evidenced

by an

unexplained

drop

in

manifold

pressure,

pull

the

induc-

tion

hot

air

knob full out. Do not

use

an

intermediate

position.

IGNITION-ST

ARTER

SWITCH.

The

combination

starter

and

igni-

tion

switch

is

key-operated.

When

the

key

is

turned

to

the

extreme

clockwise

"

START-PUSH"

position,

the

right

magneto

is

inoperative

and

a

series

of

high-voltage,

retarded

a

starting

vibrator

used

in

conjunc-

tion

with

the

left

magneto.

Pushing

in on

the

key,

while

holding

it

in

th

e

extreme

clockwise

position,

engage

s

the

starter.

When

the

key

is

releas

ed

from

the

"START-PUSH"

positio

n,

it

automatically

returns

to

"BO

TH

. "

Refer

to

page

3-9

for

discussion

0

the

use

of

the

ignition-starter

switch

during

hand-cranking.

ENGINE

INSTRUMEN

TS.

FUEL

flOW

INDICATOR.

The

fuel

flow

indicator

use

d willi

the

Continental

fuel

injecti

on

sy!

tem

is

a

fuel

pressure

gage

ca

ll

sparks

are

furnished

for

starting

by

brated

to

indicate

the

app

ro

x

in

lil

li

MINIMUM

OPERATING

A

FUEl

PRESSURE

\

NORMAL

~III~

i~~~~

FU

EL

FLOW

SET

TING

/

\\46~~

I

/o

15

P5I

10

\,

CRUISE 12

FUEl

POWER

14

~-

flOW

=-\\

\

GAL.

/

HR

.

FUL~000i61'

8~~0

\

POWER

I

,

.

~

a

.

.ooo~

-

t:

18

'-IL

;z

"-

S.

l.

........

.000

~

Q

15.15 PSI

20'

~

FT

~;:

2~

\

,';/

,,0':::

,,_

I

~

\

....

~"\SE"

~

--=\

-

LEVEL

v~

~

.;:-

i-\~

TAKE-OFF

t<'o'"

AND

CLIMB

POWER

RANGE

FUEl

gallons

per

hour

of

fuel being

metered

to

the

engine.

The

indicator

dial

is

marked

with

red

radials

at

the

minimum

and

maximum

allowable

operating

fuel

pressures.

The

low flow

range

of

the

indicator

has

a

green

arc

for

normal

cruise

fuel

flows

while

the

high

flow

portion

has

white

radial

lines

for

take-off

and

climb

settings

for

full

power

at

various

altitudes.

The

full

power

markings

represent

maximum

performance

mixtures

for

the

altitudes

shown,

making

it

prac-

tical

to

lean

the

mixture

on

a

high

altitude

take-

off

and

during

full

power

climbs

for

maximum

power

and

performance.

In the

cruise

power

range

the

green

arc

covers

the

normal

lean

fuel flow

required

from

45

to

75%

power.

Your

Cessna

Power

Computer

or

the

cruise

performance

tables

on

pages

7-4

thru

7-8

show

the

normal

lean

fuel

flow for

cruising

power

settings.

NOTE

Best

power

mixture

can

be

ob-

tained for any power

setting

shown

on you.r

Cessna

Power

Computer

by

adding

1

GPH

to

the

normal

lean

fuel flow on

the

computer.

Cruising

climbs

(page

3-5)

should

be

conducted

at

approximately

15

GPH

up

to

7000

feet

and

at

1

GPH

more

than

the

normal

lean

fuel flow

shown

on

the

Power

Computer

at

higher

altitudes

and

lower

powers.

COWL

FLAPS.

Cowl

flaps

,

adjusted

to

the

need

,

Description

will

meter

enough

air

for

the

ade-

quate

cooling

and

maximum

effi-

ciency

of

the

engine

under

varying

conditions.

Opening

the

cowl

flaps,

while

on

the

ground,

steps

up

the

volume

of

air

necessary

for

engine

cooling.

In

flight

,

closing

the

cowl

flaps

,

as

required,

restricts

the

flow of

air

through

the

engine

com-

partment,

thereby

redUCing the

cool-

ing

and

cowl flap

drag

to

a

minimum.

The

cowl

flaps

are

controlled

by a

lever

on

the

control

pedestal.

Nine

pOSitions, including full open and full

closed,

are

provided

by

means

of

lOCking holes in the

lever

mechanism.

To

change

the

cowl

flap

settings

,

move

the

lever

to

the

left,

out

of

the

locking hole,

then

reposition.

Make

sure

the

lever

moves

into

the

locking

hole

at

the

new

setting.

FUEL

SYSTEM.

Fuel

is

supplied

to

the

engine

from

two

tanks,

one in

each

wing

(refer

to

figure

1-

3).

From

each

tank,

fuel

flows by gravity through a fuel

reser-

voir

tank

to

the

fuel

selector

valve.

Depending

upon

the

setting

of

the

selector

valve,

fuel

from

the

left

or

right

tank

flows

through

a

fuel

strainer

and

check

valve

to

the

engine-driven

fuel pump,

by-passing

two

electric

fuel

pumps

when

they

are

not

operating.

Pressurized

fuel

from

the

fuel pump

then

flows through

a

fuel

unit

to

a

distributor

manifold

which

disperses

the

fuel

to

a

fuel

nozzle

on each engine cylinder. Vapor

and

excess

fuel

from

the

engine-

driven

fuel

pump

and

fuel

unit

are

returned

to

the

main

tank

being

used

by

way

of

the

selector

valve

and

1-2

1-3

Description

-Fu

el cannot be

used

from

bol

h

tank

s

simu

ltaneously.

FUEL

QUANTI

,

TY

DATA I

(u.s.

GALLONS)

I

fUel

QUANTITY

INDICATORS

LEfT LEfT •

- '''

•

V'

RIGHT

'"

~'

__

'

~.

,

fUEL

TANK

CHECK fiLLER

~

""'-....

fillER

CHECK

VAl

VI:

.

CAP

./""

...

FUel

QUANTITY

TRANSMITTERS

.....

~

CAP VALVE

fUEL

TANK

~

STANDARD

TANKS

LEFT

TANK]

31.7

31.9

I

RIGHT

TANK~

31.7

.

31.9

40.0

41.0

41.9

I 4

2.0

RIGHT

TANK

40.0

41.0

41.9

42

.0

I I

SELECTOR

VALVE

POSITION

USABLE

FUEL

(ALL

FLIGHT

CONDITIONS)

USABLE

FUEL

(LEVEL

FLIGHT

ONLY)

USABLE

FUEL

(CLIMBING.

DESCENDING)

TOTAL

VOLUME

32.4

LONG

RANGE

TANKS

(OPTIONAL)

LEFT

TANK

I

DECREASE

IN

USABLE

FUel

IN

All

FLIGHT

CONDITIONS

IS

DUE TO DETRIMEN TAl

EFFECTS

OF

UNCOORDINATED

FLIGHT

(SLIPS

OR

SKIDS) OR TURBULENT A

IR

T

HA

I

MAY

BE

ENCOUNTERED

IN

NORMAL

FLYING

CONDITIONS

.

Figure

1-2.

reservoir

tank.

Refer

to

figure

1-

2

for

fuel

quan-

tity

data. See the

Servicing

Diagram

(figure

6-1)

for

a

summary

of

fuel

system

servicing

information.

FUEL

SELECTOR

VALVE.

The

rotary-type

fuel

selector

valve

has

three

positions,

labeled

"BOTH

OFF,"

"LEFT

ON" and "RIGHT ON. "

The

"BOTH

OFF"

pOSition

seals

both

wing

tanks

off

from

the

rest

of

the

fuel

system

and

allows

no

fuel

to

pass

beyond

the

selector

valve.

The

"LEFT

ON"

position

provides

fuel

flow

from

the

left

tank

to

the

engine.

Similarly,

the

"RIGHT ON"

pOSition

provides

flow

from

the

right

tank

to

the engine. Both

the

fuel feed

and

vapor

return

lines

for

each

tank

go throogh the

selector

valve,

so

that

fuel

returns

to

the

tank

from

which

it

is

drawn.

Fuel

cannot

be

us

ed fro"1

both

tanks

simultaneoosly.

NOTE

The

fuel

selector

valve

hall

ill,

indicates

the

setting

of the V; i t

\'

by

its

pOSition

above

the

~I

I,

I

Take

off and

land

with

the h:III"1

turned

to

the

fullest

tank

.

AUXILIARY

FUEL

PU

MP

SWllrll

The

auxiliary

fuel

pu

mp

controls

both

of

the

ele

ctric

,

lljili

iary

pumps

which

supp

ly

1111

I

Ii

for

starting

and

for

en

gi

nl

'

III"

I "

if

the

engine-driven pump

11

111

.1 1

'1

I

The

switch

is

a

split

to

!"

I

II

I I 1

The

right

half

of

the

switrh

, l.thi1\

" LO, "

operates

only one PUtllp. I

viding

sufficient

fuel

fo

r

(JIIIII

III

starting.

The left hal! uf

1111

~

FUEl

R

ESER

VOIR

WITH

DRAIN

PLUG

SOLENOID

VALVE

(OPT)

OIL

DILUTION

SWITCH

(OPT)

...

TO

OIL

SYSTEM

CODE

~

FUEL

SUPPLY

IIIIIIIIIIIIIIl

EXCESS

FUel

AND

VAPOR

_

RETURN

FUEl

MECHANICAL

LINKAGE

~

ELECTRICAL

CONNECTION

8 FILTER

THROTTlE

0 SCREEN

~-

-

' -

---

l1fE:2J

AIR

THROTTLE

FUEl

SYSTEM

SCHEMATIC

,.,.

fUEL

flOW

GAGE

,-'.'1":\

:'

/"'>"

,:7'

,

>,

:',:

"

,,,

:?':

'.

,'.

,'

fUEL

NOZZLES

Figure

1-3.

1-5

1-4

Description

labeled

"HI,

"

operates

both

pumps

and

closes

the

vapor

return

line,

supplying

sufficient

fuel

flow

to

maintain

flight.

This

position

is

also

used

for

vapor

elimination.

The

auxiliary

system

is

not

to

be

used

during

normal

operation,

be-

cause,

with

the

engine-driven

pump

functioning

, a

fuel/air

ratio

con-

siderably

richer

than

best

power

is

produced

and any

vapor

in

the

system

cannot

be

returned

since

the

vapor

return

line

is

closed.

NOTE

If

electric

pumps

are

turned

on

with

the

engine

stopped,

intake

manifolds

will

be

flooded

unless

the

mixture

is

in

idle

cut-off.

FUEl QUANTITY INDICATORS.

Two

electrically

-

operated

fuel

quantity

indicators

are

provided,

each

working

in

con.iunction

with

an

electric

fuelleyel

transmitter

in

its

respective

fuel

tank.

Turned

on

by

the

master

switch,

the

indicators

continue

to

function

until

the

master

switch

is

turned

off.

FUEl STRAINER DRAIN

KNOB.

The

fuel

strainer

drain

knob

marked

"STRAINER

DRAIN"

provides

a

quick,

convenient

method

of

draining

water

and

sediment

that

may

have

collected

in

the

fuel

strainer.

The

strainer

is

located

in

the

nose

wheel

well.

About

two

ounces

of

fuel

(3

to

4

seconds

of

drain

knob

operation)

should

be

drained

from

the

strainer

before

the

initial

flight

of

the

day

t

insure

against

the

presence

of

wat

er

or

sediment

in

the

fuel.

The

spring-loaded

drain

valve

in

the

strainer

is

open

when

the

fu

el

strainer

drain

knob

is

pulled

out

all

the

way.

The

drain

valve

autom

ati

-

cally

closes

when

the

knob

is

r e-

leased.

ELE

CT

RICAL SYSTEM.

Electrical

energy

is

suppli

ed

by

a

12-volt,

direct-current

sy

s1.

cr

"

powered

by

a

50-ampere

en

gine

driven

generator.

The

12-vo

lt

stn

l

age

battery

is

located

on

the

U

PPI

i

right-hand

forward

portion

of

II

..

firewall.

CIRCUIT BREAKERS.

All

electrical

circuits

in

the

:1[ I

plane,

except

the

clock

ci

rcuit

,

III,

protected

by

circuit

break

ers.

'/'1

]1

clock

has

a

separate

fuse

mO

\lll

l

'oI

near

the

battery

solenoid.

TIl('

1-0

1, II

and

gear

warning,

flap

posi

ti()

11

In

dicator.

turn-and-bank

i

ndi

(:

11

"1

and

the'

optional

gyr

0

hor

izo/l

I, I

ii

lights

circuits

are

protec

t

ed

II

.,.

(I

single

automatically

resetti

ng \

'1

"','·

uF

breaker

mounted

behind

the

1111

,

1,

il

ment

panel.

The

remainin

g

",

,.,·

Iiil

are

protected

by

"push-

to I

.

'~

d

breakers

on

the

instru

me

nt

P,

1I

1' I

These

can

be

pulled

out

1.1)

i

N"I

II

the

circuit.

The

name

of th

('

I'".

1111

is

shown

above

each

breakl'!'

.

LANDING

LIG

H

TS.

The

landing

lights

sWill'1t 18

II

split

rocker

type.

To

l\

ll

'l\

fI

"

,If

Description

flop

position

and

A

0100

turn

&

bonk

i

ndicators,

Number

under

circuit

and

opt.

gyro

horizon

GENERATOR

breaker

denotes

its

A

amperoge

capacity

.

beacon

ArTO

opl.

pilot

ond

~J~OOT

stoll

wO'

rning

HEAT

heaters

ligh

Is

A~TO

cigarette

lighter

10

To

opt.

oil

dilution

NAV

..

.

LIGHT

To

navlgotlon

lights

To

courtesy

lights

STARTING

VIBRATOR

STARTER To

fuel

quant

i

ty

CONTACTOR

indicators

and

cylin-

der

head

temp.

goge

To

instrument-mop

lights

ond

compass

light

londing

gear

indicator

lights

A .

10

0--

Too

opt.

automatic

:I~~~

pilot

ELECTRICAL POWER DISTRIBUTION

tillj

lOO1

Figure

1-4.

1-6

1-7

Description

lamp

for

taxiing,

push

the

right

half

of

the

switch

"ON."

To

turn

on both

lamps

for

landing,

push

the

left

half

of

the

switch

"ON. "

NAVIGATION

LIGHTS.

The

navigation

light

switch

is

the

split

rocker

type.

For

flashing

navi-

gation

lights,

push

the

right

half

of

the

switch

"ON. "

For

steady

navi-

gation

lights,

push

the

left

half

of

the

switch

"ON."

To

switch

from

steady

to

flashing,

push

the

left

half

of

the

switch

"

OFF.

"

STALL

W

ARN

ING

INDICATOR.

The

stall

warning

indicator

is

an

electric

horn

controlled

by a

trans-

mitter

unit

in

the

leading

edge

of

the

left

wing

.

This

system

is

in

oper-

ation

whenever

the

master

switch

is

turned

on. The

transmitter

responds

to

changes

in

the

airflow

over

the

leading

edge

of

the

wing

as

a

stall

is

approached.

In

straight-ahead

and

turning

flight,

the

warning

horn

will

sound

5

to

10

MPH

ahead

of

the

stall.

Under

safe

flight

conditions,

the

only

time

you

may

hear

the

warning

horn

will

be

a

short

beep

as

yoo land.

WING

FLAPS.

The

wing

flaps

are

operated

hy-

draulically

by the

same

system

which

operates

the

landing

gear.

The

flaps

are

controlled

by a

lever

on

the

con-

trol

pedestal

located below

the

center

of

the

instrument

panel.

Flap

de-

flection

is

shown by

an

electric

indi-

cator

on

the

instrument

panel.

The

flaps

may

be

stopped

in

any

desi

red

pOSition by

releasing

the

flap co

ntr

ol

handle

which

is

sprin

g

-loaded

to

re

-

turn

to

its

center

(off) pOSition.

NOTE

When

mooring

the

airplane

,

do

not

use

external

locks

be

tw

een

the

flaps

and

ailerons

,

beca

u

se

aCCidental

operation

of

the

fl

ap

s

could

cause

structural

dama

ge to

both

flaps

and

ailerons.

NOTE

Check

to

see

that

the

oo.gga

ge

door

is

closed before operating the

winf{

flaps. Also,

retract

the

fl

aps

bl'

fore

opening oo.ggage

door.

LANDING GEAR

SYSTEM

,

The

retractable

tricycle

lan

cllll

gear

of

your

aircraft

is

ess

enUa

IIv

the

familiar

LAND-O-

MA

TIC

spr

lll

gear.

It

is

extended

and

retracll

I

by

hydraulic

actuators,

po

wered

II~

an

engine-

dri

ven

hydrauli

c pu

"'II

The

nose

gear

retracts

f

orw

ard

111101

up

and

the

main

gear

rotates

aft

lill

d

up,

into

wells

under

the

f

u

sf.'lll~~1

Both

the

main

and

nose

g

ear

/1

;lvl

positive

mechanical

up

an

d

1/1

I\\'

II

locks

,

operated

by

separa

te

hyriJ

,llI

lic

actuators.

The

nose

gear

,11110

has

a

hydraulic

safety

lock

wilhln Ii

gear

actuator.

Limit

s

wit

ChCH

Ilill

trol

two

position-indicat

or

11

.:ill

which

show

that

the

gea

r

is

I'dili'l

up

or

down

and

locked.

Thl

'

1111\\

switches

are

connected

in

HI'l

li

so

that

all

three

gears

must b('

11I1']

.l'tl

before

either

indicator

li

ght

!'tuil

on.

The

indicator

lights

are

the

press-to-test

type.

The

gear

down

indicator

light

(green)

has

two

test

positions;

with

the

light

pushed

in

approximately

half-way

(throttle

pulled

out)

the

gear

warning

horn

should soond

intermittently,

and

with

the

light

pushed

full

in,

the

light

should

illuminate.

TIle

gear

up

in-

dicator

li

g

ht

(red)

has

only

one

test

position

;

with

the

light

pushed

full

in,

it

should

illuminate.

These

tests

assure

proper

operation

of

gear

pOSition

indicator

lights

and

warning

horn.

The

indicator

lights

also

con-

tain

dimming

shutters

for rtight

oper-

ation.

To

dim

the

lights,

turn

the

lens

holder

on

the

lights

clockwise.

For

daytime

operation,

the

lights

should

be

full

bright.

As

an

additional

reminder

that

the

landing

gear

is

retracted,

a warrting

horn

sounds

intermittently

whenever

the

throttle

is

retarded

with

the

gear

up.

Both

the

main

and

nose

landing

gear

wheels

are

fully

enclosed

by

doors.

Except

for

the

nose

gear

strut

doors

,

which

are

linked

me-

chanically

to

the

strut,

all

the

land-

ing

gear

doors

are

operated

by hy-

draulic

actuators

which

open

the

doors

to

permit

the

gear

to

pass,

then

close

once

more,

on

both

the

extension

and

retraction

cycles.

The

gear

operating

sequence

,

including

opening

and

closing

the

doors,

is

completely

automatic.

GEAR POSJTlON

HANDLE.

The

gear

pOSition

handle

has

two

neutral

positions,

slightly

above

(;

enter

for

gear-up

and

slightly

be-

Description

low

center

for

gear-down,

which

give

a

mechanical

indication

of

the

gear

pOSition.

From

either

posi-

tion,

the

handle

must

be

pulled

out

to

clear

a

detent

before

it

can

be

repOSitioned;

operation

of

the

gear

and

doors

will

not

begin

until

the

handle

has

been

repositioned.

To

repOSition

the

gear

,

the

handle

is

pulled

out

and

moved

to

the

desired

pOSition,

then

released.

Pressure

is

created

in

the

system

by

the

engine-

driven

hydraulic

pump

and

the

gear

is

actuated

to

the

selected

position.

A detent in

the

g

ear

handle

system

holds

the

handle

in

the

oper-

ating

pOSition until

the

cycle

is

com-

pleted

,

then

the

handle

automatically

returns

to

neutral

and

pressure

in

the

system

is

relieved

by a pump

un-

loading valve.

The

valve

continually

recycles

the

fluid output of

the

pump,

allowing

no

pressure

build-up

in

the

system,

until

the wing flap

or

landing

gear

handles

are

used

to

select

a new

flap

or

gear

pOSition.

IMPORTANT

The

landing

gear

position

handle

shoold be

returned

to

neutral

man-

ually

if

a

malfunction

occurs

in

the

hydraulic

system

which

pre-

vents the

gear

position handle

from

returning

to

neutral

after

an

ex-

tension

or

retraction

cycle

has

been

completed.

Continuous

op-

eration

with

the

handle

out of

neutral

keeps

the

system

pres-

surized

and

will

eventually

result

in

overheating

and

damage.

A

safety

switch,

actuated

by t

he

nose

gear

strut,

restricts

the

gear

1-8 1-9

Description

position

handle

to

prevent

inadvertent

retraction,

whenever

the

nose

gear

strut

is

compressed

by

the

weight

of

the

airplane.

During

a

normal

cycle

the

gear

locks

up

or

down

and

the

position

indicator

light

comes

on. When

the

light

illuminates

,

hydraulic

pressure

is

switched

from

the

gear

actuators

to

the

door

actuators

to

close

the

gear

doors.

VVhen

the

doors

are

closed

the

gear

handle

returns

to

neutral

and

the

cycle

is

complete.

The

normal

time

interval

between

the

indicator

lighting

and

the

handle

returning

to

neutral

is

2-

3

seconds.

If

the

position

indicator

light

does

not

light

the

gear

doors

will not

close

and

hydraulic

pressure

will

be

main-

tained

on

the

landing

gear

actuators.

EMERGENCY

HAND

PUMP

.

For

emergency

use

if

the

hydraulic

system

fails,

the

hydraulic

control

unit

contains

a

manual

pump

which

may

be

used

to

extend

the

gear

and

operate

the

flaps.

The

system

fluid

reservoir

is

arranged

to

retain

suf-

ficient

fluid

to

extend

the

gear

and

flaps

with

the

hand

pump

if

a

failure

between

the

engine-driven

pump

and

the

reservoir

results

in

fluid

loss.

See

Section

IV

for

emergency

oper-

ation

of

the

hand

pump.

STEERING

.

The

nose

wheel

of

your

Cessna

is

steerable

through

the

rudder

pedals

in

an

arc

of 15

0,

after

which

it

be-

comes

free-swiveling

up

to

30°,

on

each

sid

e of

center.

The

steering

linkage

is

arranged

1-10

to

straighten

the

nose

wheel

as

U

l(

'

gear

retracts,

even

though

some

rudder

is

being

carried

. You need

not

neutralize

the

rudder

to

ret

rac

l

the

gear.

CABIN

HEATING

A

ND

VENTILATING

SYSTE

M.

Fresh

air

for heating and ventilab n

l',

the

cabin

is

supplied

by

a

mani

h

lld

cabin

heater

and

two

ventilatin

g

;:

u 1

scoops,

one on each

side

of

the

f

u

~iI'

lage

just

forward

of

the

cabin

dO

"1

The

temperature

and

amount

of :

111

entering

the

cabin

is

controll

ed

IJ

V

two

knobs

on

the

instrument

p

atH

J

The

"CABIN AIR" knob

operat

es

II"

air

scoop on

each

side

of the fuse

!;

I.'

,'

and

controls

cool

fresh

air

ente

l'

lI

l1'

the

manifold

on

the

firewall.

T

h,

"CABIN

HEAT"

knob

regulat

es

II

I

amount

of

heat

entering

th

e cal

""

Both

control

knobs

are

the

doubl.

button

type

having

friction

lo

ck!!

~

"

permit

intermediate

setting

s . I f'

operate

either

of

the

con

lrl

d

squeeze

the

buttons

,

releas

inp, 1

111

lock;

then

adjust

the

knob.

For

cabin

ventilation,

pu

ll

11

\,

"CABIN

AIR"

knob

out.

To

1'

111

,.

the

air

temperature,

pull the "CAlli

HEAT'

knob out

approximat

ely I I

to

1/

2"

for

a

small

amount

of ('

,I

h

ill

heat.

Additional

heat

is

avai

la

J>l

1 I

pulling

the knob out

farther;

m

aXi

lJ

lIll

.!

heat

is

available

with

the

"

CAllI

HEAT"

knob

pulled

full

oul a

lld

1I

"CABIN

AIR"

knob

push

ed

fil

II

f

I!

VVhen

no

heat

is

desired

in the 1'

J1

dli

the

"CABIN

HEAT"

knob

is

I,,

!!

·hqi

full

in.

A

rotary

type

control

knob, I;d '.

II

"DEFROST

, "

regulates

the 311 I

I.

lor

windshield

defrosting.

VVith

the

(~ontrol

knob

rotated

full

counter-

clockwise, the flow

of

defrosting

air

is

shut

off;

rotation

of

the

knob

clock-

wise

permits

air

flow

to

the

wind-

shield,

the

amount depending upon

the

degree

of

rotation

toward

full

open.

The

temperature

of

defrosting

air

is

dependent

upon

the

setting

of

the

"CABIN AIR"and"CABIN

HEAT'knob.

Two

ventilators,

one

in

each

upper

Description

corner

of

the

windshield,

are

pro-

vided

to

supply

additional

ventilating

air.

To

operate,

pull

the

ventilator

out

and

rotate

to

the

deSired

posi-

tion.

Two

additional

ball

and

socket

ventilators

are

installed

just

forward

of

each

rear

door

post

in

the

ceiling,

for

rear

seat

passengers.

To

regu-

late

the

air,

turn

the

knurled

ring

on

the

rim

of

the

ventilator.

DOOR

OPENING

DIMENSIONS

INTERNAL

CABIN

~

DIME

NSIO

NS

WIDTH

(TOPI

WIDTH

(BOTTOMI HEIGHT

(FRONT] HEIGHT

(REAR

I

CABIN

DOOR

32

1'

2"

37"

41"

39

Y.

"

BA

GGAGE

DOOR

20

Y.

"

20Y."

23"

22/1"

FLOOR

WIDTH

MEASUREMENTS

Figure

1-5.

1-11

Operating

Check

List

4

NOTE

If

night

flight

is

plann

ed,

check

ope

ration

of

all

Ughts,

and

make

sure

a

flashlight

is

avallab!e.

EXTERIOR

INSPECTION

CD

a.

b.

C,

d.

e.

0 ·

b.

f3\

•.

\:V

b.

c.

d.

f'"4'\

a.

~

b.

Figure

2-1.

1\Jrn

on

master

switch

and

check

fuel

qua.

nt

it~.

indicators.

With

master

switc

h

"ON."

check

ope

ration

of

stall

warn

ing

tra.nsmitter

tab

and

warning

horn.

Turn

off m..'lster

s\\.itch,

check

ig

nition

switch

"

OFF

,"

and c

he

ck

that

fuel

tank

se

lect

or

"alv

e

handle

is

on

fullest

ta

nk.

On

Urst

flight

of

day

,

pull

out

strai

n

er

drain

knob

for

about

f

our

seconds,

to

clear

Cuel

strainer

of

posSible

water

and

sedime

nt.

Rem

o\

'e

control

wheel

lo

ck,

if

installed.

Check

baggage

door

for

security

(left

aide

only

).

Inspe

ct

31

rspeed st.atic

sootce

hol

es

on

sides

of

fuseJage

for

stoppage.

R

emove

gust

l

ocks,

if

instal1cd.

Insp

ect

taU

surface

hinges

and

hing

e

bolts.

Check

trim

tab

for

security.

Disconne

ct

tie-down

rope

or

chain.

Check

aileron

and

flap

hinges.

C

he

ck

navigation

light

for

damage.

0 '

b.

c.

d.

c.

f'6\

a.

\::!.) h.

c.

d.

e.

I.

g.

h.

l.

j.

k.

0

b.

··

Check

main

wheel

Ure

f

or

cuts,

bru

h

:i.1

t ~

II,1

proper

inflation.

Rem

ove fuel tank

cap

and

c

hc-ck

fu

p.l

I

OYflt

1.11

agree

ment

with

gage

reading.

S

ecur

,\ I' ' I

Disconnect

tie-\.1own

rope

or

chaj

n.

Ch

eck

fuel

tank

vc

nt

openin

g for

sttlPIJ.J

Check

cour

tesy

li

Gh

t

for

dam

age.

Check

windshield

for

c

leanli

ness.

Chec

k

pr

opelle

r

and

spi

nner

f

or

Il

JClcl

.1.1

security.

Examine

propeller

for

all

l

eak

s.

Make

\1

sual

check

to ins

ure

th

at

CU

i!

l . l•.o

t,

,

drain

valve

is

closed

alter

draJ.nJng

OIX'

,

,,Ur

Ch

ec

k

nose

wheel

strut

for

pr

ope r 1

1111.

111

"

Check

nose

wheel

tire

for

cuts

,

bnalat

Ji I

proper

inflati

o

n.

Dis

con

n

ect

tie-d

o

wn

rope.

Check

induction

air

filter

(or

rcslru:h"

"

11

I·

dust

or

oUter

foreign

matt

er.

C

heck

oil

level.

Do not

ope

r

ate

wllh I

than

ninc

quarts.

Fi

ll

fOr

c~t.

f.'

n

(h

·

'

tl

llll.

Inspect

cowl a

ccess

doors

fOr ae

CU

'-it v

Inspe

ct

radio

ventilation

air

Inlakl\

.(

'

l1

side

of

fu

selage

for

stoppage

(t

e

tt

Al

dt

· 1·••

11'1

Remove

pit

ot

tube

c

ove

r ,

if

in

s

ta

ll,'d

Inspect

pitot

tuhe

ope

nin

g'

ror

!Il

tOl'lII;)

if

·

II

~

~een-

'

~

AAA.

~

aperating

[he[k

115t~

...-

This

section

lists

,

in

Pilot's

Ch

ec

k

List

form

,

the

steps

nec

es

sary

to

operate

your

airplane

effiCiently

and

safely.

It

is

not

a

check

list

in

its

I

rue

form

as

it

is

considerably

longer

,

but

it

does

cover

briefly

all

of

the

points

that

you

would

want

to

or

should

know

concerning

the

information

you

need

for

a

typical

flight.

The

flight

and

operational

characteristics

of

your

airplane

are

normal

in

all

respects.

There

are

no

"unconventional"

characteristics

or

opera-

lions

that

need

to

be

mastered

.

All

controls

respond

in

the

normal

way

within

the

entire

rang

e of

operation.

All

airspeeds

mentioned

in

Sections

II.

III

and

IV

are

indicated

airspeeds.

Corresponding

true

indicated

air-

speeds

may

be

obtained

from

the

Airspeed

Correction

Table

in

S

ec

tion

VII.

BEFORE ENTERING

THE

AIIRPLANE.

(1)

Make

an

exterior

inspection

in

accordance

with

figure

2-1.

BEFORE STARTING

THE

ENGINE.

(1)

Pilot's

Check

List

- -

Review

check

list

on

left

front

doorpost.

(2)

Seats

and

Seat

Belts

- -

Adjust

and

lock.

(3)

Flight

Controls

--

Check

.

(4)

Brakes

--

Test

and

set.

(5)

Master

Switch

--

On.

(6)

Landing

Gear

--

Handle

neutral

and

down

light

green.

(7)

Landing

Gear

Lights

and

Horn

- -

Push

to

test.

(8) Cowl

Flaps

--

"OPEN."

(9)

Elevator

and

Rudder

Trim

- -

Set.

(10)

Fuel

Selector

--

Fullest

tank.

STARTING ENGINE.

(1)

Mixture

--

Rich.

(2)

Propeller

--

High

RPM.

(3)

Throttle

--

Cra

c

ked

(one

inch).

(4)

Auxiliary

Fuel

Pump

Switch

--

On

"LO.

"

1-12

2-1

Operating

Check

List

(5)

Ignition

Switch

--

"START-PUSH"

(when

fuel

flow

is

steady

at

~

to

4

gal/hr).

Hold

until

engine

fires,

but

not

longer

than

30

secon

d

(6)

Ignition

Switch

- -

Release

to

"BOTH"

(when

engine

fires).

(7)

Auxiliary

Fuel

Pump

Switch

--

"OFF"

(after

engine

starts).

HOT E

NG

INE STARTING PROCEDURE.

With

vapor

in

the

fuel

system,

the

auxiliary

fuel

pumps

on

"L

O"

f)I

"HI"

will

run

with

a

deep

growling

or

rattling

sound

until

the

vap

or I

purged.

Under

these

conditions

,

start

the

engine

as

follows:

(1)

Mixture

--

Idle

cut-off.

(2)

Throttle

--

Closed.

(3)

Master

Switch

--

On.

(4)

Auxiliary

Fuel

Pump

Switch

--

"ill"

(until

vapor

is

purged).

(5)

Throttle

--

Cracked

(one

inch).

(6)

Ignition

Switch

- -

"START-

PUSH"

to

engage

starter.

(7)

Mixture

- -

Push

to

full

rich.

(8)

Ignition

Switch

--

Release

to

"BOTH"

(when

engine

fires).

NOTE

The

engine

should

start

in

3

to

4

revolutions.

If

it

does

not,

the

mixture

should

be

moved

toward

idle

cut-off

to

lean

out

the

fuel

mixture

in

the

cylinders.

Again

the

en-

gine

should

start

in

5

to

7

additional

revolutions;

if

it

does

not,

stop

cranking

and

start

again

from

step

(1)

after

a

brief

rest

(approximately

30

seconds).

(9)

Mixture

--

Adjust

(smoothly)

between

full

rich

and

idle

cu

t-

pH I.)

obtain

a

fuel-air

mixture

that

will

accelerate

engine

to

1000 - 1200 n

I'M

.

(10)

Auxiliary

Fuel

Pump

Switch

--

"LO"

after

engine

starts.

(11)

Throttle

--

Idle

the

engine

800

-1000

RPM

on

"LO"

and

fu

ll

' h.'

11

mixture

until

there

is

no

sign

of

vapor.

NOTE

Under

severe

vapor

conditions

it

may

take

2

to

5

minutes

to

purge

the

vapor

from

the

system.

If

the

auxiliary

pump

is

not

on,

the

engine

RPM

may

slowly

start

to

drop

off

as

the

fuel

flow

fluctuates

with

vapor;

opening

the

throttle

slightly

and

turning

the

auxiliary

fuel

pump

on

will

stabi-

lize

engine

operation.

BEF

O RE TAKE

-O

F

F.

(1)

Induction

Air

--

Cold.

Operating

Check

List

(2)

Throttle

Setting

- - 1700

RPM.

(3)

Engine

Instruments

--

Within

green

arc.

(4)

Ammeter

--

Check

(5)

Magnetos

--

Check

(125

RPM

maximum

drop).

(6)

Propeller

--

Check.

(7)

Flight

Controls

- -

Recheck.

(8) Wing

Flaps

--

0°

to

20°.

(9) Cowl

Flaps

--

Full

"OPEN."

(10) E

levator

and

Rudder

Trim

- -

Take-off

setting.

(11)

Cabin

Doors

--

Closed

and

locked.

(12)

Flight

Instruments

and

Radios

- -

Set.

TAKE-OFF.

NORMAL TAKE-OFF.

(1)

Power

--

Full

throttle

.

(2)

Elevator

Control

--

Lift

nosewheel

at

60

MPH.

(3)

Brakes

--

Apply

momentarily

(when

airborne).

(4)

Land

ing

Gear

--

Retract

(in

climb-out).

(5) Wing

Flaps

--

Retract

(if

extended).

MAXIMUM PERFORMANCE

TAKE-OFF.

(1) Wing

Flaps

--

20°.

(2)

Brakes

--

Apply.

(3)

Power

- -

Full

throttle

and

2625

RPM.

(4)

Mixture

--

Lean

for

field

elevation.

(5)

Brakes

--

Release.

(6)

Elevator

Control

--

Maintain

slightly

tail-low

attitude.

(7)

Climb

Speed

--

64

MPH.

(8)

Landing

Gear

and

Flaps

- -

Retract

after

obstacles

are

cleared.

CLIMB.

NORMAL CLIMB.

(1)

Air

Speed

--

120

to

140

MPH.

(2)

Power

--

24

inches

and

2450

RPM.

(3)

Mixture

--

Lean

for

altitude

as

necessary.

(4)

Cowl

Flaps

--

1/2

to

full

"OPEN

,"

as

required.

MAXIMUM

PERFORMANCE CLIMB.

(1)

Air

Speed

- - 105

MPH

(sea

level)

to

97

MPH

(10, 000

feet).

(2)

Power

--

Full

throttle

and

2625

RPM.

(3)

Mixture

--

Lean

for

altitude.

(4) Cowl

Flaps

--

Full

"OPEN."

2-2

2-3

Operating

Check

List

CRUISING.

(1)

Power

--

15-24

inches

of

manifold

pressure

and

2200-245

0

RJI~I

(2)

Cowl

Flaps

--

Adjust

to

maintain

normal

cylinder

head

t

emp'

,

ature.

(3)

Elevator

and

Rudder

Trim

- -

Adjust.

(4)

Mixture

--

Lean

for

cruise

fuel

flow

as

determined

fro

m

VI"1

Cessna

Power

Computer

or

from

the

tables

on

pages

7

-4

thr

u 7-U

LET

-DOWN.

(1)

Mixture

--

Rich.

(2)

Power

--

As

desired.

BEFORE

LANDING.

(1)

Fuel

Selector

--

Fullest

tank.

(2)

Landing

Gear

Lever

--

"DOWN"

(below

160

MPH).

(3)

Landing

Gear

Light

--

Green.

(4)

Flaps

--

Down

10

0

(below

160

MPH).

(5)

Mixture

--

Rich.

(6)

Airspeed

--

85-95

MPH

(flaps

retracted).

(7)

Propeller

--

High

RPM.

(8)

Flaps

--

Down

10

0 -

40

0

(below

110

MPH).

(9)

Airspeed

--

75 -85

MPH

(flaps

extended).

(10)

El

eva

tor

and

Rudder

Trim

--

Adjust.

NORMAL

LANDING.

(1)

Touch

Down

--

Main

wheels

first.

(2)

Landing

Roll

--

Lower

nosewheel

ge

ntly.

(3)

Braking

--

Minimum

required.

AF

TER

LANDING.

(1)

Cowl

Flaps

--

"OPEN.

"

(2)

Wing

Flaps

--

Retract.

(3)

Mixture

--

Idle

cut-off.

(4)

Ignition

Switch

--

"OFF."

(5)

Master

Switch

--

Off.

(6)

Brakes

--

Set.

•••

D

etails

The

following

paragraphs

cover

in

somewhat

greater

detail

the

items

•'

1I

11'

red

as

a

Check

List

in

Section

II.

Not

every

item

in

the

list

is

discussed

ii

i'

I"

'.

Only

those

items

of

the

Check

List

that

require

further

explanation

"'1

11

he fou nd

in

this

section.

PREFLIGHT

CHECK.

Th

e

exterior

inspection

described

III

Sl'c

tion

II

is

recommended

for

the

I

ll'Ii

l

flight

of

the

day.

Inspection

I'

ro

('cdure

s

for

subsequent

flights

IIl1

rmally

are

limited

to

brief

checks

",

Ihe

tail

surface

hinges,

fuel

and

"U

quantity,

and

security

of

fuel

and

1111

riller

caps.

If

the

airplane

has

11"

"

11

subjected

to

long-term

storage,

I'

l'C

't

lllt

major

maintenance,

or

q>era-

11

from

marginal

airports,

a

more

I,,,tullsive

exterior

inspection

is

rec-

11111

mended.

Al

ler

major

maintenance

has

been

lI

"dc

)rmed,

the

flight

and

trim

con-

Ir

ols

should

be

double-

checked

for

'I

j'I'

and

correct

movement.

'I'

hl

!

security

of

all

inspection

plates

Oil

Ihe

airplane

should

be

checked

1

11

o

wing

periodic

inspections.

If

th.' a

irplane

has

been

waxed

and

pol-

IHllt'

d,

it

is

a good

practice

to

check

Ihi'

(!xternal

static

pressure

source

hili

(>

s

for

stoppage.

If

the

airplane

has

been

exposed

to

11I

1I1:

h

ground

handling

in

a

crowded

h

.11I

K

ar,

it

should

be

checked

for

11

1'

nl o

and

scratches

on

wings,

fuse-

lage,

and

tail

surfaces,

as

well

as

damage

to

navigation

and

landing

lights,

and

radio

antennas.

Outside

storage

for

long

periods

may

result

in

water

and

obstructions

in

the

air-

speed

system

lines,

condensation

in

fuel

tanks,

and

dust

and

dirt

on

the

intake

air

filters

and engine

cool-

ing

fins.

If

the

airplane

has

been

operated

from

muddy

fields

or

in

snow

and

slush,

it

is

necessary

to

check

the

nosewheel

and

main

gear

wheel

wells

for

obstructions

and

cleanliness.

Operation

from

a

gravel

or

cinder

field

will

require

extra

attention

to

propeller

tips

and

abrasion

on

lead-

ing

edges

ci

the hOrizental

tail.

Stone

damage

to

the

outer

six

inches

of

the

propeller

tips

can

seriously

reduce

the

fatigue

life

of

the

blades.

Airplanes

that

are

operated

from

rough

fields,

especially

at

high

aUi-

tudes,

are

subjected

to

abnormal

landing

gear

abuse.

A

frequent

check

of

all

components

of the

landing

gear

retracting

mechanisms,

shock

strut,

tires,

and

brakes

is

important.

The

inte

rior

inspection

will

vary

according

to

the

miSSion

and

the

2-4

3-1

Operating

Details

optimal

equipment

installed.

Before

high

altitude

flights,

it

is

important

to

check

the

condition

and

quantity

of

oxygen

face

masks

and

hoses.

The

oxygen supply

system

shoold

be

func-

tionally

checked

to

insure

that

it

is

in

working

order.

The

oxygen

pressure

gage

should

indicate

between

300

and

1800

psi,

depending

upon

the

antici-

pated

requirements.

Satisfactory

operation

of

the

pitot

tube

and

stall

warning

transmitter

heating

elements

is

determined

by

turning

on

the

heater

and

cautiously

feeling

the

heat

of

both

devices.

If

night

flying

is

anticipated,

all

exterior

and

interior

lights

should

be

checked

for

proper

illumination.

STARTING

ENGINE.

Since

each

engine

cylinder

is

fired

by

a

single

spark

plug

with

starter

engaged

(refer

to

page

1-2),

it

is

important

to

release

the

spring-

loaded

ignition

and

starter

switch

to

the

"BOTH"

position

immedi-

ately

after

the

engine

fires.

This

autom

atically

provides

dual

igni-

tion

for

better

engine

acceleration.

The

starting

system

on

this

air-

plane

requires

a

special

procedure

for

hand-cranking

the

engine,

Re-

fer

to

page

3-9

for

details.

The

use

of

an

external

power

source

is

recommended

for

starting

in

cold

weather,

Before

connecting

a

gen-

erator

type

external

power

source

it

is

important

that

the

master

switch

be

turned

on.

This

will

enable

the

battery

to

absorb

transient

voltages

which

otherwise

might

damage

the

transistors

in

the

audio

amplifier.

When

using

a

battery

type

cart

the

master

switch

should

be

turn

ed ,dI

Unlike

a

carburetor,

wh

i

ch

dUJI

plies

no

fuel

to

the

engine

unt

il

".

airflow

has

been

induced

by

CI',IIII

ing,

the

continuous-flow

fuel lnll I

tion

system

will

start

spr

ayin

a

11(

, I

in

the

intake

ports

as

sO

On

<UI

III

throttle

and

mixture

cont

ro)!1 .

11'

opened

and

the

auxiliary

pU

lll

Jl

I

turned

on.

Thus,

the

fuel-

in

Jl'j'III''1

engine

needs

no

primer;

at

th

e

IIUII'

time,

if

the

auxiliary

pump

is

bll"

"

,1

on

aCCidentally

while

the

en

glrl' I

stopped,

with

the

throttle

OPI'II

11,.1

the

mixture

rich,

solid

fuel will I

"I

lect

in

the

intake

manifolds,

the

'

llI,'"

tity depending on the

amou

nt

or 1

111

,,1

tle

opening

and

the

len

g

th

01

II

if'

the

pump

has

been

op

eraUll

t!,

I

this

happens,

it

is

advis

a

bl~

tn

y.

.il

a few

minutes

until

this

fu

el

I

II

i

In

away

before

starting

the

en

gl

lH

.,

avoid

flooding, be

sure

you

arl

' I I

III

to

crank

the

engine

as

so(nl , I

steady

fuel

flow of 2

to

4

gl1

1

II

, I

obtained.

In hot

weather

with

a hot ell

j',

l11

fluctuating

fuel

flow

slightl

y I"

than

normal

may

be

obtain

ed. I

'Ii

is

an

indication

of

vapori

zed

1\1

1 I '

the

starter

should

not

be

cn"

1i

I

until

a

steady

fuel

flow is ,

,101

1111'1

by

purging

the

system.

To

I"

I ;! j

flooding

the

engine

whil

e

Pi

li

'

Ii

i

set

the

mixture

control

in

!t

I

ll

1.\

'1

off

and

close

the

throt

ll.

' '!'

Ii

turn

the

auxiliary

fuel

pU

ll

lP

mV11

to

"HI"

;

the

auxiliary

fu('1 PI.

II

EI

will

run

with

a

deep

gro

wlinl'

PI

I d

tling

sound

until

the

vapor

i:, 1'\'I

After

purging,

open

th

e

tI

)I'ulll,

inch,

engage the

starter

an

c!

I

"l

"II

mix"iure

control

to

full

riCh

<\;

the

engine

starts,

turn

tlle 1

111

II

I

1111,

1

pump

switch

to

"LO."

It

may

III'

necessary

to

readjust

the

mixture

IN,t

ween

full

rich

and

idle

cut-off

for

11't'

('!eration

of

the

engine

to

1000-

I:

WO

RPM.

To

assure

complete

.'l

llIlination

of

vapor

under

severe

"

tl

nditions,

idle

the

engine

800-1000

I(

PM

with

the

auxiliary

fuel

pump

IV ilch

on

"LO"

and

with

full

rich

'"

l.'I

lure

until

there

is

no

sign

of

I'

a

por.

~

ngine

mis-starts

characterized

tty

weak,

intermittent

explosions

f

nll

uwed by puffs of

black

smoke

from

Illl'

exhausts

are

caused

by

over-

IJrl

ming

or

flooding.

This

situation

hi

more

apt

to

develop

in

hot

weath-

I'

r.

or

when

the

engine

is

hot.

If

it

[w

(:urs,

repeat

the

starting

routine

w

ith

the

throttle

approximately

1/2-

"IIc'n,

the

mixture

in

idle

cut-off

and

Ih

tl

auxiliary

pump

off.

As

the

en-

Ki

ne

fires,

move

the

mixture

con-

l t'

nl

to

full

rich

and

decrease

the

Ih

rottle

to

idle.

If

the

engine

is

under-primed,

as

Iliay

occur

in

cold

weather

with

a

\'1,

111

engine,

repeat

the

starting

pro-

""d

ure

with

the

auxiliary

fuel

pump

W

Ilch

on

"Ill"

until

the

engine

fires.

If

prolonged

cranking

is

necessary,

.a

llow

the

starter

motor

to

cool

at

fre

quent

intervals,

since

excessive

11I'a

l

may

damage

the

armature.

TAXIING.

T

he

induction

hot

air

knob

should

lie

'

pushed

full

in

during

all

ground

flpf'

rations

unless

heat

is

absolutely

'ljO('(

'ssary

for

smooth

engine

opera-

11

011. When

the

knob

is

pulled

out

to

II...

heat

pOSition,

air

entering

the

.'lIitllle

is

not

filtered,

Operating

Details

Release

the

parking

brake

before

taxiing

and

use

the

minimum

amount

of

power

necessary

to

start

the

air-

plane

moving.

During

taxi,

and

es-

pecially

when

taxiing

downwind,

the

RPM

should

be

held

down

to

prevent

excessi

ve

taxi

speeds.

Taxiing

should

be

done

at

a

speed

slow

enough

to

make

the

use

of

brakes

almost

entirely

unnecessary.

USing

the

brakes

as

sparingly

as

possible

will

prevent

undue

wear

and

strain

on

tires,

brakes,

and

landing

gear.

Normal

steering

is

accomplished

by

app'lying

pressure

to

the

rudder

pedal

in

the

direction

the

airplane

is

to

be

turned.

For

smaller

radius

turns,

at

slow

speed,

the

brakes

may

be

used

on

the

inside

wheel.

At

slow

taxi

speed,

this

airplane

may

be

pivoted

about

the

outboard

strut

fit-

ting

without

sliding

the

tires.

When

taxiing

in

crosswinds

it

is

important

that

speed

and

use

of

brakes

be

held

to

a

minimum

and

that

all

controls

be

utilized

to

maintain

directional

control

and

balance.

NOTE

Caution

should

be

used

when

taxi-

ing

over

rough

fields

to

avoid

ex-

cessive

loads

on

the

nosewheel.

Rough

use

of

brakes

and

power

also

add

to

nosewheel

load.

A

good

rule

of

thumb:

"Use

mini-

mum

speed,

power,

and

brakes."

Taxiing

over

loose

gravel

or

cin-

ders

should

be

done

at

low

engine

speed

to

avoid

abrasion

and

stone

damage

to

the

propeller

tips.

Full

throttle

run-ups

over

loose

gravel

are

especially

harmful

to

propeller

3-2 3-3

Operating

Details

tips

. When

take-offs

must

be

made

over

a

gravel

surface,

it

is

very

important

that

the

throttle

be

ad-

vanced

slowly.

This

allows

the

air-

plane

to

start

rolling

before

high

RPM

is

developed,

and

the

gravel

will

be

blown

back

of

the

propeller

rather

than

pulled

into

it.

BEF

0 R'E TA KE-OFF.

Most of the

warm

up

will

have been

conducted

during

taxi,

and

additional

warm

up

before

take-off

should

be

restricted

to

the

checks

outlined

in

Section

IT.

Since the engine

is

close-

ly cowled

for

efficient

in-flight

cool-

ing,

precautions

should

be

taken

to

avoid overheating

on

the ground.

Full

throttle

checks

on ,

the

ground

are

not

recommended

unless

the

pilot

has

good

reason

to

suspect

that

the

engine

is

not

turning

up

properly.

If

the

ignition

system

check

pro-

duces

an

engine

speed

drop

greater

than

125

RPM,

the

warm-up

should

be

continued

a

minute

or

two

longer

prior

to

rechecking

the

system.

If

there

is

doubt

concerning

the

opera-

tion

of

the

ignition

system,

checks

at

higher

engine

speed

may

confirm

the

seriousness

of

the

deficiency.

A

drop

in

excess

of

125

RPM

with

more

than

50

RPM

differential

be-

tween

magnetos

with

a

warm

engine

at

1700 RPM

is

considered

excessive.

If

instrument

or

night

flights

are

contemplated, a

careful

check

should

be

made

of

vacuum

pump

operation.

A

suction

of

4.5

inches

of

mercury

is

desirable

for

gyro

instruments

.

However

, a

range

of

3.75

to

5.0

inches

of

mercury

is

considered

acceptable.

The

condition

of

the

generator

is

also

importa

nt

R

ill

' "

satisfactory

operation

of a

ll

"".11.,

equipment and

electrical

ins

tru

It

II

'h

i

is

essential

to

instrument

r

li

l'

III

The

condition

of

the

gene

r

a-t

il' I

checked

by

noting

that

the

amnII

II

,

is

not

showing

a

discharge

w

il

l;

Iii

engine

speed

above

1000 RPM

A

simple

last-minute

re

c

h

t"

~

I,

I.J

important

items

should

incilid. Li

g

lance

to

see

that

the

mi

xt

UI

'l'

,1f1(1

propeller

pitch

knobs

are

fu

ll

ill

.

I!I

flight

controls

have

free

an

d COl ' , , i

movement,

and

the

fuel

s

e

l~'

t'

l

'Ii

on

the

fullest

tarue

TAKE-OFF.

It

is

important

to

check full- I

ll.

"III

engine

operation

early

in l

ilt

,

I"

off

run

. Any

signs

of r

ou

gh

tlllW

operation

or

sluggish

en

gi

l1l'

,

II

~f

l

eration

is

good

cause

for

cti

f;

l'

1l1l1

illl!

ing

the

take-off.

For

maximum

engine

pOWI I , '

III

mixture

should

be

adju

st

ed

II

II!

il

the

initial

take-off

roll

iu l

it

, I

flow

corresponding

to

the f

ll

1

01

• I

vation.

The

power

inc

rea

sl'

I

nificant

above

3000

feel

,111

01

procedure

always

sho

ul

d I"

ployed

for

field

elevati

on

~

~',

I

'

r

~

"

than

5000

feet

abov

e s

ea

I

j'

~,

I

Using

20 0

wing

flaps

r

edull

ground

run

and

total

dis t

ullt

I

the

obstacle

by

approxi

nl

li

l t

per

cent.

Soft

field

tak

e f

ill

performed

with

20

0 flaps I

JY

II

the

nosewheel

off the grnu

nr

l I

as

practical

and

leavi

ng I

hl'

in

a

slightly

tail-low

atti

tulh'

ever,

the

airplane

sh

ould I", It

off

immediately

to

a

ccolt't

ltl,

safe

climb

speed

of

70

MPli

!"Ilco-

nffs

into

strong

crosswinds

1111

1'

IIm

lly

are

performed

with

the

1111

II

I

III

11m

flap

setting

necessary

for

\I

II'

Ci

r.

ld

length,

to

minimize

the

;Irlfl

angle

immediately

after

take-

" ,

The

airplane

is

accelerated

i" . 1

sp

eed

slightly

highe

r

than

nor-

hwl,

lhen

pulled

off

abruptly

to

pre-

v"11

1

possible

settling

back

to

the

III

II

WOIY

while

drifting.

When

clear

"I Ih,·

ground,

make

a

coordinated

' lirn into the windto

correct

for

drift.

(

,Il

lldlng

gear

retraction

normally

I

.-

"

tarted

after

reaching

the

point

!l

v.·r

the

runway

where

a

wheels-

,tllWIl

,

forced

landing

on

that

runway

wUlI

ld

become

impractlcal.

Since

lh

l!

landing

gear

swings

downward

Jlpr

oximately

two

feet

as

it

starts

Ih..

retractlon

cycle,

damage

can

rall

ult

by

retracting

it

before

ob-

1

.l

lling

at

least

that

much

ground

,·

Il'ar

ance.

In

addition,

the

landing

"ill"

would extend

slowly

in

the

event

"'

1lI1

engine

failure

during

take-off,

Iltt

mlght

not

be

completely

down

w

hile

a

wheels-down

landing

could

11

be

made

on

the

runway.

AFTER

TAKE-OFF.

To

set

up

the

airplane

in

climb

t'llnf

lguration,

retract

the

landing

1'.1

r,

adjust

power

for

climb,

re-

11

.11'

1

the

wing

flaps

at

a

safe

alti-

i

\1111

)

and

airspeed,

and

adjust

the

ml

x

lure

for

the

power

setting

se-

\I

'dI'

d.

I"l

wcr

reduction

will

vary

accord-

11110:

to

the

reqUirements

of

the

traffic

...Ilt c·rn,

surrounding

terrain,

gross

w"I~l

ht,

field

elevation,

temperature,

It

1111

e.

ngine

condition.

However,

a

nllrm

al

"after-take-off'

power

set-

Operating

Details

ting

is

24

inches

of

manifold

pres-

sure

and

2450

RPM.

Before

retracting

the

landing

gear,

the

brakes

should

be

applied

mom-

entarily

to

stq> wheel

rotation.

Cen-

trifugal

force

caused

by the

rapidly-

spinning

wheel

expands

the

diameter

of the

tire.

If

there

is

an

accumula-

tion of mud

or

ice

in the wheel

wells,

the

rotating

wheel

may

rub

as

it

is

retracted

into

the

wheel

well.

IMPORTANT

The

landing

gear

pOSition

handle

should

be

returned

to

neutral

man-

ually

if

a

malfunction

occurs

in

the

hydraulic

system

which

pre-

vents the g

ear

position handle

from

returning

to

neutral

aft

er

an

ex-

tension

or

retraction

cycle

has

been

completed.

Continuous

op-

eration

with

the

handle

out

of

neutral

keeps

the

system

pres-

surized

and

will

eventually

result

in

overheatin

g and

damage.

CLIMB.

A

cruising

climb

at

24

inches

of

manifold

pressure,

2450

RPM

(ap-

proximately

75%

power)

and

120

to

140

MPH

is

recommended

to

save

time

and

fuel

for

the

overall

trip.

In

addition,

this

type

of

climb

pro-

vides

better

engine

cooling,

less

engine

wear,

and

more

passenger

comfort

due

to

lower

noise

level.

The

mixture

should

be

leaned

as

necessary

for

the

lower

powers

available

at

altitude.

If

it

is

necessary

to

climb

rapidly

to

clear

mountains

or

reach

favor-

able

winds

at

high

altitudes,

the

best

rate

-of

-clim

b

spe

ed

should

be

used

3-4

3-5

Operating

Details

this

airplane

. Should

an

inadvertent

spin

occur,

standard

light

plane

re-

covery

techniques

should

be

employ-

ed.

LET-DOWN.

Let-downs

should

be

initiated

suf-

fiCiently

before

the

destination

is

reached

to

permit

a

gradual

rate

of

descent

at

cruising

speed,

using

just

enough

power

to

hold

engine

tem-

perature

in

the

green

arc

range.

BEFOR'E

LANDI

NG

.

In

view

of

the

relatively

low

drag

of

the

extended

landing

gear

and

the

high

allowable

gear

down

speed

(160

MPH),

the

landing

gear

should

be

extended

before

entering

the

traffic

pattern.

This

practice

will

allow

you

more

time

to

confirm

that

the

landing

gear

is

down and locked.

A.s

a

further

precaution,

leave

the

landing

gear

extended

in

go-around

procedures

or

traffic

patterns

for

touch-and-go-

landing.

Landing

gear

extension

can

be

de-

tected

by

a

slight

bump

as

the

gear

locks

down,

illumination

of

the

gear

down

indicator

light

(green),

absence

of

a

gear

warning

horn

with

the

throt-

tle

retarded

below

12

inches

of

mani-

fold

pressure

and

visual

inspection

of

the

main

gear

position.

Should

the

gear

indicator

light

fail

to

il-

luminate,

the

light

should

be

checked

for

a

burned

out

bulb

by

pushing

to

test.

A

burned-out

bulb

can

be

re-

placed

in

flight

with

the

bulb

from

the

compass

light

or

the

landing

gear

up

(red)

indicator

light.

LANDING.

Landings

are

simple

and Clll'VI

Ii

tional

in

all

respects.

Ei

th

er

Ill'

.....

,

off

or

power-approach

type

IDndll1

can

be

executed

with

any

fla

p twill"

Although

power-off

appr

oa

chNl \I.

Iii

full

flaps

are

adequately

s

teep,

are

permissible

if

neces

sary.

Apprwch

speeds

should

be

apl"""

mat

ely

85

-95

MPH

wi

th

flUII

and

75

-85 MPH

with

fl

aps

ex

ll

',lIl,

The

landing

normall

y

sholiid

I

made

on

the

main

wh

ee

ls

will,

little

braking

as

practi

cal

durt

III

landing

roll.

COLD WEATH

ER

OPERAJI

When

very

cold

tempe

r atu

1'1

antiCipated,

the

oil

shou

ld

be

tllltli

before

stopping

the

en

gi

ne

U

/,,,,,,,

-

11

pre-heat

is

net

available

. T hl .Iftj

ing

procedure

is

nor

m

al,

.11I1

"

i\I~r

starting

can

be

expedit

ed

l)y

-'Wllt

I

ing

the

auxiliary

fuel

pum

ps

I"

.I

ill

position

for

a few

sec

ond

s.

The

use

of

an

external

pr.l

h

••

1

and

an

external

power

souret.

II·

I,

ommended

whenever

po

ssilJh,

,..-.

duce

wear

and

abuse

to

ti

ll'

III,

I

and

the

electrical

sy

ste

m.

III

\0-1

tion

,

pre-heat

will

tha

w

th(.'

rill

I.

ped

in

the

oil

cooler,

whi

ch

1"(~'

;

iI

will

be

congealed

pr

ior Itl ..t

1111

in

extremely

cold

tem

peratllf,

exte

rn

al

pre-heat

is

u

sed,

lh,

up

should

be

held

to

a m

1111111111

prevent

recongealing

tho nil

II,

oil

cooler.

In

very

cold

weat

h

er,

II

tl

.>11

1

perature

indicatio

n

ne

ed

hi

"lIll

before

take-off.

Aft

er

14

IIlIlt

warm-up

period

(2 to 5

1II

III

IeM

III

RPM), the

airplane

Is

ready

for

' Ilk.' -

off

if

it

accelerates

smoothly

111

1

the

oil

pressure

is

normal

and

It

.

ad

y.

U

ll

rl

ng

let-down,

observe

engine

' nlllpc

ratures

cl~ely

and

carry

sui-

II

d"

lll

power

to

maintain

them

in

11,

.. r

Cl

c

ommended

operating

range.

1"llr

continuous

operation

in

tem-

I"·,,at

ures

conSistently

below

20°

F,

tllI

l

Ca

ssna

winterization

kit,

avail-

hi,· r

rom

your

Cessna

Dealer

,

should

I

PI

' I

nH

talled

to

improve

engine

opera-

11

1111

.

HA

ND-CRANKING

THE

ENGINE.

When no

external

power

is

avail-

IIII!,

and

the

battery

does

not

have

II

rtlc

ient

power

to

turn

the

engine,

Ih" 'm

gine

may

be

started

by

tu_

rning

Ihn

p

ropeller

by

hand.

When

hand-

I'rilnk

ing,

it

is

important

to

use

the

rullu

wing

procedure:

( ' )

Push

master

switch

on

momen-

I

II

Il

ly,

then

check

that

battery

power

I "

"lIrri<

:ient

to

close

the

battery

sole-

Il

ilid

fu

xl

manual

starting

is

possible.

1'

111

1'0

Is

evidenced

by

operation

of

the

htt-I q

uantity

indicators

.

If

battery

"

"WI'

I·

is

insu

fficient

to

close

the

.oI'·lIoid, hand

starting

is

impossible

II

....•

the

starting

vibrator

requires

!kllit'l'y

power.

(al

Be

sure

to

use

wheel

chocks

"

II

va

ilable,

and

test

and

set

the

h

rnko

s .

(:

1)

S

et

controls

and

switches

for

a

lIorma

l

start,

except

leave

the

ign-

II

hnlswitch

"OFF".

(

..

)

Pull

propeller

through

at

least

'

WIl

Cull

revolutions

to

prime

each

yJl

l1dc

r (ignition

switch

still

"OFF").

Operating

Details

NOTE

With

the

auxiliary

fuel

pump

op-

erating,

engine

flooding

is

pos-

sible.

Avoid

prolonged

use

of

the

pump

in

the

priming

operation.

(5) With

ignition

switch

held

in

the

"START"

position

(do not

push

in

as

this

will

engage

the

starter)

,

hand-

crank

the

engine.

IMPORTANT

Do

not

hand-crank

with

the

Ign-

ition

switch

on

"BOTH",

"L",

or

''R''.

In

these

positions,

kick-

back

or

reverse

rotation

may

occur,

since

the

magnetos

do

not

have

impulse

couplings

to

retard

the

spark.

Retarded

spark

can

be

obtained

only

in

the

"START"

position

of

the

ignition

switch.

(6)

As

soon

as

the

engine

fires,

im

mediately

release

the

spring-

loaded

ignition

switch

to

"BOTH"

for

beUer

engine

acceleration.

OIL

DILUTION SYSTEM.

If

your

airplane

is

equipped

with

an

oil

dilution

system

and

very

low

temperatures

are

antiCipated,

dilute

the

oil

prior

to

engine

shut

down

by

energizing

the

oil

dilution

switch

with

the

engine

operating

at

1000

RPM,

and

with

the

auxiliary

fuel

pump

switch

in

the

"

LO"

position.

(Refer

to

figure

3-2

for

dilution

time

for

the

antiCipated

temperature).

While

diluting

the

oil

,

the

oil

pres-

sure

should

be

watched

for

any

un-

usual

fluctuations

that

might

indi-

3-9

3-8

Operating

Details

II

OIL DILUTION

TABLE

I TEMPER ATUR E

'"

O°F -10 ° F -

20

,

DILUTION TIME 2

min.

-

~5

min.-

~8

lIlil!

FUEL

ADDED 1

qt.

2.5

qt.-

~4

1

Ii

-

Maximum

Sump

Capacity

-16

quarts

Maximum

for

Take-off

-

13

quarts

Figure

3-2.

cate

a

screen

being

clogged

with

beginning

with

a

full

o

il

SUItIlI

t

sludge

washed

down

by

the

fuel.

quarts),

subsequent

s

tar

ts

allli

"II

II.

gine

warm-up

should

be

protl1l1

NOTE

to

evaporate

enough

of

tbe

hI!'

I \

lower

the

oil

sump

level

to

13

' 1"

11

,1

On

the

first

operation

of

the

oil

prior

to

take

-off.

Othe

rwl

",·,

dilution

system

each

season,

use

sump

may

overflow

w

hen

lh., itI

the

full

dilution

period,

drain

plane

is

nosed

up

for

cUm"

,

the

011,

clean

the

screen,

refill

To

avoid

progressiv

e

dUull

.... ,

with

new

oil

and

redilute

as

re-

the

oil,

flights

of

at

least

OJ\(' IU'II

quired.

duration

should

be

made

lxllw

dilution

operations.

If

the

full

dilution

time

was

used,

emergeDEV

YS

TEM

EMERGENCY

PROCEDURES.

fUll

SYSTEM-EMERGENCY

OPERATION.

III

the

event

of

an

engine-driven

fuel

pump

failure,

turn

the

auxiliary

f

ill

I

pump

switch

to

"HI."

This

will

supply

sufficient

fuel

flow

for

cruising

'

'If!l.i;

however,

the

mixture

control

must

be

reset.

Land

as

soon

as

prac-

,i•.

11

If

fuel

flow

indication

remains

below

normal.

I\.

prolong

ed

Sideslip

in

the

direction

of

the

fuel

tank

in

use

can

cause

11I'.1

1Il'

fuel

starvation

if

the

fuel

quantity

is

low

since

the

fuel

tank

outlet

1

',,1

1H

may

be

uncovered.

'I'he

quickest

recovery

of

fuel

flow

to

the

engine

can

be

accomplished

II

1111

'

following

manner:

( I)

Level

the

aircraft.

(2)

Push

the

mixture

control

to

full

rich.

(:I)

Push

the

throttle

full

forward.

(,1)

Turn

the

auxiliary

fuel

pump

switch

to

"HI."

1':II~ine

operation

should

resume

within

six

seconds

if

this

procedure

is

/1

)o."

"

uled

promptly.

I

ANDING

GEAR-EME

IRGENCY OPERATION.

When

the

landing

gear

will

not

extend

normally,

it

may

be

extended

1l

Iolll

u

ally

as

follows:

NOTE

Prior

to

following

emergency

procedures,

it

is

recommended

that

fhe

landing

gear

handle

be

moved

from

"UP"

to

"OOWN"

several

times.

In

certain

cases,

this

procedure

can

dislodge

foreign

matter

which

may

be

caUSing

the

malfunction.

(1)

Place

the

gear

handle

in the

full

"OOWN"

position.

(:.!)

Pull

the

emergency

hand

pump

out

to

its

full

extension.

3-10

4-1

Emergency

Procedures

(3)

Operate

the

hand

pump

up and down

until

the

down

indicat

or

(('I

light

comes

on,

and

continue

pumping

until

the

landing

g

e,lr

hlltHf

returns

to

neutral.

NOTE

The

landing

gear

cannot

be

retracted

with

the

emergen

cy

hllfl,I

pump.

If

the

gear

will not

retract

normally,

extend

the

gear,

ln

nll

and

have

the

malfunction

corrected.

If

the wing

flaps

fail

to

extend

normally,

plan

to

make

a

fla

ps

-I

ll'

I i

ing,

unless

there

is

another

person

aboard

to

assist.

It

is

impr.1I

II

for

the

pilot

alone

to

hold

down

the

spring-loaded

flap

handle,

optlr.iI. I

hand

pump,

and

fly

the

airplane

at

the

same

time.

LAN

DI

NG

EMER GENCIES

{Except

Ditchin

g

}.

FORCED

LANDING

(Precautionary

Landing

with

Power).

(1)

Drag

over

selected

field with

flaps

20°

and

90

MPH

air

sp

ol'd.

11011

type

of

terrain

and

obstruction.

(2)

If

surface

is

smooth

and

hard

(pasture,

frozen

lake

, etc).

I"

wheels-down

landing

using

full

flaps

and

keeping

nose

whe

el

tllf

I'

"

as

long

as

practical.

(3)

If

surface

is

rough

or

soft,

plan

a

wheels-up

landing

ali Ifill

a.

Approach

with

flaps

down

at

75

to

85

MPH.

b.

Turn

off

all

switches

except

ignition

switch.

c.

Unlatch

cabin

door

prior

to

flare

-out.

d.

Reduce

power

to

a

minimum

during

flare-out.

e.

Prior

to

contact,

turn

ignition

switch

"OFF.

"

f.

Land

in

a

slightly

tail-low

attitude.

g.

Attempt

to

hold

the

tail

low

throughout

slide.

FORCED

LANDING

(Complete

Engine

Failure).

In

the

event

of a

complete

engine

failure,

maximum

g

li

dillt~

til flU

can

be

obtained

by

maintaining

95 MPH

indicated

air

speed

with f

h.

' I

UIII

gear

and

wing

flaps

retracted.

Refer

to

the

Maximum

Gli

de

Dill'

,.01

page

4-3

for

maximum

glide

data.

(1)

Pull

mixture

control

knob

to

idle

cut-off.

(2)

Turn

fuel

selector

valve

handle

to

"BOTH

OFF."

(3)

Turn

off

all

switches

except

master

switch.

(4)

Approach

at

85

to

95

MPH.

(5)

If

field

is

smooth

and

bard,

extend

landing

gear

within

",1I.lff.

Emergency

Procedures

I.IIII·U

of

field.

IJ)

If

engine

is

windmilling,

extend

flaps

as

necessary

within

gliding

,lln

l.mee

of

field.

NOTE

T h

,'

wlndmilling

engine

will

provide

sufficient

power

for

extending

illI

,

wing

flaps.

If

the

engine

is

not

windmilling,

plan

to

make

a

n"ps

-up

landing.

(

'7

)

Turn

off

master

switch.

(II)

Make

a

normal

landing,

keeping

nose

wheel

off

ground

as

long

as

I'

.·Ilr

llcal.

(

II

)

If

terrain

is

rough

or

soft,

plan

a

wheels-up

landing

as

follows:

a.

Approach

at

85

to

95

MPH

with

gear

and

flaps

retracted.

u.

If

practical,

extend

flaps

within

gliding

distance

of

field.

c.

Turn

off

master

switch.

d.

Unlatch

cabin

door

prior

to

flare-out.

c.

Land

in

a

slightly

tail-low

attitude.

£.

Attempt

to

hold

tail

low

throughout

slide.

II

MAXIMUM

GLIDE

II

SPEED

95

MPH

(lAS)

•

GEAR

AND

FLAPS

RETRACTED

PROPELLER

WINDMILLING

(LOW

RPM) •

ZERO

WIND

I

c:;::::

..........................................................................

~

..

~

.......................

.

·.~·.·.·.·.·.·:~··;·;;:~j;;::~lr!!.·

6000

w

::::

:·····::·::··;::·~:::·;;······-;;;:':"r·

C) o

4.5

9.0

13.5

18

22.5

w

GROUND

DISTANCE

(STATUTE

MILES)

Figure

4-1.

4-3

4-2

1-'l.V

Emergency

Procedures

LANDING

WITHOUT

POSITIVE

INDICATION

OF

GEAR

LOCKING.

Should

a

flickering,

unsteady,

or

inoperative

gear-down

(green)

light

be

obtained,

and

observers

verify

that

the

gear

is

down

and

apparently

in

the

locked

position,

proceed

as

follows:

(1)

Make

a

normal

full-flaps

approach.

(2) Holding

the

landing

gear

handle

in

the

"DOWN" pOSition

and

main-

taining

a

minimum

of 1000

RPM,

complete

the

landing

and

taxi

clear

of the

runway.

NOTE

Maintaining 1000 RPM and holding the

gear

handle "DOWN"

secures

the

landing

gear

in

the

extended

position

by

hydraulic

pressure.

(3)

BEFORE

reducing

engine

RPM

or

releasing

gear

handle,

have

ground

personnel

depress

the

tail

until

nose

gear

is

off

ground

.

NOTE

The

nose

gear

requires

hydraulic

pressure

to

hold

it

in

the

"DOWN"

position

if

it

is

not

mechanically

locked.

(4) Stop

the

engine

and

determine

that

the

nose

gear

is

mechanical

ly

locked

down

BEFORE

lowering

the

nose

wheel

to

the

ground.

LANDING

WITH

ONE

DEFECTIVE

MAIN

GEAR.

If

one

main

gear

should

malfunction

so

that

is

does

not

extend,

or

only

partially

extends,

prepare

for

a

wheels-down

landing

as

follows:

(1)

Turn

fuel

selector

valve

handle

to

lighten

the

fuel

load

on the

de-

fective

gear

side

as

much

as

practical

before

attempting

a

landing.

(2)

Select

a Wide,

hard-surfaced

or

smooth

sod

runway.

If

a

cros

s-

wind

landing

is

necessary,

select

a

runway

with

the

crosswind

fr

om

the

side

opposite

the

defective

gear.

NOTE

If

terrain

is

rough

or

soft,

plan

a

wheels-up

landing

as

presented

under

"FORCED

LANDING

(Precautionary

Landing

with

Power)"

in

lieu

of

the

following

steps.

(3) P

lace

landing

gear

handle

"DOWN. "

(4)

Extend

flaps

to

40°.

L....

Emergency

Procedures

(5)

In

approach,

align

airplane

with

edge

of

runway

oppOSite the

de-

fective

gear,

allowing

for

a

ground-loop

toward

the

defective

gear

during

the

landing

roll.

(6)

Turn

off

master

switch.

(7)

Land

slightly

wing-low

toward

the

operative

gear,

and

lower

th

e

nose

wheel

immediately

for

positive

steering.

(8)

Pull

mixture

control

knob

to

idle

cut-off.

(9)

Turn

ignition

switch

"OFF.

"

(10) Use

full

aileron

in

landing

roll

to

lower

wing

to

the

ground

gently.

(11)

Apply

brake

only

to

the

operative

gear

as

required

to

maintain

directional

control

and

minimize

landing

roll.

(12)

Turn

fuel

selector

valve

handle

to

"BOTH

OFF."

(13)

Evacuate

the

airplane

as

soon

as

it

stops.

LAN

DING

WITH

DEFECTIVE

NOSE

GEAR.

If

the nose

gear

does

not

extend

or

only

partially

extends

and

observers

verify

that

it

is

not

down,

prepare

for

a

wheels-down

landing

as

follows:

(1)

Transfer

movable

load

to

baggage

area,

and

front

seat

passenger

to

rear

seat

if

a

rear

seat

position

is

unoccupied.

(2)

Select

a

hard-surfaced

or

smooth

sod

runway.

NOTE

If

terrain

is

rough

or

soft,

plan

a

wheels-up

landing

as

presented

under

"FORCED

LANDING

(Precautionary

Landing

with

Power)"

in

lieu

of

the

following

steps.

(3)

Place

landing

gear

handle

"DOWN. "

(4)

Extend

flaps

to

40°.

(5)

Turn

off

master

switch.

(6)

Land

in

a

slightly

tail-low

attitude.

(7)

Pull

mixture

control

knob

to

idle

cut-off.

(8)

Turn

ignition

switch

"OFF.

"

(9)

Hold

nose

off

the

ground

as

long

as

possible.

(10)

Turn

fuel

selector

valve

handle

to

"BOTH

OFF."

(11)

Evacuate

the

airplane

as

soon

as

it

stops.

4-4

4-5

Emergency

Procedures

Nofeg

I ,

~

I

.~

Ceetwe

"

aperatlng

Iimitatla~5~

~

...

OPERATIONS AUTHORIZED.

Your

Cessna

with

standard

equipment,

as

certificated

under

FAA

Type

Certificate

No. 3A21,

is

approved

for

day

and

night

operation

under

VFR

.

Additional

optional

equipment

is

available

to

increase

its

utility

and

to

make

it

authorized

for

use

under

IFR

day and night. An owner of a

prop-

erly-equipped

Cessna

is

eligible

to

obtain

approval

for

its

operation

on

single-engine

scheduled

airline

service

under

VFR.

Your

Cessna

Dealer

will

be

happy

to

assist

you

in

selecting

equipment

best

suited

to

your

needs.

MANEUVERS -

NORMAL

CATEGORY.

The

airplane

exceeds

the

requirements

for

airworthiness

of the

Civil

Air

Regulations,

Part

3,

set

forth

by the United

States

Government.

Spins

and

aerobatic

maneuvers

are

not

permitted

in

normal

Cessna 210B User manual

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