Cessna TURBO CENTURION T210M 1978 Pilot Operating Handbook
The Cessna TURBO CENTURION T210M 1978 is a single-engine turbocharged aircraft designed for both business and pleasure flying. It features a powerful Teledyne Continental TSIO-520-R engine with a 310 BHP takeoff rating, a McCauley 3-blade constant speed propeller, and a fuel capacity of 90 gallons. This aircraft offers a comfortable cabin, ample baggage space, and robust performance. It's perfect for long-distance travel and various flight operations, including day and night VFR, and IFR.
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_____ ... --
PILOT'S OPERATING
HAINDB00 1(
....
____ .
TURBO CENTURION
1978 MODEL T210M
Serial No. : /l .,. �,...; '" '
'
Registration No
,{-
�?( I /11 t _
THIS HANDBOOK INCLUDES.THE MATERIAL REQUIRED
TO BE FURNISHED TO THE PILOT BY CAR PART 3
COPYRIGHT© '1977
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
D1123-1
3-RPC-750-10/77
A
LIST OF EFFECTIVE PAGES CESSNA
MODELT210M
LIST OF EFFECTIVE PAGES
INSERT LATEST REVISED
PAGES; DISPOSE OF
SUPERSEDED PAGES.
NOTE: T his handbook w ill be kept cu r rent b y Service Letters published by Cessna
Air craf t Company. Thes e are distributed to Cessna Deale rs and to those who s ub scribe through the Ow ner F ollo w -Up System. If you are no t receiving subsc rip ti on se r vice, you will want to keep i n touch wi th your Cessna D ea l er for informa t ion conce rning the revision status o f the handbook. Subsequent re visions should be examined immed ia tely after receipt; the handbook should not be used for operati onal pu rposes until it h as been updated to a current stat us .
On a revised page, the portion of the text or illus tration affected by the revision i s indicated b y a vertical line in the outer margin of the page.
Dates of issue for original and revised pages are:
Original ... 0 .
.
. 15 August 1977
THE TOTAL NUMBER OF PAGES IN THIS HANDBOOK IS 390, C ONS ISTING OF THE
FOLLOWING. THIS TOTAL INCLUDES THE SUPPLEMEN TS PROVIDED IN SEC T ION 9
WHICH COVER OPTIONAL SYSTEMS AVAILABLE I N THE AIRPLANE.
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Supplements (190 Pages)
(Refer to Section 9 Table of Contents for Optional
Systems Supplements)
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CONGRATULATIONS CESSNA
MODELT210M
CONGRATULATIONS
• • • •
,.
,·-
_._
,
,-.,,,.
,
Welcome to the ranks of Cessna owners! Your Cessna has been designed and constructed to give you the most in performance, economy, and comfort. I t is our desire that yo u will find flying it, either for business or pleasure, a pleasant and profitable experience.
This Pilot's Operating Handbook has been prepared as a guide to help you get the most pleasure and ut ility from your airplane. It con tains information abo ut you r Cessna's equ ipment , ope rating procedures, and performance; and suggestions for its servicing and care. We urge you to read it from cover to cover , and to refer to it frequently.
Our in terest in your flying pleasure has not ceased with your purchase of a Cessna.
World-wide, the Cessn a Dealer Orga nizati o n bac ked by the Cessna Customer Se rvices
Department stands ready to serve you. The following services are offered by most Cessna
Dealers:
• THE CESSNA WARRANTY, wh ich provides coverage for parts and labor, is available at
Cessna Dealers worldwide. Specific benefits a nd provisions of warranty, plus othe r import ant benefits for you, are contained in your Customer Care Program book, supp lied w ith your airplane. Warranty ser vice is available to you at a u thorized Cessna
Dealers throughout the world upon present at ion of your Customer Care C a rd which establishes your eligibility und er the warranty.
•
•
FACTORY TRAINED PERSO NN EL to provide you with courteous expe rt service .
FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accu rate workmanship.
•
•
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them .
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA A IR-
PLANES , since C essna Dealers have all of the-Service Manuals and Parts Catalogs, kept cur rent by Service Letters and Service News · Letters , published by Cessna A ircraft
Company.
We urg e all Cessna owners to use the Cessna Dealer O rganization to the fullest.
A current Cess na Dealer Directory accompanies your new airplane. The Directory is revised frequently, and a current copy can be obtained from your Cessna Dealer. Make your
Directory one of your cross-country flight planning aid s; a warm welcome awaits you at eve ry Cessna Dealer.
PERFORMANCE-
SPECIFICATIONS
CESSNA
MODELT210M
PERFORMANCE · SPECIFICATIONS
SPEED:
Maximum at 17,000 Ft
Cruise , 80% Power at 20,000 Ft
Cruise, 80% Power at 10,000 Ft
CRUISE: Recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power .
80% Power at 20,000 Ft
534 Pounds Usable Fuel
80 % Power at 10,000 Ft
534 Pounds Usable Fuel
Maximum Range at 20,000 Ft
534 Pounds Usable Fuel
Maximum Range at 10,000 Ft
534 Pounds Usable Fuel
.Range
Time
.Range
Time
.Range
Time
.Range
Time
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING
TAKEOFF PERFORMANCE:
Ground Roll . . . . . .
Total Distance Over 50-Ft Obstacle
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . . .
Total Distance Over 50-Ft Obstacle
ST ALL SPEED (CAS):
Flaps Up, Power Off
Flaps Down, Power Off
MAXIMUM WEIGHT:
Ramp . . . . . . . .
Takeoff and Landing .
STANDARD EMPTY WEIGHT:
Turbo Centurion . . . .
Turbo Centurion II . . .
MAXIMUM USEFUL LOAD:
Turbo Centurion . . . .
Turbo Centurion II . . .
BAGGAGE ALLOWANCE: Maximum With 4 People
WING LOADING: Pounds/ Sq Ft
POWER LOADING : Pounds/HP
FUEL CAP A CITY : Total . . . .
OIL CAPACITY . . . . . . . .
ENGINE: Teledyne Continental, Turbocharged Fuel Injection
310 BHP at 2700 RPM (5-Minute Takeoff.Rating)
285 BHP at 2600 RPM (Maximum Continuous Rating)
PROPELLER: 3-Bladed Constant Speed , Diameter
. 205 KNOTS
. 198 KNOTS
. 181 KNOTS
830NM
4.4 HRS
790NM
4.5 HRS
995NM
7.1 HRS
990NM
7 .
4HRS
1030 FPM
28,500 FT
BOIN.
1150 FT
1900 FT
765 FT
1500 FT
65 KNOTS .
56KNOTS
3816 LBS
3800 LBS
2240 LBS
2306 LBS
1576 LBS
1510 LBS
240 LBS
21.7
12 .
3
90 GAL.
11 QTS
TSI0-520-R ii
TABLE OF CONTENTS CESSNA
MODEL T210M
TABLE OF CONTENTS
SECTION
GENERAL
.............................
1
LIMITATIONS ......................... 2
EMERGENCY PROCEDURES ............ 3
NORMAL PROCEDURES ............... 4
PERFORMANCE
.......
..
..
.
.....
....
..
5
WEIGHT & BALANCE/
EQUIPMENT LIST
.........
.
.......
6
AIRPLANE & SYSTEMS
DESCRIPTIONS ................... 7
AIRPLANE HANDLING,
SERVICE & MAINTENANCE
........
8
SUPPLEMENTS
(Optional Systems Description
& Operating Procedures) .......... 9
iii/ (iv blank)
CESSNA
MODEL T210M
SECTION 1
GENERAL
SECTION 1
GENERAL
TABLE OF CONTENTS
Three View
Introduction
Descriptive Data
Engine
Propeller
Fuel .
.
Oil
Maximum Certificated Weights
Standard Airplane Weights
Cabin And Entry Dimensions .
Baggage Space And Entry Dimensions
Specific Loadings . . . . . . . . .
Symbols, Abbreviations And Terminology
General Airspeed Termino l ogy And Symbols
Meteorological Terminology . . . . . . .
Engine Power Terminology . . . . . . . .
Airplane Performance And Flight Planning Terminology
Weight And Balance Terminology . . . . . .
.
. . . .
Page
1-2
1-3
1-3
1 3
1c3
1-3
1-4
1-4
1-4
1-5
1-5
1-5
1 5
1-5
1 6
1 6
1-7
1 7
1-1
SECTION 1
GENERAL
CESSNA
MODELT210M
4
° 7 '
L - - - - -
28'-2" _ _..'.... _ _ _ _ _ _
9'-5" MAX .
J
NOTES:
1. Max im um height shown with nose gear depressed, all tire5 and nose strut properly in~ flated and flashing beacon installed.
2. Wheel base length is 72".
3. Propeller ground clearance is
10 7/8".
4 . Wing area is 175 square feet .
5. Minimum turning radius
I* pivot point to outboard wing tip ) is 26'.
PIVOT POINT
@
* *
PIVOT POINT
@
1-2 i - + - - - - - - - - - - - - - - - - 3 6 '9 " - - - - - - - - - - - - - - - - i
80 " MAX.
Figure 1-1. Three View
CESSNA
MODELT210M
SECTION 1
GENERAL
INTRODUCTION
This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest. It also contains defin i tions or exp l anations of symbols, abbreviations, and terminology commonly used.
DESCRIPTIVE DATA
ENGINE
Number of Engines: 1.
Engine Manufacturer: Te ledyne Continental.
Engine Model Number: TSIO-520-R.
Engine Type: Turbocharged, direct-drive, air-cooled, horizontallyopposed, fuel-injected, six-cylinder engine with 520 cu . in. displacement.
Horsepower Rating and Engine Speed:
Maximum Power (5 minutes -takeoff): 310 rated BHP at 36.5 inches Hg and 2700 RPM.
Maximum Con tinuous Power: 285 rated BHP at 35 inches Hg and 2600
RPM.
PROPELLER
Propeller Manufacturer: McCauley Accessory Division .
Propeller Model Number : D3A34C402/90DFA-10.
Number of Blades: 3 ;
Propeller Diameter, Maximum: 80 inches .
Minimum: 78.5 inches.
Propeller Type : Constant speed and hydraulically actuated , with a low pitch setting of 12.4° and a high pitch setting of 28.5° (30 inch station) .
FUEL
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Fo rm erly 100/ 130) Grade Aviation Fuel (Green).
To tal Capacity: 90 gallons.
Total Capacity Each Tank: 45 gallons.
Total Usable: 89 gallons.
1-3
SECTION 1
GENERAL
CESSNA
MODELT210M
OIL
Oil Grade (Specification) :
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change.
Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized.
NOTE
The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation.
Continental Motors Specification MHS-24A , Ashless Dispersant Oil :
This oil must be used after first 50 hours or oil consumption has stabilized.
Recommended Viscosity for Temperature Range:
SAE 50 above 4 ° C (40 ° F).
SAE 10W30 or SAE 30 below 4 ° C (40°F).
NOTE
Multi-viscosity oil with a: range of SAE 10W30 is recommended for improved starting and turbocharger controlle r operation in cold weather .
Oil Capacity:
Sump: 10 Quarts.
Total : 11 Quarts (with oil filter).
MAXIMUM CERTIFICATED WEIGHTS
Takeoff : 3800 lbs.
L a nding: 3800 lbs.
Weight in Baggage Compartment :
Baggage - Forward of wheel well on folded down aft seat (Station 89 to
110): 120 lbs.
Baggage - On and aft of wheel well (Station 110 to 152) : 120 lbs.
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight, Turbo Centurion : 2240 lbs.
Turbo Centurion II: 2306 lbs.
Maximum Useful Load , Turbo Centurion: 1576 lbs .
Turbo Centurion II: 1510 lbs.
1-4
CESSNA
MODEL T210M
SECTION 1
GENERAL
CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6.
BAGGAGE SPACE AND ENTRY DIMENSIONS
Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6.
SPECIFIC LOADINGS
Wing Loading: 21.7 lbs,/sq. ft.
Power Loading: 12.3 lbs./hp.
, ..-,...., ,.,
SYMBOLS, ABBREVIATIONS AND
TERMINOLOGY
GENERAL AIRSPEED
T
ERMINOLOGY AND SYMBOLS
KCAS
KIAS
KTAS
VA
VFE
VLE
VLO
Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots.
Knots calibrated airspeed is equal to KT AS in standard atmosphere at sea level.
Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots.
Knots True Airspeed is the airspeed expressed in knots relative to undisturb ed air which is KCAS corrected for altitude and temperature .
Manuevering Speed is the maximum speed at which you may use abrupt control travel.
Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.
Maximum Landing Gear Extended Speed is the maximum speed at which an airplane can be safely flown with the landing gear extended.
Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted.
1 5
SECTION 1
GENERAL
VNE
CESSNA
MODEL T210M
Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution.
Never Exceed Speed is the speed limit that may not be exceeded at any time.
Stalling Speed or the mm1mum steady flight speed at which the airplane is controllable.
Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity.
Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal .distance.
Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time.
METEOROLOGICAL TERMINOLOGY
OAT
Standard
Temperature
Pressure
Altitude
Outside Air Temperature is the free air static temperature.
It is expressed in either degrees Celsius (formerly Centigrade) or degrees Fahrenheit .
Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 1000 feet of altitude.
Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb).
ENGINE POWER TERMINOLOGY
RPM
MP
Brake Horsepower is the power developed by the engine.
Percent power values in this handbook are based on the maximum continuous power rating.
Revolutions Per Minute is engine speed.
Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury
(Hg).
1-6
CESSNA
MODELT210M
SECTION 1
GENERAL
,---.___
,,........,,_,
AIRPLANE PERFORMANCE AND FLIGHT PLANNING
TERMINOLOGY
Demonstrated
Crosswind
Velocity
Usable Fuel
Unusable
Fuel
PPH
NMPG g
Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests . The value shown is not considered to be limiting .
Usable Fuel is the fuel available for flight planning.
Unusable Fuel is the quantity of fuel that can not be safely used in flight.
Pounds Per Hour is the amount' of fuel (in pounds) con sumed per hour.
Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon o f fuel consumed at a specific engine power setting and/ or flight configuration. g is acceleration due to gravity.
.--...,
WEIGHT AND BALANCE TERMINOLOGY
Reference
Datum
Station
Arm
Moment
Center of
Gravity
(C.G.)
Refer ence Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes.
Station is a location along the airplane fuselage given in terms of the distance from the reference datum.
Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item.
Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this ha ndbook to simplify balance calculations by reduc ing the number of digits.)
Center of Gravity is the point at whi ch an airplane, o r equi pment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane .
1-7
SECTION 1
GENERAL
CESSNA
MODELT210M
Useful
Load
Maximum
Ramp
Weight
Gross
(Loaded)
Weight
Maximum
Takeoff
Weight
Maximum
Landing
Weight
Tare
C.G.
Arm
C.G.
Limits
Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight.
Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight.
Standard
Empty
Weight
Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil.
Basic Empty
, .
Weight
Basic Empty Weight is the standard empty weight plus the weight of optional equipment.
Useful Load is the difference between ramp weight and the basic empty weight.
Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.)
Gross (Loaded) Weight is the loaded weight of the airplane.
Maximum Takeoff Weight approved for the start of the takeoff run.
Maximum Landing Weight is the maximum weight is the maximum weight approved for the landing touchdown.
Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings . Tare is deducted from the scale reading to obtain the actual (net) airplane weight.
1-8
CESSNA
MODELT210M
SECTION 2
LIMITATIONS
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
~
Introduction . . . . . . . .
Airspeed Limitations
Airspeed Indicator Markings
Power Plant Limitations
Power Plant Instrument Markings
Weight Limits . . . . . .
Center Of Gravity Limits .
Maneuver Limits
Flight Load Factor Limits
Kinds Of Operation Limits
Fuel Limitations
Placards .
. .
.
. . . .
Page
2-3
2-4
2-4
2-5
2-6
2-7
2-7
2-7
2-7
2-7
2-8
2-9
2-1/ (2-2 blank)
CESSNA
MODELT210M
SECTION 2
LIMITATIONS
INTRODUCTION
Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane; its engine, standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration.
When applicable, limitations associated with optional systems or equipment are included in Section 9.
NOTE
The airspeeds listed in the Airspeed Limitations chart
(figure 2-1) and the Airspeed Indicator Markings chart
(figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source . If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5 .
Your Cessna is certificated under FAA Type Certificate No. 3A21 as
Cessna Model No. T210M.
2-3
SECTION 2
LIMIT A TIO NS
CESSNA
MODELT210M
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in figure 2-1.
VNE
VNO
VA
VFE
VLO
VLE
SPEED KCAS KIAS REMARKS
Never Exceed Speed
Maximum Structural
Cruising Speed
195 195
165 165
Do not exceed this speed i n any operation.
Do not exceed this speed except in smooth air, and then only with caut i on .
M a neuvering Speed:
3800 Pounds
3200 Pounds
2600 Pounds
Maximum Flap Extended
Speed :
To 10° Flaps
10° - 30° Flaps
Maximum Landing Gear
Operating Speed
118
109
97
149
114
139
:
119
110
98
150
115
140
Maximum Landing Gear
Extended Speed
Maximum Window Open
Speed
195
195
195
195
Do not make full or abrupt control movements above this speed .
Do not exceed these speeds with the given flap settings.
Do not extend or retract landing gear above this speed.
Do not exceed this speed with landing gear extended.
Do not exceed this speed with windows open.
Figure 2-1. Airspeed Limitations
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are shown in figure 2-2.
2-4
CESSNA
MODELT210M
SECTION2
LIMITATIONS
MARKING
White Arc
'
Green Arc
Yellow Arc
Red Line
KIAS VALUE
OR RANGE
55-115
68 - 165
165 195
SIGNIFICANCE
Full Flap Operating Range. Lower limit is maximum weight Vs
0 in landing configuration. Upper limit is maximum speed permissible with flaps extended.
Normal Operating Range. Lower limit is maximum weight Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed .
Operations must be conducted with caution and only in smooth air.
Maximum speed for all operations. 195
Figure 2-2. Airspeed Indicator Markings
POWER PLANT LIMITATIONS
Engine Manufacturer : Teledyne Continental.
~
Engine Model Number: TSIO-520-R.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Power, 5 Minutes - Takeoff: 310 BHP.
Continuous: 285 BHP
Maximum Engine Speed, 5 Minutes - Takeoff: 2700 RPM.
Continuous: 2600 RPM.
Maximum Manifold Pressure, 5 Minutes - Takeoff: 36 .
5 inches Hg.
Continuous: 35 inches Hg.
~
NOTE
For manifold pressure limitations above 17,000 feet, refer to the Maximum Power Setting and Fuel Flow placard in this section.
Maximum Cylinder Head Temperature: 238°C (460°F).
Maximum Oil Temperature: 116°C (240°F).
Oil Pressure, Minimum: 10 psi.
Maximum: 100 psi.
Fuel Pressure, Minimum: 3.0 psi.
Maximum: 19.5 psi (186 lbs/hr).
2-5
SECTION 2
LIMITATIONS
CESSNA
MODELT210M
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: D3A34C402/90DFA-10 .
Propeller Diameter, Maximum: 80 inches.
Minimum: 78.5 inches.
Propeller Blade Angle at 30 Inch Station , Low : 12.4
°.
High: 28.5°.
Propeller Operating Limits: Avoid continuous operation between 1850 and 2150 RPM above 24 inches manifold pressure .
POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings and their color code significance are shown in figure 2-3.
INSTRUMENT
Tachometer
Manifold Pressure
RED LINE GREEN ARC YELLOW ARC WHITE ARC RED LINE
MINIMUM
LIMIT
NORMAL
OPERATING
CAUTION
RANGE
NORMAL
CLIMB
RANGE
MAXIMUM
LIMIT
2200 -
2500 RPM
2600 -
2700 RPM
-
-
2700 RPM
- 15 - 30 in. Hg
35 - 36 .
5 in. Hg
- - 36.5 in. Hg
Oil Temperature
-
100° - 240°F - - - - -
240°F
Cylinder Head
Temperature
- 200° 460°F - - - - 460°F
- - Fuel Flow
(Pressure)
Oil Pressure
(3.0 psi)
10 psi
36 - 120 lbs/hr
30 - 60 psi - -
120 - 162 186 lbs/hr lbs/hr (19 .
5 psi)
-
- 100 psi
Figure 2-3. Power Plant Instrument Markings
2-6
CESSNA
MODELT210M
SECTION 2
LIMITATIONS
WEIGHT LIMITS
Maximum Takeoff Weight: 3800 lbs.
Maximum Landing Weight: 3800 lbs.
Maximum Weight in Baggage Compartment:
Baggage - Forward of wheel well on folded down aft seat (Station 89 to
110): 120 lbs.
Baggage On and aft of wheel well (Station 110 to 152): 120 lbs.
CENTER OF GRAVITY LIMITS
Center of Gravity Range with Landing Gear Extended:
Forward: 37.0 inches aft of datum at 3000 lbs. or less, with straight line variation to 42.5 inches aft of datum at 3800 lbs.
Aft: 53.0 inches aft of datum at all weights.
Moment Change Due To Retracting Landing Gear: +3207 lb. -ins.
Reference Datum: Lower portion of front face of firewaH.
MANEUVER LIMITS
This airplane is certificated in the normal category . The normal category is applicable to aircraft intended for non-aerobatic operations.
These include any 'maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°.
Aerobatic maneuvers, including spins, are not approved.
FLIGHT LOAD FACTOR LIMITS
Flight Load Factors:
* Flaps Up: +3.8g
, -1.52g
*Flaps Down: +2.0g
*The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads.
KINDS OF OPERATION LIMITS
·, , , _./ , The airplane is equipped for day VFR and may be equipped for night
VFR and/ or IFR operations . FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard
2-7
SECTION 2
LIMITATIONS
CESSNA
MODELT210M reflects equipment installed at the time of Airworthiness Certificate issuance.
Flight into known icing conditions is prohibited.
FUEL LIMITATIONS
'--2-.S.tan.d.~Tanks: 45 U.S. gallons each.
Total Ftiel: 00-U ~ S._,gallons; __ _ _ _
Usable Fuel (all flight conditions): 89 U.S. gallons.
Unusable Fuel: 1 U.S. gallon.
NOTE
Takeoff and land on fuller tank.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
2-8
CESSNA
MODELT210M
SECTION 2
LIMITATIONS
PLACARDS
The following information is displayed in the form of composite or individual placards.
1. In full view of the pilot: (The "DAY•NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.)
This airplane must be operated as a normal category airplane in compliance with the operating limitations as stated in the form of placards, markings, and manuals.
- - - - - - - - MAXIMUMS - - - - - - - -
MANEUVERING SPEED (IAS)
GROSS WEIGHT . . . .
FLIGHT LOAD FACTOR Flaps Up
Flaps Down
. 119 knots
. 3800 lbs.
. +3.8, -1.52
. +2.0
No acrobatic maneuvers, including spins, approved. Altitude loss in a stall recovery - 300 ft. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate.
DAY - NIGHT - VFR - IFR
2. On control lock:
CONTROL LOCK - REMOVE BEFORE STARTING ENGINE.
3. On fuel selector valve (at appropriate locations):
OFF.
LEFT ON - 44.5 GAL.
RIGHT ON - 44.5 GAL.
TAKEOFF AND LAND ON FULLER TANK.
2-9
SECTION 2
LIMITATIONS
CESSNA
MODELT210M
4 . Near fuel selector valve:
WHEN SWITCHING FROM DRY TANK, TURN AUXILIARY
FUEL PUMP ON MOMENTARILY.
5 . Aft of fuel tank cap:
SERVICE THIS AIRPLANE WITH !O0LL/100 MIN AVIATION
GRADE GASOLINE. TOTAL CAPACITY 45.0 GAL.
6. Forward of fuel tank cap :
FOR 32 GAL FUEL LOAD FILL TO BOTTOM OF FILLER NECK
EXTENSION.
7 . On baggage compartment door:
MAXIMUM BAGGAGE 120 LBS . REFER TO WEIGHT AND
BALANCE DATA FOR BAGGAGE/CARGO LOADING .
2-10
8 . On hand pump cover :
MANUAL GEAR EXTENSION
1. SELECT GEAR DOWN.
2. PULL HANDLE FORWARD.
3. PUMP VERTICALLY.
CAUTION:
DO NOT PUMP WITH
GEAR UP SELECTED
CESSNA
MODELT210M
SECTION 2
LIMITATIONS
9. Near the engine power instruments:
MAXIMUM POWER SETTING & FUEL FLOW
T.O. (5 MIN ONLY): 2700 RPM
36.5 IN. MP., 186 LBS/HR
NORMAL CLIMB: 2500 RPM,
30.0 IN. MP., 120 LBS/HR
ALT-FT/1000
MAX. CONTINUOUS POWER: 2600 RPM
SL-17 18 20 22 24 26 28 30
MP. IN. HG
FUEL FLOW-LBS/HR
35 34 32 30 28 26 24 22
162 156 144 132 120 108 102 96
A VOID CONTINUOUS OPERATION BETWEEN 1850 AND 2150 RPM
ABOVE 24 IN. M.P.
10. On lower surface of right hand wing just outboard of fuselage
(all models with oxygen):
OXYGEN FILLER DOOR
11. On flap control indicator:
10°- 20°- Full
(Partial flap range with blue color code and 150 knot callout; also, mechanical detent at 10° .)
(Indices at these positions with white color code and 115 knot callout; also, mechanical detent at 20°.)
2-11
SECTION 2
LIMITATIONS
CESSNA
MODELT210M
12. On inside nose wheel doors, strut doors and main wheel doors:
WARNING
BEFORE WORKING IN WHEEL WELL AREA PULL
HYDRAULIC PUMP CIRCUIT BREAKER OFF.
13. Near landing gear lever:
MAX SPEED IAS
GEAR OPER 140 KTS
GEAR DOWN 195 KTS
2-12
CESSNA
MODELT210M
SECTION 3
EMERGENCY PROCEDURES
~~ ~
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Introduction . . . . . . . . . . . .
Airspeeds For Emergency Operation
OPERATIONAL CHECKLISTS
Engine Fail u res . . . . . . . . . . . . .
Engine F a ilure During Takeoff Run . . .
Engine Failure Immediately After Takeoff
Engine Failure During Flight . . . . . .
Forced Landings . . . . . . . . . . . . . .
Emergency Landing Without Engine Power
Precautionary Landing With Engine Power
Ditching . . .
.
. . . .
Fires . .
.
. . .
.
. . . •
During Start On Ground
Engine Fire In Flight .
Electrical Fire In Flight
Cabin Fire
Wing Fire .
. . . . .
Icing .
. . . . .
Inadvertent Icing Encounter
Static Source Blockage (Erroneous Instrument Read i ng
Suspected) . . . . . . . . . .
Landing Gear Malfunction Procedures
Landing Gear Fails To Retract
Landing Gear Fails To Extend
Gear Up Landing . . . . . . .
Landing Without Positive Indication Of Gear Locking
Landing With A Defective Nose Gear (Or Flat Nose Tire)
Landing With A Flat Main Tire . . . . .
Electrical Power Supply System Malfunctions
Over-Voltage Light Illuminates . . .
.
.
Page
3-3
. 3-3
3-6
3-6
3-7
3-7
3 8
3-8
3-3
3-3
3-4
3-4
3-4
3 4
3-4
3-5
3-5
3-5
3-9
3-9
3 9
3-9
3-10
3-10
3 10
3-11
3-11
3-11
3-1
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS (Continued)
CESSNA
MODEL T210M
Ammeter Shows Discharge . . . . .
.. · . . . .
AMPLIFIED PROCEDURES
Engine Failure . . . . . . .
Forced Landings . . . . . . .
Landing Without Elevator Control
Fires . . . . . . . . . . . . .
Emergency Operation In Clouds (Vacuum System Failure)
Executing A 180° Turn In Clouds
Emergency Descent Through Clouds
Recovery From A Spiral Dive
Flight In Icing Conditions
Static Source Blocked
Spins .
. . .
.
.
. . . .
Rough Engine Operation Or Loss Of Power
Spark · Plug Fouling . . . . . .
Magneto Malfunction . . . . . .
Engine-Driven Fuel Pump Failure
Low Oil Pressure . . . . . . . .
Landing Gear Malfunction Procedures
Retraction Malfunctions
Extension Malfunctions
Gear Up Landing . . . . . . . .
Electrical Power Supply System Malfunctions
Excessive Rate Of Charge
Insufficient Rate Of Charge . . . . . . .
Page
3-11
3-17
3-17
3-18
3-18
3-18
3-18
3-19
3-19
3-20
3 20
3-20
3-21
3-21
3-21
3-13
3-14
3-14
3-14
3-15
3-15
3-15
3-16
3-16
3-2
CESSNA
MODEL T210M
SECTION 3
EMERGENCY PROCEDURES
INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and
, ~ applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9.
AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff:
Wing Flaps Up . .
Wing Flaps Down
Maneuvering Speed:
3800 Lbs
3200 Lbs . .
2600 Lbs . .
Maximum Glide:
3800 Lbs
3400 Lbs . .
3000 Lbs . .
Precautionary Landing With Engine Power
Landing Without Engine Power:
Wing Flaps Up . .
Wing Flaps Down . . . .
85 KIAS
80 KIAS
119 KIAS
110 KIAS
98 KIAS
85 KIAS
80 KIAS
75 KIAS
75 KIAS
90 KIAS
80 KIAS
OPERATIONAL CHECKLISTS
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
1. Throttle -- IDLE.
2. Brakes -- APPLY.
3. Wing Flaps -- RETRACT.
4. Mixture -- IDLE CUT-OFF.
5. Ignition Switch -- OFF.
6. Master Switch -- OFF.
3-3
SECTION 3
EMERGENCY PROCEDURES
CESSNA ·
MODELT210M
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed -- 85 KIAS.
2 . Mixture -- IDLE CUT-OFF .
3. Fuel Selector Valve -- OFF ;
4. Ignition Switch -- OFF.
5. Wing Flaps -- AS REQUIRED (30° recommended) .
6. Master Switch -- OFF.
ENGINE FAILURE DURING FLIGHT
1 . A i rspeed -- 85 KIAS .
2. Fuel Quantity -- CHECK.
3 . Fuel Selector Valve -- FULLER TANK.
4 . Mixture -- RICH.
5. Auxiliary Fuel Pump -- ON for 3-5 seconds with throttle 1/2 open; /-, then OFF.
6 . Ignition Switch -- BOTH (or START if propeller is stopped).
7. Throttle - ADVANCE slowly .
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1. Airspeed -- 90 KIAS (flaps UP) .
80 KIAS (flaps DOWN).
2 . Mixture -- IDLE CUT-OFF .
3 . Fuel Selector Valve -- OFF.
4 . Ignition Switch -- OFF .
5. Landing Gear DOWN (UP if terrain is rough or soft).
6 . Wing Flaps -- AS REQUIRED (30 ° recommended) .
7 . Doors -- UNLATCH PRIOR TO TOUCHDOWN.
8. Master Switch -- OFF when landing is assured .
9 . Touchdown -SLIGHTLY TAIL LOW.
10 . Brakes -APPLY HEAVILY .
PRECAUTIONARY LANDING WITH ENGINE POWER
1. Airspeed -- 85 KIAS.
2. Wing Flaps -- 10°.
3 . Selected Field -- FLY OVER , noting terrain and obstructions , then retr a ct flaps upon reaching a safe a l titude and airspeed .
4 . Electrical Switches -- OFF .
5 . Landing Gear -DOWN (UP if terrain is rough or soft) .
3-4
CESSNA
MODELT210M
SECTION 3
EMERGENCY PROCEDURES r " ·.
6. Wing Flaps -- 30° (on final approach).
7. Airspeed -- 75 KIAS .
8. Doors -- UNLATCH PRIOR TO TOUCHDOWN .
9. Avionics Power and Master Switches -- OFF when landing is assured.
10. Touchdown -SLIGHTLY TAIL LOW.
11. Ignition Switch -OFF.
12. Brakes -- APPLY HEAVILY.
DITCHING
1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions.
2. Heavy Objects (in baggage area) -- SECURE OR JETTISON.
3. Landing Gear -- UP.
4. Wing Flaps -- 30°.
5. Power -- ESTABLISH 300 FT/MIN DESCENT AT 75 KIAS.
6. Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
SWELLS .
NOTE
If no power is available , approach at85 KIAS with flaps up or at 80 KIAS with 10° flaps.
7. Cabin Doors -- UNLATCH.
8 . Touchdown -- LEVEL ATTITUDE AT 300 FT/MIN DESCENT .
9. Face -- CUSHION at touchdown with folded coat .
10. Airplane -- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened.
11. Life Vests and Raft INFLATE.
FIRES
DURING START ON GROUND
1. Ignition Switch -- START (continue cranking to obtain start).
2. Auxiliary Fuel Pump -- OFF.
If engine starts:
3. Power -- 1700 RPM for a few minutes.
4. Engine -- SHUTDOWN and inspect for damage.
3-5
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELT210M
If engine fails to start:
3 . Ignition Switch -- START (continue cranking).
4. Throttle -- FULL OPEN.
5. Mixture -- IDLE CUT-OFF.
6 . Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed).
7 . Engine -- SECURE . a. Ignition Switch -- OFF . b. Master Switch OFF. c. Fuel Selector Valve -- OFF.
8 . Fire -- EXTINGUISH using fire extinguisher , wool blanket or dirt .
NOTE
If sufficient ground personnel are available (and fire is on ground and not too dangerous) move airplane away from the fire by pushing rearward on the leading edge of the horizontal tail.
9. · Fire Damage -- INSPECT , repair damage or repl a ce dam a ged components or wiring before conducting a nother flight .
ENGINE FIRE IN FLIGHT
1. Mixture -- IDLE CUT-OFF .
2. Fuel Selector Valve -- OFF.
3 . Master Switch -- OFF.
4 . Cabin Heat and Air -- OFF (except overhead vents) .
5. Airspeed -- 120 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture).
6. Forced Landing - - EXECUTE ( as described in Emergency Landing
Without Engine Power) .
ELECTRICAL FIRE IN FLIGHT
1. Master Switch -- OFF.
2. Avionics Power Switch -- OFF.
3. All Other Switches (except ignition switch) -- OFF .
4. Vents/Cabin Air/Heat -- CLOSED .
5. Fire Extingu i sher ACTIVATE (if available) .
I
WARNING
I
If an oxygen system is available, occupants should use
~
3-6
CESSNA
MODEL T210M
SECTION 3
EMERGENCY PROCEDURES
, .,,-..____ oxygen masks until smoke and discharged dry powder clears. After discharging an extinguisher within a closed cabin , ventilate the cabin.
If fire appears out and electrical power is necessary for continuance of flight:
6. Master Switch -- ON.
7. Circuit Breakers -CHECK for faulty circuit; do not reset.
8. Radio Switches -- OFF .
9. Avionics Power Switch -- ON.
10. Radio and Electrical Switches -- ON one at a time, with delay after each until short circuit is localized.
11. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished.
, ,,,.......,., .
CABIN FIRE
1. Master Switch -- OFF.
2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).
3. Fire Extinguisher -- ACTIVATE (if available).
I
WARNING
I
If an oxygen system is available, occupants should use oxygen masks until smoke and discharged dry powder clears. After discharging an extinguisher within a closed cabin, ventilate the cabin .
4. Land the airplane as soon as possible to inspect for damage.
WING FIRE
1. Navigation Light Switch -- OFF.
2. Pitot Heat Switch (if installed) -- OFF .
3. Strobe Light Switch (if installed) -OFF.
4. Radar (if installed) -- OFF .
NOTE
Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible.
3-7
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELT210M
ICING
INADVERTENT ICING ENCOUNTER
1. Turn pitot heat switch ON (if installed).
2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing.
3. Pull cabin heat and defrost controls full out to obtain maximum windshield defroster effectiveness.
4. Increase engine speed to minimize ice build-up on propeller , ,,---..
, blades . If excessive vibration is noted, momentarily reduce engine speed to 2200 RPM with the propeller control, and then rapidly move the control full forward.
NOTE
Cycling the RPM flexes the propeller blades and high RPM increases centrifugal force, causing ice to shed more readily .
5. Watch for signs of induction air filter ice and regain manifold pressure by increasing the throttle setting.
NOTE
If ice accumulates on the intake filter (causing the alternate air valve to open) , a decrease of up to 10 inches of full throttle manifold pressure will be experienced.
6 . If icing conditions are unavoidable, plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable " off airport " landing site .
7 . With an ice accumulation of , 1/ 4 inch or more on the wing leading edges, be prepared for a significantly higher power requirement , approach speed, stall speed, and landing roll.
8. Open the window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach.
9. Use a 10° to 20° landing flap setting for ice accumulations of 1 inch or less. With heavier ice accumulations , approach with flaps retracted to ensure adequate elevator effectiveness in the approach and landing.
10. Approach at 85 to 95 KIAS with 20 ° flaps and 95 to 105 KIAS with 0° to 10° flaps, depending upon the amount of ice accumulation . If ice accumulation is unusually large, decelerate to the planned approach speed while in the approach configuration (landing gear and flaps down) at a high enough altitude which would permit recovery in the event that a stall buffet is encountered.
3-8
CESSNA
MODELT210M
SECTION 3
EMERGENCY PROCEDURES
11. Land on the main wheels first, avoiding the slow and high type of flare-out.
12. Missed approaches should be avoided whenever possible because of severely reduced climb capability. However, if a go-around is mandatory, make the decision much earlier in the approach than normal. Apply maximum power and maintain 95 KIAS while retracting the flaps slowly in 10° increments. Retract the landing gear after immediate obstacles are cleared.
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
1. Alternate Static Source Valve -- PULL ON.
2. Airspeed -- Climb 2 knots faster and approach 7 knots faster than normal or consult appropriate table in Section 5.
3. Altitude Cruise 150 feet higher and approach 70 feet higher than normal.
LANDING GEAR MALFUNCTION PROCEDURES
,,..--.
,
LANDING GEAR FAILS TO RETRACT
1. Master Switch -ON.
2 . Landing Gear Lever -- CHECK (lever full up).
3. Landing Gear and Gear Pump Circuit Breakers -- IN.
4. Gear Up Light -- CHECK.
5 . Landing Gear Lever -- RECYCLE.
6 . Gear Motor -- CHECK operation (ammeter and noise).
LANDING GEAR FAILS TO EXTEND
, , ,....._,_ \
1. Landing Gear Lever -- DOWN .
2. Emergency Hand Pump -- EXTEND HANDLE, and PUMP (perpendicular to handle until resistance becomes heavy -- about 65 cycles).
NOTE
It takes about 55 cycles (110 strokes) to extend the gear
(light on) and about 10 more (until resistance becomes heavy) to close the gear doors.
3. Gear Down Light - ON.
NOTE
If the landing gear still does not extend , attempt another
3 9
SECTION 3
EMERGENCY PROCEDURES manual extension with the avionics power and master switches turned off to eliminate any possible electrica l
· malfunctions . After extension, turn the av i onics power and master switches back on to check that the gear-down indicator light is illuminated.
4 . Pump Handle -- STOW.
GEAR UP LANDING
1. Landing Gear Lever -- UP .
2. Landing Gear and Gear Pump Circuit Breakers -- IN.
3 . Runway -- SELECT longest hard surface or smooth sod runway available.
4. Wing Flaps -- 30° (on final approach).
5. Airspeed -- 75 KIAS .
6. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
7. Avionics Power and Master Switches OFF when landing is assured.
8. Touchdown -- SLIGHTLY TAIL LOW.
9. Mixture -- IDLE CUT-OFF .
10. Ignition Switch -- OFF.
11. Fuel Selector Valve -- OFF .
12. Airplane -- EVACUATE.
LANDING WITHOUT POSITIVE INDICATION OF GEAR LOCKING
1. Before Landing Check COMPLETE.
2. Approach -- NORMAL ( full flap) .
3. Landing Gear and Gear Pump Circuit Bre a kers -- IN .
4. L a nding -- TAIL LOW as smoothly as possible.
5 . Br a kin g -- MINIMUM necessary .
6. T ax i -SLOWLY .
7. Eng i ne -- SHUTDOWN before inspecting ge ar .
LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat Nose Tire)
1. Movable Load -- TRANSFER to baggage area .
2. Passenger -- MOVE to rear seat .
3. Before Landing Checklist COMPLETE.
4. Runway-- HARD SURFACE or SMOOTH SOD.
NOTE
If sod runway is rough or soft , plan a wheels-up landing .
5. Wing Flaps -- 30 °.
~
3-10
CESSNA
MODELT210M
CESSNA
MODELT210M
SECTION 3
EMERGENCY PROCEDURES
6. Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN.
7. Avionics Power and Master Switches -- OFF when landing is assured.
8.
9.
Land -- SLIGHTLY TAIL LOW.
Mixture -- IDLE CUT-OFF.
10. Ignition Switch -- OFF.
11. Fuel Selector Valve -- OFF.
12. Elevator Control -- HOLD NOSE OFF GROUND as long as possible.
13. Airplane -- EVACUATE as soon as it stops.
LANDING WITH A FLAT MAIN TIRE
1. Approach-· NORMAL (full flap).
2. Touchdown- .. GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control.
3. Directional Control -- MAINTAIN using brake on good wheel as required.
• -
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
OVER-VOLTAGE L.IGHT ILLUMINATES
1. Avionics Power Switch -- OFF.
2. Master Switch -- OFF (both sides).
3. Master Switch -- ON.
4.
5.
Over-Voltage Light -- OFF.
Avionics Power Switch -- ON.
If over-voltage light illuminates again:
6. Flight -- TERMINATE as soon as practical.
AMMETER SHOWS DISCHARGE
1. Alternator- .. OFF.
2. Nonessential Radio/Electrical Equipment -- OFF.
3. Flight -- TERMINATE as soon as practical.
3-11/(3-12 blank)
) ) ) ) ) ) )
J :,_
CESSNA
MODELT210M
SECTION 3
EMERGENCY PROCEDURES
AMPLIFIED PROCEDURES
ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway . Those extra items on the checklist will provide added safety after a failure of this type.
Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown.
After an engine failure in flight, the best glide speed as shown in figure
3-1 should be established as quickly as possible . While gliding toward a suitable landing area , an effort should be made to identify the cause of the failure . If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed.
20,000 . - - - - . - -
<t...,.,.,>"'==------
18_000 _ t;: 16,000 -
*
PRO PELLER WIND M llll NG
*
FLAPS & GEAR UP
*
ZERO WIND
__ _ ,//?'
~
14,000
,
--
,
""' i-"'::'!/:
~ ::::::
--------\;
,,}'
6
"' 8000
I i
~
1---t---f-.,f.i<""-+---_
.,,/?
'"
,Jf/'
.. ::=:::/''
,-
+~ -_ -_ -_ -_ -_
➔~
-_-_-I~-_-_-_---,
BES T G LI D E SPEED
,-
-I
600 0 .
WEIGHT (LBS) KIAS
4000 f----1:+.F-+---+----i---:::::::::---t---;:;:-7-j
3800 85
2000
::iY;;: <i :::· 3400 80 ,-
3000 75
0
0 5 10 15 20 25 30 35
GROUND DI S T ANCE NAUTICAL M ILES
Figure 3-1. Maximum Glide
3-13
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELT210M
FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist.
Before attempting an "off airport" landing with engine power available, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist.
Prepare for ditching by securing or jettis9ning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions. Avoid a landing flare because of difficulty in judging height over a water surface.
In a forced landing situation, do not turn off the avionics power and master switches until a landing is assured. Premature deactivation of the switches will disable the encoding altimeter and airplane electrical systems.
LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight (wit h an airspeed of approximately 80 KIAS and flaps set to 20°) by using throttle and trim tab controls. Then do not change the trim tab setting and control the glide angle by adjusting power exclusively .
At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequently, at flareout, the trim tab should be set at full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown.
FIRES
Improper starting procedures involving the excessive use of auxiliary fuel pump operation can cause engine flooding and subsequent collection of fuel on the parking ramp as the excess fuel drains overboard from the intake manifolds . This is sometimes experienced in difficult starts in cold weather where engine pre-heat service is not available. If this occurs, the airplane should be pushed a way from the fuel puddle before another engine start is attempted. Otherwise, there is a possibility of raw fuel accumulations in the exhaust system igniting during an engine start, causing a long flame from the tailpipe, and possibly igniting the collected fuel on the pavement. If a fire occurs, proceed according to the checklist.
3-14
CESSNA
MODELT210M
SECTION 3
EMERGENCY PROCEDURES
Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine.
The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire.
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely proficient in instrument flying.
EXECUTING A 180° TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows:
1. Note the compass heading.
2. Note the time of the minute hand and observe the position of the sweep second hand on the clock.
3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane.
4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading.
5. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately.
6. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping hands off the control wheel as much as possible and steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 180° turn, a
3-15
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELT210M descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds.
To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows:
1. Extend landing gear.
2. Reduce power to set up a 500 to 800 ft /min rate of descent.
3. Adjust mixture for smooth operation.
4. Adjust the elevator and rudder trim control wheels for a stabilized descent at 105 KIAS.
5. Keep hands off control wheel.
6. Monitor turn coordinator and make corrections by rudder alone.
7. Adjust rudder trim to relieve unbalanced rudder force.
8. Check trend of compass card movement and make cautious corrections with rudder to stop turn.
9. Upon breaking out of clouds, resume normal cruising flight.
RECOVERY FROM A SPIRAL DIVE
If a spiral is encountered, proceed as follows:
1. Close the throttle and place propeller control in high RPM.
2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line.
3. Cautiously apply control wheel back pressure to slowly reduce the airspeed to 105 KIAS.
4. Adjust the elevator trim control to maintain a 105 KIAS glide.
5. Keep hands off the control wheel, using rudder control to hold a straight heading. Adjust the rudder trim to relieve unbalanced rudder force.
6. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide.
7. Upon breaking out of clouds, resume normal cruising flight.
~
FLIGHT IN ICING CONDITIONS
Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures.
The best procedure, of course, is to turn back or change altitude to escape icing conditions.
3-16
CESSNA
MODEL T210M
SECTION 3
EMERGENCY PROCEDURES
STATIC SOURCE BLOCKED
If erroneous readings of the static source instruments (airspeed, altimeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin.
Cabin pressures will be affected by open ventilators or windows and varying airspeeds, and this will affect the readings.
~
With windows closed, maximum airspeed and altimeter variation from normal occurs with the vents closed and reaches 8 knots and 150 feet respectively at maximum cruise (instruments read high). During approach with vents closed, typical variations are 7 knots and 70 feet respectively (reads high). Opening the vents tends to reduce these variations by one third.
With windows open, variations up to 15 knots and 100 feet occur near stall (reads low) and up to 15 knots and 225 feet at maximum cruise (reads high). During approach, typical variations are 4 knots and 40 feet (reads high).
With the alternate static source on, fly the airplane at airspeeds and altitudes which compensate for the variations from normal indications.
For more exact airspeed correction, refer to the alternate static source airspeed calibration table in Section 5, appropriate to the vent/window configuration.
SPINS
Intentional spins are prohibited in this airplane. Should an inadvertent spin occur, the following recovery technique may be used:
1. RETARD THROTTLE TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC-
TION OF ROTATION.
4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO
BREAK THE ST ALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs may extend the recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIV~.
3-17
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELT210M
NOTE
If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information.
ROUGH ENGINE OPERATION OR LOSS OF
POWER
SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position . An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position.
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either Lor R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs.
ENGINE-DRIVEN FUEL PUMP FAILURE
Failure of the engine-driven fuel pump will be evidenced by a sudden reduction in the fuel flow indication prior to a loss of power, while operating from a fuel tank containing adequate fuel.
In the event of an engine-driven fuel pump failure during takeoff, ~ , immediately hold the left half of the auxiliary fuel pump switch in the HI position until the airplane is well clear of all obstacles. Upon reaching a safe altitude, reduce the power settings to give cruise power. Then release the HI side of the switch, allowing the right side of the switch to remain in the ON position for level flight.
3-18
CESSNA
MODEL T210M
SECTION 3
EMERGENCY PROCEDURES
This ON position provides a reduced fuel flow which results in lean mixtures at two portions of the manifold pressure range. For example, at
2500 RPM excessively iean mixtures with resulting roughness and/ or power drop off are experienced at approximately 22 inches (just before the throttle switch activates) and again at 28 or more inches of manifold pressure .
To avoid these areas of rough engine operation. select 2200 RPM and sufficient manifold pressure within the green arc range for the flight condition at hand. If more power is required, use progressively more RPM and select a manifold pressure where smooth engine operation and normal airspeed can be obtained.
The landing approach should be planned so that approximately 15 inches of manifold pressure can be used. If the throttle is brought back to idle position, the mixture becomes very rich. This could cause a sluggish power response if the throttle had to be advanced rapidly for dragging into the airport.
LOW OIL PRESSURE
If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot.
LANDING GEAR MALFUNCTION PROCEDURES
In the event of possible landing gear retraction or extension malfunctions, there are several general checks that should be made prior to initiating the steps outlined in the following paragraphs.
In analyzing a landing gear malfunction , first check that the master switch is ON and the LDG GEAR and GEAR PUMP circuit breakers are in; reset if necessary. Also, check both landing gear position indicator lights for operation by "pressing-to-test" the light units and rotating them
3-19
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODELT210M at the same time to check for open dimming shutters. A burned-out bulb can be replaced in flight by using the bulb from the remaining gear position indicator light.
RETRACTION MALFUNCTIONS
If the landing gear fails to retract normally or an intermittent GEAR
UP indicator light is present, check the indicator light for proper operation and attempt to recycle the landing gear. Place the landing gear lever in the
GEAR DOWN position. When the GEAR DOWN light illuminates, reposition the gear lever in the GEAR UP position for another retraction attempt.
If the GEAR UP light still fails to illuminate, the flight may be continued to an airport having maintenance facilities, if practical. If gear motor operation is audible after a period of one minute following gear lever retraction actuation, pull the GEAR PUMP circuit breaker switch to prevent the electric motor from overheating. In this event, remember to reengage the circuit breaker switch just prior to landing. Intermittent gear motor operation may also be detected by momentary fluctuations of the ammeter needle.
EXTENSION MALFUNCTIONS
Normal landing gear extension time is approximately 11 seconds. If the landing gear will not extend normally, perform the general checks.of circuit breakers and master switch and repeat the normal extension procedures at a reduced airspeed of 100 KIAS. The landing gear lever must be in the down position with the detent engaged. If efforts to extend and lock the gear through the normal landing gear system fail, the gear can be - , manually extended (as long as hydraulic system fluid has not been completely lost) by use of the emergency hand pump. The hand pump is located between the front seats.
A checklist is provided for step-by-step instructions for a manual gear extension.
If gear motor operation is audible after a period of one minute ~ following gear lever extension actuation, pull the GEAR PUMP circuit breaker to prevent the electric motor from overheating. In this event, remember to re-engage the circuit breaker just prior to landing.
GEAR UP LANDING
If the landing gear remains retracted or is only partially extended, and all efforts to fully extend it (including manual extension) have failed, plan a wheels up landing. In preparation for landing, reposition the landing gear lever to GEAR UP and push the LDG GEAR and GEAR PUMP circuit breakers in to allow the landing gear to swing into the gear wells at touchdown. Then proceed in accordance with the checklist.
3-20
CESSNA
MODEL T210M
SECTION 3
EMERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY SYSTEM MAL-
FUNCTIONS
Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine.
A broken alternator drive belt or wiring is the most likely cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The paragraphs below describe the recommended remedy for each situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine speeds
(such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight , the battery would overheat and ev a porate the electrolyte at an excessive rate . Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 30 to 31 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn the avionics power switch off, then turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. The avionics power switch should then be turned on. If the light comes on again , a malfunction is confirmed . In this event , the flight should be terminated and/or the current dra i n on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night , power must be conserved for later operation of the landing gear and wing flaps and possible use of the landing lights during landing.
INSUFFICIENT RATE OF CHARGE
If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All nonessential equipment should be turned off and the flight terminated as soon as practical.
3-21/ (3-22 blank)
;~
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Introduction . . . . . . . .
Speeds For Normal Operation
CHECKLIST PROCEDURES
Preflight Inspection
Cabin . . . . .
Empennage
Right Wing, Trailing Edge
Right Wing
Nose . . . . . . . . .
Left Wing . . . . . . .
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine
Before Takeoff . . .
Takeoff . . . . . .
Normal Takeoff
Short Field Takeoff
Enroute Climb . . . .
Normal Climb
Maximum Performance Climb
Cruise
Descent . . . .
Before Landing
Landing . . . .
Normal Landing
Short Field Landing
Balked Landing
After Landing . .
Securing Airplane .
Page
4-3
. 4-3
4-7
4-8
4-8
4-8
4-9
4-9
4-9
4-10
4-10
4-10
4-11
4-11
4-11
4-11
4-11
4-12
4-5
4-5
4,-5
4-5
4-5
4-5
4-6
4-6
4-6
4-6
4-7
4-1
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS (Continued)
CESSNA
MODELT210M
AMPLIFIED PROCEDURES
Starting Engine
Taxiing . . . .
Before Takeoff .
Warm-Up
Magneto Check
Alternator Check
Takeoff . . . . . .
Power Check . .
Wing •Flap Settings
Short Field Takeoff
Crosswind Takeoff
Landing Gear Retraction
Enroute Climb . . . . . . .
Cruise . . . . . . . . . .
Leaning With A Cessna Economy Mixture Indicator (EGT)
Stalls . . . . .
Descent . . . . . .
Before Landing
Landing . . . . . .
Normal Landing
Short Field Landing
Crosswind Landing .
Balked Landing
Cold Weather Operation
Noise Abatement
Page
4-13
4-15
4-15
4-15
4-15
4-16
4-16
4-16
4-16
4-17
4-17
4-17
4-18
4-19
4-20
4-21
4-21
4-21
4-22
4-22
4-22
4-22
4-23
4-23
4-24
4-2
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES
INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9.
,....__ r
1_
SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum weight of 3800 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance and climb performance, the speed appropriate to the particular weight must oe used.
Takeoff:
Normal Climb Out . . . . . . . . . . . . .
Short Field Takeoff, Flaps 10°, Speed at 50 Feet
Enroute Climb, Flaps and Gear Up:
Normal . . . . .
. .
. . . . . . . . . .
Best Rate of Climb, Sea Level to 17,000 Feet
Best Rate of Climb, 24,000 Feet
Best Angle of Climb
Landing Approach:
Normal Approach, Flaps Up
Normal Approach, Flaps 30°
Short Field Approach, Flaps 30°
Balked Landing:
Maximum Power, Flaps 20° . .
Maximum Recommended Turbulent Air Penetration Speed:
3800 Lbs
3200 Lbs . . . .
. . . .
. . . . . . . .
2600 Lbs . . . .
.
. . . . . . . . . . .
Maximum Demonstrated Crosswind Velocity :
Takeoff or Landing . . . . . . . . . . .
80-90 KIAS
75 KIAS
100-120 KIAS
97 KIAS
93 KIAS
80 KIAS
80-90 KIAS
70-80 KIAS
71 KIAS
70 KIAS
119 KIAS
110 KIAS
98 KIAS
21 KNOTS
4-3
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL T210M
4-4
NOTE
Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pi tot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on.
If a night flight is planned, check operation of all lights, and make sure a flashlight is available.
Figure 4-1. Preflight Inspection
FIGURE 1
PILOT OPERATING PROCEDURES - PREFLIGHT FUEL SYSTEM QUANTITY CHECK
The following procedures are to be used on certain Cessna 210, P210, and T210 Series airplanes whenever more than 75 gallons of fuel are needed for range and reserve. l. Verify that the airplane is level laterally and is approximately 4.5 degrees nose up
(normal nose strut on a level surface).
NOTE: The airplane turn and bank instrument may be used to check lateral leveling.
2. Visually inspect each fuel tank for fuel level with the upper wing surface when full fuel capacity is intended to be in each tank.
3. Check each fuel cap and seal for security and wing surface for a lack of fuel stains aft of each fuel cap.
NOTE: It is highly recommended that the wing tips and flap trailing edges are checked during flight for evidence of fuel siphoning.
,i!
,
,...
·
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL T210M
2 . Air Inlets CHECK, engine induction air (left) and heater air ~ ~ .
M
(right) for restrictions.
3. Landing and Taxi Lights -- CHECK for condition and cleanliness': ·
4. Nose Wheel Strut and Tire -- CHECK for proper inflation .
5. Nose Tie-Down -- DISCONNECT.
6. Engine Oil Level -- CHECK, do not operate with less than seven quarts . Fill to 10 quarts for extended flight .
7. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of " ~ possible water and s-ediment. Check strainer drain closed . If water is..
_ observed, the fuel system may contain additional water , and
.
ftfrther draining of the system at the strainer, fuel tank sumps, and luel r .
eservoir drain valves will be necessary.
1. Main Wheel Tire -- CHECK for proper inflation .
2. ~efore first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quickdrain valve to check for water, sediment and proper fuel grade.
3. Fuel Quantity -- CHECK VISUALLY for desired level.
4 . Fuel Filler Cap -- SECURE and vent unobstructed.
0LEFT WING Leading Edge
1. Pitot Tube Cover -REMOVE and check opening for stoppage.
2. Stall Warning Vane - CHECK for freedom of movement while .
~ master switch is momentarily turned on (horn should sound when vane is pushed upward).
3. Wing Tie-Down -- DISCONNECT.
@LEFT WING Trailing Edge
1. Fuel Tank Vent at Wing Tip Trailing Edge -- CHECK for stoppage .
2. Aileron -- CHECK for freedom of movement and security.
BEFORE STARTING EN
.
GINE
1. Preflight Inspection -- COMPLETE.
2. Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
3. Brakes -- TEST and SET .
4. Cowl Flaps OPEN (move lever out of locking hole to reposition).
5. Avionics Power Switch, Electrical Equipment and Autopilot (if installed) -- OFF .
·\ , 1
CESSNA
MODEL T210M
SECTION 4
NORMAL PROCEDURES
CHECKLIST PROCEDURES
PREFLIGHT INSPECTION
G)cABIN
1. Landing Gear Lever -- DOWN.
2. Control Wheel Lock -- REMOVE.
3. Ignition Switch -- OFF.
4. Radar (if installed) - OFF.
5. Avionics Power Switch OFF.
6 . Master Switch -- ON.
7 . Fuel Quantity Indicators -- CHECK QUANTITY.
8. Master Switch -OFF.
9. Fuel Selector Valve -ON fuller tank .
10. Oxygen Supply Pressure (if installed) -- CHECK.
11. Oxygen Masks (if installed) -- AVAILABLE.
12. Static Source ' Openings (both sides of fuselage) - CHECK for stoppage .
13. Baggage Door -CHECK for security.
@EMPENNA GE
1. Rudder Gust Lock REMOVE.
2. Tail Tie-Down -DISCONNECT.
3. Control Surfaces -CHECK freedom of movement and security.
@RIGHT
WING
Trailing
Edge
1. Aileron -- CHECK for freedom of movement and security.
2. Fuel Tank Vent at Wing Tip Trailing Edge -CHECK for stoppage.
@)RIG H T
WING
1.
2.
3.
4.
5.
6.
Wing Tie-Down -- DISCONNECT.
Main Wheel Tire -- CHECK for proper inflation .
Cabin Step CHECK for security and cleanliness, and retraction well for cleanliness.
Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quickdrain valve to check for water, sediment, and proper fuel grade .
Fuel Quantity -- CHECK VISUALLY for desired level.
Fuel Filler Cap -SECURE and vent unobstructed .
@NOSE
1. Propeller and Spinner -- CHECK for nicks , security and oil leaks.
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES
CAUTION
The avionics power switch must be OFF during engine start to prevent possible damage to avionics.
6. Landing Gear Lever -- DOWN.
7. Master Switch -- ON.
8. Landing Gear Lights and Horn -- PRESS TO TEST.
9. Circuit Breakers -- CHECK IN.
10. Fuel Selector Valve -- FULLER TANK.
STARTING ENGINE
1. Mixture -- RICH.
2. Propeller -- HIGH RPM.
3. Throttle -- CLOSED.
4. Auxiliary Fuel Pump Switch -- ON.
5. Throttle -- ADVANCE to obtain 50-60 lbs/hr fuel flow, then
RETURN to IDLE POSITION.
6. Auxiliary Fuel Pump Switch -- OFF.
7. Propeller Area -- CLEAR.
8. Ignition Switch -- START.
9. Throttle -- ADVANCE slowly.
10. Ignition Switch -- RELEASE when engine starts.
NOTE
The engine should start in two or three revolutions. If it does not continue running, start again at step 3 above. If the engine does not start, leave auxiliary fuel pump switch off, set mixture to idle cut-off, open throttle, and crank until engine fires or for approximately 15 seconds. If still unsuccessful, start again using the normal starting procedure after allowing the starter motor to cool.
11. Throttle -- RESET to desired idle speed.
12. Oil Pressure -- CHECK.
BEFORE TAKEOFF
1. Parking Brake -- SET.
2. Cabin Doors and Windows -- CLOSED and LOCKED.
3. Cowl Flaps -- FULL OPEN.
4-7
SECTION 4
NOR.MAL PROCEDURES
CESSNA
MODELT210M
4. Flight Controls -- FREE and CORRECT.
5. Flight Instruments -- CHECK.
6. Fuel Selector Valve -- FULLER TANK.
7. Mixture -- RICH.
8. Elevator and Rudder Trim -- TAKEOFF.
9. Throttle -1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). b. Propeller -- CYCLE from high to low RPM; return to high RPM ~
(full forward). c. Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK in green arc.
10 . Avionics Power Switch -- ON.
11. Radios -- SET.
12. Autopilot (if installed) -OFF.
13. Flashing Beacon, Navigation Lights and/ or Strobe Lights -- ON as r---,_ required.
14. Throttle Friction Lock -- ADJUST.
15. Parking Brake - RELEASE.
TAKEOFF
NORMAL TAKEOFF
1. Wing Flaps -- 0°- 10° (10° preferred).
2. Power -36.5 INCHES Hg and 2700 RPM (5 minute limitation).
3. Mixture -- ADJUST to 178 186 lbs/hr.
4. Elevator Control -- LIFT NOSE WHEEL at 60 to 70 KIAS.
NOTE
When the nose wheel is lifted, the gear motor may run 2-3 seconds to restore hydraulic pressure.
5 . Climb Speed -80-90 KIAS.
6. Brakes -- APPLY momentarily when airborne.
7. Landing Gear -RETRACT in climb out.
8. Wing Flaps -- RETRACT.
SHORT FIELD TAKEOFF
1. Wing Flaps -- 10°.
2 . Brakes -- APPLY.
3. Power -- 36.5 INCHES Hg and 2700 RPM (5 minute limitation) .
4. Mixture -- ADJUST to 178-186 lbs/hr.
4-8
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES
5. Brakes -- RELEASE.
6. Elevator Control -- SLIGHTLY TAIL-LOW.
7. Climb Speed -- 75·KIAS until all obstacles are cleared.
8. Landing Gear -- RETRACT after obstacles are cleared.
9. Wing Flaps -- RETRACT after reaching 80 KIAS.
NOTE
Do not reduce power until wing flaps and landing gear have been retracted.
ENROUTE CLIMB
NORMAL CLIMB
1. Airspeed -- 100-120 KIAS.
2. Power -- 30 INCHES Hg and 2500 RPM.
3. Mixture -- LEAN to 120 lbs/hr.
NOTE
On hot days, it may be necessary to utilize the auxiliary fuel pump to maintain 120 lbs/ hr fuel flow.
4. Cowl Flaps -- OPEN as required.
NOTE
On hot days, turn on auxiliary fuel pump momentarily if switching tanks in climb.
MAXIMUM PERFORMANCE CLIMB
1. Airspeed -- 97 KIAS.
2. Power -- 35 INCHES Hg and 2600 RPM.
3. Mixture -- ADJUST to 162 lbs/ hr.
NOTE
See power and fuel flow placard for maximum continuous power manifold pressure and fuel flow above 17,000 feet.
Refer to Section 5 for airspeed above 17,000 feet.
NOTE
On hot days at higher altitudes, be alert for fuel vapor
4-9
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELT210M indications. If fuel flow fluctuations are observed or if desired fuel flows cannot be maintained, turn the auxiliary fuel pump ON and reset the mixture as required.
4. Cowl Flaps -- FULL OPE:N.
NOTE
On hot days, turn auxiliary fuel pump ON momentarily if switching tanks in climb.
CRUISE
1. Power -- 15-30 INQHES Hg, 2200-2500 RPM.
2. Elevator and Rudder Trim -ADJUST.
3. Mixture -- LEAN per Cessna Power Computer or the data in
Section 5.
NOTE
In hot weather at high altitudes , be alert for fuel vapor indications. If fuel flow fluctuations are observed , place the auxiliary fuel pump switch in the ON position and reset mixture control as desired . The auxiliary fuel pump should be turned off when fuel flows will remain steady .
4. Cowl Flaps -- CLOSED (open if require<;l).
NOTE
On hot days, turn auxiliary fuel pump ON momentarily if switching tanks within first 30 minutes of cruise.
DESCENT
1. Power -- AS DESIRED.
2 . Auxiliary Fuel Pump -- OFF.
3 . Mixture -ADJUST for smooth operation (full rich for idle power).
4. Cowl Flaps -- CLOSED.
BEFORE LANDING
1. Seats, Belts, Shoulder Harnesses -- SECURE.
2. Fuel Selector Valve -FULLER TANK.
4-10
/
CESSNA
MODEL T210M
SECTION4
NORMAL PROCEDURES
3. Landing Gear -EXTEND (below 140 KIAS) .
4. Landing Gear -- CHECK (observe main gear down and green indicator light on) .
5. Auxiliary Fuel Pump - OFF
6. Mixture - - RICH.
7. Propeller -- HIGH RPM .
8. Wing Flaps -- AS DESIRED (0 ° to 10 ° below 150 KIAS, 10 ° to 30 ° below 115 KIAS).
9. Autopilot (if installed) -- OFF.
10 . Elev a tor Trim -- ADJUST .
LANDING
NORMAL LANDING
1. Airspeed -- 80-90 KIAS (flaps UP).
2. Wing Flaps AS DESIRED (flaps down preferred).
3. Airspeed -- 70-80 KIAS (flaps DOWN) .
4. Elev a tor Trim -- ADJUST.
5. Touchdown -- MAIN WHEELS FIRST .
6. Landing Roll -- LOWER NOSE WHEEL GENTLY.
7 . Br a king -- MINIMUM REQUIRED .
SHORT FIELD LANDING
1. Wing Flaps -- FULL DOWN.
2 . Airspeed -- 71 KIAS.
3. Elevator Trim -- ADJUST .
4 . Power -- ~EDUCE to idle after clearing obstacle.
5. Touchdown -- MAIN WHEELS FIRST.
6. Brakes -- APPLY HEAVILY.
7 . Wing Flaps -- RETRACT .
BALKED LANDING
1. Power -- 36.5 INCHES Hg and 2700 RPM.
2 . Wing Flaps -- RETRACT to 20 ° (immediately ).
3. Climb Speed -- 70 KIAS (until obstacles are cle a red) .
4. Wing Flaps -- RETRACT SLOWLY (after reaching safe a ltitude and 75 KIAS).
5. Cowl Flaps -- OPEN .
AFTER LANDING
1. Wing Flaps -- RETRACT.
4-11
SECTION 3
EMERGENCY PROCEDURES
2. Cowl Flaps -- OPEN.
3 . Radar (if installed) -- OFF.
CESSNJ\.
MODELT210M
SECURING AIRPLANE
1. Parking Brake -- SET.
2. Avionics Power Switch, Electrical Equipment -- OFF.
3. Mixture -IDLE CUT-OFF (pulled full out).
4. Ignition Switch -- OFF.
5 . Master Switch -- OFF .
6 . Control Lock -- INSTALL.
~ f ll
.
4-12
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES
AMPLIFIED PROCEDURES
. ..
STARTING ENGINE
Proper fuel management and throttle adjustments are the deter:piining factors in securing an easy start from your turbocharged continuous-flow fuel-injection engine. The procedure outlined below should be followed closely as it is effective under nearly all operating conditions.
Conventional full rich mixture and high RPM propeller settings are used for starting; the throttle , however, should be fully closed initially.
When ready to start, place the auxiliary fuel pump switch in the ON position and advance the throttle to obtain 50-60 lbs/hr fuel flow . Then promptly return the throttle to idle and turn off the auxiliary fuel pump.
Place the ignition switch in the START position. While cranking, slowly advance the throttle until the engine starts. Slow throttle advancement is essential since the engine will start readily when the correct fuel/ air ratio is obtained . When the engine has started , reset the throttle to the desired idle speed .
When the engine is hot or outside air temperatures are high, the engine may die after running several seconds because the mixture became either too lean due to fuel vapor, or too rich due to excessive prime fuel. The following procedure will prevent over-priming and alleviate fuel vapor in the system:
1. Set the throttle 1/3 to 1/2 open.
2. When the ignition switch is in the BOTH position and you are ready to engage the starter, place the right half of the auxiliary fuel pump switch in the ON position until the indicated fuel flow comes up to
25 to 35 lbs/hr; then turn the switch off .
NOTE
During a restart after a brief shutdown in extremely hot weather, the presence of fuel vapor may require the use of the auxiliary fuel pump switch in the ON position for up to
1 minute or more before the vapor is cleared sufficiently to obtain 25 to 35 lbs/hr for starting. If the above procedure does not obtain sufficient fuel flow, fully depress and hold the left half of the switch in the HI position to obtain additional fuel pump capability.
3. Without hesitation, engage the starter and the engine should start in 3 to 5 revolutions. Adjust throttle for 1200 to 1400 RPM.
4-13
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL T210M
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WIND DIRECTION •
NOTE
Strong quart e ring tail winds require cauti o n.
Avoid sudden bursts of the thr o ttle and sharp braking when the airplane is in this attitude .
Use the steerable nose wheel and rudder to maintain dir e cti o n.
Figure 4-2 . Taxiing Diagram
4-14
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES r""·
4. If there is fuel vapor in the lines, it will pass into the injector nozzles in 2 to 3 seconds and the engine will gradually slow down and stop. When engine speed starts to decrease , hold the left half of the auxiliary fuel pump switch in the HI position for approximately one second to clear out the vapor. Intermittent use of the HI position of the switch is necessary since prolonged use of the HI position after vapor is cleared will flood out the engine during a starting operation.
5. Let the engine run at 1200 to 1400 RPM until the vapor is eliminated and the engine idles normally .
If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature.
After starting, if the oil pressure gage does not begin to show pressure within 30 seconds in normal temperatures and 60 seconds in very cold weather, shut off the engine and investigate. Lack of oil pressure can cause serious engine damage.
TAXIING
Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips . Refer to figure 4-2 for additional taxiing instructions.
BEFORE TAKEOFF
WARM-UP
Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full power checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly.
MAGNETO CHECK
The magneto check should be made at 1700 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to
BOTH to clear the other set of plugs. Then move switch to the L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. ·
4-15
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELT210M
An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified.
ALTERNATOR CHECK
Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light during the engine runup (1700 RPM) . The ammeter will remain within a needle width of the initial indication if the alternator and voltage regulator are operating properly .
-
TAKEOFF
POWER CHECK
It is important to check takeoff power early in the takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff.
Full power runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface , it is very important that the throttle be advanced slowly. This allows the airpl a ne to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it.
On the first flight of the day, when the throttle is advanced for takeoff , manifold pressure will normally exceed 36 .
5 inches Hg and fuel flows will exceed 186 lbs/hr if the throttle is opened fully. On any takeoff, the manifold pressure should be monitored and the throttle set to provide 36.5 inches Hg ; then , for maximum engine power, the mixture should be adjusted during the initial takeoff roll to 178-186 lbs/hr .
After the throttle is advanced to 36.5 inches Hg , adjust the throttle friction lock clockwise to prevent the throttle from creeping from a maximum power position. Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting .
WING FLAP SETTINGS
For normal takeoffs, use of 10° flaps is preferred since it results in
4-16
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES easier nose wheel lift-off and lower initial climb attitude, as well as a 10% reduction in ground run and total distance over an obstacle compared to takeoff with flaps up. Compared to 20° flaps, use of 10° flaps facilitates transition to normal climb without significantly increasing total takeoff distance over an obstacle.
The use of 20° flaps is reserved for minimum ground runs or takeoffs from soft or rough fields, since it will allow safe use of slower takeoff speeds, resulting in shortening the ground run approximately 10% compared to 10° flaps. However, most of the advantage is lost in the climb to the obstacle.
Flap settings greater than 20° are not approved for takeoff.
SHORT FIELD TAKEOFF
_..
, If an obstruction dictates the use of a steep climb angle, after liftoff accelerate to and climb out at an obstacle clearance speed of 75 KIAS with
10° flaps and gear extended. This speed provides the best overall climb speed to clear obstacles when taking into account the turbulence often found near ground level. The takeoff performance data in Section 5 is based on this speed and configuration.
Minimum ground run takeoffs are accomplished using 20° flaps by lifting the nose wheel off the ground as soon as practical and leaving the ground in a slightly tail-low attitude. However, the airplane should be leveled off immediately to accelerate to a safe climb speed. If 20° of flaps are used on soft or rough fields with obstacles ahead, it is normally preferable to leave them extended rather than partially retract them in the climb to the obstacle. With 20° flaps, use an obstacle clearance speed of 70
KIAS. After clearing the obstacle, and reaching a safe altitude, the flaps may be retracted slowly as the airplane accelerates to the normal climbout speed.
CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons deflected partially into the wind, the airplane is accelerated to a speed higher than normal, and then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.
LANDING GEAR RETRACTION
Landing gear retraction normally is started after reaching the point
4-17
SECTION 4
NORMAL PROCEDURES
CESSNA
MODELT210M over the runway where a wheels-down, forced landing on that runway would become impractical. Since the landing gear swings downward approximately two feet as it starts the retraction cycle, damage can result by retracting it before obtaining at least that much ground clearance.
Before retracting the landing gear, the brakes should be applied momentarily to stop wheel rotation. Centrifugal force caused by the rapidly-spinning wheel expands the diameter of the tire. If there is an accumulation of mud or ice in the wheel wells, the rotating wheel may rub as it is retracted into the wheel well. . ~
ENROUTE CLIMB
Power settings for climb must be limited to 35 inches of manifold pressure and 2600 RPM up to 17,000 feet with decreasing manifold pressure above 17,000 feet as noted on the maximum power placard.
A cruising climb at 30 inches of manifold pressure, 2500 RPM, 120 lbs/hr fuel flow, and 100 to 120 KIAS is normally recommended to provide an optimum combination of performance, visibility ahead, engine cooling, economy and passenger comfort (due to lower noise level).
NOTE
During warm weather, if there is an indication of vapor in the fuel system (fluctuating fuel flow) or if the desired fuel flow cannot be maintained with the mixture control in the full rich position, turn on the auxiliary fuel pump and reset the mixture as required until cruising altitude has been obtained and the system is purged (usually 5 to 15 minutes after establishing cruising flight). The auxiliary fuel pump should be turned off when fuel flow will remain steady.
If it is necessary to climb rapidly to clear mountains or reach favorable winds 'or better weather at high altitudes, the best rate-of-climb speed should be used with maximum continuous power. This speed is 97 KIAS from sea level to 17,000 feet, decreasing to 93 KIAS at 24,000 feet.
If an obstruction dictates the use of a steep climb angle, climb with flaps retracted and maximum continuous power at 80 KIAS.
4-18
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES
CRUISE
Normal cruising is performed between 60% and 80% of the maximum continuous power rating. The power settings and corresponding fuel consumption for various altitudes can be determined by using your Cessna
Power Computer or the data in Section 5.
NOTE
Cruising should be done at 70% to 80% power until a total of
50 hours has accumulated or oil consumption has stabilized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders.
The Cruise Performance Table, figure 4-3, illustrates the advantage of higher altitude on both true airspeed and nautical miles per gallon. In addition, the beneficial effect of lower cruise power on nautical miles per gallon at a given altitude can be observed. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption.
For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc).
ALTITUDE
5000 Feet
10,000 Feet
15,000 Feet
80% POWER
KTAS
172
181
NMPG
9.8
189
20,000 Feet 198
Standard Conditions
10.3
10.8
11.3
KTAS
163
171
178
186
70% POWER
NMPG
10.7
11.2
11.6
12.1
Figure 4-3. Cruise Performance Table
60% POWER
KTAS
153
159
165
171
NMPG
11.5
12.0
12.5
12.9
Zero Wind
4-19
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL T210M
For best fuel economy at 70% power or less, the engine should be operated at six pounds per hour leaner than shown in this handbook and on the power computer. This will result in approximately 5% greater range than shown in this handbook accompanied by approximately 4 knots decrease in speed.
The fuel injection system employed on this engine is considered to be non-icing. In the event that unusual conditions cause the intake air filter to become clogged or iced over, an alternate intake air valve opens automatically for the most efficient use of either normal or alternate air, depending on the amount of filter blockage. Due to the lower intake pressure available through the alternate air valve or a partially blocked filter, manifold pressure can decrease up to 10 in . Hg from a cruise power setting. This pressure should be recovered by increased throttle setting or higher RPM as necessary to maintain the desired power. Maximum continuous manifold pressure (35 in. Hg) is available up to 14,000 feet under hot day conditions using the alternate air source with a fully blocked filter.
LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR
(EGT)
Exhaust gas temperature (EGT) as shown on the optional Cessna
Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at approximately 80% power or less. To adjust the mixture, using this indicator, lean to establish the peak EGT as a reference point and then enrichen the mixture by a desired increment based on data in figure 4-4.
Continuous operation at peak EGT is authorized only at 70 % power or less. This best economy mixture setting results in approximately 5% greater range than shown in this handbook accompanied by approximately 4 knots decrease in speed.
MIXTURE
DESCRIPTION
RECOMMENDED LEAN
(Pilot's Operating Handbook and Power Computer)
BEST ECONOMY
(70% Power or Less)
EXHAUST GAS
TEMPERATURE
50°F Rich of Peak EGT
Peak EGT
Figure 4-4. EGT Table
4-20
CESSNA
MODEL T210M
SECTION 4
NORMAL PROCEDURES
NOTE
Operation on the lean side of peak EGT is not approved.
When leaning the mixture, if a distinct peak is not obtained, use the corresponding maximum EGT as a reference point for enrichening the mixture to the desired cruise setting . Any change in altitude or power will require a recheck of the EGT indication.
STALLS
The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations .
Power-off stall speeds at maximum weight for both forward and aft
C.G. are presented in Section 5.
DESCENT
Descent should be initiated far enough in advance of estimated landing to allow a gradual rate of descent at cruising speed . Just prior to beginning the descent, check that the auxiliary fuel pump has been turned off. Descent should be at approximately 500 FPM for passenger comfort , using enough power to keep the engine warm. The optimum engine RPM in a descent is usually the lowest RPM in the green arc range that will allow cylinder head temperature to remain in the recommended operating range.
The airplane is equipped with a specially marked altimeter to attract the pilot's attention and prevent misreading the altimeter. A striped warning segment on the face of the altimeter is exposed at all altitudes below 10,000 feet to indicate low altitude.
BEFORE LANDING
In view of the relatively low drag of the extended landing ge ar and the high allowable gear operating speed (140 KIAS) , the landing gear should be extended before entering the traffic pattern . This practice will allow more time to confirm that the landing gear is down and locked . As a further precaution , leave the landing gear extended in go-around procedures or traffic patterns for touch-and-go landing.
4-21
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL T210M
Landing gear extension can b e detected by illumination of the gear down indicator light (green), absence of a gear warning horn with the throttle retarded below 15 inches of manifold pressure, and visual inspec tion of the main gear position. Should the gear indicator light fail to illuminate, the light should be checked for a burned -out bulb by pushing to test. A burned-out bulb can be replaced in flight with the l anding gear up
(amber) indicator light.
LANDING
NORMAL LANDING
Normal land ing approaches can be made with power-on or power off with any flap setting desired. Use of flaps d ow n is normally preferred to minimiz e touchdown speed an d subsequent need for braking. For a given flap setting, surfa ce winds and turbulence are usually the primary factors in determin ing the most comfortable approac h spee d.
Actual touchdown should be made with power off and on the main wheels first to reduce the l anding speed and subsequent need for braking in the landing roll. The nose wheel is low ered to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially important in rough or soft field landings.
SHORT FIELD LANDING
For short field land i ngs, make a power approach at 71 KIAS wit h full. flaps. After all approach obstacles are cleared, progressively reduce power. Maintain 71 KIAS approach spe ed by lowering the nose of the airplane. Touc hdown should be made with the throttle closed, and on the main wheels first. Immediately after touchdown, lower the nose gear and apply heavy braking as required. For maximum b rake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires.
At light operating weights, during ground roll with full flaps, hold the contro l wheel full back to ensure maximum weight on the main wheels for braking. Under these conditions, full nose down elevato r (control wheel full forward) will raise the main wheels off the ground.
CROSSWIND LANDING
When landing in a strong crosswind, use the minimum flap setting required for the field length. Although the crab or combination method of
422
CESSNA
MODELT210M
SECTION 4
NORMAL PROCEDURES
,,., , drift correction may be used, the wing-low method gives the best control.
After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary.
BALKED LANDING
In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted.
COLD WEATHER OPERATION
The use of an external pre-heater and an external power source is recommended whenever possible to reduce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section 7, paragraph Ground
Service Plug Receptacle, for operating details.
For quick, smooth engine starts in very cold temperature, use six strokes of the manual primer (if installed) before cranking, with an additional one or two st:rokes as the engine starts.
In very cold weather, no oil temperature indication need be apparent before takeoff. After a suitable warm-up period (2 to 5 minutes at 1000
RPM), the engine is ready for takeoff if it accelerates smoothly and the oil pressure is normal and steady.
NOTE
The waste gate controller will not respond quickly to variations in manifold pressure when oil temperature is near the lower limit of the green arc. Therefore, under these conditions, throttle motions should be made slowly and care should be exercised to prevent exceeding the 36.5 inches Hg manifold pressure limit. In addition, the fuel flow indications may exceed 186 lbs/hr on takeoff if the mixture isn't leaned to compensate.
The turbocharged engine installation has been designed such that a winterization kit is not required. With the cowl flaps fully closed, engine temperature will be normal (in the lower green arc range) in outside air temperatures as low as 20° to 30°C below standard . When colder surface
4-23
SECTION 4
NORMAL
PROCEDURES
CESSNA
MODELT210M temperatures are encountered, the normal air temperature inversion will result in warmer temperatures at cruise altitudes above 5000 feet.
If low altitude cruise in very cold temperatures results in engine temperature below the green arc, increasing cruise altitude or cruise power will increase engine temperature into the green arc. Cylinder head temperatures will increase approximately 50°F as cruise altitudes increase from 5000 to 24,000 feet.
During descent, observe engine temperatures closely and carry sufficient power to maintain them in the recommended operating range.
/ ---.
,,
NOISE ABATEMENT
Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public.
We, as pilots , can demonstrate our concern for environmental improvement, by application of the following suggested procedures , and thereby tend to build public support for aviation:
1. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations.
2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas.
NOTE
The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft.
The certificated noise level for the Model T210M at 3800 pounds maximum weight is 75.8 dB(A). No determination has been made by the
Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport.
~
4-24
CESSNA
MODELT210M
SECTION 5
PERFORMANCE
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
Introduction . . . . . . .
Use Of Performance Charts
Sample Problem
Takeoff
Cruise .
. . .
Fuel Required
Landing . . .
Figure 5-1, Airspeed Calibration - Normal Static Source
Airspeed Calibration - Alternate Static Source
Figure 5-2, Temperature Conversion Chart
Figure 5-3, Stall Speeds . . . . . . . . . . . . .
Figure 5-4, Takeoff Distance - 3800 Lbs . . . . . .
Takeoff Distance 3500 Lbs And 3200 Lbs
Figure 5-5, Rate Of Climb - Maximum . . . . .
Figure 5-6, Time, Fuel, And Distance To Climb -
Maximum Rate Of Climb . . . .
Time , Fuel, And Distance To Climb -
Normal Climb . . . . . .
Figure 5-7, Cruise Performance - 2000 Feet
Cruise Performance - 4000 Feet
Cruise Performance 6000 Feet
Cruise Performance - 8000 Feet
Cruise Performance - 10,000 Feet
Cruise Performance - 12,000 Feet
Cruise Performance - 14,000 Feet
Cruise Performance - 16,000 Feet
Cruise Performance - 18,000 Feet
Cruise Performance - 20,000 Feet
Cruise Performance - 22,000 Feet
Cruise Performance - 24,000 Feet
Figure 5-8, Range Profile . .
Figure 5-9, Endurance Profile
Figure 5-10, Landing Distance
5-15
5-16
5-17
5-18
5-19
5-20
5-21
5-22
5-23
5-24
5-25
5-26
5-27
5-28
5-29
5-30
5-31
Page
5-3
5-3
5-3
5-4
5-5
5-5
5-7
5-8
5-9
5-10
5-11
5-12
5-13
5-14
5-1/ (5-2 blank)
CESSNA
MODELT210M
SECTION 5
PERFORMANCE
INTRODUCTION
Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques.
It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45% power . Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight.
USE OF PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy.
SAMPLE PROBLEM
The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known:
AIRPLANE CONFIGURATION
Takeoff weight
Usable fuel
TAKEOFF CONDITIONS
Field pressure altitude
Temperature
Wind component along runway
Field length
3750 Pounds
534 Pounds
3500 Feet
24°C (16°C above standard)
12 Knot Headwind
4000 Feet
5-3
SECTION 5
PERFORMANCE
CRUISE CONDITIONS
Total distance
Pressure altitude
Temperature
Expected wind enroute
LANDING CONDITIONS
Field pressure altitude
Temperature
Field length
CESSNA
MODELT210M
780 Nautical Miles
11,500 Feet
8°C
10 Knot Headwind
3000 Feet
25°C
3000 Feet
TAKEOFF
The takeoff distance chart, figure 5-4, should be consulted, keeping in mind that the distances shown are based on the short field technique.
Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance • information presented for a weight of 3800 pounds, pressure altitude of 4000 feet and a temperature of
30°C should be used and results in the following:
Ground roll
Total distance to clear a 50-foot obstacle
1695 Feet
2785 Feet
These distances are well within the available takeoff field length. However, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for a 12 knot headwind is:
12 Knots
10 Knots x
10% = 12% Decrease
This results in the following distances, corrected for wind:
Ground roll, zero wind
Decrease in ground roll
(1695 feet x
12%)
Corrected ground roll
Total distance to clear a
50-foot obstacle, zero wind
Decrease in total distance
(2785 feet
X
12%)
Corrected total distance to clear a 50-foot obstacle
1695
203
1492 Feet
2785
334
2451 Feet
, ,...,........,, ,
5-4
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
~ .
CRUISE
The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be determined based on several considerations. These include the cruise performance characteristics presented in figure 5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure
5-9.
The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used.
,,..---..,.
.
_ The range profile chart indicates that use of 70% power at 11,500 feet yields a predicted range of 856 nautical miles with no wind. The endurance profile chart shows a corresponding 5 hours. Using this information, the estimated distance can be determined for the expected 10 knot headwind at
11,500 feet as follows:
Range, zero wind
Decrease in range due to wind
(5 hours x
10 knot headwind)
Corrected range
856
50
806 Nautical Miles
This indicates that the trip can be made without a fuel stc,p using approximately 70% power.
The cruise performance chart for 12,000 feet pressure altitude is entered using 20°C above standard temperature. These values most nearly correspond to the planned altitude and expected temperature conditions.
The power setting chosen is 2300 RPM and 30 inches of manifold pressure which results in the following:
Power
True airspeed
Cruise fuel flow
70%
177 Knots
91 PPH
The power computer may be used to determine power and fuel consumption more accurately during the flight.
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem, the time, fuel, and distance to climb may be determined from figure 5-6 for a
5-5
SECTION 5
PERFORMANCE
CESSNA
MODELT210M normal climb using the data for 3800 pounds. The difference between the values shown in the table for 4000 feet and 12,000 feet results in the following:
Time
Fuel
Distance
13 Minutes
26 Pounds
25 Nautical Miles
The above values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart . The approximate effect of a non-standard temperature is to increase the time , fuel, and distance by 10 % for each 8°C above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°C above standard, the correction would be:
~ soc x
10 % = 20% Increase
With this factor included, the fuel estimate would be calculated as follows :
Fuel to climb, standard temperature
Increase due to non-standard temperature
(26
X
20 % )
Corrected fuel to climb
26
5
:IT
Pounds
Using a similar procedure for time and distance during a climb , the following results are obtained :
Time to climb
Distance to climb
16 Minutes
30 Nautical Miles
The distances shown on the climb chart are for zero wind. A correction for ' ~ the effect of wind may be made as follows:
Distance with no wind 30
Decrease in distance due to wind
(16/60 x1Q knot headwind) _11
Corrected Distance to Climb 27 Nautical Miles
The resultant cruise distance is:
Total distance
Climb distance
Cruise distance
780
-27
753 Nautical Miles
5-6
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
With an expected 10 knot headwind, the ground speed for cruise is predicted to be:
177
-10
167 Knots
Therefore, the time required for the cruise portion of the trip is:
753 Nautical Miles_
167 Knots
4 5
H
· ours
The fuel required for cruise is:
4.5 hours x
91 PPH = 410 Pounds
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
Climb
Cruise
Total fuel required
This will leave a fuel reserve of:
534
-457
??Pounds
16
31
410
457 Pounds
Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.
LANDING
A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10' presents landing distance information for the short field technique. The distances corresponding to 3000 feet pressure altitude and a temperature of 30°C are as follows:
Ground roll
Total distance to clear a 50-foot obstacle
900 Feet
1705 Feet
A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff.
5-7
SECTION 5
PERFORMANCE
AIRSPEED CALIBRATION
NORMAL STATIC SOURCE
CESSNA
MODEL T210M
FLAPS UP
KIAS
KCAS
FLAPS 10°
KIAS
KCAS
FLAPS 20°
KIAS
KCAS
FLAPS 30°
KIAS
KCAS
60
61
60
63
60
63
50
56
80
80
70
71
70
73
60
65
100
99
80
81
80
82
70
75
120
119
90
90
90
92
80
!;l4
140
139
100
101
90
93
160
160
180
180
100
100'
120
119
100
102
140
139
110
110
115
114
110
110
Figure 5-1. Airspeed Calibration (Sheet 1 of 2)
- -
- - -
-
150
149
- - -
- -
115
114
5-8
CESSNA
MODELT210M
SECTION 5
PERFORMANCE
AIRSPEED CALIBRATION
ALTERNATE STATIC SOURCE
HEATER/VENTS AND WINDOWS CLOSED
FLAPS UP
NORMAL KIAS
ALTERNATE KIAS
FLAPS 10°
NORMAL KIAS
ALTERNATE KIAS
FLAPS 30°
NORMAL KIAS
ALTERNATE KIAS
FLAPS 10°
60
61
60
61
60
43
80
82
70
72
80
72
100
103
80
83
100
101
120
125
90
94
120
130
140
146
100
105
140
152
160
168
120
126
160
175
180
189
140
148
NORMAL KIAS
ALTERNATE KIAS
50
57
60
68
70
79
80
89
90
99
100
109
HEATER/VENTS OPEN AND WINDOWS CLOSED
110
118
FLAPS UP
60
58
80
78
100
101
120
123
140
144
160
165
180
186
NORMAL KIAS
ALTERNATE KIAS
FLAPS 10°
NORMAL KIAS
ALTERNATE KIAS
FLAPS 30°
NORMAL KIAS
AL TERNA TE KIAS
60
59
50
52
70
69
80
80
90
91
60
66
70
77
80
86
WINDOWS OPEN
100
101
90
96
120
123
100
106
140
144
110
115
FLAPS UP
180
197
60
47
70
61
80
74
90
88
100
101
120
129
140
156
NORMAL KIAS
ALTERNATE KIAS
FLAPS 30°
NORMAL KIAS
AL TERNA TE KIAS
50
40
60
57
70
71
80
84
90
96
100
107
110
118
Figure 5-1. Airspeed Calibration (Sheet 2 of 2)
5-9
SECTION 5
PERFORMANCE
CESSNA
MODEL T210M
TEMPERATURE CONVERSION CHART
100 t:1:::t:tt:=1:::t:tt:=::ttt:::t:ttt::1:::t:tt:=1:::ttt:=::ttt:::t:tt~<:+tt:=::tttm
80 t:: w
I z
LU a:
I
<I: u.
<f) w
LU a:
(!) w
0
60
40
20
O tj:t:ttt:1::t:tt:::t~:tt::1:t:ttt::1:::t:tt::1=t:tt:::t:::t:tt::1:t+tt::1:::t:tt::1:::t:tt~
- ~ ,
,--,, ,
5-10
-40 ~~~~~~~~~~~~~~~~~~~~
-40 -20 0 20 40 60
DEGREES - CELSIUS
Figure 5-2. Temperature Conversion Chart
CESSNA
MODEL T210M
SECTION 5 ·
PERFORMANCE
STALL SPEEDS
CONDITIONS :
Power Off
Gear Up or Down
NOTES:
1. Maximum altitude loss during a stall recovery may be as much as 300 feet.
2. KIAS values are approximate.
MOST REARWARD CENTER OF GRAVITY
~
ANGLE OF BANK
WEIGHT
LBS
FLAP
DEFLECTION oo 30° 45° 60°
KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
3800
UP
,oo
20°
30°
64
62
56
50
65
64
59
56
69
67
60
54
70
69
63
60
76
74
67
59
77
76
70
67
91
88
79
79
92
91
83
79
MOST FORWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT
LBS
FLAP
DEFLECTION oo 30° 45°
500
KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
3800
UP
10°
20°
30°
68
66
62
55
69
68
65
61
73
71
67
59
74
73
70
66
81
78
74
65
82
81
77
73
96
93
88
78
98
96
92
86
Figure 5-3. Stall Speeds
5-11
l\:)
TAKEOFF DISTANCE
MAXIMUM WEIGHT 3800 LBS
CONDITIONS:
Flaps 10°
!SHORT FIELD!
2700 RPM, 36.5 Inches Hg, and Mixture Set at 178-186 PPH Prior to Brake Release.
Cowl Flaps Open
Paved, Level , Dry Runway
Zero Wind
NOTES:
1. Short field technique as specified in Section 4.
2. Landing gear extended until takeoff obstacle is cleared.
3. Decreas e distances 10% for each 10 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10 % for each 2.5 knots .
4. For operation on a dry, grass runway, increase distances by 15 % of the "ground roll" figure.
WEIGHT
LBS
TAKEOFF
SPEED PRESS
KIAS
ALT
FT
LIFT AT
OFF 50FT o 0 c 10°c 20°c 30°c 4o 0 c
TOTAL TOTAL TOTAL TOTAL TOTAL
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS
3800 68 75 S.L. 1010 1665
1000 1075 1760
2000 1145 1865
3000 1215 1975
4000 1295 2095
5000 1385 2225
6000 1475 2365
7000 1575 2515
8000 1685 2675
1100
1170
1250
1330
1415
1510
1815
1925
2040
2165
2295
2440
1200
1280
1360
1450
1550
1650
1990
2110
2235
2375
2525
2690
1615 2595 1765 2865
1310 2180 1430 2400
1395 2315 1525 2555
1485 2460 1625 2715
1585 2615
1695
1810 2970
1930
2785
3170
1725 2765 1885 3055 2065 2285
1845 2950 2020 3260 2210 3620
1735 2895
1855 3090
1980
2115 3525
2265
2425
3295
3775
4050
>-ow t,:j t,:j
::0 0
'tj t-3
QI-<
::,:iO
~z
►
C/1 z
0 t,:j
~
0 t:J t,:jo t"" t,:j t--3 w
5z
~►
)
Figure 5-4. Takeoff Distance (Sheet 1 of 2)
) ) ) )
..... i:,;
) )
TAKEOFF DISTANCE
3500 LBS AND 3200 LBS
(SHORT FIELD!
REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES.
WEIGHT
LBS
TAKEOFF
SPEED
KIAS
LIFT AT
OFF 50 FT o 0 c 10°c 20°c 3o 0 c
PRESS
ALT
FT
TOTAL TOTAL TOTAL TOTAL
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS
4o 0 c
GRND
ROLL
TOTAL
TO CLEAR
50 FT OBS
3500 65 72 S.L.
1000
2000
835
890
945
1375
1455
910 1500 ,-..990 1635
965 1585 1055 1730
1540 1030 1680 1125 1835
3000 1005
4000 1070
5000 1140
6000 1220
1630 1095 1780 1195 1945
1725 1170 1885 1275 2065
1830 1245 2000 1360 2190
1940 1330 2125 1450 2330
7000 1300 2060 1420 2260 1550 2480
8000 1390 2190 1515 2405 1660 2645
1080
1150
1225
1305
1390
1485
1585
1695
1815
1785
1895
2010
2130
2265
2410
2565
2735
2915
-
1175
1255
1335
1425
1520
1625
1735
1855
1985
·
1960
2075
2205
2345
2495
2655
2835
3025
3230
3200 62 68 S.L.
1000
2000
3000
4000
5000
6000
680
720
765
815
870
925
985
1125
1185
1255
1325
740
785
1220
1290
835 1365
890 1445
1400 945
1485 1010
1575 1075
1530
1620
1715
805 1325
855 1405
910
970
1030
1100
1175
1485
1575
1665
1770
1875
7000 1055 1670 1150 1825 1255 1995
8000 1125 1770 1225 1935 1340 2120
875 1445
930 1530
990 1620
1055 1720
1125 1820
1200 1935
1280 2055
1370 2185
1465 2330
950
1015
1080
1150
1225
1310
1400
1495
1600
1580
1670
1770
1880
1995
2120
2260
2405
2565
Figure 5-4. Takeoff Distance (Sheet 2 of 2)
~
~
QCl.l
;:d i:rj
~Q zO oZ i:rj CJl
~Q
01:rj t:I Cl.l i:rj Cl.l t"" z
,-:_i>
N) .....
~
SECTION 5
PERFORMANCE
CONDITIONS:
Flaps Up
Gear Up
2600 RPM
Cowl Flaps Open
CESSNA
MODEL T210M
RATE OF CLIMB
I
MAXIMUM!
PRESS ALT MP PPH
S.L. to 17,000 35 162 ·
18,000 34 156
20,000
22,000
24,000
32 144
30 132
28 120
WEIGHT
LBS
3800
3500
3200
PRESS
ALT
FT
S.L.
4000
8000
12,000
16,000
20,000
24,000
S.L.
4000
8000
12,000
16,000
20,000
24,000
S.L.
4000
8000
12,000
16,000
20,000
24,000
CLIMB
SPEED
KIAS
95
95
95
96
96
94
92
93
94
94
94
94
93
91
97
97
97
97
97
95
93
Figure 5-5. Rate of Climb
-20°C
1280
1185
1090
980
860
595
295
1430
1335
1235
1125
1000
725
410
1605
1505
1405
1290
1160
870
540
1285
1185
1085
975
860
590
275
1455
1345
1250
1135
1015
730
400
RATE OF CLIMB - FPM o 0 c 20°c
1135
1040
945
840
725
465
165
995
895
800
695
590
-
-
-
- -
-
1135
1035
935
830
720
- -
-
1295
1190
1090
980
870
-
-
-
- - -
4o 0 c
850
750
655
- -
- - -
- -
- - -
1135
1025
925
- -
-
- -
- -
-
- -
985
880
780
- - -
-
- -
-
-
-
5-14
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
TIME, FUEL, AND DISTANCE TO CLIMB
!MAXIMUM RATE OF CLIMBI
CONDITIONS :
Flaps Up
Gear Up
2600 RPM
Cowl Flaps Open
Standard Temperature
PRESS ALT
S.L. to
22
24 ,
,
17,000
18,000
20,000
000
000
MP
35
34
32
30
28
PPH
NOTES:
1. Add 16 pounds of fu e l for e ngine start , ta x i a nd takeo f f allowance .
2 . Inc re ase t i me , fuel and dist a nc e by 10 % for each 10°c above standard temperature.
3. Distances shown are based on zero wind.
162
156
144
132
120
WEIGHT
LBS
3800
3500
3200
PRESS
ALT
FT
S.L.
4 000
8000
12,000
16,000
20,000
24 , 000
S .
L.
4000
8000
12,000
16,000
20,000
24,000
S .
L.
4000
8000
12,000
16,000
20 , 000
24,000
CLIMB
SPEED
KIAS
95
95
95
96
96
94
92
97
97
97
97
97
95
93
94
94
94
94
94
93
91
RATE OF
CLIMB
FPM
1030
990
950
900
835
625
380
1170
1130
1090
1040
975
755
495
1335
1295
1255
1205
1135
900
625
0
3
6
9
13
17
22
11
15
19
0
3
7
26
FROM SEA LEVEL
TIME FUEL USED DISTANCE
MIN POUNDS NM
0
4
8
12
17
23
31
0
11
22
34
46
60
78
0
7
14
22
31
43
61
0
9
19
29
40
52 .
66
0
8
17
26
35
45
57
0
5
10
16
23
31
43
0
6
12
19
27
36
51
Figure 5-6. Time , Fuel, and Distance to Climb (Sheet 1 of 2)
5-15
SECTION 5
PERFORMANCE
CESSNA
MODEL T210M
TIME, FUEL, AND DISTANCE TO CLIMB
!NORMAL CLIMB - 105 KIAS!
CONDITIONS:
Flaps Up
Gear Up
2500 RPM
30 Inches Hg
120 PPH Fuel Flow
Cowl Flaps Open
Standard Temperature
NOTES:
1. Add 16 pounds of fuel for engine start, taxi and takeoff allowance.
2. Increase time, fuel and distance.by 10% for each 8°C above standard temperature.
3. Distances shown are based on zero wind.
WEIGHT
LBS
3800
3500
3200
PRESS
ALT
FT
S.L.
4000
8000
12,000
16,000
20,000
S.L.
4000
8000
12,000
16,000
20,000
S.L.
4000
8000
12,000
16,000
20,000
RATE OF
CLIMB
FPM
925
890
850
800
745
675
800
765
725
680
625
555
690
655
615
570
515
450
TIME
MIN
FROM SEA LEVEL
FUEL USED DISTANCE
POUNDS NM
0
5
11
16
22
29
0
6
12
19
26
35
0
4
9
14
19
25
0
12
25
38
53
70
0
10
21
33
45
59
0
9
18
28
38
50
0
11
23
36
52
72
0
8
17
27
38
51
0
9
19
31
44
60
5-16
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 2 of 2)
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 2000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed.
I
RPM MP
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 30
28
26
24
22
2200 30
28
26
24
22
72
66
60
54
48
76
70
64
58
52
80
74
67
60
54
20°C BELOW
STANDARD TEMP
_9oc
%
BHP
KTAS PPH
-
- - - - -
-
78 162 102
71
64
57
157
150
142
93
84
75
163 105
158 96
153
146
139
160
156
150
144
136
88
80
72
99
92
84
77
69
157
152
146
139
131
95
87
79
72
66
76
69
63
57
51
80
74
67
60
53
STANDARD
TEMPERATURE
11°c
%
BHP
KTAS PPH
167 105
162 96
157
149
88
80
141 72
164
159
152
145
137
99
91
83
75
68
71
66
61
55
49
68
62
57
51
46
160
156
149
142
134
157
151
145
138
129
89
82
75
69
62
94
87
80
73
66
71
65
59
53
48
75
69
63
57
50
20°c ABOVE
STANDARD TEMP
31°c
%
BHP
KTAS PPH
67
62
57
51
46
167
162
155
148
139
163
157
151
143
135
160
154
148
140
131
88
82
76
69
62
93
86
78
71
65
99
91
83
75
68
64 156
59 150
53 143
48 135
43 126
84
78
71
65
59
Figure 5-7. Cruise Performance (Sheet 1 of 12)
5-17
SECTION 5
PERFORMANCE
CESSNA
MODEL T210M
CRUISE PERFORMANCE
PRESSURE ALTITUDE 4000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, op-
, erate at 6 PPH leaner than shown in th is chart or at peak EGT if an EGT indicator is installed.
RPM MP
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 30
28
26
24
22
2200 30
28
26
24
22
73
67
61
55
49
77
71
65
59
52
20°c
BELOW
STANDARD TEMP
-13°C
%
BHP
KTAS PPH
- - - -
79
72
65
58
166 103
160 95
154 86
146
77
80
74
68
61
55
167 105
162 97
156
150
142
89
81
73
164 100
159 93
154
147
139
85
78
70
161
156
149
142
135
95
88
80
73
67
167
162
156
149
141
164
159
153
146
137
161
155
148
141
132
72
67
61
55
49
76
70
64
58
52
68
63
57
52
46
81
74
68
62
55
STANDARD
TEMPERATURE
1°c
%
BHP
KTAS PPH
171 106
166
160
97
90
153
145
81
73
90
83
76
70
63
95
88
81
74
67
99
92
84
77
70
71
66
60
54
49
76
70
64
58
51
64
59
54
49
44
68
63
58
52
46
20°c ABOVE
STANDARD TEMP
21°c
%
BHP
KTAS PPH
171
165
159
152
142
167
161
154
147
138
163
157
151
143
134
159
153
146
138
129
100
91
84
77
69
89
83
76
70
63
93
86
79
73
66
84
78
72
66
60
5-18
Figure 5-7. Cruise Performance (Sheet 2 of 12)
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 6000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed.
RPM MP
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 30
28
26
24
22
2200 30
28
26
24
22
73
68
62
56
50
77
72
66
60
53
81
75
69
62
56
20°c BELOW
STANDARD TEMP
-17°C
%
BHP
KTAS PPH
- -
79
73
67
59
169 104
164 96
158 88
150 79
170 106
166 98
160 90
153
146
82
75
168 101
163 94
157 87
150
142
79
72
164
159
153
146
138
96
89
82
75
68
73
68
62
56
50
STANDARD
TEMPERATURE
3°c
%
BHP
KTAS PPH
81
75
69
63
56
175 107
170 98
164 91
157
149
83
75
76
71
65
59
53
171
166
159
152
144
100
93
85
78
71
168
163
156
149
141
96
89
82
75
68
69
64
58
53
47
164
158
152
144
135
90
84
77
71
64
20°c ABOVE
STANDARD TEMP
23°c
%
BHP
KTAS PPH
76
70
65
59
53
175 100
169 92
163 85
155
146
78
71
72
66
61
55
50
69
64
58
53
47
170 94
164 87
158 80
150 74
142 67
166 90
161 84
154 77
147 71
138 64
65
60
55
50
44
162 85
156 79
149 73
141 67
132 61
Figure 5-7. Cruise Performance (Sheet 3 of 12)
5-19
SECTION 5
PERFORMANCE
CESSNA
MODEL T210M
CRUISE PERFORMANCE
PRESSURE ALTITUDE 8000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed.
RPM MP
2500 30
28
26
24
22
2400 30 81
28 75
26 69
24 63
22 57
20°c BELOW
STANDARD TEMP
-21°c
%
BHP
KTAS PPH
- - - - -
80
74
173
168
105
97
68
60
162
154
89
80
174
169
164
157
150
106
99
91
83
76
STANDARD
TEMPERATURE
-1°C
76 174
,...
71
65
169
162
60 156
54 t48
100
93
86
79
72
20°c ABOVE
STANDARD TEMP
19°c
%
BHP
KTAS PPH
%
-·
BHP
KTAS PPH
81 178 107
75, 173 99~
76
71
178
172
100
93
70
64
57
168
161
152
91
84
76
65 166
60 159
53 150
86
79
72
72 173
67 167
61
56
161
153
51 145
94
87
81
74
68
2300 30 78
28
22
72
26 67
24 60
54
171
167
161
154
146
102
95
87
80
72
73 171
68 166
63 160
57 152
51 144
96
90
83
76
69
69 170
64 164
59 158
54 150
48 140
90
84
78
72
65
2200 30
28
26
24
22
73
68
63
57
51
167
162
156
149
141
96
89
82
75
69
69 167
64 161
59 155
54
147
48 138
91
85
78
72
65
65 165
60 159
55 152
50 144
45 135
86
80
74
68
62
5-20
Figure 5-7. Cruise Performance (Sheet 4 of 12)
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
\
CRUISE PERFORMANCE
PRESSURE ALTITUDE 10,000 FEET
CONDITIONS:
3800 Pounds
, Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fue l economy at 70 % power or less , operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed.
RPM MP
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 30
28 -
26
24
22
2200 30
28
26
24
22
20°c BELOW
STANDARD TEMP
-25°C
%
BHP
KTAS PPH
- - -
80
75
69
62
- - - -
176 105
172 98
166
158
90
81
81 · 177
76 173
70
64
58
167
160
153
107
99
92
84
77
74
69
63
58
52
78 175 103
73 . 170 . · 96
67
61
55
164
157
149
88
81
73
171
166
160
153
144
97
90
84
77
70
70
65
60
54
49
74
69
64
58
52
81
76
71
65
58
STANDARD
TEMPERATURE
-5°C
%
BHP
KTAS PPH
182 107
177
171
164
156
99
92
85
77
77
71
66
60
55
178 101
172
166
159
151
94
87
80
73
175
169
163
156
147
170
165
158
151
142
97
90
84
77
70
92
85
79
73
66
69
65
60
54
49
20°C ABOVE
STANDARD TEMP
15°c
%
BHP
KTAS PPH
76 181
71 175
66
61
170
162
55 153
100
93
87
80
73
72
67
176
171
62 164
57
51
157
148
94
88
82
75
69
173
168
161
153
143
91
85
79
73
66
66 169
61 163
56 156
51 148
46 138
86
81
75
69
63
Figure 5-7 . Cruise Performance (Sheet 5 of 12)
..
5-21
SECTION 5
PERFORMANCE
CESSNA
MODEL T210M
CRUISE PERFORMANCE
PRESSURE ALTITUDE 12,000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mi x ture
Cowl Flaps Closed
NOTE
For best fuel economy at 70 % power or less, operate at 6 PPH leaner than shown in this chart or at pe ak EGT if an EGT indicator is inst a lled.
RPM MP
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 30
28
26
24
22
2200 28
26
24
22
20
69
64
58
52
46
79
73
68
62
56
81
76
70
65
59
20°c BELOW
STANDARD TEMP
-29°C
%
BHP
KTAS PPH
-
80
75
69
62
- - - -
180 105
175 98
169
161
90
82
181
176
170
164
156
107
99
92
85
78
179
174-
167
161
152
169
163
156
147
137
103
96
~~ )
82
74
91
84
77
70
63
%
BHP
KTAS PPH
81
76
71
185
18 .
0
174
107
99
93
65 168 · 85 -
59 159 78
77
71
66
61
55
STANDARD
• ,
'
TEMPERATURE /
·,
_9oc .
74
69
64
58
5 3
181 101
175 94
169
162
155
178
173
166
159
150
87
80
74
97
91
84
77
71
65
60
55
49
44
168
162
154
144
133
86
80
73
67
60
70
65
60
55
49
72
67
62
57
52
20°CABOVE
STANDARD TEMP
110c
%
BHP
KTAS PPH
76
71
66
61
55
184 100
178 93
173
166
87
81
156 73
179
174
167
160
151
177
171
164
156
146
94
88
82
76
70
91
85
79
73
67
61
57
52
46
41
166
159
151
140
129
81
75
70
63
57
5-22
Figure 5-7. Cruise Performance (Sheet 6 of 12)
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 14,000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed.
RPM MP·
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 30
28
26
24
22
2200 28
26
24
22
20
70
65
59
53
47
79
74
68
63
57
20°c BELOW
STANDARD TEMP
-33°C
%
BHP
KTAS PPH
-
;'-
- -
80 184 105
75
70
63
179
172
164
99
91
83
82
76
71
65
60
185 107
180 100
174 93
167
160
86
79
182 104
177 97
171
164
156
90
83
75
173
167
160
151
140
92
85
78
71
64
81
76
71
66
59
STANDARD
TEMPERATURE
-13°C
%
BHP
KTAS PPH
189 107
183 99
178
171
93
86
163 78
77
.1~2-
67
184 101
179
173
94
88
61
56
166
158
81
75
72
67
63
58
53
20°c ABOVE
STANDARD TEMP
1°c
%
BHP
KTAS PPH
76
71
67
62
56
187 100
182
176
169
160
93
88
81
74
183
177
170
163
154
95
89
83
77
71
66
61
56
50
45
74
70
61r-·
59
53
182
176 92 66 174 86
-no·· · · ·i:nr
61 167 80
162
153
98
78
72
70
55
50
180
159
150
92
74
68
172
165
157
148
136
87
81
74
62. 169
57
52
68 47
61 42
162
154
143
131
82
76
70
64
58
Figure 5-7. Cruise Performance (Sheet 7 of 12)
5-23
SECTION 5
PERFORMANCE
CESSNA
MODEL T210M
CRUISE PERFORMANCE
PRESSURE ALTITUDE 16,000 FEET
CONDITIONS :
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at pe ak EGT if an EGT indicator is installed.
RPM MP
2500 30
28
26
24
22
2400
30
28
26
24
22
2300 30
28
26
24
22
2200 28
26
24
22
20
70
65
60
54
48
81
76
71
66
60
79
74
69
63
57
20°c BELOW
STANDARD TEMP
37°c
%
BHP
KTAS PPH
-
-
-
80
75
70
63
187 105
182
176
99
91
167 83
188 107
183 100
177
171
163
93
86
79
186 103
180 97
174
167
159
90
83
76
176
170
163
154
143
92
86
79
72
65
STANDARD
TEMPERATURE
-17°C
%
BHP
KTAS PPH
81
76
71
66
60
192 106
186 99
181
174
93
86
166 79
77
72
67
62
57
74
70
65
59
54
185
179
173
165
157
66
62
56
175
169
161
5 1 151
45 139
187 101
182 94
176 88
169
161
81
75
97
92
85
79
72
87
81
75
68
62
62
58
53
48
42
70
66
61
56
51
20°c ABOVE
STANDARD TEMP
3°c
%
BHP
KTAS PPH
76
71
67
62
56
191
185
179
172
162
72
67
63
186
180
173
58 166
53 . 157
183
177
170
162
152
172
165
157
146
134
100
93
88
81
74
94
88
83
77
71
91
86
80
74
68
82
77
71
65
59
5-24
Figure 5-7. Cruise Performance (Sheet 8 of 12)
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 18,000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed.
RPM MP
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 30
28
26
24
22
~
2200 26
24
22
20
79
74
69
64
58
81
76
71
66
61
66
61
55
49
20°c BELOW
STANDARD TEMP
-41°C
%
BHP
KTAS PPH
- - -
80 191 105
75 185 99
-
70
63
179
171
91
84
192 107
186 100
180
174
93
87
167 80
189 103
184
178
171
163
97
91
84
77
174
166
157
146
87
80
73
66
STANDARD
TEMPERATURE
-21°c
%
BHP
KTAS PPH
81
76
71
66
60
196 106
190 99
184 93
177 86
168 79
76
71
67
62
• 56
20°CABOVE
STANDARD TEMP
-1oc
%
BHP
KTAS PPH
194 100
188
182
174
165
93
88
81
75
77
72
67
62
57
191 101
185 94
179 88
172 82
164 76
72
67
63
58
54
189
183
176
169
160
94
88
83
77
72
74
70
65
60
55
62
57
51
46
188 97
183 91
176 86
169 79
160 73
172 82
164 76
154 69
142 63
70
65
61
56
51
58
54
48
43
186
180
173
165
155
169
160
149
136
91
86
81
75
69
77
72
66
59
Figure 5-7. Cruise Performance (Sheet 9 of 12)
5-25
SECTION 5
PERFORMANCE .
CESSNA
MODEL T210M
CRUISE PERFORMANCE
PRESSURE ALTITUDE 20,000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed.
RPM MP
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 28
26
24
22
2200 24
22
20
74
69
64
59
61
55
49
81
76
71
66
61
20°c BELOW
STANDARD TEMP
-45°C
%
8HP
KTAS PPH
- -
80 194 105
75
70
64
188
182
173
98
91
84
195 106
189 100
183 93
177
170
87
81
187
181
174
166
170
160
149
97
91
84
78
81
74
67
STANDARD
TEMPERATURE
-25°c
%
BHP
KTAS PPH
80
75
7.1
66
60
198 105
193 99
187
180
93
86
171 79
76
71
66
62
56
20°C ABOVE
STANDARD TEMP
-5°C
%
BHP
KTAS PPH
197
190
184
177
167
99
93
87
81
75
69
65
60
55
58
52
46
~
67
62
57
194 100 72 192 94
·
,aa
94 67 185 88
182 88 63 179 83
175 82 58 171 77
167 76 54 162 72
185
{'jg
172
163
167
1~6
144
91
86
80
74
76
70
63
65
61
57
52
182
176
168
158
54
49
163
151
44 138
86
81
75
70
72
66
60
/ ~
~
_ _
I
.
t
,-.,,.,
·,
Figure 5-7. Cruise Performance (Sheet 10 of 12)
5-26
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 22,000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed. r--
RPM MP
2500 30
28
26
24
22
2400 30
28
26
24
22
2300 26
24
22
20
2200 24
22
20
20°c BELOW
STANDARD TEMP
-49°C
%
BHP
KTAS PPH
80
76
71
66
61
- - - - - -
80 197 104
-
75
69
63
191
184
175
98
91
83
197 105
192 99
186
179
172
93
86
80
69
65
59
54
184
178
170
161
61
56
50
173
163
151
91
85
79
73
81
74
67
STANDARD
TEMPERATURE
-29°c
%
BHP
KTAS PPH
20°c ABOVE
STANDARD TEMP
_ 9oc
%
BHP
KTAS PPH
80 202
75 196
70
65
59
190
182
173
104
98
92
86
79
75
70
66
61
56
199
193
186
178
168
·
-r, , 1.
96
191
99
93
71
67
194
188
67
62
57
184
177
168
87
82
76
62
58
54
181
172
163
65
61
56
51
182
175
166
157
58 170
52 159
47 147
.
86
80
75
69
77
70
64
61
57
53
48
54
49
44
178
171
161
151
165
154
140
81
76
71
65
73
67
61
93
88
82
77
72
98
92
87
81
74
Figure 5-7. Cruise Performance (Sheet 11 of 12)
5-27
SECTION 5
PERFORMANCE
CESSNA
MODEL T210M
CRUISE PERFORMANCE
PRESSURE ALTITUDE 24,000 FEET
CONDITIONS:
3800 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 70% power or less, operate at 6 PPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed.
RPM MP
2500 28
26
24
22
2400 28
26
24
22
2300 26
24
22
20
2200 22
20
75
70
65
60
69
65
60
55
20°c BELOW
STANDARD TEMP
-53°C
%
BHP
KTAS PPH
79
74
68
62
200 104
194 97
186
177
90
82
195
188
181
173
99
92
85
79
187
181
173
164
56
50
165
154
91
85
79
74
74
68
STANDARD
TEMPERATURE
-33°C
%
BHP
74
70
64
59
KTAS
198
192
183
174
PPH
98
91
85
78
71
66
61
57
193
186
178
170
93
87
81
75
65
61
57
52
52
47
185
178
170
160
161
148
86
81
75
70
70
64
61
57
53
49
49
44
20°c ABOVE
STANDARD TEMP
-13°C
%
BHP
KTAS PPH
70
65
60
55
196
188
179
169
92
86
80
74
66
62
57
53
190
182
173
164
87
82
76
71
181
173
164
154
155
141
81
76
71
66
66
61
5-28
Figure 5-7. Cruise Performance (Sheet 12 of 12)
CESSNA
MODEL T210M
SECTION 5
PERFORMANCE
,, , , ...--.....
.,
RANGE PROFILE
45 MINUTES RESERVE
534 LBS. USABLE FUEL
CONDITIONS:
3800 Pounds
Recommended Lean Mixture for Crui se
Standard Temperature
Zero Wind
NOTES :
1 . This chart allows for the fuel used for engine start, taxi, takeoff and climb an d the distance during climb (as shown in Figure 5-6) for a normal climb up to 20 , 000 feet and maximum rate o f climb above 20,000 feet.
2 . Reserve fuel is based on 45 minut e s at 45% BHP and is 46 lbs .
24,000
192 KTAS '
I I I I
176 KTAS
~155 d'.]
KTAS
~ ~
202 KTAS ·1
I j
20,000
16,000
191 KTAS
,
I
I
I l
180 KTAS:'.' ~ ; 166 KTAS' 149 KTAS'
I j
' j
Iw w u..
I
12 , 000
J ,
' j
LU
Cl
:::)
Ii'.= 8000
...J c:i:
' o'f'
I
'&
154f-f-, I
, J
I
J
I j ~
,"&
I j
4000
___ 177 KTASl _ 168 KTAS11~ 156 KTAS-( 142 KTAS'
~
I
~ ~
0:f~
If~
I~ I~
~
~
I~
~
JC
,~ I
1~
J ~
~
I
I
I f - ~
-
S.L.
KTAs::::l/ 156 KTAS, , 146 KTAS~r1 134 KTAS-.
700 750 800 850 900 950 1000
RANGE NAUTICAL MILES
Figure 5-8 . Range Profile
5-29
SECTION 5
PERFORMANCE
CESSNA
MODEL T210M
ENDURANCE PROFILE
45 MINUTES RESERVE
534 LBS. USABLE FUEL
CONDITIONS:
3800 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb and the time during climb (as shown in Figure 5-6) for a normal climb up to 20,000 feet and maximum rate of climb above 20,000 feet.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 46 lbs.
5-30
\
24,000
.. ,·
20,000
I
I
I
16,000 w w lL w
0
:::i
1-
5
<(
12,000
8000
4000
-
-
-
S.L.
4
I i
I
!
I
!
I
I
I
I
--+
I a: w-a: w > - > a: w
-+
$-t$
> - > -
$
=t
~t
7
I !
~t-
0
C.
> - > -
0
*
;'
>- >-
0
I i a: w
$
I
0
0
(l)
I
C.
*
I
I
C.
*
I
I i r.
6 7 5
ENDURANCE - HOURS
Figure 5-9. Endurance Profile
8
LANDING DISTANCE
CJ1 c.,
.....
,-.
CJ1 l,
N)
I
!SHORT
FIELD!
CONDITIONS:
Flaps 30°
Power Off
Maximum Braking
Paved, Level, Dry Runway
Zero Wind
NOTES:
1. Short field technique as specified in Section 4.
2. Decrease distances 10% for each 10 knots headwind. For operation with tailwinds up to 10 knots, increase distances by
10% for each 2.5 knots .
3. For operation on a dry, grass runway, increase distances by 40% o f the " ground roll" figure.
SPEED
WEIGHT AT
LBS 50 FT
KIAS
3800 7 1 o 0 c 10°c 20° c 30°c 40°c
PRESS
ALT
FT
TO T AL TOTAL TOTAL TOTAL TOTAL
GRND TO C L EAR GRN D TO C L EA R GRN D T O CLE A R GRND TO CLEAR GRND TO CLEAR
ROLL 50 FT OBS ROLL 50 FT OBS ROL L 5 0 FT OBS R O L L 50 FT OBS ROLL 50 FT OBS
S.L. 725
10 0 0 750
2000 780
3 0 00 8 10
4000 840
50 0 0 8 7 0
6000 9 05
7000 940
8000 9 7 5
1440
1480
1525
1565
1615
1660
17 10
1765
1815
750 1480
78 0 15 2 0
810 15 6 5
840 161 0
87 0 166 0
905 1710
94 0 1765
975 1815
101 0 1870
780 1520
8 05 15 6 0
835 1605
8 70 1660
90 0 17 0 5
935 1755
970 18 1 0
1010 1870
1050 1930
Figure 5-10 .
' nd i n g D ist a n c e
805
835
865
900
930
965
1005
1045
1085
1560
1 6 05
1650
1705
1750
1805
1860
1 920
1980
830
860
895
930
965
1000
1035
1075
1120
1600
1645
1695
1750
1800
1855
1910
197 0
2035
~
:;rJ
1-:tj om
:;rJ trJ
~Q zO trJ
CJ1
~Q
0 trJ t::;
CJ) trJ
CJ) t-' z
~;:c,
N) .....
0
~
Nose Wheel
Left Main
Right Main
·;;; s,_,,,
Reg. No
N761YM
.I
.)
Weight and Balance
Prior values:
Model
Cessna T210M
Weight
Pounds
811
797
792
Arm
Inches
Serial No .
21062625
Moments
Inch/Pounds
-7.4
64.4
64.4
6001.4
51326.8
51004.8
A. New Empty Weight
B. New Empty CG
C. New Empty Weight CG Moment
New Total: 2400 40.138 96330 .
20
2400 Pounds
40.138 Inches
96330.20 Inch/Pounds
This new weight and balance information superseads all previous weight and balance data
For aircraft loading, see instructions in Weight and Balance Section of the Aircraft Flight Manual.
. .
. -:::
~-------
Mano Ftlic~ .. ---:::::::7 ~ ..,,.,. __,,,.,,._
..6,__;:;--:,,,,. _ .-/
A&P 3421289
? 7 ~ 6 " ; ·--·· · ·
Date: 12/11/2020
CESSNA
MODELT210M
SECTION 6
WEIGHT & BA.LANCE/
EQUIPMENT LIST
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
TABLE OF CONTENTS
Introduction . . . . . . . . .
Airplane Weighing Procedures
Weight And Balance .
Baggage Tie-Down
Equipment List
Page
6-3
. 6-3
. 6-6
. 6-6
6-15
6-1/(6-2 blank)
,.
~-
CESSNA
MODELT210M
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
INTRODUCTION
This section describes the procedure for establishing the basic empty weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment for various operations are also provided. A comprehensive list of all Cessna equipment available for this airplane is included at the back of this section.
It should be noted that specific information regarding the weight, arm, moment and installed equipment list for this airplane can only be found in the appropriate weight and balance records carried in the airplane .
AIRPLANE WEIGHING PROCEDURES
1. Preparation: a. Inflate tires to recommended operating pressures. b. Remove the fuel tank sump quick-drain fittings and fuel reservoir quick-drain fittings to drain all fuel. c. Remove oil sump drain plug to drain all oil. d. Move sliding seats to the most forward position. e,. Raise flaps to the fully retracted position. f. Place all control surfaces in neutral position.
2. Leveling: a. Place scales under each wheel (minimum scale capacity, 1000 pounds). b. Deflate the nose tire and/ or lower or raise the nose strut to properly center the bubble in the level (see figure 6-1).
3. Weighing: a. With the airplane level and brakes released, record the weight shown on each scale . Deduct the tare , if any, from each reading.
4. Measuring: a. Obtain measurement A by measuring horizontally (along the airplane center line) from a line stretched between the .main wheel centers to a plumb bob dropped from the firewall. b. Obtain measurement B by measuring horizontally and parallel to the airplane center line, from center of nose wheel axle, left side, to a plumb bob dropped from the line between the main wheel centers. Repeat on right side and average the measurements.
5. Using weights from item 3 and measurements from item 4, the airplane weight and C.G. can be determined.
6. Basic Empty Weight may be determined by completing figure 6-1.
6-3
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
Datum (Firewall , Front Face, Lower Portion)
Sta. 0.0
CESSNA
MODELT210M
Level on Leveling Screws
(Left Side of Tailcone)
N L& R
Scale Position Scale Reading
Left Wheel
Right Wheel
Nose Wheel
Sum of Net Weights (As Weighed)
Tare Symbol
L
R
N w
Net Weight
X =ARM= (A) - (N) x (B) ; X = { w
Item
) {
) X (
) = (
Weight {Lbs.)
Moment/1000
X C.G. Arm (In.)= (Lbs.-ln.)
Airplane Weight {From Item 5, Page 6-3)
Add: Oil (11 Ots at 7.5 Lbs/Gal)
Add : Unusable Fuel (1 Gal at 6 Lbs / Gal)
Equipment Changes
21
6
-12.5
23
-0.3
0.1
,..--,,,
Airplane Basic Empty Weight
Figure 6 1. Sample Airplane Weighing
6-4
0:,
01
AIRPLANE MODEL
DATE
ITEM NO.
In Out
SAMPLE WEIGHT AND BALANCE RECORD
{Continuous History of Changes in Structure or Equipment Affecting Weight and Balance)
DESCRIPTION
OF ARTICLE OR MODIFICATION
I
SERIAL NUMBER
WEIGHT CHANGE
ADDED(+) REMOVED H
I PAGE NUMBER
RUNNING BASIC
EMPTY WEIGHT
Wt.
{lb.)
Arm
{In.)
Moment
/1000
Wt.
(lb.)
Arm Moment
{In.) /1000
Wt. Moment
Ob.) /1000
~o
0 t;I t:l al t;I al t"'~
>-3
.....
~
Figure 6-2. Sample Weight and Balance Record
~
.... ti:10 o::r: q >-3
:;a&o t;I al > t;I
Zt"'O
>-3
>
>-3
..... o,..,. al t;I
Lj
>-3 --
0:,
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODELT210M
WEIGHT AND BALANCE
The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure weight and balance , use the Sample Loading Problem, Loading Graph, and
Center of Gravity Moment Envelope as follows :
Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane, and enter them in the column .
-----.
. titled YOUR AIRPLANE on the Sample Loading Problem .
NOTE
In addition to the basic empty weight and moment noted on these records , the C.G. arm (fuselage station) is also shown, but need not be used on the Sample Loading
Problem. The moment which is shown must be divided by
1000 and this value used as the moment/ 1000 on the loading problem.
Use the Loading Graph to determine the moment/ 1000 for each additional item to be carried, then list these on the loadin g problem.
NOTE
Loading Graph information for the pilot, passengers and baggage is based on seats positioned for average occupants and baggage loaded in the center of the baggage areas as shown on the Loading Arrangements diagram .
For loadings wh i ch may differ from these, the Sample
Loading Problem lists fuselage stations for these items to indicate their forward and aft C.G. range limitation (seat travel or baggage area limitation). Additional moment calculations , based on the actual weight and C.G
. arm
(fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the
Loading Graph.
Total the weights and moments/ 1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable.
BAGGAGE TIE-DOWN
A nylon baggage net having six tie-down straps is provided to secure baggage in the area aft of the wheel well and on the backs of the fifth and sixth seats when they are used for stowing baggage .
6-6
CESSNA
MODELT210M
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
When using the oaggage net to secure baggage stowed aft of the wheel well, only four of the net tie down straps are usually used . They are fastened to the two tie-down rings located on the forward edge of the wheel well and two rings at the bottom edge of the rear cabin window. If the fifth and sixth seats are not occupied, the seat backs may be folded forward to create more baggage area. If this area is used , all six tie-down straps must be used. Tie the front straps of the net to the front legs of the fifth and sixth seats and the remaining four straps to the tie-down rings provided.
Weight and balance calculations for baggage forward of the wheel well and stowed on the backs of the fifth and sixth seats can be figured on the
AFT PASSENGERS line of the Loading Graph .
Note that the baggage load in this area is limited to 120 pounds . A separate line is provided for computing weight and balance of baggage in the baggage area aft of the wheel well.
6-7
~
00
/
.
)
C .
G .
I '
C.G
.
ARM
LOADING
ARRANGEMENTS
* Pilot or passenger center of gravity on adjustable seats positioned for average occupant. Numbers in parentheses indicate forward and aft limits of occupant center of gravity range.
**Baggag e area center of gravity.
*
37-
* 7 1 - \ C l
(61-77) I ~
(34-46) n/
* 7 1 - ~ C l n r
BAGGAGE
1
101 r
AFT PAss.
- 1 1 - -
1
II ** 101-
ON AFT SEAT
WHEEL
WELL
WHEEL
WELL
NOTE:
The aft baggage wall (approximate station 152) can be used as a convenient interior referen ce point for determining the location of ba gg a ge a rea fuselage station.
** 13 8 - - l ~ A G E
152
6 OCCUPANTS
AND AFT BAGGAGE
**13a--\~AGE
4 OCCUPANTS
BAGGAGE ON AFT SEAT
AND AFT BAGGAGE trl ::El
CJ)
D trl trl c::: ..... o
HO
1-j
'l:l ::i:: .....
~o-,30 l?=:l,,,,z
Z
«en
,-,3 to
>
CJ)>
'"'3z
--
0 trl
~
0
C, l?=:l . t"' 0 trl
'"'3m l\:) CJ)
5z
~>
)
Figure 6-3. Loading Arrangements
) ) ) ) )
CESSNA
MODEL T210M
SECTION 6
WEIGHT & BALANCE/
EQUIPMEm LIST
CABIN HEIGHT MEASUREMENTS
•
,,,,......,..
,
48"
47" L __
- - - - 4 6 " ' - - - . J - - - - 41½"~ - - -
- - - - - 6 5 ' '' - - - - - - - - - - + + - - - - - - 5 9 ½ " · - - - -
FIREWALL
65 .
4
27 "
152
DOOR OPENING DIMENSIONS
WIDTH
WIDTH
I
HEIGHT
I
HEIGHT
(TOP) (BOTTOM) (FRONT) (REAR)
CABIN DOOR
BAGGAGE DOOR
31"
19 "
36"
28½ "
40" I
8½ "
I 38½"
14¾ "
=WIDTH=
• LWR WINDOW
LINE
*
CAB I N FLOOR
CABIN WIDTH MEASUREMENTS
•
REAR DOORPOST BULKHEAD
~
Figure 6-4. Internal Cabin Dimensions
6 9
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODELT210M
SAMPLE
LOADING PROBLEM
SAMPLE
,<nl 'tM
YOUR
AIRPLANE AIRPLANE
Moment Moment
Weight (lb.-ins. Weight (lb.-ins.
(lbs.)
/1000)
(lbs.)
/1000)
1. Basic Empty Weight (Use the data pertaining to your airplane as it is presently equipped.
Includes unusable fuel and full oil)
2. Usable Fuel ( At 6 Lbs./Gal.)
Standard Tanks (89 Gal. Maximum)
Reduced Fuel (64 Gal.)
3. Pilot and Front Passenger (Station 34 to 46)
4. Center Passengers (Station 61 to 77)
5. Aft Passengers .
6. Baggage - Forward of wheel well on folded down aft seat (Station 89 to 110) (120 lbs. max.)
7. Baggage - On and aft of wheel well
(Station 110 to 152) (120 lbs. max.).
2342
384
340
340
340
70
99.6
16.5
12.6
24.1
34.3
::!.4.£1.9
lV!31
9.7
8. RAMP WEIGHT AND MOMENT
9. Fuel allowance for engine start, taxi and runup
10. TAKEOFF WEIGHT AND MOMENT
(Subtract step 9 from step 8)
3816
-16
196.8
- .7
3800 196.1
11. Locate this point (3800 at 196.1) on the Center of Gravity Moment Envelope. Since this loading falls within the shaded area of the moment envelo[Je, [Jroceed with steps
12, 13 and 14. If the computed loading point falls within the clear area of the moment envelope, no further steps are required and the loading is assumed satisfactory for takeoff and landing.
12. Estimated Fuel Burn-Off (Climb and Cruise)
(38 gallons at 6 lbs./gal.)
13. Subtract step 12 from step 10 for estimated airplane landing weight
-228
3572
-9.8
186.3
14. Locate this point (3572 at 186.3) on the Center of Gravity Moment Envelope. Since this point falls within the overall envelope, the loading may be assumed acceptable for landing.
Figure 6-5. Sample Loading Problem
6-10
) )
)
) )
0
600
50 100
LOAD MOMENT / 1000 (KILOGRAM MILLIMETERS}
150 200 250
I
300
I
350 400 450
_ 400
V)
0 z
::::,
0 e:c
I-
~ 300 w
;,: o 250
<( g
550
500
450
150
-
LOADING GRAPH
I I I I I L I i I ,
- 89 GAL. MAX. v';,
(336,9 LITA ES}
0'?"·
~0_,'i-;~o
(302,a1 fo'vJ6
"'·'
'<.;j#70 (265,0}
.
~ -
<,;;_
-s!'0 .
~
<l
~ w u
I I I.I
60 (227,1}
0 ~ 50 (189,3}
,/ -
.,
40 (151,4}
,::, I
<l, ~-
~30°(113,6/
., s'<-~
0
'<-'?--"'
~<,_,'?--
'I~~
.
e,'<-~ ~i,,.-t--·li,..~\
<oS·
~~
S
II>--
1,0
~ '~o~~
'<-'?--s <;>'<-o i,..ss'<-~& ~o'-
~\,~1>--0'<-
<ol"'
250
225
....
75
100
10
50
(37 , 9} -
~
00
11
5
. 20
(75,7).
-
~ of f>,f i,,.'j.,\
~ f>.~1)1,<oS I'll
Gf'"\:.
;:l
1,\'J.O
"''of'"
\j>l\-1'<-
1:-1'II .
.
15
-
~
10 '
-
50
25
20
25
' 30
35
40 0
LOAD MOMENT / 1000 (POUND INCHES}
NOTES: Lines representing adjustable seats show th e pi l ot or passenger center of gravity on adjustab l e seats positioned for an average occupant. Refer to the Loading Arrangements diagram for forward and aft limits of'occupant C.G. range.
200
.... u,
::;;
175 <( a:
(!)
0
...I
150 g
125
100
I-
I
~
;,:
0 c3
...I
Figure 6-6. Loading Graph a::o ot:<.1 t:l t:<.1 t"' en en z
,-,3>
....
~
~
.... t:<.10
D p:: c:::
'"'3
::a
&a:: tJj en t:<.1>t:<.1
Z t"' 0
,-;_i>>-,3 z o en t:<.1""'
'"'3 ---
0:,
, ., -
ii, a
3200 z
:::l
0 eo
3100 f--
:c
(!)
3000 i
UJ z
<( 2900
..J
Q.
0::
~ a w a
<(
0
..J
2800
2700
2600
2500
2400
2300
2200
2100
2000
70
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODELT210M
LOADED AIRPLANE MOMENT/1000 (KILOGRAM - MILLIMETERS)
900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400
1750
1700
3700
3600
1650
1600
3400
1550
1150
Loadings within clear area are satisfactory for takeoff and landing. In shaded area, takeoff is approved, but computation of loading after estimated fuel burn-off must be made to verify that e.g. will re'main within overall envelope for landing.
1100
1050
1000
1500 ii,
:;;
1450 <( c::
(!)
0
..J
1400 ,2
1350 r
:c
~ w
,;
1300 w z
<(
..J
0. c::
1250
~ a w a
1200
<(
0
..J
950
90 100 110 120 130
LOADED Al RPLANE MOMENT/1000 (POUND-INCHES)
Figure 6-7. Center of Gravity Moment Envelope
..............
6-12
CESSNA
MODELT210M
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
,_
I
"
;:
300 0
925 950 975 1000
A IRPLANE C.
G. LOC A TION MILLIME T ER S A FT OF D A TUM (STA . 0.0)
1025 1050 107 5 1100 11 25 1150 11 7 5 12 00 1225 1 2 50 1275 1300 13 25 1350
17 50
1700
1 650
1600
1 5 50
I
1500
1 450
1 400 vi
"
"
g
....
:,:
1 3 50
1300 ~
"'
1250
1200
:il
0
"
1150
1100
1050
1000
950
37 38 39 40 41 42 43 44 45 4 6 47 48 4 9
AIRPL A N E C.G
. LO C ATION · INC HE S A F T OF DAT U M (ST A. 0 .
0)
50 5 1 5 2 53
Figure 6-8 . Center of Gravity Limits
6-13/(6 14 blank)
CESSNA
MODELT210M
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
EQUIPMENT LIST
The following equipment list is a comprehensive list of all Cessna equipment available for this airplane. A separate equipment list of items installed in your specific airplane is provided in your aircraft file. The following list and the specific list for.your airplane have a similar order of listing .
This equipment list provides the following information:
An item number gives the identification number for the item. Each number is prefixed with a letter which identifies the descriptive grouping (example: A. Powerplant & Accessories) under which it is listed. Suffix letten identify the equipment as a required item, a standard item or an optional item. Suffix letters are as follows:
-R = required items of equipment for FAA certification
-S = standard equipment items
-0 = optional equipment items replacing required or standard items
-A= optional equipment items which are in addition to required or standard items
A reference drawing column provides the drawing number for the item.
NOTE
If additional equipment is to be installed, it must be done in accordance with the reference drawing, accessory kit instructions, or a separate FAA approval.
Columns showing weight (in pounds) and arm (in inches) provide the weight and center of gravity location for the equipment.
NOTE
Unless otherwise indicated, true values (not net change values) for the weight and arm are shown. Positive arms are distances aft of the airplane datum; negative arms are distances forward of the datum.
NOTE
Asterisks (*) after the item weight and arm indicate complete assembly installations. Some major components of the assembly are listed on the lines immediately following. The summation of these major components does not necessarily equal the complete assembly installation.
6-15
....
Ol
ITEM NO
EQUIPMENT LIST DESCRIPTION
AO 1-R
A05-R
A09-R
A09-0
AZl-S
A33-R
A37-R
A41-R
A45-R
A49-R
A5 3-R
A57-R
A61-A
A70-A
A. POIIERPLANT & ACCESSORIES
ENGINE, CDNT!NENT<\L TSIO 520-R
TWO MAGNETOS WITH IMPULSE COUPLING
0 IL COOL ER MOUNTING PROV I SI 01\S
OIL COOLER, NON-CONGEALING MODINE
TWELVE lEMM X 3/4 20-3A SPARK PLUGS
STARTER, 24 VDU PRESTOLITE
FILTER f!\JGINE AIR INDUCTION
ALTf=RNATOR, 28 V'.lLT, 60 AMP
ALTERNATOR l\JSTL, S5 AMP, NET CHANGE
ALTERNATOR, <;5 AMP, 28 VCLT
FIL TEP, FULL FLOW ENGINE
ENG[NE ADAPTn ASSY ml
FILTER CA!\J A SSE MBL Y, AC c4369S2
FIL HR ELEMENT Kl T, AC 6435683
PRO PELL ER 3 BLADE MCCAULEY
03A34C402/SCDFA-l0
GOVERNOR, PROPELLER ( WOODIIARD ~210452 OR
MCCAULEY C290-D4/T2)
SPINNER, PROPELLER
TURBOCHARGER ASSEMBLY
TURBOCHARGER WASTE GATE VALVE ASSEMBLY
TURBOCHARGER CONTROLLER
TURBOCHARGER OVER800ST RELIEF VALVE
VACUUM SYSTEM, ENGINE DRIVEN PUl'P
VACUUM PU'IP !AV. OF 4 TYPES)
RELIEF V,1LVE
MISC HOSES, CLAMPS & ETC.
PRIMING SYSTEM, MANIFOLD 2 POINT
B. LA!\lDING GEAR & ACCESSORIES
BO 1-Rl W El , BR AKE & TIRE A S S -Y, wf-EEL ASSY, CLEVELAND
BRAKE ASSY, CLEVFLAND
BR AKE A SSY, CLE VELA ND
TIRE, 8PLYR6.TED
TUBE
600X6 MAIN 121
40-758 IHCH)
30-52 I LEFT}
30-52 (RIGHT)
(UCl-i)
(EACl-il
REF DRAWING
1250800
SLICK t-62
EQ 5968
TCM 635994
SL 35 0 C
TC~ 634433
1250846
C611503-0102
1601)21-2
C611505-010
0750606-9
1250922-1
Cl61007-) 10 l
C2945J5-0101
C2945J5-Dl02 l
Cl6104J-C, 106
Cl & 1 0 3 2 -0
1250419
1 O l
C295001-C 10 l
Cl65006-:H01
Cl65004-D 502
C482002-0108
1201144
C431003
C4B2001-05Jl
2101010
1241156-134
Cl63001-0301
Cl63030-0304
C1630 30-0 30 3
C262003-J208
C262023-J 102
) ) ) ) )
WT LBS
458.8*·
12.9
2.3
6.4
3.1
17.8
1.0
11. 5
6 .4•
15.8
4. 5•
2.0
1.8
0.3
73
.o
3.0
3.0
3.5
23.0
4.0
2.5
1.5
5. 6t
2.8
0.6
1.8
1.3
ARM INS
-18. 011
-12.5
-32.5
-32.5
-19 .5
-5.0
-4.0
-t.o
-4 .3~
-5.5
-5
.o•
-5.3
-4.8
-4.8
-44
.o
- 35 .5
-35.5
-44.5
-13.0
-26.5 o.o
-7.0 l. 1 •
-3.7
2.3
4.6
4.1 l':l ~
D
~
..... c;:i~
'1:1
~~o z l':l l':l
..... o
::r: .....
&'>
~Oj z
(» s::~
00:;i:, ~z
0 l':l --
40. 4~
6.2
2.8
2.8
9.2
1.8
64 .411'
64.0
66.5
66.5
64.0
64.0
~
0 t:!
!?:lo t"' l':l
~{/.l r.,., {/.l bZ
~>
) )
Ol
I
~
-.J
ITEM NO
EQUIPMENT LIST DESCRIPTION
REF DRAWING
FIOl-R-2
F\04-R-1
R04-R-2
W H EL , RR AKE &
1-,1EEL AS SY,
RRAK E ASSY
BR AKE ASS Y
TIRE, 8PLY
W
TUBE f- EEL AND T [R E
WHEEL ASSY,
TIRE, 6 PL't
TUBE
WHEEL AND Tl~E
\o,HEL ASSY
TIPE, 6 PL 't
TUBE
TIRE hSSY, 600X6 M6IN 12)
MCCAULEY
R~ TED
ASS\' 500X5
CLEVELAND
RA TED
I LEFT l
(PI:;YTI
( E ,\CH)
( E,\CH)
NCSE (CLE VELAI\DI
40-77
ASSY,
RA TED
50GX5 NCSE (MCCAULEY)
Cl63016B0115
Cl63004-0102
C 16 3 O 3 2 -0 2 ::> 6
Cl63032-::>205
C2620J3-0208
C26 20 23-0 1::>2
Cl63018BJ107
1241156-12
C26 2003-0 20 2
C262023-010l
Cl63018B)l03
Cl6 30,)5-0 20 l
C26 2003-:.JZO 2
C262023-0l01
C. tLFC TRICAL SY STE MS
COl-R-1
CO 1-R- 2 co
1-0
C04-R
C07-A
Cl9-0
C22-A
C23-A
C25-A
C3l-A
C40-A
C43-A
C46-A
C49-S
C61-A
BAT TE R Y , 2 4 VOL T, 14 A '-1 P HR
BATTERY, 24 VOLT, 14 AMP HR
BATTERY, 24 VOLT, 17 AMP HR
REGULATOR, 28 VOLT AL TERNA TOP
GROUND SE'RV!CE PLUG i<-ECEPTACLE
HATING SYSTEM, STALL SFI\SOR & Pl TOT HFAD
IN ET CHANGE l
L IGI-T INSTL., INSTRLMENT POST ( SET CF 18)
LIGf-TS, INSTRLME'H PANEL, ELECTROLUM!NES
L IGI-T INSTALLATIJN, CONTROL hHEH 1-'AP
COURTESY LIGHTS, h!NG UNDERSIDE (SET OF 2)
DETECTORS, NAVIGATION LIGHT (SET OF 21
L IGl-<T INSTALLATION, OMNIFLASH dEACON
BEACON LIGl-<T IN FIN TIP
FLASHR POWER SUPPLY (IN FIN TIP)
LIGf-T INSTL, WING T!P STROBE
FLASHING POWEi< SLPPLV
STROBF LIGHTS IN WING T!P {SET CF 21 l IGHTS, COWL MOUNTED LANDING & HXI l I G HT 8 UL B S ( SE T OF 2 )
LlGI-T INSTALLATION, ICE DETECTOR OHI\JG)
)870060
C614001-0101
C61400l-O 102
C6l10J2-010 5
1270652
1201093-1
2101009
2101009-5
1260243
1221103
12212Jl
1201049
C62l001
C594502-01:)
1201129
C622004-0 lCJ
1213401
GE 4591
1
1
C622003-0104
1201100
27. 5
22.8
24.8
0. 5
2.0
0.4
0.5
2.3
0.1
0.5
N EGL
1. 6'
0.4
0.1
3.M
2.3
0.2
2. Qt
1.0
0.6
WT LBS
4 2. 2•
7.1
3.0
3.0
9.2
1.8
9.
Qt
2.8
5.0
1.2
«
2.4
4.7
1.2
ARM INS
64.41<
64.0
66.5
66.5
64.0
64.0
- 7. 4*
-7.4
-7.4
-7.4
-7.4
-7.4
-7 .4
"
3.0
3.0
3.0
3.0
-4.5
43.4
18.5
17.5
22.5
51.4
2 2 6. 0"'
253.0
2 53. l
38 .91<
39.9
38.7
- 28. 5*
-31.5
9.6
::El
.._, t:c:lO o::r:
~&"
~
CJ) z t" (')
...,,►...,, t"
CJ) z 8 t:cj
£,
>-,3---.m
~(') ot:c:l t:I
CJ) t:cj CJ) t" z
...,,>
I):) .....
~
0)
I ....
00
ITEM NO
EQUIPMENT LIST DESCRIPTION
) \
)
)
REF DRAWING
D • IN S TR UME NT S
001-R
001-0
004-S
D07R
Du 7-0-1
D07-0-2
D10-A
016-A-l
016-A-2
016-A-3
025-S
D38-R
041-R
043-R
D49-A
05 5-R
D64-Al
D64-A-2
D64-A-3
D64-A-4
D64, A-5
IN DIC ATOR, AIRSPEED
TRUE A IR SP EEO IND IC A TOR
INSTRU MEN T AIR AL T E RNA TE ST A TIC SOURCE
ALTIMETER, SFNSITIVE
ALTIMETER, SENSITIVE !FEET & MILLI B ARS)
ALTIMETER, SENSITIVE 35,00C FT 20 FT
MARKING INTERVALS
ALTIMETER, 2ND INSTRUMENT (R.H. SIDE)
ALTIMETER, E NCO DJNG (REQLI R ES RELOCATION
OF REGULAR ALHMETERI
ALTIMETER, ENCODING (REQUI RES RELOCATICN
OF REGULA~ ALTIMETER)(F EE T & MlLUBARSl
ALTITUDE ENCODER, BLIND (INSTRUMENT PANEL
INSTALLATION NOT REQLIRED)
ENCODER
ELECTRIC CLOCK
GAGE, FUEL QU AN!TY, IIN t.OWE
R PEDISTAU
GAGE, CYLINDER H EAD & Oil TEMPE RA TURc
GAGE, AMMETER & nIL PRE SSuf:-E
IN O ICATOR INSTALL .!\TION, ECONCt,iy MIXTURE
EGT IN[)ICA WR, ALCOR 202-2AY
H-E RMO C O UPLE L EAD WIRE I IC)
TH 'RMOC O UPLE PROBE, ALCOR Ol-005-1 .V,4
GAGE, 1'1AN !FOLD P<.ESSURE AN D FUEL FLC..J
GYRO INSTL, NON /\ UTO-PI LOT t-EADING INDICATOR
ATTITUD E INDICATO ~
GYPO I NS TALLATIO N FO~ NCI\ ' SLAVED HSI
ATTITUCE INDI CATOR
M !SC ITEMS & HOSES
GYRO JNSTL, CES5NA 300A NAV-0-MATIC
ATTITUDE INDICATOR t-EACINC INDIC ATOR IDGl {ARC)
GYRO INSTL, CESSNA NAV-0-MATIC 4 00 A\ID
4CCB NON
, su vrn
H EAD
ATTITUD E INDICATOR
ING INDICATOR
DIRECTIONAL INDICATOR
GYRO INSTALLATION, C E SSNA NAV-0-MATIC 400
ANC 40CB SLAVED Hf:AOING IND!CHOR
C66 l O 6 4 -0 219
12011 08
1201 0 32
C661071-'.J201
C661CJ7 l-O 20 2
(661025 -J 102
2101013
2101013
2101013
2101011-1
C7440010 10 l
C6645 08
-c
101
C669525-010 l
C669526-01Jl
C669 52 7-0l01
1200 6 77
[668501-0211
C668501-020o
C66 85 01-no 4
C6t203 7-0 20 5
2101001
C66107 5 -:l 10 l
C661076-0la3
(66107 6
(66107 6 -G 103
2101001
C661076-0103
40760-0104
2101001
37570-0105
40760-0104
2101001
) )
WT LBS
1.0
1.0
0.3
1.0
1.0
1.0
1. 1
3 .0
3.0
1. s~
1.3
0.4
0.5
0.5
0.5
0. 7•
0.4
0.1
0.1
1.0
6. o,
3.0
2.1
3. o~
2.1
0.9
6. 3, ,
2.1
3.3
6. s~
2.3
3.3
6. 2~
ARM INS
1 7 .
• o
17.0
15. 5
16.0
16.0
16.0
1 5 .5
14. 0
14.0
1 3 . 6"
1 5. 5
16.5
20.0
17. 2
17.2
0.9JI
17.3
-0.3
-16
.o
1(:.5
14. o«
14. 3
1 5 .3
13. 7~
15.3
10.0
14. 0"
1 5 .
3
14.3
14.0"
15.;
14.3
13.6 .. t,:rj ~
D t,:rj t,:rj
C:::>-10
.... 0 >-3
'"d
:r: ....
~>-30 z
Cl)
>-3 Ill
CJ)
>-3
>
>
--
0 t,:rj
~
0 d t:<:lo t"' t:<:l
>-3
CJ)
Sz
S:::>
)
m
....
<:O
) ) ) ) )
ITEM NO
EQUIPMENT LIST DESCRIPTION
REF DRAWING
064-A-6
064-A-7
064-A-8
C67-A
082-S
085-R
C88-Sl
088-S-2
088-0-1
088-0-2
091-S
A 1T ITU OE INDI C ATOR (HG)
DIRECTIONAL I N DICATOR IDGl
GYP O Ir-.JSTALLATION, CESSM 4COB MV-r-~ATIC
WITH hSI
I-Of' IZON GYRO
MI SC GYRO ITEMS
GYPC INSTALLATION FOR CESSNA 4008 IFCS
ACI GYRO
1-S I GYRO
MISC GYRO ITEM
GYRO INSTL FOR NON SLAVED HSI SYSTEM, USED
WITH HC9-A-l N O N SLAVED HSI iHTITUDE INDICATOR
HOU RM ETER INSTALLATION
GA(E, OUTSIGE Al'< lEMPERATURE
TAC HOME TH, P ECORD I NG
INDICATOP, TURN CO O RDINATOR (24 VOLT CNLY)
INDICATOR, TURN C O ORDINATOR (12/24 VOLT)
INDICATOR, TURN COORDINATOR (FOR USE wITH
NAV-0-MATIC 200A & 3CCAI
INDICATOR, TURN hND BANK
RATE O F CLIMP, INDICATOR
37570-101 l
44760-00J:)
2101001
37570-010 5
2101001
!+46 70 -0000
44690-00JJ
37570-0105
2100010
0668507-J 101
C668020-0108
C66l0030 505
C661003-0506
42320-0028
S-1303-2
C66 l080 -J W l
E. CABIN ACCCMMODATIONS fO 1-A
E02-A
E05-R
E05-0
EO 7-S
EO 7-0-1
EO 7-02
E07-0-3
E09-S
Ell-S
AR'-1 RE S TS
AR'-1 RESTS l
I
, l 1ST
21 2N~
R CW RE:MOVAHE
ROW REMCVA B
I NBCl\RO
LE INBOARD
SEAT, PILOT,INFl'~ATE VERTICAL ADJUSTING
SEAT, PILOT ARTICULATING VERTICAL ADJUST
WITH LUMBAR SUPPORT
SEAT, CO-PILOT FIXED HEIGHT, ARTICULATING
SEAT, CO-PIUJT FIXE:D HEIGHT, ARTICULATit--G
CLSHION, LUl-'Bl\R SUPPCf;l
SEAT, CO-PILOT VrRTICAL AOJLSTING, ARTIC-
ULATING CUSHl:JN
SEAT, C O -P!Ull V E RTICAL /\OJLSTll\G, A R TIC-
ULATING CUSHION 1</LU~bAR SUPPORT
SEATS, TWO 2ND R ( H INDIVIDUAL
SEAT, TWO PLACf :R U ROW BENCH
1214121-2
1214121-2
1214128-1
1214128-7
1214128-3
12141289
1214128-2
1214128-e
1214129-l, -2
1214130-1
)
WT LBS
2.3
0.5
0.1
1.0
1.3
1. 3
1.9
2.0
1.0
2. l
3.4
3. l•
2.3
0.8
9. o, ,
3.5
4.8 o.s
3. 2 .,
ARM INS
14. 5
14.0
13_9,.
15.3
9.7
13.9*
14. 5
14 .o
10 .o
13. 7i/t.
15. 3
7.6
26.5
16.5
16.8
16.8
15.0
16.0
17.0
1. 5
1.5
18.5
24.1
18.5
19.3
23.3
24.l
35.3
22.6
37.0
71.0
44
.o
39. 5
44.0
44.0
39 .5
39.5
73.0
104.5
$:l
.... t_:z:jO
.0
::r:
C: >-3
~&o
~
Cl} > t_:z:j t_:z:j
Zt"'O
>-3
>
>-3
.... o ....
00 t_:z:j LJ
>-3 --
0)
..
~o ot_:z:j ocn t_:z:j Cl}
~~ l\:)
~
CJ)
~
ITEM NO
EQUIPMENT LIST DESCRIPTION
REF DRAWING
El5-R
El5-S
El9-A
E23-S
E27-S
E 2 7-0-1
E29-S
E29-0
E3 7-A
F47 -S
E4 7-A
E49-Al
E49-A-2
E50-A
E51-A
E52-A
E53-A
E59-A
E65-S
E75-A
EB 5-fl.
E8 7-A
1'9 3-R
"JOTE TH' AHO\/E SEATING
WITH LEATHER.
IS ALSC CFFERFO
COVER PEF CES-1156, 'JET
WE'IGHT AND AR~ CHANGE IS H BS ii
S E A T B EL T A S S 'r , P I L O T
73.l IN
SH O ULDER PARNESS ASSY, PILCl
INERTIA REEL INSTALLATION -1S1 ROW
SEAT REL T f. SHOULDER ~ • A R l\f' SS NET CHAf\GE
BELT f. ShOULl)ER HARNESS Ass,, CO-PILOT
BELT ASSY, 2ND R O W OCCUPANT LAP (SET OF 21 flELT f. SHOULDE R HARNESS ASS\', 2r-.D PCW
CCCUPANT LAP
BELT IISSY, 3~0 ROW OCCUPANTS
BELT f. t,ARNESS ASSY 3RD Rnw
(SET
(SET
OF 21
OF 2) nPENABLE WINDOW, R H CAf3IN DCOP, NET CHANGE
PARTIAL OX \'GEN SYSTE-,
OXYGEN SYSTEM, INCLUD S BOTTLES, MASKS 61\D
OX'YGEN AT C.C832 LBS/C lJ FT
OX\'GEN MASKS-1 P !LOT f. 5 PASSE NGEPS
0 X\' G EN WT i 4 C U F T o' l 8 0 0 PS I
4 BOTTLES (EMPT\'), 3\/Al\/ES l REGULATC R
BEVERAGE CUP HOL DER , RETFACTABLE, PILOT
BEVERAGE CUP I-OL D ER, RFTRACTABLE, CC-PIL O T
1-EAOREST, FRON1 ROI. ( EAC H)
1-EADREST, 2ND RO~J
1-EACF<EST, 3R O FOw
'1I RRO R, REAR \/IE \.!
APPROACH PLATE H O LDER
(EAr.H)
(EACH)
BAGGAGE TIE DOhN NE1
STPET(I-FR INSTL., CLSTCM-AIR tBCXE'O)(USE
ACTUAL INSTALLED WEIGHT & AR"' CHA'lGEI
{NCT FACTOR\' INSTALLED)
CONTRGLS INSTALL ~ TICN, DUAL
RIG~T S!CE ~H EE L, PEDAL
&
TOE BRAKES
ELEVATOR ELECTRIC TRIM INSTALLATION
VOLTAGE REGULATOR (HOPKI I\S
CRIVE ACTUATO R ASSY
42tl5AI
CONTROL WI-EEL, ALL PURPOSE (NET CH\N GE )
CABIN HEATING f. FNGINE EXHALST SYSTE"I
S-2275-1 03
S-2275-201
1201057
S-2275-3
S-1746-25
S-2275-5
5-1746
S-2 27 5
0701065-~
1200 2 46-3
1200246-4
1201124-1
1201124-2
1215073
1215073
121507 3
1201 04 1
1515151-1
1215042-1
07001648
1260004-c
1260671-1
C6ll OJ3 0 101
1260153-1
07600 20-21
1250800
F. PLACA RD S 6 \\ARNING
) ) ) ) )
W.T LBS
1.0
0.6
0.6
1.6
2.0
3.2
2.0
3.2
2.3
5.4
5 2. 9~
1.5
6.2
45.2
0.1
N lL
0.9
0.9
0.9
0.3
0.1
0.7
ARM INS
37.0
37.0
145.3
37.0
11.0
71.0
101.0
101.0
47.0
61. 0"'
5c.
1•
67.2
56.4
5l.4 u , .o
16.0
48.0
32 .0
112.0
17.0
22.0
138
.o t:i:.l ~ 00 c::: ..... o
..... 0'":3
'"d ::i:: .....
S;!>-:30 t:i:.i,,.,Z z«-
Ol
'":3 tlj t"' :i>
..... t"'
00
►
'":3z
-&3
8.1
4. l •
0.2
3.3
N E' G L
26.0
13.7
2 lt:. 7•
215.2
220.0
-20.5
S;::
0 t, tr.lo t"' t:i:.l
'":3 UJ
I\:)
CD
:5z
S;:: :i:,
)
Ol ro
ITEM NO I
EQUIPMENT LIST DESCRIPTION
I REF DRAWING
FOl-R PLACARD, OP~RATIONAL LIMITATIONS VFR, DAY 1205104-10
FOl-0-1 PLACARD, OPERATIONAL LIMITATIONS VFR, DAY1205104-ll
NIGHT
FOl-0-2 PLACARD, OPERATIONAL LIMITATIONS IFR, DAY1205104-12
F07-R
FlO-S
NIGHT
STALL & GEAR WARNING BLACKBOX (REQUIRES
ITEM H61-R FOR AUDIBLE OPERATION)
PILOT'S CHECK LIST (STOWED)
1270733-2
- -
G. AUXILIARY EQUIPMENT
G04-A
G07-A
Gl3-A
Gl6-A
Gl9-A
G22-S
G22-0
G25-S
G31-0
G55-A
G67-A
G76-A
G79-A
G82-A
TOW HOOK (INSTALLED ARM SHOWN)
HOISTING RINGS, AIRPLANE (NOT FACTORY
INSTALLED)
CORROSION PROOFING, INTERNAL
STATIC DISCHARGERS INSTL. (SET row BAR, AIKPLANE (STOWED)
TOW BAR, AIRPLANE, TELESCOPING HANDLE
{STOWED ARM SHOWN)
PAINT, OVERALL EXTERIOR {MODIFIED POLY-
URETHANE)
OVERALL BASE WHITE
COLORED STRIPE
OF 10)
~
CONTROL CABLES, CORROSION RESISTANT
INET CHANGE)
FIRE EXTINGUISHER, HAND TYPE
PEDAL EXTENSIONS, RUDDER, REMOVABLE - SET
OF 2 (STOWABLE. INSTALLED ARM SHOWN)
(NOT FACTORY INSTALLED)
DEICE SYSTEM, WING AND STABILIZER
(REQUIRES VACUUM SYSTEM INSTALLATluNl
DEICE SYSTEM, 3 BLADE PROPELLER
WINDSHIELC ~NTI-ICE SYSTEM
REMOVABLE HEATING PANEL (INSTALLED ARM
SHOWN)
0712643
1200190
1260100
1201131
0500041-2
0501019
1200008
1201032
12604 75
0701014
0701048-l
1201030-5
1201072
1201060-2
1513460-5
H. AVIONICS & AUTOPILOTS
WT LBS
NEGL
NEGL
NEGL
0.5
ARM INS
41.0
~o
01:_:Ij ti
00 t_:Ij 00
~~
~ o.s
1.0
8.0
0.4
2.7
1.6
2.0
13.0*
11.7
1.3
NEGL
3.0
2. 3
22.4
4.4
2.1*
1.9
231.0
38.5
70.0
130. 5
202.0
138.0
138.0
92.7*
91.5
103.7
35.0
8.0
52.6
-25.l
9.2*
9.0
D
~ t_:Ij
..... i:tjO
:r:
C: >-3
~&"
~ t_:Ij
>-3
>
Z t"' t_:Ij
0
>-3
..... o..,,.
00 t_:Ij
"'-I
>-3-
0)
C) I
HEM NO
I
EQUIPMENT LIST DESCRIPTION
I
REF DRAWING
H O l -A1 !C
ESSNA 300 AD F ~41:E
RECEIVER WIT t-; B FO , R-5 46E
IND I CATOR , I N- 3 4tA
L O O P ANTENNA I N S T A LL AT I GN
SENSE AN T ENJ\;A I N STA LLA 11 e r--;
ADF PART I A L 30C MOUN T
A OF PAP TIAL 3 CC MOU I\T t
HO l A-2 !
CESSNA 400 AD F ( 44tAl l< IT H BF C
R ECFIV F R 01 TH D L A L T UN E RS ), R -<,46A l N 34cA I ND I C A T O R
LOOP A N TEN NA JNSTA L L A1I O I\
SEN S E ANTEN NA INS TALLA TI C l\ t
CA B
CA
H O l-A -3 !
DUAL CE S SNA 3CO AD F ' S
R-~'11:E RECEiv rns ( 2 )
IN 34tA I N D I CA TORS ( 2)
A D F MOUNTING PP C V I SIGNS ( 2 )
L O O P AN T E N NAS ( 2)
L
B
E
L
S
ES
SENSE AN T ENNAS ( 21
SWITCH I NSTALLATIO N, 2 N D , AOF
HO l-A -4 !DUAL CESSN A 4C C AOF
R44 t A R EC EIVERS ( 2 1
I N 346A I NDICATORS ( 2 1
AD~ 1'-' 0 U N TING l' RO VI S I CNS 1 2 )
LO O P A l'i T EII.N
A S ( 2 )
SENSE AN T EN/\!A (2 )
H03 -A
S hlTC H INS l ALLAl l GN 2ND A O F
I AM-FM S T EREO f; CASSETTE RECE IV ER / P L A Y ER
INS TL. ldTI2 HEADS ET S
REC E I VER/TA PE PLA YER
3 9101 5 9 10
4 l24 0-01Ul
40 9 80 10 () 1
4 1 000 10 0 1
396011 5 2
3930 1 4 7
39 1 016 0 8
4309 0 -1 12 .
8
40 9 80 1081
4 100 0 10 0
3 9601 152 l
3930 147
39 1 0159 -17
41 2 4 00 l J l
4098 0 10 0 1
4 1000 10 0 1
3960 1 1 5
3 9701 29 l
3 9101 601 4
4 30 90-1128
40980-100 l
4 1 000 -1 00 1
3960115
39 7 0 12 9 -1
H 0 4A
H05 -A t, E A D SE TS { 2 L S ED HE RE) (4 1'-' A Y BE U SED !
!C
ESSN A 400 DME
I
SYSTEMS
CONTR O L U N h
IT,
IT
R
H
T -
30C
4 76
& 4CO N
RE M O T E TRANSC E I VER , R T A 476A
A N 1 ENN A
CESSNA liCO R NA 'J S Y S T EM ( L S EO t, CC SER J ES NAV / C OM )
RN -L,7E A REA NA 'J CO l-'PLT ER
COMP U TER M OUNT
IN'1'12AR V OR / UlC I ND IC ATOR
N F.
AV/CC M
1,lTH 300 C
T CHAN'.,E
REGU L A/< VDR / U l C INDICATOR DE LE T ED
H0 7A-l !
CESSNA 1 t OC GLIDE S L O P E k !
TH IN 3 86 A IL S
R
3 91 0 1 67
44020 -1 l ) J
44 0 0 0
4294 0
3910 1 6 8
4 410 C - l l:JO
4 4091
43 91 0 10 0 0
39 1 023 711
) ) ) ) )
I
WT LBS
I
ARM INS
I
7 .
M
3 .
1
0 .
9
1.
4
0 .
3
1. 7
B .
o•
3.
5
0 .
9
1 .
4
0 .
3
1.7
1 5. 3 ~
2t .
4 ~
12 .
5
16 .
0
50 .
0
13 1.
8
1 8 .
2
25 . 1 -
12.5 l t .
O
50 .
0 l3 l . 8
18 . 2
2{: . 41< t_:,:J
'"ti
::E
00
D t_:,:J t_:,:J c::: .... o
...,O t-:3
::r: ....
~t-:30 t_:,:J
&z z
~ t-:3 b:I
>
W> t-:3z
--
0 t_:,:J
6 .
2
1 .
8
3.
4
2 .
8
0 .
6
0 . l
1 6 . l •
1.
0
1.
8
3 .
4
2 .
8
0 .
6
0 .1
5 . 3 •
1 2 .
5 l c .
O
1 8 . 2
50.0
1 31 .
8
17.
5
2 5 . 7•
12 .
5 l t
.
o
1 1' . 2
50 .
0
1 3 1.
8
17 .5
3 1. 7 "-
1 5 .
0
37
.o
1 22 .
0 *
2 .
4
2 .
0
16 . 3►
1 .
6
8 .
5
0 .
2
4. 2 "
3 .
8
1 .
3
1.
3
-2 .
2
4 . 4•
1 4.0
17 3.4
3LO
1 1. 1 •
1 2 .
0
1 2 .
0
1 5 .
o
1 5 .
5
74 . 4 · •
~
0 t1 t_:,:Jo t"' t_:,:J t-:3 00
5z
~►
) )
Cl)
' t,;
) ) ) ) ) ) )
ITEM NO I
EQUIPMENT LIST DESCRIPTION
RH DRAWING
INCTCATOR I IND. l>T NET CHANGE)
P ECEIVER (P-443R)
AN 1ENNA INS TAL LA
P443 B
TI
\.T
I
ON, WINC SH
NET
IE
CHANGE)
LO ' H O
V0P/ILS INDICATOR (1,l NEl CHANGE FOR
VOR/L0C, ACTUAL H I S 2.3 LBS.I
1-407-A-2 I CES SNA 4C0 GL IDESLLlPE WITH IN-486AC !L
S
INCICATOR ( IN D .
RECE 1\/ER (
ANTENNA INS1ALLA1ICN, WINDSHIELD ~TD
V0R/IL S IND ICA TOP
VOR/L0C, ACTl,Al Ill
I\. 1
IS
NE l
2.3
CHAI\GE
L BS .I
F CR
H09-A-1 IN0N-SLAVE0 HSI I"I ST ALLATICN (LSED WITH
1.
3 1-A IC, 3CCA AUTOPILOT!
NON SLAVED I-SI INDICATOR IIG-832O
HS I CCJNVEfl TER
VOR/LDC INDIC4 TOR REPLACED
H09-A-2 I SLAV EC 1-S I SYSTEM t-SI INDICATOR I IG-832A1
1-51 CONVERTER
V0R/L0C INDICAT OR REPLAC ED
Hll-A-1 IPANTR0NICS PTl0-A HF TRANSCEI\/ER 2ND & 3RD
PTIC-A TRANSCEIIIER CCNTRCL
PTI0-PS-28 REMOTE POI.ER SUPPLY
CXI0-RL-28 ANTENNA LOAD BOX
1,
IR ING & CABLE ASSEMBLIES
1-F ANTENNA INSlL
Hll-A-2 ISU N AIR ASP. 12~ SINGLE SIDE BAND I-IF TRANS-
Hl3-A
CE IVER 2ND f. 3P0
ANTENNA L OAD BOX
TR AN SC EI V ER
POWER SUPPLY t-F ANTENNA INSTL.
W 11\i G & CABL E A SSE MR LIE S
I CESSNA 40C MARKE R BEACON
REMOTE RECEIVER, R-4C2A
ANTE NN A INSTALLAHCN, FLLSH
&
& SHOCK M0LNT
WING POD
UNI 1
ASSY
~TD I N TAIL
Hl5-,. !WE
.
tilt-ER RACAR INSTALLATION lf\ENDIX RD-160 I
Hl6-A
INCICATOR tVI E ldNG SCPEENl(ll\-152AI
PACAR ANTENNA-TP.ANSCEI\/Efl (ART-161I
RAC0ME
M I SC IT EM S , I NCL UH NG E LE C TR IC AL
!CESSNA 400 TRANSPONDER (459A)
CABLES
42100-0000
3960119-5
46860-20:J0
3910237
42100-0000
3960119-5
44690-2030
47240-0000
44690-0000
41790-00:)0
3910156-30,-31
C5 8 210 3 -0 10
C582103-03J
C589502-020
3950129
3960117-1 l l l
3910158-19 ,-20
998 16
99681
99916
3960117-1
3950129
3910164-10
42410-5128
3960126-2
4000946-5231
400 10 18 -610 1
1570366
3910128-16
WT LBS
2. l
0.3
0.1
4 .41<
2.1
0.3
0.1
4. 3►
4.5
0.9
-2.2
5 .3
t-
4. 7
1.7
-2.2
20. 61'
4.2
8.5
4.5
2.5
0.4
2 3. 1~
4.9
5.3
9.2
0.4
3.,4
2. 5•
0.7
0.9
2 l. 94<
5.1
9.3
4.5
3.0
3. 7•
ARM INS
99.3
2 9 .3
15.5
74. 4 ~
99.3
29.3
15.5
43. 8•
15.0
100.0
15.5
47 .81<
14.0
100.0
1.5.5
5• 81.
12.3
102.6
116.0
51.3 l 73.4
82. 31<
116
.o
11. 7
102.6
173.4
78.5
97 .5• l l . 5
201.0
30 .61'
12.2
34.4
43.9
30.l
14.a•
:E
....
.0
:r: c:::: t-3
:;;g:,
S:: tD 00 t_:rj
:i:, t_:rj z t"' (') t-3
► t-3
....
(')..,,,
00 t_:rj L< t-3 --
0) s:: (') ot.:rJ ti 00 t_:rj
00
~~
....
~
0)
~
ITEM NO
EQUIPMENT LIST DESCRIPTION
~4-A BASIC AVDN!CS Kl1
Ml SC HARCIIARE
H22-A-2 CESSNA 40C NAII/CQM 720 CH CCM 1ST U N IT
SERIFS III.DICATOR
RECEIVER-TRANSCEIVER ( P T-485Al
VOR/ILS INOICI\TOR ( I N-3€5AI l-l3 7-A
MOUNT,
BASIC AVIONICS KIT
H22-A-3 CESSNA 40( NAV/COM 120 CH CCM 1ST UNIT
RECE I VER-TRA NSC El VER ( R T-4 85A)
H25-A-2
RT-45~A TRAN~EIVER
ANTENNA
H22-Al CESSNA 30C NAV/CDM 120 CH CCM
RECEIVER /TRANSCEIVER
VOR/LOC INCICATOR (IN-385Al t-
MOLN 1, lo[ R 1/IJG &
I3 7-A
MOUNT, lolRING & MISC HARChARE
CESSNA 401.Ntll/COM 72C CH
SER I ES IND IC A TOR , 2ND LNl T
RECEIVER/TRANSCEIVER, RT-485A
VOR /LOC INDICATOR (Il\-385AI
I~?-A
MOLN T, I.IR ING & Ml SC HAROWARE
H25-A-3 CESSNA 40C NAv/CO,-, ?2G CH CCI' 1>.ITH 400
SERIES INDICATOR
RECEIVER /TRANSCE.' I VER, R T-485A
VOP/LJC INDIC , \ TOR { IN-4 8 5AC)
H37-A w IR ING &
VOR /LDC INCICATOR (IN-485AC)
1--3~-A BASIC Al;IONICS KIT
MOLN T, IIIRI N G & MISC hAR D IIARE
H25-A-l CESSNA :OC NAl;/COM 120 CH CCI' 2ND UNIT
RECEIVER/TRANSCEIVER ( RT-385AI
VOR/LOC INDJCI\ TOR ( U\-385AI
ANHNNA AND COUPLER KIT t ~I SC HARDlo.A
wlTH 3JO
ANTENNA & COLPLF.R l<I T
AN1ENNA & COLPLE R KIT
1-lOLNT, WI R I N G
H28-Al EM[REENCY LOCATOR Tl<ANSMI 1TER
TRANS"'1ITTER ( D E M Dl"E L T-6 I
CD
Ml SC t R T-385A)
HAR C \IARE
CO'
EM Dl'ELT-fC)
HH-A-1 "JAV-0-MAT IC ZOCA
CON TROLL ER AND MOUNT
R E
H28-A- 2 EMEPCENCY LOCATO R TPAI\Sr,,JTTER (LSED IN
CANACA I
1RANSMI11ER
) ) )
REF DRAWING
41470-1128
42940-0000
3910133
46660-0000
46860-10 0 0
3910186-ll
1270708-704
3910183
45010-1000
46860-1000
3910186-l l
3910152-29
43340-1124
46870-13)0
3910186-l l
3910183
46660-0000
46860-1000
3910135-9
3940192-2
3910150-45
43340-1124
46860-1000
3910189
3960111-1
43340-1124
468 70-1300
3910189
0470419
C5895 11-0 10 l
0470419 cs 8 9 .
5 11 -0 l[) 2
3910162-16
3930144-7
) )
WT LBS
5.4
2. Z
1.3
1.2 l 0. l«
5.4
2.2
1.3
1.2 i.s,
1.6
1. 8;<
1.6
1. n
1. 6
2.8
0.2
14. 5"
5.4
2.2
5.7
L. 2
14. 5•
5.4
2.2
5.7
1.2
5.4
"
2.2
5.7
1.2
10. 1•
5.4
2.2
1.3
1.2
10 .1•.
ARM INS
12.5
15.5
40.3
10.7
16. 5!<
12.5
15.'5
4 0 .3
10.7
15<;. O !<
160.l
1 59. o•
160.1
4 3 . 2*
13.5
11 .5
60.5
31.0•
12.5
15.5
58.9
10. 7
31. o -
12.5
15.5
58.9
10. 7 i<
12.5
15.5
58.9
10.7 l c.
5•
12.5
15. 5
4C.3
10.7
16. 5* ttj
::8
Cl)
.0 ttj ttj c....., o
1-tQi-'3
'"d
:r:
1-t
~'"'30 ttj &-
'"'3 tx:l
2!
2!
0) t:"'
>
1-tt:"'
Cl)>
'"'3z
--
0 ttj
~
0 t, l'<lo t:"' ttj
1-j Cl)
NI Cl)
5z
~>
)
Ol ffl
ITEM NO
) ) )
EQUIPMENT LIST DESCRIPTION
,,
)
H3l-A-2
H3 l-A-3
H3l-A-4
H3 l-A-6
H31-A-7
C8€-0-l lURN COORDINATOR (NET CHANGE)
WING SERV O INSTALLATION
CESSNA ~OCA NAV-0-MATIC 11\SlALLATICN
WING SER VO I NSTA LLA TI CN
CONTROLLER-AMPLIFIER (C-345A)
Cc4-A-3 GYRC INSTALLATICI\
A61-A VACUUM SYSTEM
CESSNA 400 AUTOPILOT, NCN SLAVED GYRGS
AILERON ROLL ACTUATOR {PA-500AI
ELEVATOR PITCH ACTUATOR (PA-500AI
CONTROLLER CC-42CAl
COMPUTER-AMPLIFIER (CA-5208I
CH-A-4 NON-SLAVED G'IRO 5YSTEII
A61-A VACUUM SlSTE~
CESSNA 40C AUlOPILOl, SLAVED GYflOS
(INCLUDES G'IROS BUT NC VACUUM SYSTEMI
AILERON ROLL AC11.;ATER (PA-500AI
ELEVATOR PITCH ACTUATOR (PA-500AI
CONTROLLER IC-42CAJ
COMPUTER-AMPLIFIER (CA-5208I
064-A-5 GYRO S'rSTEM, INCLUDES SLAVING
CCMPON EN l S
CESSNA 4008 NAV-0-MATIC, !\ON-SLAVED
1-EACING INDICATOR
AILERON ROLL ACTLATOR (PA495-ll
EL EVA TOR P ITCH AC TUA TCR ( PA495-2 I
CON TROLL ER
COMPUTER-AMPLIFIER
AL l ITU OE SE1': SOR
PITCH TRIM ACTUATOR
CE4-A-4 GYRC, NOI\-SLAVED
Atl-A VACULM SYSTEM
CESSNA 4008 NAV-0-MATIC, SLAVED HEADING
INC ICA TOR
AILERON ROLL ACTLATOR (PA495-ll
ELEVATOR PITCH ACTLATOR (PA495-2)
CONTROLLEP
COMPGTER-AMPLIFIER
ALT IT UDE SEN SOR
PI TCl-i TR I~ AC TLA.TOR
Dt4-A-5 GYP □ $¥STEM, SLA'.ED DIR. GYRC
VACUU~ S'rSTEM (A61-Al
)
REF DRAWING
42320-0028
1200237-7
3910141
1200237-7
3930145-7
2101001
12010 52
1200202-5
35070-1028
35070-1128
41540-1128
35910-1528
2101001
1201052
1200202
35070-1028
35070-1128
41540-1128
35910-1528
2101001
3910177-1
45850-20C9
45850-3012
37960-1128
42680-0007
44400-00)0
1 t44 30 -2 83 5
2101001
1201052
3910177-3
45850-2009
45850-3012
37960-1128
42680-0007
44400-00)0
44430-2835
2101001
1201052
)
WT LBS
0.6
5.1 l 9.8t
5.1 l. 8
6.3
5.6
32. 2•
3.2
3.2
1.4
5.5
6.5
5.6
34 .9•
3.2
3.2
1. 4
5.5
9.2
45.6•
4.2
4.2
1.4
5.8
2.3
2.1
6.5
5.6
49.6t-
4. 2
4.2
1 .4
5 .
• 8
2.3
2.1
6.2
5.6
)
ARM INS
11.1
55.8
21. 1•
55.8
13 .5
14.0
1.1
52.4~
57.2
154.0
16.5
100.0
14.0
1.1
50.6«
57.7
154.0
1 c. 5
100.0
18 .5
76. 3«
56.2
154.7
16.3
100.0
100.0
220.5
14.0
1.1
72. 8"
5t. 2
154.7
16.3
100.0
100.0
220.5
13 .6
1.1 a::
0 ot:c.1 t:l
00 t;cJ 00 t" z o-3>
1:1;1
~
~
.... t:c.10 o::i::
C: o-3
~~ a:: tJj 00 t:c.1>t:c.1
~~Q
.... oz
00 t;cJ o-3 --
0)
0)
I
~
0)
I
ITEM NO
I
EQUIPMENT UST DES
CR
IP
TION
H3 1 -A 8
H3l-A-9
H31-Al0
1"131-All
CYRO SLAVING SYS1EM, I I\C LLD I NG C A 3 l E S
I
CESSN A 400B NAV'-0 MATIC WI TH HSI
A Il EPON ROLL AC TIJA
ELEVATOR PITCH ACTL.ATOR (PA4S5-2 l
CON TROLL ER
COMPLTER-AMPl!FIER
TOR
Al T ITU DE SEN SOR
PITCH TRIM ACTLATOR
\l.:\CULM S Y STEM (Acl-Al
ATTITUDE IND ICA TOK
( PA4951 I
GYRO SLAVING SYSTEM, INCLLDI!\G CAdLFS
1S I / CG I NDICATOR { lG&32Al
1-S I CONVERTER
I
CESSNA 4008 I f C ~ \,/SLAVED HSI
CESSNA 4COB lFCS .-,/SLAVED
ALERT OPT!CN
CONTROLLER
MOCE SELECTOR
PI TCb AC TUA TOR
ALT IT UDE SEN SOR
COMPUTER
P IffH TR IM AC TUA TOR
RO LL AC TUA TOR ( If\ wI NG)
SYSTEM
HSI
£;
ALTITUDE
Af:1-A VACUUM
MISC ALTOPILOT HAROwARE AND
ATTITUDE INO!CATCR
GYRO SLAVIN G SYSTEM, INCLWI!\G CA3L E S
I-C<;-A-2 SLAVED HSI
ENCODING A LTIM ETER )
INS TA r!RING
LLA TIC N
ALTITUDE ALfRT SYSTEM (INCLUDES 801A
I CE SSNA 300A NA V0-1'ATIC r, l 1H NCI\ SLAVED
I-SI INSTAL L ATION
WING SERVO INSTALLA TIO:
CONTROLLER -A MPL IFI ER
Cc4-A-2 GYRO INSTL
/Jc 1-1\ VACL,UM S'l'SffM
1-0S-A-l I-SI I!\ISTL
I CESSNA 4CCB Al 10P ILCT \IITH l\CN SLAVE') HSI
INDICATOR
AILERJN ROLL AClLAlOR (PA 495-Zl
ELEVATOR PITCH ACTUATCR ( PA 495-2)
COt\TROlLER
I
REF DRAW I NG
3910177-5
4 5850-2009
45850-3012
37970-1128
42680-0007
4 4400-00C)O
44430-2835
1201052
3 7 570-1001
44690-0000
41 790 -0000
391.0178-i
41090-1128
42 710-0000
45850-3012
44400-0000
42680 0 00 7
44430-2835
1+5850-2009
1201052
3757G 100l
-
41790-00GO
1200237-7
451:l50-2009
45850 3012
I
WT LBS
4.3
5 1 . 2•
4.2
4.2
1.4
5.8
2.3
2.1
5.6
2.1
4.3
4 .
8
1. 7
5 5. 4'
59 .
4 •
I
ARM INS
I
40.1
73. 71<
56 .
2 l':4.
7
16.3
100.0
100.0
2 20. 5
1 .
1
14.5
40.l
14
.
o
46.0
70. 3'-
6(;. 5* tr.I ~ c::
....
>ti :s:
....
0
>-3 tr.I o
>-3
0 tr.I@'>
>-3 td t"'
►
Ul ►
>-3 z
Z en z
0 tr.I
---
1.3
2.6
4 .
2
2 .
3
5.8
2 .
1
4 .
2
5.6
22 .
2
2 .
1
4.3
5 .
3
4 .
0
19. 8 ~ lt .
5 l3
100
.o
154.7
100.0
.o
220 .
5
56 .
2 l-. l
78.9
14.5
40 . 1
4 7.
8
14 .6
27 . 5 1<
5.1 l.8
3.0
5.6
4.3
45 . 8t
4.2
4.2
1.4
55.8 l" ~
13 . 7 l. 1
43.8
79 . 94'
56. 2
154 .
7
H.3
~
0 t::) tr.lo t"' tr.l
>-3
Cl}
Ni Cl}
5z
:s: >
!
\
Cl)
I
~
-J
) ) ) ) ) ) )
I
ITEM NO I
H34 A
H3 7 -A
H44 A
H 46-A
H52 -A
HSSA
H56-A
H6 l-R
JO 1-A
CCMPUTER / A MP L IFIER
ALT IlUD F SEN S OR
PITCh T R I M ACTLATOR
H 1-A VACULM S Y STEM
DH-A 8 N 1 JN-SlAVED H SI GYRO INSTL . f-C'i-A1 N l lN S L AVED HSI, \ OR I NDICAT O R
ExCHAt\JGED
I BAS I C A V IONICS KTT
MI CROP t-o N E INSTL., HAND HE L D
RADIO COOLlNG
NOISE FI L TEP
Vf-F C O M A N TEN N A CAB L E
Vl-'F NAIi ANTENNA CABLE I C,-Nll
VHF OMN I ANTENNA
VH COM A N l E N N A (SPIKE
AUDIO CONTRO L PANEL & f-EADPf-ONE I N STALLATIC N
O RH
~IRING
WINGI
I ANTE NN A & COUPLE R KIT
OM NI ANTENNA COLPLER
Vf-F COM A N TENNA ( SP I KE CN LH WING!
V ff COM A N T ENNA CABLE
REVERSE SENSING SI-.I
T ~H INSH
AOF ANTI P REC IP ANTENN A
FL USH MOUNTED CO M A NTENNA INSTA L LATICN
( MOUNTED IN L E ADI NG ED GE OF ~ TL FIN ) hE ACSET-M I CROPHONE I N STL
HEADSET / MICR O PHONE , PAD D ED (S T O~EO [TEMI
GEAR WARN I NG HO R N & CAB I N SPEAKER
I
I
EQU I
PMENT LIST DESCRIPTION
I
REF DRAWING
42680 0007
44400~000
44430-2835
1201144
3 91 0186-11
1 27 0 7 08-701
3930152-2
3940148 1
395012 9 -8
3950129-10
3960102 6
3960113-1
3970131-1
3910138 4
3910185 ~
3960111-1
3960113 2
3950129
3910154 7 l
3 91 0 1 54-50
3 970 1 1 2
C 5 965 .
31 0101
C596510-0101
J. SPECIAL CPT I CN PACKAGES I
C EN TU RION I I KIT T URB 0
Af 1-A
CC 1 A
C l S-A
C 2 2-A
C; 1 -A
C4C-A
(~ 2 A
DC 1-A
II
G
AC
R
H M
OLND
5\'STEM
SEP
RCD FO R GY
VICE: RECEPTACLE fE ATE D P I TO T
(
& STALL SENSOR
I N STRUMENT POS T LIGHTS
R
C O L R TE5\' ENTRANCE LIGHTS
NA'-IGA l ION LIGHT DETECTORS
OS )
- -
1201144
127 0652
1 20 1 093
2 1 01009
1 22 11 03
122 1 20 l
FLA SH I NG B E ACCN 1201049
T R U!: AIR SPE E D I ND. (NET CHANGE ) 120 1108
5.8
2.3
2 .
1
5 .
6
3.2
4.
3
5 . 7•
0 .
3
1.
0
0 .1
0.6
0 .
8
0 .
6 o .
s
.
1 .
9
0.2 l. 3~
0 .
2
0.5
0.
6 o .
7
1 . 3
0 .
• 6
1.
1
1 .
9
I
I
W T LBS
65.M
5 .6
2 .
0
0 .5
0.5
0 .
5
NEGL
1 .6 o.o
I
I
ARM INS
I ts:
0 oti=J t1
CJ) t,:j CJ) t"' t-3 z
:i:, 100 .
0
100 .
0
220. 5
1.1
13. 7
43 .
8
58. 8•
17 .
9
12 .7
2.0
43 .
3
132.6
25 0. 5
50 . 7
12 .
0
14 .
5
40 . 3•
5.0
50 .
7
43. 3
16 .
0
1 40
.
o
1 98 .
5
0 ts:
1 6 . l
1 4.0
45.8
~ t,:j
31 .
o•
l . 1
-4 .
5
36 .
5
1 8.
5
51 .
4
-
226.0
I
H t_:,:j O
.0 ::i::
C: t-3
~~ ts: tJj CJ)
Z t"' 0 t-3
> t-3
- t"'Z o
H(')
CJ) t_:,:j z
>-3 ----
0)
Ol ro
CXl
I
ITEM NO
J04-A
I
EQUIPMENT LIST DESCRIPTION
I
REF DRAWING
C4«;-A
1--
ECONOMY Ml XTURE INDICATOR (f: G T) 1200677
U4-Al GYRO INSTALLATI OI\
EC7-0
EE
I-Cl-A-1 CESSNl\ 3(0 ADF (R-5461::)
I-le-A CESSN4 4CO TRAI\SPCN DER RT-459A
1--2.2-A-l CESSNA 300 NAV/CCI' VCR/LCC
2
~-A
8A- 1
VERT. ADJUST RH SEAT NET CHAI\GE
CUAL FLIGHT COI\TROLS
E • l • T. INSTALLATICN
1--~l-A-1 20CA NAV-0-MATIC AUTC PILOT
2101001
1214128
1260004
3910159-1D
3910128-16
3910183
0470419
3910162-16
I NAV/PAC RAOlO O PTION, A\iAILABU: ON TURRC
CENTU RION
1--25-Al R T-385A 2ND LNI T h/300 I ND
HC 7-A
1--13-A ll SERIES
CESSNl\
CESSNA
Cf\LV
4CO GLIDESLOPE IR443
400
8 )
MARKER BEACON Q402A
-
3910183
3910237-11
3910164-10
I
WT LBS
0.1
6.0
4.8
8.1
7.6
3.7
14.5
1.8
7. 7 l 7. o•
10.1
4.4
2.5
I
ARM INS
0.9
14.0
22.2
13 .7
26 .4
13.4
31.0 l 5S .O
43.2
43 .4•
16.5
74.4
97.5
I l:?=j
::E
D t;,:j t;,:j c::: ....
00 o
.... 0>-3
'1:l::t: .... s::
>-3 0
&o l:?=j z
CJ)
>-3 t:rl t:"'>
.... t:"'
00
>-3 z
0 l:?=j
--z
) ) ) ) ) )
, ) s::
0 t:! l:?=jo t:"' l:?=j
>-3 00
Nl 00
5z s:: >
CESSNA
MODEL T210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
SECTION 7
AIRPLANE & SYSTEMS
DESCRIPTIONS
TABLE OF CONTENTS
Introduction . .
Airframe
Flight Controls
Trim Systems
Instrument Panel
Ground Control
Wing Flap System
Landing Gear System
Landing Gear Lever
Landing Gear Position Indicator Lights
Landing Gear Operation
Emergency Hand Pump . . . .
Landing Gear Warning System
Retractable Cabin Entry Step .
Baggage Compartment . . . . . .
Seats . . . . . . . . . . . . . .
Seat Belts And Shoulder Harnesses
Seat Belts . . . . . . . . . .
Shoulder Harnesses . . . . .
Integrated Seat Belt/Shoulder Harnesses With Inertia Reels
Entrance Doors And Cabin Windows
Control Locks . . .
Engine . . . . . . . .
Engine Controls
Engine Instruments
New Engine Break-In And Operation
Engine Oil System . .
Ignition-Starter System
Air Induction System .
Exhaust System
Fuel Injection System
Cooling System
Turbocharging System
Page
7-11
7-11
7-11
7-13
7-13
7-14
7-14
7-14
7-15
7-15
7-17
7-17
7-3
7-3
7-8
7-8
7c8
7-9
7-10
7-10
7-18
7-19
7-19
7-19
7-20
7-21
7-21
7-22
7-22
7-23
7-23
7-23
7-24
7-1
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
TABLE OF CONTENTS (Continued)
Propeller
Fuel System . . .
Hydraulic System
Brake System
Electrical System
Master Switch
Avionics Power Switch
Ammeter . . . . . .
Over-Voltage Sensor And Warning Light
Circuit Breakers And Fuses .
.
Ground Service Plug Receptacle
Lighting Systems
Exterior Lighting . . . . . .
Interior Lighting . . . . . .
Cabin Heating, Ventilating And Defrosting System
Oxygen System . . . . . . . . . .
Pitot-Static System And Instruments
Airspeed Indicator . . . . .
Rate-Of-Climb Indicator
Altimeter
Vacuum System And Instruments
Attitude Indicator
Directional Indicator
Suction Gage
Stall Warning System
Avionics Support Equipment
Audio Control Panel . . . .
Transmitter Selector Switch
Automatic Audio Selector Switch
Audio Selector Switches
Microphone-Headset
St a tic Dischargers . . . . .
CESSNA
MODELT210M
Page
7-46
7-46
7-46
7-46
7-47
7-47
7-47
7-49
7-49
7-50
7-50
7-37
7-38
7-38
7-39
7-39
7-39
7-41
7-43
7-43
7-44
7-44
7-44
7-44
7-28
7-28
7-33
7-33
7-35
7-35
7-37
7-37
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7-2
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
INTRODUCTION
This section provides description and operation of the airplane and its systems. Some equipment described herein is optional and may not be installed in the airplane. Refer to Section 9, Supplements , for details of other optional systems and equipment.
AIRFRAME
The airplane is an all-metal , six-place, high-wing , single-engine air plane equipped with retr a ctable tricycle landing gear , and designed for g eneral utility purposes .
The construction of the fuselage is a conventional formed sheet metal bulkhead and skin design referred to as semimonocoque. Incorporated into the fuselage structure are two large cabin door openings and a baggage door opening. Major items of structure include a forward carry-through spar and a forged aluminum main carry-through spar to which the wings are a ttached. The lower aft portion of the fuselage center section contains the forgings and structure for the retractable main landing gear.
The full cantilever wings have integral fuel tanks and are constructed of a forward spar , main spar , conventional formed sheet metal ribs and aluminum skin. The integral fuel tanks are formed by the forward spar, two sealing ribs, and an aft fuel tank spar forward of the main spar. The
Frise-type ailerons and single-slot type flaps are of conventional formed sheet metal ribs and smooth aluminum skin construction . The ailerons are • equipped with ground adjustable trim tabs on the inboard end of the trailing edge, and balance weights in the leading edges .
The empennage ( t ail assembly) consists of a conventional vertical stabilizer, rudder, horizontal stabilizer, and elevator. The vertical stabilizer consists of a forward and aft spar , formed sheet metal ribs and reinforcements, four skin panels, formed leading edge skins , and a dorsal.
The rudder is constructed of a forward and aft spar , formed sheet metal ribs and reinforcements, and a wrap-around skin panel. The top of the rudder incorporates a leading edge extension which contains a balance weight.
The horizontal stabilizer is constructed of a forward and aft spar, ribs and stiffeners, center upper skin panel, and two left and two right wrap-around skin panels which also form the leading edges. The horizontal stabilizer also contains the elevator trim tab actuator. Construction of the elevator consists of a forward and . aft spar, ribs, torque tube and bellcrank, left upper and lower skin panels, a formed onecpiece left trailing edge, right upper and lower skin panels, and right inboard and outboard formed trailing edges . The elevator trim tab consists of a bracket assembly , hinge
7-3
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
AILERON CONTROL SYSTEM
CESSNA
MODELT210M
RUDDER AND RUDDER TRIM
CONTROL SYSTEMS
7-4
Figure 7-1. Flight Control and Trim Systems (Sheet 1 of 2)
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
ELEVATOR CONTROL SYSTEM c ,.--_,
ELEVATOR TRIM
CONTROL SYSTEM
Figure 7-1. Flight Control and Trim Systems (Sheet 2 of 2)
7-5
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
,-...
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CESSNA
MODELT210M
....,
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7-6
Figure 7-2. Instrument Panel (Sheet 1 of 2)
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17.
18 .
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
Economy Mixture Indicator
Altitude Alerter
Over-Voltage Warning Light
Wing De-Ice Pressure Indicator Light
Propeller Anti-Ice Ammeter
Electric Elevator Trim and IFCS
Go-Around Switches
Autopilot and Electric Trim
Disengage Switches
Approach Plate Holder
Flight Instrument Group
Map Light and Switch
Encoding Altimeter
IFCS Pitch Synchronizer Switch
DME
IFCS Mode Selector
Rear View Mirror
Marker Beacon Indicator Lights and
Switches
Audio Control Panel
Radios
Area Navigation Radio
Transponder
ADF Radio
Manifold Pressure/Fuel Flow
Indicator
Tachometer
Suction Gage
Cylinder Head Temperature and Oil
Temperature Gages
Ammeter and Oil- Pressure Gage
Flight Hour Recorder
Map Compartment
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
Cigar Lighter
Auxiliary Cabin Air Control Knob
Cabin Air Control Knob
Defrost Control Knob
Cabin Heat Control Knob
Wing Flap Switch Lever and Indicator
Autopilot Control Unit
Mixture Control Knob
Propeller Control Knob
Rudder Trim Control Wheel and
Position Indicator
Microphone
Cowl Flap Control Lever
Fuel Selector Valve Handle and
Fuel Quantity Indicators
Fuel Selector Light
Primer
Elevator Trim Control Wheel and
Position Indicator
Throttle (With Friction Lock)
Landing Gear Control Lever and
Position Lights
Electrical Switches
Parking Brake Handle
Radio and Instrument Panel Light
Rheostat Control Knobs
Secondary Altimeter
Ignition Switch
Auxiliary Mike Jack
Phone Jack
Auxiliary Fuel Pump Switch
Alternate Static Source Valve
Master Switch
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SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODELT210M half, and a wrap-around skin panel. Both elevator tip leading edge " ,.........___, · extensions incorporate balance weights.
FLIGHT CONTROLS
The airplane ' s flight control system (see figure 7-1) consists of conventional aileron, elevator and rudder control surfaces. The contro l surfaces are manually operated through mechanical linkage using a control wheel for the ailerons and elevator, and rudder/brake pedals for the rudder. The elevator control system is equipped with a down-spring , and an aileron-rudder interconnect is incorporated to provide improved stability in flight .
Extensions are available for the rudder/ brake pedals. They consist of a rudder pedal face, two spacers and two spring clips. To install an extension, place the clip on the bottom of the extension under the bottom of the rudder pedal and snap the top clip over the top of the rudder pedal. Check that the extension is firmly in place . To remove the extensions , reverse the above procedures.
TR IM SYSTEMS
Manually-operated rudder and elevator trim is provided (see figure 7-
1). Rudder trimming is accomplished through a bungee connected to the rudder control system and a trim control wheel mounted on the control pedestal. Rudder trimming is accomplished by rotating the horizontally mounted trim control wheel either left or right to the desired trim position.
Rotating the trim wheel to the right will trim nose-right; conversel y , rotating it to the left will trim nose-left. Elevator trimming is accomplished through the elevator trim tab by utilizing the vertically mounted trim control wheel. Forward rotation of the trim wheel will trim nosedown; conversely, aft rotation will trim nose up. The airplane may also be equipped with an electric elevator trim system. For details concerning this system, refer to Section 9, Supplements .
~
INSTRUMENT PANEL
The instrument panel (see figure 7-2) is designed around the basic " T'' configuration . The gyros are located immediate l y in front of the pilot , a nd arranged vertically . The airspeed indicator and a ltimeter a re located to the left and right of the gyros respectively. The remainder of the flight instruments are located around the basic " T " . Avionics equipment is stacked approximately on the center line of the panel, with the right side of
7-8
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS the panel containing the manifold pressure/fuel flow indicator, tachometer, map compartment, and space for additional instruments and avionics equipment. The engine instrument cluster, and suction gage are on the right side of the avionics stack near the top of the panel. A switch and control panel, at the lower edge of the instrument panel, contains most of the switches and controls necessary to operate the airplane. The left side of the panel contains the master switch, auxiliary fuel pump switch, ignition switch, light intensity controls, electrical switches, landing gear lever and indicator lights, and static pressure alternate source valve control knob.
The center area contains the throttle, propeller control, and mixture control. The right side of the panel contains the wing flap switch lever and indicator, cabin heat control knob, cabin air control knob, defroster control knob, auxiliary cabin air control knob and the cigar lighter. A pedestal, extending from the edge of the switch and control panel to the floorboard, contains the elevator and rudder trim control wheels, cowl flap control lever, engine primer and microphone bracket. The fuel selector valve handle is located at the base of the pedestal with the fuel quantity indicators immediately forward of the handle. A parking brake handle is mounted under the switch and control panel in front of the pilot. All circuit breakers for general electrical equipment and avionics are mounted in a circuit breaker panel located on the left cabin sidewall adjacent to the pilot's seat.
For details concerning the instruments, switches, circuit breakers, and controls on this panel, and the circuit breaker panel, refer in this section to the description of the systems to which these items are related.
GROUND CONTROL
Effective ground control while taxiing is accomplished through nose wheel steering by using the rudder pedals; left rudder pedal to steer left and right rudder pedal to steer right. When a rudder pedal is depressed, a spring-loaded steering bungee (which is connected to the nose gear and to the rudder bars) will turn the nose wheel through an arc of approximately
14.5° each side of center. By applying either left or right brake, the degree of turn may be increased up to 35° each side of center.
Moving the airplane by hand is most easily accomplished by attaching a tow bar to the nose gear strut. If a tow bar is not available, or pushing is required, use the main landing gear struts as push points. Do not use the vertical or horizontal tail surfaces to move the airplane. If the airplane is to be towed by vehicle, never turn the nose wheel more than 35° either side of center or structural damage to the nose gear could result.
The minimum turning radius of the airplane, using differential
7-9
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL T210M braking and nose wheel steering during taxi, is approximately 26 feet .
WING FLAP SYSTEM
The wing flaps are of t he large span , single-slot type (see figure 7-3) , and a r e extended or retracted by positioning the wing flap switch lever on the instrument panel to the desired flap deflection position. The switch lever is moved up or down in a slotted panel that provides mechanical stops at the 10 ° and 20° positions. For flap settings greater than 10°, move the switch lever to the right to clear the stop and position it as desired . A scale and pointer on the left side of the switch lever indicates flap travel in d e grees. The wing flap system circuit is protected by an 15-ampere circuit breaker, labeled FLAP, on the left sidewall circuit breaker panel.
LANDING GEAR SYSTEM
The landing gear is a retractable, tricycle type with a steerable nose wheel and two main wheels. Shock absorption is provided by the tubular sp r ing-steel main landing gear struts and the air/ oil nose gear shock strut.
7-10
Figure 7-3. Wing Flap System
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
Each main wheel is equipped with a hydraulically actuated disc-type brake on the inboard side of the wheel.
Landing gear extension and retraction, wheel well door operation, and up and down lock operation is accomplished by hydraulic actuators powered by an electrically-driven hydraulic power pack (see figure 7-8).
The power pack assembly is housed within the control pedestal. Hydraulic system fluid level may be checked by utilizing the dipstick/filler cap, on the power pack, behind a snap-out cover panel on the right side of the control pedestal. The system should be checked at 25-hour intervals. If the fluid level is at or below the ADD line on the dipstick, hydraulic fluid (MIL-
H-5606) should be added.
Power pack operation is initiated by a landing gear lever, and is turned off by a pressure switch. Two position-indicator lights are provided to show landing gear position. The landing gear system is also equipped with a nose gear safety switch, an emergency extension hand pump, and a gearup warning system.
LANDING GEAR LEVER
The landing gear lever, mounted to the left of the engine controls, has two positions (up labeled GEAR UP and down labeled GEAR DOWN) which give a mechanical indication of the gear position selected. From either position, the lever must be pulled out to clear a detent before it can be repositioned. Moving the lever out of the GEAR DOWN detent will start the
, ~ , hydraulic power pack and open the gear doors. Positioning the lever in the
GEAR UP position will direct hydraulic pressure to retract the landing gear. Operation of the landing gear system to extend the gear will not begin until the landing gear lever is repositioned in the GEAR DOWN detent.
LANDING GEAR POSITION INDICATOR LIGHTS
Two position indicator lights, mounted adjacent to the landing gear lever, indicate that the gear is either up or down and locked. The lights are the press-to-test type. The gear-down indicator light (green) has two positions; with the light pushed in half way (throttle retarded and master switch on) the gear warning system should be heard intermittently on the airplane speaker, and with the light pushed full in, it should illuminate.
The gear-up indicator light (amber) has only one test position; with the light pushed full in, it should illuminate. The indicator lights contain dimming shutters for night operation.
LANDING GEAR OPERATION
To retract or extend the landing gear, pull out on the gear lever and move it to the desired position. After the lever is positioned, the
7-11
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL T210M electrically-driven hydraulic power pack will create pressure in the system and the landing gear will be actuated to the selected position.
CAUTION
gear cycle completion (up or down), the 30-amp circuit breaker switch labeled GEAR PUMP should be pulled out.
This will shut off the hydraulic pump motor and prevent damage to the pump and motor. Refer to Section 3 for complete emergency procedures.
During a normal cycle , the gear locks up or down and the position indicator light (amber for up and green for down) comes on. When the light illuminates, hydraulic pressure is switched from the gear actuators to the door actuators to close the gear doors. When the doors are closed , pressure will continue to build until a pressure switch in the door closing system turns off the hydraulic pump. The gear doors are held in the closed position by hydraulic pressure.
' If system pressure drops below minimum, the power pack pressure switch will turn the power pack on and return the pressure to maximum except when the nose gear safety (squat) switch is open .
A landing gear safety ( squat) switch , actuated by the nose gear strut, electrically prevents inadvertent retraction by the electrically driven hydraulic power pack, whenever the nose gear strut is compressed by the weight of the airplane. When the nose gear is lifted off the runway during takeoff , the squat switch will close, causing the power pack to operate for 2 to 3 seconds which will return system pressure to maximum in the event pressure has dropped.
A switch type circuit breaker, mounted on the left sidewall circuit breaker panel, should be used for safety during maintenance . With the switch pulled out, landing gear operation by the gear motor cannot occur .
After m a intenance is completed, and prior to flight the switch should be pushed back in .
For inspection purposes, the landing gear doors may be opened and closed while the airplane is on the ground with the engine stopped. Operate the doors with the landing gear lever in the down position. To open the doors , turn off the master switch, pull out the GEAR PUMP circuit breaker switch, and operate the hand pump until the doors open. To close the doors, check that the landing gear lever is down, turn on the master switch, and operate the hand pump until the doors are closed and a high resistance is felt.
I
WARNING
I
Safety placards are installed on each wheel well door to r ' ,
7-12
CESSNA
MODELT210M
SECTION7
AIRPLANE & SYSTEMS DESCRIPTIONS warn against any maintenance in the wheel well areas with the circuit breaker switch pushed in.
NOTE
The position of the master switch for gear door operation is easily remembered by the following rule:
OPEN circuit = OPEN doors
CLOSED circuit = CLOSED doors
CAUTION
Do not operate the hand pump with the GEAR UP position selected by the landing gear lever while the airplane is on the ground, since the squat switch will not prevent gear retraction.
EMERGENCY HAND PUMP
A hand-operated hydraulic pump, located between the two front seats, is provided for extension of the landing gear in the event of a hydraulic or electrical system failure. To utilize the pump, extend the handle forward a nd pump vertically. For complete emergency procedures, refer to Section
3.
For practice manual gear extensions, pull out the GEAR PUMP circuit breaker before placing the landing gear lever in the GEAR DOWN position. After practice manual extension is completed, push the circuit breaker in to restore normal gear operation.
LANDING GEAR WARNING SYSTEM
The airplane is equipped with a landing gear warning system designed to help prevent the pilot from inadvertently making a wheels-up landing.
The system consists of a throttle-actuated switch which is electrically connected to a dual warning unit. The warning unit is connected to the airplane speaker. ·
When the throttle is retarded below approximately 15 inches of manifold pressure (master switch on), the throttle linkage will actuate a switch which is electrically connected to the gear warning portion of a dual warning unit. If the landing gear is retracted (or not down and locked), an intermittent tone will be heard on the airplane speaker. The system may be checked for correct operation before flight by retarding the throttle to idle and depressing the green gear-down position indicator light half way in.
With the indicator light depressed as described, an intermittent tone
7-13
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODELT210M should be heard on the airplane speaker.
RETRACTABLE CABIN ENTRY STEP
The airplane is equipped with a retractable cabin entry step located on the right side of the fuselage below the cabin door. The step cycles directly with the landing gear, and is spring loaded to the extended position. A cable attached to the nose gear hydraulic actuator thru-bolt retracts the step as the nose gear is retracted. , ---....__
BAGGAGE COMPARTMENT
The baggage compartment consists of the area from the back of the rear passenger seats to the aft cabin bulkhead. Access to the baggage compartment is gained through a lockable baggage door on the left side of the airplane, or from within the airplane cabin. A baggage net with sixtiedown straps is provided for securing baggage and is attached by tying the straps to tie-down rings provided in the airplane. When loading the airplane , children should not be placed or permitted in the baggage compartment, and any material that might be hazardous to the airplane or occupants should not be placed anywhere in the airplane . For baggage area and door dimensions, refer to Section 6.
SEATS
The seating arrangement consists of four separate adjustable seats and a one-piece fixed seat. The pilot ' s seat is a six-way adjustable seat, and the front and center passengers seats are four-way adjustable. The front passenger's seat is also available in the six-way adjustable configuration .
The two aft passengers utilize a one-piece fixed seat.
The six-way adjustable pilot's seat may be moved forward or aft , adjusted for height, and the seat back angle is infinitely adjustable.
Position the seat by lifting the tubular handle, under the center of the seat bottom and slide the seat into position; then release the handle and check that the seat is locked in place. Raise or lower the seat by rotating a large crank under the right corner of the seat. Seat back angle is adjustable by rotating a small crank under the left corner of the seat. The seat bottom angle will change as the seat back angle changes, providing proper support . The seat back will also fold full forward. If the front passenger's seat is six-way adjustable, it will function the same as the pilot ' s seat except the height adjusting and back reclining cranks will be opposite the respective adjustment cranks of the pilot ' s seat.
7-14
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
The four-way adjustable front and center passenger's seats may be moved forward and aft, and the seat back angle is infinitely adjustable.
Position the seat by lifting up on the tubular handle under the center of the seat bottom of the front passenger's seat, or the handle under the inboard corner of the center passenger ' s seats, and slide the seat into position; then release the handle and check that the seat is locked in place. The seat back angle of either front or center passenger seats may be adjusted by rotating a crank under the outboard corner of the seat. The seat bottom angle will change as the seat back angle changes , providing proper support. The seat backs will also fold full forward.
The aft passenger ' s seats consist of a fixed position one-piece seat bottom and a one-piece fold-down seat back. If the seats are not to be occupied, a camming action permits the seat back to fold down completely flat , providing more space for baggage. To fold down the seat back, grasp the top edge and rotate it downward.
Headrests are available for any of the seat configurations. To adjust the headrest , apply enough pressure to it to raise or lower it to the desired level . The headrest may be removed at any time by ra i sing it until it disengages from the top of the seat back.
SEAT BELTS AND SHOULDER HARNESSES
All seat positions are equipped with seat belts (see figure 7-4). The pilot's and front passenger ' s seats are also equipped with separate shoulder harnesses; separate shoulder harnesses are available for the remaining seat positions. Integrated seat belt/ shoulder harnesses with inertia reels can be furnished for the pilot's and front passenger's seat positions if desired.
~
SEAT BELTS
The seat belts used with the pilot, front passenger , and center passenger seats are attached to fittings on the floorboard. The buckle half is inboard of each seat and the link half is outboard of each seat. The belts for the aft seat are attached to the seat frame, with the link halves on the left and right sides of the seat bottom, and the buckles at the center of the seat bottom.
To use the seat belts for the front and center seats , position the seat as desired, and then lengthen the link half of the belt as needed by grasping the sides of the link and pulling against the belt. Insert and lock the belt link into the buckle. Tighten the belt to a snug fit. Seat belts for the af t seat a re used in the same manner as the belts for the front and center seats. To
7-15
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
STANDARD SHOULDER
HARNESS
••·· ·· ··· · ·
NA RROW RELEASE STRAP
{Pull up w h eil lengthening h arness)
FREE END O F H ARNESS
{Pull down t o tight en)
S H OUL D ER HARNES S - - - ~
CONNECT ING LINK
(Snap o nto re t a ini ng stud o n seat belt link to attac h harne ss )
CESSNA
MODEL T210M
{PILOT'S SEAT SHOWN)
SEAT BELT / SHOULDER
HARNESS WITH INERTIA
REEL
FREE E ND OF SEAT BE L T
(Pull to tig hten)
7-16
SEAT BELT / SHOULDER HARNE SS
ADJUSTABLE L I NK
(Position link just be low should er level; pull link and harnes s downward to connect to seat belt b uckl e)
S EAT BELT BUCK LE
(Non adjustable)
Figure 7-4. Seat Belts and Shoulder Harnesses
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
,,.--._
.,, release the seat belts, grasp the top of the buckle opposite the link and pull upward.
SHOULDER HARNESSES
Each front seat shoulder harness is attached to a rear doorpost above the window line and is stowed behind a stowage sheath above the cabin door. To stow the harness, fold it and place it behind the sheath. When shoulder harnesses are furnished for the remaining seats , they are attached above and aft of the side windows. Each harness is stowed behind a stowage sheath above the side windows.
To use the shoulder harness, fasten and adjust the seat belt first.
Lengthen the harness as required by pulling on the connecting link on the end of the harness and the narrow release strap. Snap the connecting link firmly onto the retaining stud on the seat belt link half. Then adjust to length. A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect, but prevent excessive forward movement and contact with objects during sudden deceleration. Also, the pilot will want the freedom to reach all controls easily.
Removing the shoulder harness is accomplished by pulling upward on the narrow release strap, and removing the harness connecting link from the stud on the seat belt link. In an emergency, the shoulder harness may be removed by releasing the seat belt first and allowing the harness, still . attached to the link half of the seat belt, to drop to the side of the seat.
INTEGRATED SEAT BELT /SHOULDER HARNESSES WITH
INERTIA REELS
Integrated seat belt/shoulder harnesses with inertia reels are availa-
, ,...-.--., ble for the pilot and front seat passenger. The seat belt/ shoulder harnesses extend from inertia reels located in the cabin top structure, through the overhead console marked PILOT and COPILOT, to attach points inboard of the two front seats . A separate seat belt half and buckle is located outboard of the seats. Inertia reels allow complete freedom of body movement.
However, in the event of a sudden deceleration, they will lock automatically to protect the occupants.
To use the seat belt/ shoulder harness, position the adjustable metal link on the harness just below shoulder level, pull the link and harness downward , and insert the link in the seat belt buckle. Adjust belt tension across the lap by pulling upward on the shoulder harness . Removal is accomplished by releasing the seat belt buckle , which will allow the inertia reel to pull the harness inboard of the seat .
7-17
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODELT210M
ENTRANCE DOORS AND CABIN WINDOWS
Entry to, and exit from the airplane is accomplished through eithe r of two entry doors, one on each side of the cabin at the front seat positions
(refer to Section 6 for cabin and cabin door dimensions). The doors incorporate a recessed exterior door handle, a conventional interior door handle , a key-operated door lock (left door only) , a door stop mechanism , and an openable window in the left door. An openable right door window is also available .
To open the doors from outside the airplane, utilize the recessed door handle near the aft edge of each door. Depress the forward end of the handle to rotate it out of its recess , and then pull outboard . To close or open the doors from inside the airplane, use the conventional door handle and arm rest. The inside door handle is a three-position handle having a placard at its base with the positions OPEN, CLOSE, and LOCK shown on it. The handle is spring-loaded to the CLOSE (up) position. When the door has been pulled shut and latched, lock it by rotating the door handle forward to the LOCK position (flush with the arm rest). When the handle is rotated to the LOCK position, an over-center action will hold it in that position. Both cabin doors should be locked prior to flight, and should not be opened intentionally during flight.
NOTE
Accidental opening of a cabin door in flight due to improper closing does not constitute a need to land the airpl a ne. The best procedure is to set up the airplane in a trimmed condition a t approximately 85 KIAS , momentarily shove the door outward slightly , and forcefully close and lock the door.
Exit from the airplane is accomplished by rotating the door handle full aft.to the OPEN position and pushing the door open. To lock the airplane, lock the right cabin door with the inside handle, close the left cabin door, and using the ignition key , lock the door.
The left entry door is equipped with an openable window which is held in the closed position by a detent-equipped latch on the lower edge of the i ~ , window frame. To open the window, rotate the latch upward. The window i s equipped with a spring-loaded retaining arm which will help rotate the window outw a rd and hold it there. An openable window is also availabl e for the right door, and functions in the same manner as the left window. If required, either window may be opened at any speed up to 195 KIAS. The aft side windows , and rear window are of the fixed type and cannot be opened .
7-18
CESSNA
MODEL T210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CONTROL LOCKS
A control lock is provided to lock the ailerons and elevator control surfaces in a neutral position and prevent damage to these systems by wind buffeting while the airplane is parked. The lock consists of a shaped steel rod with a red metal flag attached to it. The flag is labeled CONTROL
LOCK, REMOVE BEFORE STARTING ENGINE. To install the control lock, align the hole on the right side of the pilot ' s control wheel shaft with the hole in the right side of the shaft collar on the instrument panel and insert the rod into the aligned holes. Proper installation of the lock will place the red flag over the ignition switch. In areas where high or gusty winds occur, a control surface lock should be installed over the vertical stabilizer and rudder. The control lock and any other type of locking device should be removed prior to starting the engine.
ENGINE
The airplane is powered by a horizontally-opposed, six-cylinder, overhead-valve, turbocharged, air-cooled, fuel injection engine with a wet sump oil system. The engine is a Continental Model TSIO-520-R and is rated at 310 horsepower at 2700 RPM and 36.5 inches of manifold pressure for five minutes, and at 285 horsepower at 2600 RPM and 35 inches of manifold pressure continuous. Major accessories include a propeller governor on the front of the engine and dual magnetos, starter, belt-driven alternator, and full flow oil filter on the rear of the engine. Other major accessories include a turbocharger, connected to the induction air and exhaust systems, and associated components. Provisions are also made for a vacuum pump.
ENGINE CONTROLS
Engine manifold pressure is controlled by a throttle located on the lower center portion of the instrument panel. The throttle operates in a conventional manner; in the full forward position, the throttle is open, and in the full aft position, it is closed. A friction lock, which is around knurled disk, is located at the base of the throttle and is operated by rotating the lock clockwise to increase friction or counterclockwise to decrease it. The throttle linkage is designed to mechanically actuate a microswitch electrically connected to the landing gear warning system. The switch will cause
,,-, a warning tone to sound anytime the throttle is retarded with the landing gear retracted, with less than approximately 15 inches of manifold pressure.
The mixture control, mounted above the right corner of the control pedestal, is a red knob with raised points around the circumference and is
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CESSNA
MODELT210M equipped with a lock button in the end of the knob. The rich position is full / ' ,., forward, and full aft is the idle cut-off position. For small adjustments, the control may be moved forward by rotating the knob clockwise, and aft by rotating the knob counterclockwise. For rapid or large adjustments, the knob may be moved forward or aft by depressing the lock button in the end of the control , and then positioning the control as desired.
ENGINE INSTRUMENTS
Engine operation is monitored by the following instruments: oil pressure gage, oil temperature gage, cylinder head temperature gage, tachometer, and manifold pressure/fuel flow indicator. An economy mixture (EGT) indicator is also available.
The oil pressure gage, located on the upper right side of the instrument panel, is operated by oil pressure. A direct pressure oil line from the engine delivers oil at engine operating pressure to the oil pressure gage. Gage markings indicate that minimum idling pressure is 10 PSI (red line) , the normal operating range is 30 to 60 PSI (green arc), and maximum pressure is 100 PSI (red line).
Oil temperature is indicated by a gage adjacent to the oil pressure gage . The gage is operated by an electrical-resistance type temperature sensor which receives power from the airplane electrical system. Oil temperature limitations are the normal operating range (green arc) which is 38°C (100°F) to 116°C (240°F), and the maximum (red line) which is 116 ° C
(240 ° F) .
The cylinder head temperature gage, adjacent to the oil temperature gage, is operated by an electrical-resistance type temperature sensor on the engine and is powered by the airplane electrical system . Temperature limitations are the normal operating range (green arc) which is 93°C
(200°F) to 238°C ( 460°F) and the maximum (red line) which is 238°C ( 460 ° F).
The engine-driven mechanical tachometer is located on the lower right side of the instrument panel. The instrument is calibrated in increments of
100 RPM and indicates both engine and propeller speed. An hour meter below the center of the tachometer dial records elapsed engine time in hours and tenths . Instrument markings include a normal operating range
(green arc) of 2200 to 2500 RPM, a five minute maximum power range
(yellow arc) of 2600 to 2700 RPM, and a maximum (red line) of 2700 RPM.
The manifold pressure gage is the left half of a dual-indicating instrument mounted above the tachometer. The gage is direct reading and indicates induction air manifold pressure in inches of mercury . It has a normal operating range (green arc) of 15 to 30 inches of mercury, a five minute maximum power range (yellow arc) of 35 to 36.5 inches of mercury,
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MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
and a maximum (red line) of 36.5 inches of mercury.
The fuel flow indicator is the right half of a dual-indicating instrument mounted above the tachometer. The indicator is a fuel pressure gage calibrated to indicate the approximate pounds per hour of fuel being metered to the engine. The normal cruise range (green arc) is from 36 to 120 pounds per hour, the normal climb range (white arc) is from 120 to 162 pounds per hour, the minimum (red line) is 3.0 PSI, and the maximum (red line) is 186 pounds per hour (19.5 PSI).
An economy mixture (EQT) indicator is available for the airplane and is located on the left side of the instrument panel. A thermocouple probe in the exhaust manifold (right side of engine) measures exhaust gas temperature and transmits it to the indicator. The indicator serves as a visual aid to the pilot in adjusting cruise mixture. Exhaust gas temperature varies with fuel-to-air ratio, power, and RPM. However, the difference between the peak EGT and the EGT at the cruise mixture setting is essentially constant and this provides a useful leaning aid. The indicator is equipped with a manually positioned reference pointer.
NEW ENGINE BREAK-IN AND OPERATION
The engine underwent a run-in at the factory and is ready for the full range of use. It is, however, suggested that cruising be accomplished at
70% to 80% power until a total of 50 hours has accumulated or oil consumption has stabilized. This will ensure proper seating of the rings.
The airplane is delivered from the factory with corrosion preventive oil in the engine. If, during the first 25 hours, oil must be added, use only aviation grade straight mineral oil conforming to Specification No. MIL-
L-6082.
ENGINE OIL SYSTEM
Oil for engine lubrication, propeller governor operation, and turbocharger system control is supplied from a sump on the bottom of the engine. The capacity of the engine sump is 10 quarts ( one additional quart is contained in the engine oil filter). Oil is drawn from the sump through a filter screen on the end of a pickup tube to the engine-driven oil pump. Oil from the pump passes through the full flow oil filter to the turbocharger system controls, a pressure relief valve at the rear of the right oil gallery, and a thermostatically controlled oil cooler. Oil from the cooler is then circulated to the left gallery and propeller governor. The engine parts and turbocharger are then lubricated by oil from the galleries. After lubricating the engine, the oil returns to the sump by gravity, and oil from the turbocharger is returned to the sump by a scavenger pump. The oil filter adapter is equipped with a bypass valve which will cause lubricating oil to
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MODELT210M bypass the filter in the event the filter becomes plugged, or the oil temperature is extremely cold.
An oil dipstick is located at the rear of the engine on the left side, and an oil filler tube is on top of the crankcase near the front of the engine. The dipstick and oil filler are accessible through doors on the engine cowling.
The engine should not be operated on less than 7 quarts of oil. To minimize loss of oil through the breather, fill to 8 quarts for normal flights of less than three hours. For extended flight , fill to 10 quarts (dipstick indication only). For engine oil grade and specifications , refer to Section 8 of this handbook.
IGNITION-STARTER SYSTEM
Engine ignition is provided by two engine-driven magnetos and two spark plugs in each cylinder. The right magneto fires the lower left and upper right spark plugs, and the left magneto fires the lower right and upper left spark plugs. Normal operation is conducted with both magnetos due to the more complete burning of the fuel-air mixture with dual ignition.
~
Ignition and starter operation is controlled by a rotary type switch located on the left switch and control panel. The switch is labeled clockwise , OFF , R, L, BOTH, and START. The engine should be operated on both magnetos (BOTH position) except for magneto checks. The R and L positions are for checking purposes and emergency use only. When the switch is rotated to the spring-loaded ST ART position, (with the master switch in the ON position), the starter contactor is energized and the starter will crank the engine. When the switch is released, it will a utomatically return to the BOTH position.
AIR INDUCTION SYSTEM
The engine air induction system receives ram air through a duct in the , - .
, right intake in the front of the engine cowling. The duct extends down the right side of the engine to an air filter which removes dust and other foreign matter from the induction air. On the aft side of the filter is a duct assembly which contains an alternate air door. If the induction air filter becomes blocked, suction created by the engine will open the door and draw unfiltered air from inside the cowling. An open alternate air door will result in a decrease of up to 10 inches Hg manifold pressure from a cruise power setting. Maximum continuous manifold pressure (35 inches Hg) can be maintained with throttle and/ or RPM adjustment up to 14,000 feet under hot day conditions with the alternate air door open. A flexible duct , connected to the duct assembly, directs induction air from the air filter to the compressor section of the turbocharger . At this point , induction a ir is
7 22
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MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS compressed. The pressurized air is then ducted through a fuel/ air control unit and induction manifold to the cylinders.
EXHAUST SYSTEM
Exhaust gas from each cylinder passes through riser assemblies into an exhaust manifold which discharges the gas into the turbine section of the turbocharger. After the exhaust gas has passed through the turbine , it is vented overboard through a tailpipe. A waste gate is incorporated into the exhaust manifold, and controls the amount of exhaust gas to the turbine by venting excess gas to the tailpipe through a bypass. A shroud , attached to the left side of the exhaust manifold, forms a heating chamber for cabin heater and windshield defrost air.
FUEL INJECTION SYSTEM
~ The engine is equipped with a fuel injection system . The system is comprised of an engine-driven fuel pump, fuel/ air control unit, fuel manifold, fuel flow indicator, and air-bleed type injector nozzles.
Fuel is delivered by the engine-driven fuel pump to the fuel/ air control unit behind the engine. The fuel/ air control unit correctly proportions the fuel flow to the induction air flow. After passing through the control unit , induction air is delivered to the cylinders through intake manifold tubes, and metered fuel is delivered to a fuel manifold. The fuel manifold , through spring tension on a diaphragm and valve, evenly distributes the fuel to an air-bleed type injector nozzle in the intake valve chamber of each cylinder.
~ A pressure line is also attached to the fuel manifold, and is connected to a fuel flow indicator on the instrument panel.
COOLING SYSTEM
Ram air for engine cooling enters through two intake openings in the front of the engine cowling. The cooling air is directed around the cylinders and other areas of the engine by baffling , and is then exhausted through cowl flaps on the lower aft edge of the cowling. The cowl flaps are mechanically operated from the cabin by means of a cowl flap lever on the right side of the control pedestal. The pedestal is labeled COWL FLAP,
OPEN, CLOSED. During takeoff and high power operation , the cowl flap lever should be placed in the OPEN position for maximum cooling. This is accomplished by moving the lever to the right to clear a detent, then moving the lever up to the OPEN position. Anytime the lever is repositioned, it must first be moved to the right. While in cruise flight, cowl flaps should be adjusted to keep the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). During extended letdowns, it may be necessary to completely close the cowl flaps by pushing the cowl flap lever down to the CLOSED position.
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MODEL T210M
TURBOCHARGING SYSTEM
Because the engine is turbocharged , some of its characteristics are different from a normally aspirated engine. The following information describes the system and points out some of the items that are affected by turboch a rging. Section 4 contains the normal operating procedures for the turboch a rged engine.
The follow i ng steps, when combined with the turbocharger system schematic (figure 7 5), provide a better understanding of how the turbo charger system works . The steps follow the induction air a s it enters and passes through the engine until it is expelled as exhaust gases .
1. Engine induction air is taken in through an opening in the nose cap, ducted through a filter and into the compressor where it is compressed.
2. The pressurized induction air then passes through the throttle body and induction manifold into the cylinders.
3. The air and fuel are burned and exhausted to the supercharger turbine.
4. The exhaust gases drive the turbine which , in turn , drives th e compressor , thus completing the cycle . , - ,
A LTERN AT E
A1R DOOR
COM P RESSOR
CODE
RAM AI R
INT A KE AIR FROM
COM P R E SSOR
EX H A U S T GAS _.... r:=z:l
E NGI NE OIL
MEC H AN I CA L
LINKA GE i
ED~
U RS INE
~l~
OI L P UM P
Figure 7-5. Turbocharger System
\ . T
OVER BOA RD
7-24
-
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MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
The turbine has the capability of producing manifold pressures in excess of the 5 minute takeoff maximum of 36.5 inches Hg. In order not to exceed 36.5 inches of manifold pressure, a waste gate is used so that some of the exhaust will bypass the turbine and be vented into the tailpipe.
It can be seen from studying Steps 1 through 4 that anything that affects the flow of induction air into the compressor or the flow of exhaust gases into the turbine will increase or decrease the speed of the turbocharger. This resultant change in flow will have no effect on the engine if the waste gate is still open because the waste gate position is changed to hold compressor discharge pressure constant. A waste gate controller automatically maintains maximum allowable compressor discharge pressure any time the turbine and compressor are capable of producing that pressure.
At high altitude, part throttle, or low RPM, the exhaust flow is not capable of turning the turbine and compressor fast enough to maintain maximum compressor discharge pressure, and the waste gate will close to force all of the exhaust flow through the turbine.
When the waste gate is fully closed, any change in turbocharger speed will mean a change in engine operation. Thus, any increase or decrease in turbine speed will cause an increase or decrease in manifold pressure and fuel flow. If turbine speed increases, the manifold pressure increases; if the turbine speed decreases, the manifold pressure decreases. Since the compression ratio approaches 3 to 1 at high altitude, any change in exhaust flow to the turbine or ram induction air pressure will be magnified proportionally by the compression ratio and the change in flow through the exhaust system.
MANIFOLD PRESSURE VARIATION WITH ENGINE RPM
When the waste gate is open, the turbocharged engine will react the same as a normally aspirated engine when the engine RPM is varied. That is, when the RPM is increased, the manifold pressure will decrease slightly. When the engine RPM is decreased, the manifold pressure will increase slightly.
However, when the waste gate is closed, manifold pressure variation with engine RPM is just the opposite of the normally aspirated engine. An increase in engine RPM will result in an increase in manifold pressure, and a decrease in engine RPM will result in a decrease in manifold pressure.
MANIFOLD PRESSURE VARIATION WITH ALTITUDE
At full throttle, the turbocharger has the capability of maintaining the
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MODELT210M maximum continuous manifold pressure of 35 inches Hg to well above
17,000 feet depending on engine and atmospheric conditions. However, engine operating limitations establish the maximum manifold pressure that may be used. Manifold pressure should be reduced above 17,000 feet, as noted on the operating placard in the airplane (subtract 1 inch Hg from 35 inches for each 1000 feet above 17,000 feet).
.. ~
At part throttle, the turbocharger is capable of maintaining cruise climb power of 2500 RPM and 30 inches Hg from sea level to 20,000 feet in standard temperatures, and from sea level to 8000 feet under hot day conditions without changing the throttle position, once the power setting is established after takeoff. Under hot day conditions, this climb power setting is maintained above 8000 feet by advancing the throttle as necessary to maintain 30 inches of manifold pressure in the same manner as a normally aspirated engine during climb.
MANIFOLD PRESSURE VARIATION WITH AIRSPEED
When the waste gate is closed, manifold pressure will vary with variations in airspeed. This is because the compressor side of the turbocharger operates at pressure ratios of up to 3 to 1 and any change in pressure at the compressor inlet is magnified at the compressor outlet with a resulting effect on the exhaust flow and turbine side of the turbocharger.
FUEL FLOW VARIATIONS WITH CHANGES IN MANIFOLD PRES-
SURE
The engine-driven fuel pump output is regulated by engine speed and compressor discharge pressure. Engine fuel flm,v is regulated by fuel pump output and the metering effects of the throttle and mixture control.
When the waste gate is open, fuel flow will vary directly with manifold ~ pressure, engine speed, mixture, or throttle control position. In this case, manifold pressure is controlled by throttle position and the waste gate controller, while fuel flow varies with throttle movement and manifold pressure.
When the waste gate is closed and manifold pressure changes are due to turbocharger output, as discussed previously, fuel flow will follow ,-. manifold pressure even though the throttle position is unchanged. This means that fuel flow adjustments required of the pilot are minimized to (1) small initial adjustments on takeoff or climb-out for the proper rich climb setting, (2) lean-out in cruise, and (3) return to full rich position for approach and landing.
7-26
~
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MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
MANIFOLD PRESSURE VARIATION WITH INCREASING OR
DECREASING FUEL FLOW
When the waste gate is open, movement of the mixture control has little or no effect on the manifold pressure of the turbocharged engine.
When the waste gate is closed, any change in fuel flow to the engine will have a corresponding change in manifold pressure. That is, increasing the fuel flow will increase the manifold pressure and decreasing the fuel flow will decrease the manifold pressure. This is because an increased fuel flow to the engine increases the mass flow of the exhaust . This turns the turbocharger faster, increasing the induction air flow and raising the manifold pressure.
MOMENTARY OVERSHOOT OF MANIFOLD PRESSURE
Under some circumstances (such as rapid throttle movement, especially with cold oil), it is possible that the engine can be overboosted slightly above the maximum five minute takeoff manifold pressure of 36.5 inches. This would most likely be experienced during the takeoff roll or during a change to full throttle operation. in flight. The induction air pressure relief valve will normally limit the overboost to 2 to 3 inches .
A slight .
overboost of 2 to 3 inches of manifold pre , ssure is not considered detrimental to the engine as long as it is momentary. No corrective action is required when momentary overboost corrects itself and is followed by normal engine operation. However , if overboosting of this nature persists when oil temperature is normal or if the amount of overboost tends to exceed 3 inches or more, the throttle should be retarded to eliminate the overboost and the controller system, including the waste gate and relief valve, should be checked for necessary adjustment or replacement of components.
ALTITUDE OPERATION
Because a turbocharged airplane will climb faster and higher than a normally aspirated airplane , fuel vaporization may be encountered. When fuel flow variations of ±.5 lbs/hr or more are observed (as a "nervous" fuel flow needle), or if a full rich mixture setting does not provide the desired fuel flow, placing the auxiliary fuel pump switch in the ON position will control vapor. However, it · will also increase fuel flow, making it necessary to adjust the mixture control for the desired fuel flow. The auxiliary fuel pump should be left on for the remainder of the climb. It can be turned off whenever fuel flow will remain steady with it off , and the mixture must be adjusted accordingly. The auxiliary fuel pump should be turned off and the mixture reset prior to descent.
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AIRPLANE & SYSTEMS DESCRIPTIONS
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MODELT210M
HIGH ALTITUDE ENGINE ACCELERATION
The engine will accelerate normally from idle to full throttle with full rich mixture at any altitude below 20,000 feet. At higher altitudes, it is usually necessary to lean the mixture to get smooth engine acceleration from idle to maximum power. At altitudes above 25,000 feet, and with temperatures above standard, it takes one to two minutes for the turbine to accelerate from idle to maximum RPM although adequate power is available in 20 to 30 seconds.
PROPELLER
The airplane has an all-metal, three-bladed, constant-speed, governorregulated propeller. A setting introduced into the governor with the propeller control establishes the propeller speed, and thus the engine speed to be maintained. The governor then controls flow of engine oil, boosted to high pressure by the governing pump, to or from a piston in the propeller hub. Oil pressure acting on the piston twists the blades toward high pitch (low RPM). When oil pressure to the piston in the propeller hub is relieved, centrifugal force, assisted by an internal spring, twists the blades toward low pitch (high RPM).
A control knob on the lower center portion of the instrument panel is used to set the propeller and control engine RPM as desired for -various flight conditions. The knob is labeled PROP PITCH PUSH !NCR RPM.
When the control knob is pushed in, blade pitch will decrease, giving a higher RPM. When the control knob is pulled out, the blade pitch increases, thereby decreasing RPM. The propeller control knob is equipped with a vernier feature which allows slow or fine RPM adjustments by rotating the knob clockwise to increase RPM, and counterclockwise to decrease it. To make rapid or large adjustments, depress the button on the end of the control knob and reposition the control as desired.
FUEL SYSTEM
The fuel system (see figure 7-7) consists of two vented integral fuel tanks (one in each wing), two fuel reservoir tanks, a fuel selector valve, auxiliary fuel pump, fuel strainer, engine-driven fuel pump, fuel/ air control unit, fuel manifold, and fuel injection nozzles.
NOTE
Unusable fuel is at a minimum due to the design of the fuel
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SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
TANKS
FUEL QUANTITY DATA (U.S. GALLONS)
TOTAL
USABLE FUEL
ALL FLIGHT
CONDITIONS
TOTAL
UNUSABLE
FUEL
89 1
TOTAL
FUEL
VOLUME
90
STANDARD
(45 Gal. Each)
Figure 7-6. Fuel Quantity Data system. However, when the fuel tanks are 1/ 4 full or less, prolonged uncoordinated flight such as slips or skids can uncover the fuel tank outlets, causing fuel starvation and engine stoppage. Therefore, with low fuel reserves, do not allow the airplane to remain in uncoordinated flight for periods in excess of one minute.
Fuel flows by gravity from the two integral tanks to two reservoir tanks, and from the reservoir tanks to a three-position selector valve labeled LEFT ON,RIGHTON, and OFF. With the selector valve in the LEFT
ON or RIGHT ON position, fuel from either the left or right tank flows through a bypass in the auxiliary fuel pump (when it is not in operation), and through a strainer to an engine-driven fuel pump. The engiae-driven fuel pump delivers the fuel to the fuel/ air control unit where it is metered and directed to a manifold which distributes it to each cylinder.
NOTE
Fuel cannot be used from both fuel tanks simultaneously.
Vapor and excess fuel from the engine-driven fuel pump and fuel/air control unit are returned by way of the selector valve to the reservoir tank
,.......,,,, of the wing fuel tank system being used.
The airplane may be serviced to a reduced capacity to permit heavier cabin loadings. This is accomplished by filling each tank to the bottom edge of the fuel filler neck, thus giving a reduced fuel load of 195 pounds in each tank (192 pounds usable in all flight conditions).
Fuel system venting is essential to system operation. Complete blockage of the venting system will result in decreasing fuel flow and eventual engine stoppage. Venting is accomplished by vent lines, one from each fuel tank, which are equipped with check valves. The fuel filler caps are equipped with vacuum operated vents which open, allowing air into the tanks, should the fuel tank vent lines become blocked.
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AIRPLANE & SYSTEMS DESCRIPTIONS
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MODELT210M
_ _
....--..,
7-30
CHEC K VALV E
(F UE L RETURN)
~u( (~~
AUXIL
"
'
'
FUEL PUMP
S WITCH
ENGINE
FUEL PUMP
THROTTL E
: · .
\
FUE L FLOW \ -,, ,
INDICATOR -~_...--}
/2
(Ri g h t Half o f Dual Instrum e nt)
MIXT U R E
CON TRO L
CODE b ei c·,'.::, :Jj FUEL SUPPLY
IIIIIIIIIIIIIID
&
E~~~s:
~iiRN
c:::=:J .
VEN T
Figure 7-7 . Fuel System
CESSNA
MODEL T210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
Fuel quantity is measured by two float-type fuel quantity transmitte r s
(one in each tank) and indicated by two electrically-operated fuel quantit y indicators on the lower portion of the pedestal adjacent to the fuel selector valve handle. The indicators are marked in pounds (top scale) and gall ons
(bottom scale) with a red line indicating an empty tank. When an indicator shows an empty tank, approximately 0.5 gallon remains in the t a nk as unusable fuel. The indicators cannot be relied upon for accurate readings during skids, slips, or unusual attitudes. Maximum indicator travel is reached with 41 to 42 gallons in the tank. Therefore, indications at the right end of the scale ( 40 gallons to F) should be verified by visual inspection of the tanks if a short field takeoff or a long range flight is planned . If both indicator pointers should rapidly move to a zero reading , check cylinder head temperature and oil temperature gages for operation. If these gages are not indicating, an electrical malfunction has occured.
The auxiliary fuel pump switch is located on the left side of the instrument panel and is a yellow and red split-rocker type switch. The yellow right half of the switch is labeled START, and its upper ON position is used for normal starting, minor vapor purging and continued engine operation in the event of an engine-driven fuel pump failure. With the right half of the switch in the ON position, the pump operates at one of two flow rates that are dependent upon the setting of the throttle. With the throttle open to a cruise setting, the pump operates at a high enough capacity to supply sufficient fuel flow to maintain flight with an inoperative enginedriven fuel pump. When the throttle is moved toward the closed position
(as during letdown, landing, and taxiing), the fuel pump flow rate is automatically reduced, preventing an excessively rich mixture during these periods of reduced engine speed.
NOTE
If the engine-driven fuel pump is functioning and the auxiliary fuel pump switch is placed in the ON position, an excessively rich fuel/ air ratio is produced unless the mixture is leaned. Therefore, this switch should be turned off during takeoff.
NOTE
If the auxiliary fuel pump switch is accidentally placed in the ON position with the master switch on and the engine stopped , the intake manifolds will be flooded .
The red left half of the switch is labeled EMERG, and its upper HI position is used in the event of an engine c driven fuel pump failure during takeoff or high power operation. The HI position may also be used for extreme vapor purging. Maximum fuel flow is produced when the left half of the switch is held in the spring-loaded HI position. In this position , an interlock within the switch automatically trips the right half of the switch
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CESSNA
MODELT210M to the ON position. When the spring-loaded left half of the switch is released, the right half will remain in the ON position until manually returned to the off position.
Under hot day-high altitude conditions, or conditions during a climb that are conducive to fuel vapor formation, it may be necessary to utilize the auxiliary fuel pump to attain or stabilize the fuel flow required for the type of climb being performed. In this case, turn the auxiliary fuel pump on and adjust the mixture to the desired fuel flow. If fluctuating fuel flow
(greater than 5 lbs./hr.) is observed during climb or cruise at high altitudes on hot days, place the auxiliary fuel pump switch in the ON position to clear the fuel system of vapor. The auxiliary fuel pump may be operated continuously in cruise, if necessary, but should be turned off prior to descent. Each time the auxiliary fuel pump switch is turned on or off, the mixture should be readjusted.
If it is desired to completely exhaust a fuel tank quantity in flight, the auxiliary fuel pump will be needed to assist in restarting the engine when fuel exhaustion occurs. Therefore, it is recommended that proper operation of the auxiliary fuel pump be verified prior to running a fuel tank dry by turning the auxiliary fuel pump ON momentarily and checking for a slight rise in fuel flow indication.
To ensure a prompt engine restart in flight after running a fuel tank dry, immediately switch to the tank containing fuel at the first indication of fuel pressure fluctuation and/ or power loss. Then place the right half of the auxiliary fuel pump switch in the ON position momentarily (3 to 5 seconds) with the throttle at least 1/ 2 open. Excessive use of the ON position at high altitude and full rich mixture can cause flooding of the engine as indicated by a short (1 to 2 seconds) period of power followed by a loss of power. This can later be detected by a fuel flow indication accompanied by a lack of power. If flooding does occur, turn off the auxiliary fuel pump switch, and normal propeller windmilling should start the engine in 1 to 2 seconds.
If the propeller should stop (possible at very low airspeeds) before the tank containing fuel is selected, place the auxiliary fuel pump switch in the
ON position and advance the throttle promptly until the fuel flow indicator registers approximately 1/2 way into the green arc for 1 to 2 seconds duration. Then retard the throttle, turn off the auxiliary fuel pump, and use the starter to turn the engine over until a start is obtained.
The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system for contamination and grade. The system should be examined before the first flight of every day and after each refueling, by using the sampler cup provided to drain fuel from the wing tank sumps, and by utilizing the fuel strainer drain under an access
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SECTION 7
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~ panel on the left side of the engine cowling. Quick-drain valves are also provided for the fuel reservoir tanks. The valves are located under plug buttons in the belly skin of the airplane, and are used to facilitate purging of the fuel system in the event water is discovered during the preflight fuel system inspection. The fuel tanks should be filled after each flight to prevent condensation.
,,.-..,
,,----., __
HYDRAULIC SYSTEM
Hydraulic power (see figure 7-8) is supplied by an electrically-driven hydraulic power pack located behind the control pedestal. The power pack's only function is to supply hydraulic power for operation of the retractable landing gear. This is accomplished by applying hydraulic pressure to actuator cylinders . which open and close the wheel well doors, operate the gear up and down locks, and extend or retract the gear. The electrical portion of the power pack is protected by a 30-amp push-pull type circuit breaker switch on the circuit breaker panel.
The hydraulic power pack is turned on, and the direction of actuation is selected by the landing gear lever when it is placed in either the gear-up or gear-down position. When the gear has fully extended or retracted and locked, a series of electrical switches will illuminate one of two indicator lights on the instrument panel to show gear position. Hydraulic pressure is then switched from the gear actuators to the door actuators to close the gear doors. As soon as the doors reach the closed position, a hydraulic pressure switch in the door closing system will automatically turn off the power pack.
The hydraulic system includes an emergency hand pump to permit manual extension of the landing gear in the event of hydraulic power pack or electrical system failure. The hand pump is located on the cabin floor between the front seats.
During normal operations, the landing gear should require from 10 to
12 seconds to fully extend or retract. For malfunctions of the hydraulic and landing gear systems, refer to Section 3 of this handbook.
BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each main landing gear wheel. Each brake is connected, by a hydraulic line, to a master cylinder attached to each of the pilot's rudder pedals. The brakes are operated by applying pressure to the top of either the left (pilot's) or right (copilot's) set of rudder pedals, which are interconnected. When the airplane is parked, both main wheel brakes may be set by utilizing the
7-33
--;z c,J
,IS-
TOL~ ~~ ~~T ~N
TO
H YDRAULI C
PO W E R PACK
-
-
•
~
I "'
SQUA T SW I TC H
~------we
I
TO NOSE GEAR
DOOR ACTUATOR
TO STAL L
WARNING
UN I T I N
WING
I•
AIRPLANE
SPEAK ER
DUAL
WARN I NG
UN IT
GEAR*
UP
AND
LOCKED
LI G H T
GEAR*
DOWN
AND
LOC K ED
LIGHT
LEFT RI GHT
DOWN LOCK SWITCHE S
S T A LL
WARN
O P E N ~
TO
SELE CT OR
VA LV E
SWITC H
--+--
~
THROTT LE
C L OS ED g,, rn
><:
00
'"3 t_,:j s=
00
~
00
0
....
'1:l
....
0 z
00
:i:,.oo
.... 1:_,:.1
~o
'1:l '"3 t"' ....
:i:,.o zZ t_,:j --;z
NOSE
GEAR
*
PRESSURE S WIT C H ACTUATES AT APPROX. 1500 PSI
*
PRESS-TO T EST TYP E INDICATO R L !
G HT
LAN D I NG G E AR AND UP -D OWN LOCK
AC T UA T OR SYSTEM i:::::::=J LANDING GEAR DOOR ACTUA TOR SYSTE M
MECHANI CAL CO NNECTION
- - ELE C T RICA L WI RI NG
EM ERGEN CY HANO PUM P
CONDITION : AIRPLANE ON GROUND ENGINE AND ELECTRICAL POWER OFF
Figure 7-8 . Hydraulic System
TD
2ND
DOWN
L OC K
ACTUATOR
I STRUT DOOR
I
I
I ~ C T
...,
MAIN GEAR WHEEL
DOOR S ANO STRU T
D O O RS lC LOSEO)
,
T O 2ND MAIN
~
ACTUATOR TO DOWN
~ - - + - -
LOCK A C TUATOR
_)
) ) ) )
\.
) s=
0 tl t<.1o t"' t_,:j
'"3 00 ll:)
00
5z s=::i:-
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS parking brake which is operated by a handle under the left side of the instrument panel. To apply the parking brake, set the brakes with the rudder pedals, pull the handle aft, and rotate it 90° down .
For maximum brake life, keep the brake system properly maintained, and minimize brake usage during taxi operations and landings.
Some of the symptoms of impending brake failure are: gradua l decrease in braking action after brake application , noisy or dragging brakes , soft or spongy pedals, and excessive travel and weak braking action . If any of these symptoms appear , the brake system is in need of immediate attention. If, during taxi or landing roll, braking action decreases, let up on the pedals and then re-apply the brakes with heavy pressure. If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure. If one brake becomes weak or fails , use the other brake spai:ingly while using opposite rudder, as required, to offset the good brake.
,,~
,,.,,...-.,,,,, ..
ELECTRICAL SYSTEM
Electrical energy (see figure 7-9) is supplied by a 28-volt, directcurrent system powered by an engine driven, 60-amp (95-amp , if installed ) alternator. A 24-volt, 14 amp hour battery (or 17-amp hour battery , if installed) is located on the upper left forward portion of the firewall. Power is supplied to most general electrical and all avionics circuits through the primary ous bar and the avionics bus bar, which are interconnected by an avionics power switch. The primary bus is on anytime the master switch is turned on, and is not affected by starter or external power usage. Both bus bars are on anytime the master and avionics power switches are turned on.
CAUTION
Prior to turning the master switch on or off, starting the engine or applying an external source, the avionics power switch labeled A VN PWR should be turned off to prevent any harmful transient voltage from damaging the avionics equipment.
MASTER SWITCH
The master switch is a split-rocker type switch labeled MASTER, and is on in the up position and off in the down position. The right half of the switch, labeled BAT, controls electrical power to the airplane through the primary bus bar . The left half, labeled ALT, controls the alternator.
Normally, both sides of the master switch should be used simultane-
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
REGUL A T O R
AL T ER NATOR
CESSNA
MODELT210M
TO I G NIT IO N SWITCH
CA BIN
TO E l'IIGINE I NSTRUMEN T CLUSTER LIGH TS
TO IN ST RUMEN T, RADI O&G LARE SHIHO MOUNTEO LIG HTS
TO GLA RE SHIELO MOUNTE O MAP LIGHT
TO DOME LIG H T . B AGGAG E LIGHT & COUR TE SY LIGHTS
TO OVER HEA D CO N S OLE F L OOD UGHTS
TO I CE DETECTOR LIGHT
TO COMPASS LIGH T
TO PO S T LI GHTING
TO OXYG EN UGHTS
T O N AVIG ATION LIGHTS, CO N T R O L WHEEl MAP LIGHT &
ELE C TR OL U M I N ESC EN T LIGHT I NG
TO FLASHI NG BEACON
TO S T R OB E LI G HT S
TO TAXI LIGH T
TO C I GAR LIGHTER!WIT
H F USE)
. _ . , - " \ J , O LA NDING LI HT
TO GE AR
PU MP
C I RCU IT BREAKEii
_
_,..,..---.....
_
FLI GH T H OU R
RE.CORDER
T 0PR0PE L LE.IIA
l nt-lCESYSlEM
TO WING DE-I CE SYS TEM
TC A MME T ER
TO LANDING G E AR H YDRAU LIC PU MP MOTOR
1..0G GE AR
TO LANDING GEAR SY STEM . GEAR POS ITIO N INDICATOR LIGHTS
& GEAR WARNIN G SY STEM
T O T U RN COOIIO!
N A TOR OR TURN & BAHi( IN DICATOR
TO STA LL WA RNING SYSTEM
T O ELECTR I C ElEVATOR TR I M
TO W ING FLAP SYSTE M
TO M A RKER BEA CO N RECE !V
EII
TO AUTOPILOT SYSTE M, "CUSSORY U NI T & B"CK · COURSE
A/ P C O N T ROL INO ICATO R LIGHTS
TO AUTOPILOT RO L L & PI TCH ACTU.., T O R S
MA G N ETOS
CODI
•
➔\-
(J) C I RCU I T
*
K ER ( P U SH • TO•RES E TI
FUSE OIOOE
IW'f
RESISTOR
CA PAC!T
OR(NOIS EF ILTER)
Q)
CIII CUI TBflE A KERSW I TCH
TO RAO!O
Figure 7-9. Electrical System
7-36
CESSNA
MODELT210M
SECTION 7 .
AIRPLANE & SYSTEMS DESCRIPTIONS ously; however, the BAT side of the switch could be turned on separately to check equipment while on the ground. To check or use avionics equipment or radios while on the ground, the avionics power switch must also be turned on. The ALT side of the switch, when placed in the off position, removes the alternator from the electrical system. With this switch in the off position, the entire electrical load is placed on the battery. Continued operation with the alternator switch in the off position will reduce battery power low enough to open the battery contactor, remove power from the alternator field, and prevent alternator restart.
AVIONICS POWER SWITCH
Electrical power from the airplane primary bus to the avionics bus
(see figure 7-9) is controlled by a rocker-type circuit breaker-switch labeled A VN PWR. The switch is located on the left sidewall circuit breaker panel and is ON in the forward position and OFF in the aft position. With the switch in the OFF position, no electrical power will be applied to the avionics equipment, regardless of the position of the master switch or the individual equipment switches. The avionics power switch also functions as a circuit breaker. If an electrical malfunction should occur and cause the circuit breaker to open, electrical power to the avionics equipment will be interrupted and the switch will automatically move to the OFF position. If this occurs, allow the circuit breaker approximately two minutes to cool before placing the switch in the ON position again. If the circuit breaker opens again, do not reset it . The avionics power switch should be placed in the OFF position prior to turning the master switch on or off, starting the engine, or applying an external power source, and may be utilized in place of the individual avionics equipment switches.
AMMETER
The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the airplane electrical system. When the engine is operating and the master switch is turned on,
,,---...,, _ the ammeter indicates the ch!l,rging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the battery discharge rate.
OVER-VOLTAGE SENSOR AND WARNING LIGHT
The airplane is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel and a red warning light, labeled HIGH VOLTAGE, near the airspeed indicator.
In the event an over-voltage condition occurs, the over-voltage sensor automatically removes alternator field current and shuts down the alter-
7-37
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODELT210M nator. The red warning light will then turn on, indicating to the pilot that the alternator is not operating and the battery is supplying all electrical power.
The over-voltage sensor may be reset by turning off the avionics power switch and then turning the master switch off and back on again. If the warning light does not illuminate , normal alternator charging has resumed; however, if the light illuminates again, a malfunction has occurred, and the flight should be terminated as soon as practical. In either case, the avionics power switch may be turned on again if required.
The warning light may be tested by niomentarily turning off the ALT portion of the master switch and leaving the BAT portion turned on.
CIRCUIT BREAKERS AND FUSES
Most of the electrical circuits in the airplane are protected by "push-toreset" type circuit breakers mounted on a single circuit breaker panel on the left cabin sidewall between the forward doorpost and the instrument panel. Four "pull off" switch type circuit breakers on this panel protect the landing gear system hydraulic pump motor, wing de-ice system, electric elevator trim system, and the autopilot pitch and roll actuators. All of the avionics circuits are protected by circuit breakers grouped together in the lower portion of the circuit breaker panel and also by a rocker-type circuit breaker switch labeled A VN PWR. Fuses protect the cigar lighter circuit, the battery contactor closing circuit (when used with external power), and the clock and flight hour recorder circuits.
GROUND SERVICE PLUG RECEPTACLE
A ground service plug receptacle may be installed to permit the use of an external power source (generator type or battery cart) for cold weather starting and during lengthy maintenance work on the airplane electrical system. The receptacle is located under a cover plate, on the lower left side of the cowling.
NOTE
If no avionics equipment is to be used or worked on, the avionics power switch should be turned off. If maintenance is required on the avionics equipment, it is advisble to utilize a battery cart external power source to prevent damage to the avionics equipment by transient voltage. Do not crank or start the engine with the avionics power switch turned on.
Just before connecting an external power source (generator type or
7-38
",-...,,
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS battery cart), the avionics power switch should be turned off, and the master switch turned on .
The ground service plug receptacle circuit incorporates a polarity reversal protection. Power from the external power source will flow only if the ground service plug is correctly connected to the airplane . If the plug is accidentally connected backwards, no power will flow to the electrical system, thereby preventing any damage to electrical equipment .
The battery and external power circuits have been designed to completely eliminate the need to" jumper" across the battery contactor to close it for charging a completely " dead" battery. A special fused circuit in the external power system supplies the needed "jumper" across the contacts so that with a "dead" battery and an external power source applied, turning on the master switch will close the battery contactor .
LIGHTING SYSTEMS
EXTERIOR LIGHTING
Conventional navigation lights are located on the wing tips and tail stinger , and dual landing lights are installed in the cowl nose cap .
Additional lighting is available and includes a strobe light on each wing tip , a flashing beacon on top of the vertical stabilizer , and two courtesy lights, one under each wing, just outboard of the cabin door. The courtesy lights are operated by a switch located on the left rear door post. All exterior lights, except the courtesy lights, are controlled by rocker-type switches on the left switch and control panel. The switches are on in the up position and off in the down position.
The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night , can produce vertigo and loss of orientation.
The high intensity strobe lights will enhance anti -colli sion protection.
However, the lights should be turned off when taxiing in the vicinity of other airplanes, or during night flight through clouds, fog or haze.
INTERIOR LIGHTING
Instrument and control panel lighting is provided by flood and integral lighting, with electroluminescent and post lighting also available. Rheostats and control knobs, located on the left switch and control panel, control the intensity of all lighting. The following paragraphs describe the various lighting systems and their controls.
7-39
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
Switches and controls on the lower part of the instrument panel and the marker beacon/ audio control panel may be lighted by electroluminescent panels which do not require light bulbs for illumination. To utilize this lighting, turn on the NAV light switch and adjust light intensity with the small (inner) control knob of the concentric control knobs labeled EL
PANEL, ENG-RADIO.
Instument panel flood lighting consists of five red flood lights on the underside of the antiglare shield, and two red flood lights in the forward part of the overhead console. The lights are utilized by adjusting light intensity with the large (outer) control knob of the concentric control knobs labeled POST, FLOOD. Flood lighting may be used in combination with post lighting by adjusting post light intensity with the small (inner) control knob.
The instrument panel may be equipped with post lights which are mounted at the edge of each instrument or control and provide direct lighting. To operate the post lights, adjust light intensity with the small
(inner) control knob of the concentric control knobs labeled POST, FLOOD.
To combine post and flood lighting, adjust flood light intensity with the large (outer) control knob.
The engine instrument cluster, radio equipment, and magnetic compass have integral lighting and operate independently of post or flood lighting. The light intensity of instrument cluster, magnetic compass, and radio equipment lighting is controlled by the large ( outer) control knob of the concentric control knobs labeled EL PANEL, ENG-RADIO. If the airplane is equipped with avionics incorporating incandescent digital readouts, the ENG-RADIO (large outer) control knob controls the light intensity of the digital readouts. For daylight operation, the control knob should be rotated full counterclockwise to produce maximum light intensity for the digital readouts only. Clockwise rotation of the control knob will provide normal variable light intensity for nighttime operation.
If the airplane is equipped with a Cessna 400B Integrated Flight
Control System individual dimming control of both the white and the green
Mode Selector panel lamps is provided by the concentric control knobs labeled IFCS, WHITE, GREEN. A push-to-test feature is incorporated into the small (inner) knob to test for proper green mode selector lamp operation. ·
The control pedestal has two integral lights and, if the airplane is equipped with oxygen, the overhead console is illuminated by post lights.
Pedestal and console light intensity is controlled by the large (outer) control knob of the concentric control knobs labeled POST, FLOOD.
Map lighting is provided by overhead console map lights and an
7-40
CESSNA
MODELT210M
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS antiglare shield mounted map light. The airplane may also be equipped with a control wheel map light. The overhead console map lights operate in conjunction with instrument panel flood lighting and consist of two openings just aft of the red instrument panel flood lights. T;b.e map light openings have sliding covers controlled by small round knobs which uncover the openings when moved toward each other. The covers should be kept closed unless the map lights are required. A map light and toggle switch, mounted in front of the pilot on the underside of the antiglare shield, is used for illuminating approach plates or other charts when using a control wheel mounted approach plate holder. The switch is labeled MAP
LIGHT ON, OFF and light intensity is controlled by the POST, FLOOD control knob. A inap light mounted on the bottom of the pilot's control wheel illuminates the lower portion of the cabin in front of the pilot, and is used for checking maps and other flight data during night operation. The light is utilized by turning on the NA V LIGHTS switch, and adjusting light intensity with the rheostat control knob on the bottom of the control wheel.
The airplane is equipped with a dome light aft of the overhead console, and a baggage compartment light above the baggage area. The lights are operated by a slide-type switch, adjacent to the dome light.
The most probable cause of a light failure is a burned out bulb; however, in the event any of the lighting systems fail to illuminate when turned on, check the appropriate circuit breaker. If the circuit breaker has opened (white button popped out), and there is no obvious indication of a short circuit (smoke or odor), turn off the light switch of the affected lights, reset the breaker, and turn the switch on again. If the breaker opens again, do not reset it.
CABIN HEATING, VENTILATING AND
DEFROSTING 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 and
CABIN AIR control knobs (see figure 7-10). When partial cabin heat is desired, blending warm and cold air will result in improved ventilation and heat distribution throughout the cabin. Additional outside air for summer ventilation is provided through the heat and vent system by operation of the push-pull AUX CABIN AIR knob. All three control knobs are the double button type with locks to permit intermediate settings.
Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet at the front door post at floor level.
7-41
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODELT210M
EXHAUST MANIFOLD
SHROUD
VENTILATING
AIR DOOR
DEFR03TER OUTLET
REAR CABIN
AIR OUTLET
(TYPICAL)
-HEATER VALVE
FRONT CABIN
AIR OUTLET
(TYPICAL)
AUXILIARY VENTILATING
AIR DOOR
"'---!-!--AUX CABIN AIR CONTROL
' - + - ! - - - CABIN AIR CONTROL
CABIN HEAT CONTROL
~ . . . L I - . - DEFR03TER CONTROL
~ lJ7 \_
WING LEADING
EDGE INTAKE
(TYPICAL)
ADJUSTABLE FORWARD
O V ERHEAD VENTILATOR
(TYPICAL)
ADJUSTABLE CENTER
OVERHEAD VENTILATORS
(TYPICAL)
ADJUSTABLE AFT
OVERHEAD VENTILATORS
(TYPICAL)
CODE
¢
RAM AIR FLOW
+-
HEATEDAIR
MECHANICAL
CONNECTION
7-42
Figure 7-10. Cabin Heating, Ventilating, and Defrosting System
CESSNA
MODEL T210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
Windshield defrost air is supplied by a duct from t he c a bin manifold t o an outlet on top of the antiglare shield ; t herefore , the temperature of t he defrosting air is t he same as heated cabin air . A push-pull type control knob, labeled DEFROST , regulates the volume of air to the windshield.
Pulling out on the knob increases defroster air flow .
Addit i onal cabin air is supplied by two fully adjustable ventilators mounted in the forward and aft overhead conso l es, a nd one ventilator in each console located above the rear side windows . Each ventilator outlet can be adjusted in any desired direction by moving the ent i re outlet to direct the airflow up or down, and by moving a tab, protruding from the center of the outlet, l eft or right t o obtain left or r i ght airflow. The outlets may be closed off completely , o r partially closed according to the amount of airflow desired , by rotating an adjustmen t wheel adjacent to t he outlet.
, ~
OXYGEN SYSTEM
The a irplane is equipped with a partial oxygen system which consists of the outlets, pressure gage , a filler va l ve , associated plumbing , and an on-off control. If the airplane is equipped with a comp l ete oxy g en system, refer to Section 9, Supplements, for complete details and operating instructions.
~
PITOT-STATIC SYSTEM AND
I
NSTRUMENTS
The pitot-static system supplies ram air pressure to the airspeed indicator and static pressure to the airspeed indicator, rate-of-climb indicator and altimeter. The system is composed of a pi tot tube moun t ed on the lower surface of the left wing , two external static ports , one on each side of the fuselage below the rear corners of the aft side windows, and t he associated plumbing necessary to connect the instruments to the sources.
The airplane may also be equipped with a pitot heat system. The system consists of a heating element in the pitot tube , a rocker-type switch labeled PITOT HEAT on the lower left side of the instrument panel, a 10amp circuit breaker on the left sidewall circuit breaker panel , and associated wiring. When the pitot heat switch is turned on, the element in the pitot tube is heated electrically to maintain proper operation in possible icing conditions . Pitot heat should be used only as required.
A static pressure alternate source valve i s installed on the left side of the lower instrument panel and can be used if the external static source is malfunctioning. This valve supplies static pressure from inside the cabin instead of the external static ports .
7-43
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODELT210M
If erroneous instrument readings are suspected due to water or ice in the pressure lines going to the standard external static pressure source, the alternate static source valve should be pulled on.
Pressures within the cabin will vary with open cabin ventilators and windows. Refer to Sections 3 and 5 for the effect of varying cabin pressures on airspeed and altimeter readings. ·
AIRSPEED INDICATOR
The airspeed indicator is calibrated in knots and miles per hour.
Limitation and range markings include the white arc (55 to 115 knots), green arc (68 to 165 knots), yellow arc (165 to 195 knots), and a red line (195 knots).
If a true airspeed indicator is installed, it is equipped with a rotatable ,-,.
, ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer. To operate the indicator, first rotate the ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Pressure altitude should not be confused with indicated altitude. To obtain pressure altitude , momentarily set the barometric scale on the altimeter to 29.92 and read .
~ pressure altitude on the altimeter. Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has been obtained. Having set the ring to correct for altitude and temperature, read the true airspeed shown on the rotatable ring by the indicator pointer. For best accuracy, the indicated airspeed should be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5.
Knowing the calibrated airspeed , read true airspeed on the ring opposite the calibrated airspeed.
RATE-OF-CLIMB INDICATOR
The rate-of-climb indicator depicts airplane rate of climb or descent in feet per minute. The pointer is actuated by atmospheric pressure changes resulting from changes of altitude as supplied by the static source .
ALTIMETER
Airplane altitude is depicted by a barometric type altimeter. A knob near the lower left portion of the indicator provides adjustment of the instrument's barometric scale to the current altimeter setting.
VACUUM SYSTEM AND INSTRUMENTS
An engine-driven vacuum system (see figure 7 11) is available and
7-44
CESSNA
MODELT210M
OVERBOARD
VENT LINE
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CODE
c::::::J
INLET AIR
(:::::: : ::::;:;:3 VACUUM
VACUUM
PUMP
VACUUM RELIEF VALVE t
:: ::
:)
DIRECTIONAL
INDICATOR
?:::::::::::::::::::: :: ·~:::::::::::::::::
Figure 7-11. Vacuum System
VACUUM SYSTEM
AIR FILTER
7-45
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODELT210M provides the suction necessary to operate the attitude indicator and directional indicator. The system consists of a vacuum pump on the engine, a vacuum relief valve and vacuum system air filter on the aft side of the firewall below the instrument panel, vacuum operated instruments on the left side of the instrument panel, and a suction gage on the right side of the panel.
ATTITUDE INDICATOR
An attitude indicator is available and gives a visual indication of flight attitude. Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which has index marks at 10°, 20°, 30° , 60°, and 90° either side of the center mark. Pitch and roll attitudes are presented by a miniature airplane in relation to the horizon bar. A knob at the bottom of the instrument is provided for in-flight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication. ~ ,
DIRECTIONAL INDICATOR
A directional indicator is available and displays airplane heading on a compass card in relation to a fixed simulated airplane image and index.
The directional indicator will precess slightly over a period of time.
Therefore, the compass card should be set in accordance with the magnetic compass just prior to takeoff, and occasionally re-adjusted on extended flights. A knob on the lower left edge of the instrument is used to adjust the compass card to correct for any precession.
SUCTION GAGE
A suction gage is located on the upper right side of the instrument panel when the airplane is equipped with a vacuum system. Suction available for operation of the attitude indicator and directional indicator is shown by this gage, which is calibrated in inches of mercury. The desired suction range is 4.6 to 5.4 inches of mercury. A suction reading below this range may indicate a system malfunction or improper adjustment, and in this case, the indicators should not be considered reliable:
STALL WARNING SYSTEM
The airplane is equipped with a vane-type stall warning unit in the leading edge of the left wing. The unit is electrically connected to a dual warning unit located above the right cabin door behind the headliner. The vane in the wing senses the change in airflow over the wing, and operates the dual warning unit, which produces a continuous tone over the airplane speaker between 5 and 10 knots above the stall in all configurations.
7-46
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
If the airplane has a heated stall warning system, the vane-type unit in the wing leading edge is equipped with a heating element. The heated part of the system is operated by the PITOT HEAT switch, and is protected by the PITOT HEAT circuit breaker.
The stall warning system should be checked during the preflight inspection by momentarily turning on the master switch and actuating the vane in the wing. The system is operational if a continuous tone is heard on the airplane speaker as the vane is pushed upward .
AVIONICS SUPPORT EQUIPMENT
The airplane may, at the owner's discretion, be equipped with various types of avionics support equipment such as an audio control panel,
~ . microphone-headsets, and static dischargers. The following paragraphs discuss these items.
AUDIO CONTROL PANEL
Operation of radio equipment is covered in Section 9 of this handbook.
When one or more radios are installed, a transmitter/audio switching system is provided (see figure 7-12). The operation of this switching system is described in the following paragraphs.
TRANSMITTER SELECTOR SWITCH
A rotary type transmitter selector switch, labeled XMTR SEL, is provided to connect the microphone to the transmitter the pilot desires to use. To select a transmitter, rotate the switch to the number corresponding to that transmitter. The numbers 1 , 2 and 3 above the switch correspond to
· the top , second, and third transceivers in the avionics stack.
The audio amplifier in the NA V / COM radio is required for speaker and transmitter operation. The amplifier is automatically selected, along with the transmitter, by the transmitter selector switch. As an example, if the number 1 transmitter is selected, the audio amplifier in the associated
NA V / COM receiver is also selected, and functions as the amplifier for ALL speaker audio. In the event the audio amplifier in use fails, as evidenced by loss of all speaker audio and transmitting capability of the selected transmitter, select another transmitter. This should re-establish speaker audio and transmitter operat i on. Since headset audio is not affected by audio amplifier operation, the pilot should be aware that , while utiliz i ng a headset, the only indication of audio amplifier failure is loss of the sele c ted transmitter. This can be verified by switching to the speaker function .
7-47
SECTION7
AIRPLANE & SYSTEMS DESCRIPTIONS
AUTOMATIC AUDIO SELECTION
CESSNA
MODELT210M
. . . - - - - - - SPEAKER----....
1 2 3
AUJO
NAV/COM
1 2 3
ADF
1 2
I
~
- 0 - 0 - 0 - 0 O F F
PHONE
TRANSMITTER
SELECTOR
SWITCH
AUTOMATIC AUDIO
SELECTOR SWITCH
AUDIO SELECTOR
SWITCH (TYPICAL)
As illustrated, the number 1 transmitter is selected, the AUTO selector switch is in the SPEAKER position, and the NAV 1, 2 and 3 and ADF 1 and 2 audio selector switches are in the OFF position. With the switches set as shown, the pilot will transmit on the number 1 transmitter and hear the number 1 NAV / COM receiver through the airplane speaker.
INDIVIDUAL AUDIO SELECTION
- - - - - - SPEAKER-----
1
2
3
NAV /COM
AUTO 1 ~
XMTR
-
2 3
1
ADF
2
- 0 - 0 - Q - 0 0 F F
'--';;._-'---PHONE----~
SEL TRANSMITTER
SELECTOR
SWITCH
AUTOMATIC AUDIO
SELECTOR SWITCH
AUDIO SELECTOR
SWITCH (TYPICAL)
As illustrated, the number 1 transmitter is selected, the AUTO selector switch is in the OFF position, the number 1 NAV/COM receiver is in the PHONE position, and the number 1 ADF is in the SPEAKER position . With the switches set as shown, the pilot will transmit on the number 1 transmitter and hear the number
1 NAV/COM receiver on a headset ; while the passengers are listening to the ADF audio through the airplane speaker. If another audio selector switch is placed in either the PHONE or SPEAKER position, it will be heard simultaneously with either the number 1 NAV / COM or number 1 ADF respectively.
Figure 7-12. Audio Control Panel
7-48
CESSNA
MODELT210M
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
AUTOMATIC AUDIO SELECTOR SWITCH
A toggle switch, labeled AUTO, can be used to automatically match the appropriate NA V / COM receiver audio to the transmitter being selected.
To utilize this automatic feature, leave all NA V / COM receiver switches in the OFF ( center) position, and place the AUTO selector switch in either the
SPEAKER or PHONE position, as desired. Once the AUTO selector switch is positioned, the pilot may then select any transmitter and its associated
NAV /COM receiver audio simultaneously with the transmitter selector switch. If automatic audio selection is not desired, the AUTO selector switch should be placed in the OFF (center) position.
NOTE
Cessna radios are equipped with sidetone capability (monitoring of the operator's own voice transmission). Sidetone will be heard on either the airplane speaker or a headset as selected with the AUTO selector switch. Sidetone may be eliminated by placing the AUTO selector switch in the OFF position, and utilizing the individual radio selector switches.
AUDIO SELECTOR SWITCHES
The audio selector switches, labeled NA V / COM 1, 2 and 3 and ADF 1 and 2, allow the pilot to initially pre-tune all NA V / COM and ADF receivers, and then individually select and listen to any receiver or combination of receivers. To listen to a specific receiver, first check that the AUTO selector switch is in the OFF (center) position, then place the audio selector switch corresponding to that receiver in either the SPEAK-
ER (up) or PHONE (down) position. To turn off the audio of the selected receiver, place that switch in the OFF ( center) position. If desired, the audio selector switches can be positioned to permit the pilot to listen to one receiver on a headset while the passengers listen to another receiver on the airplane speaker.
The ADF 1 and 2 switches may be used anytime ADF audio is desired. If the pilot wants only ADF audio, for station identification or other reasons, the AUTO selector switch (if in use) and all other audio selector switches should be in the OFF position. If simultaneous ADF and NA V / COM audio is acceptable to the pilot, no change in the existing switch positions is required. Place the ADF 1 or 2 switch in either the SPEAKER or PHONE position and adjust radio volume as desired.
NOTE
If the NAV/COM audio selector switch corresponding to
7-49
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODELT210M the selected transmitter is in the PHONE position with the
AUTO selector switch in the SPEAKER position , all audio selector switches placed in the PHONE position will automatically be connected to both the airplane speaker and any headsets in use.
,--,---..,__
MICROPHONE-HEADSET
The microphone-headset combination consists of the microphone and headset combined in a single unit and a mic r ophone keying switch l ocate d on the left side of the pilot ' s control whee l. The microphone-headse t permits the pilot to conduct radio communications without interrupting other control operations to handle a hand-held microphone. Also, passengers need not listen to all communications. The m i crophone an d headset jacks are located near the lower left corner of the instrument pane l.
,,,......_
,
STATIC DISCHARGERS
If frequent !FR flights are planned, installation of wick-type static dischargers is recommended to improve radio communications dur i n g flight through dust or various forms of precipitation (rain, snow or ice crystals). Under these conditions, the build-up and discharge o f static electricity from the trailing edges of the wings, rudder, elevator, propelle r tips , and radio antennas can result in loss o f usable radio signals on all communications and navigation radio equipment .
Usually the ADF is first to be affected and VHF communication equipment is the l a st to be af f ected .
Installation of static dischargers reduces interference from precipita tion static, but it is possible t o encounter severe precipitation static condi t ions which might cause the loss o f radio signals , even with s t atic dischargers installed. Whenever possible, avoid known severe precipitation areas to prevent loss o f dependable radio signals. If avoidance i s impractical, minimize airspeed and anticipate temporar y loss of radio signals while in these areas.
. ~
•
7-50
CESSNA
MODELT210M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
SECTION 8
AIRPLANE HANDLING,
SERVICE & MAINTENANCE
TABLE OF CONTENTS
Introduction . . . . . .
Identification Plate
Owner Follow-Up System
Publications . . . .
Airplane File . . . . .
Airplane Inspection Periods
FAA Required Inspections
Cessna Progressive Care
Cessna Customer Care Program
Pilot Conducted Preventive Maintenance
Alterations Or Repairs
Ground Handling
Towing
Parking .
Tie-Down
Jacking
Leveling .
Flyable Storage
Servicing . .
.
.
Engine Oil . .
Fuel . . . . .
Landing Gear
Oxygen
Cleaning And Care
Windshield-Windows
Painted Surfaces .
Propeller Care . .
Landing Gear Care
Engine Care
Interior Care . . .
Page
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CESSNA
MODEL T210M
SECTIONS
HANDLING, SERVICE
& MAINTENANCE
INTRODUCTION
This section contains factory-recommended procedures for proper ground handling and routine care and servicing of your Cessna. It also identifies certain inspection and maintenance requirements which must be followed if your airplane is to retain that new-plane performance and dependability. It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your locality.
Keep in touch with your Cessna Dealer and take advantage of his knowledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services.
IDENTIFICATION PLATE
All correspondence regarding your airplane should include the
SERIAL NUMBER. The Serial Number, Model Number, Production Certificate Number (PC) and Type Certificate Number (TC) can be found on the
Identification Plate, located on the lower part of the left forward doorpost.
Located adjacent to the Identification Plate is a Finish and Trim Plate which contains a code describing the interior color scheme and exterior paint combination of the airplane. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed.
OWNER FOLLOW-UP SYSTEM
Your Cessna Dealer has an Owner Follow-Up System to notify you when he receives information that applies to your Cessna. In addition, if you wish, you may choose to receive similar notification, in the form of
Service Letters, directly from the Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program book for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up programs, and stands ready, through his Service Department, to supply you with fast, efficient, low-cost service.
PUBLICATIONS
Various publications and flight operation aids are furnished in the
8-3
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL T210M airplane when delivered from the factory. These items are listed below.
• CUSTOMER CARE PROGRAM BOOK e PILOT'S OPERATING HANDBOOK/SUPPLEMENTS FOR YOUR
AIRPLANE
AVIONICS AND AUTOPILOT
• PILOT'S CHECKLISTS e POWER COMPUTER
• SALES AND SERVICE DEALER DIRECTORY
• DO'S AND DON'TS ENGINE BOOKLET
The following additional publications, plus many other supplies that are applicable to your airplane, are available from your Cessna Dealer. e SERVICE MANUALS AND PARTS CATALOGS F OR YOUR
AIRPLANE
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT
,,,....-..
.
Your Cessna Dealer has a Customer Care Supplies Catalog covering all available items, many of which he k eeps on hand. He will be happy to place an order for any item which is not in stock. _..._
,
AIRPLANE FILE
There are miscellaneous data, information and licenses that are a part of the airplane file. The following is a checklist for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to ensure that all data requirements are met.
A. To be displayed in the airplane at all times:
1.
2.
Aircraft Airworthiness Certificate (FAA Form 8100-2).
Aircraft Registration Certificate (FAA Form 8050-3).
3. Aircraft Radio Station Lic ense , if transmitter installed (FCC Form
556).
B. To be carried in the airplane at all times:
1. Weight and Balance , and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if applicable).
2. Equipment List.
, 8-4
CESSNA
MODELT210M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
C. To be made available upon request:
1. Airplane Log Book.
2. Engine Log Book.
Most of the items listed are required by the United States Federal
Aviation Regulations. Since the Regulations of other nations may require other documents and data, owners of airplanes not registered in the United
States should check with their own aviation officials to determine their individual requirements.
Cessna recommends that these items, plus the Pilot's Operating
Handbook , Pilot's Checklists, Power Computer, Customer Care Program book and Customer Care Card, be carried in the airplane at all times.
AIRPLANE INSPECTION PERIODS
FAA REQUIRED INSPECTIONS
As required by Federal Aviation Regulations, all civil aircraft of U.S. registry must undergo a complete inspection (annual) each twelve calend ar months. In addition to the required ANNUAL inspection, aircraft operated commercially (for hire) must have a complete inspection every
100 hours of operation.
,,.--,.,,
The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane, engine, propeller and components. It is the responsibility of the owner/ operator to ensure compliance with all applicable airworthiness directives and, when the inspections are repetitive, to take appropriate steps to prevent inadvertent noncompliance.
In lieu of the 100 HOUR and ANNUAL inspection requirements , an airplane may be inspected in accordance with a progressive inspection schedule, which allows the work load to be divided into smaller operations that can be accomplished in shorter time periods.
The CESSNA PROGRESSIVE CARE PROGRAM has been developed to provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOUR and
ANNUAL inspections as applicable to Cessna airplanes. The program assists the owner in his responsibility to comply with all FAA inspection requirements, while ensuring timely replacement of life-limited parts and adherence to factory-recommended inspection intervals and maintenance procedures.
8-5 •
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA PROGRESSIVE CARE
CESSNA
MODELT210M
The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and downtime. Under this program, your airplane is inspected and maintained in four operations at 50-hour intervals during a 200-hour period. The operations are recycled each 200 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted.
The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 200hours or more per year, and the 100-hour inspection for all other airplanes. The procedures for the Progressive Care
Program and the 100-hour inspection have been carefully worked out by the factory and are followed by the Cessna Dealer Organization. The complete familiarity of Cessna Dealers with Cessna equipment and factory-approved procedures provides the highest level of service possible at lower cost to Cessna owners.
Regardless of the inspection method selected by the owner, he should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required FAA inspections and most of the manufacturer recommended inspections.
CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER CARE
PROGRAM book supplied with your airplane. You will want to thoroughly review your Customer Care Program book and keep it in your airplane at all times.
Coupons attached to the Program book entitle you to an initial inspection and either a Progressive Care Operation No. 1 or the first 100hour inspection within the first 6 months of ownership at no charge to you.
If you take delivery from your Dealer, the initial inspection will have been performed before delivery of the airplane to you. If you pick up your airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery, so the initial inspection may be performed allowing the
Dealer to make any minor adjustments which may be necessary.
You will also want to return to your Dealer either at 50 hours for your first Progressive Care Operation, or at 100 hours for your first 100-hour inspection depending on which program you choose to establish for your airplane. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work.
8-6
CESSNA
MODELT210M
PILOT CONDUCTED PREVENTIVE
MAINTENANCE
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
A certified pilot who owns or operates an airplane not used as an air
-carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane. Refer to FAR· Part 43 for a list of the specific maintenance operations which are allowed.
NOTE
Pilots operating airplanes of other than U.S. registry should refer to the regulations of the country of certification for information on preventive maintenance that may be performed by pilots.
A Service Manual should be obtained prior to performing any preventive maintenance to ensure that proper procedures are followed. Your
Cessna Dealer should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed personnel.
ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alterations on the airplane to ensure that airworthiness of the airplane is not violated.
Alterations or repairs to the airplane must be accomplished by licensed personnel.
GROUND HANDLING
TOWING
The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. When towing with a vehicle, do not exceed the nose gear turning angle of 35° either side of center, or damage to the gear will result. If the airplane is towed or pushed over a rough surface during hangaring, watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure. A flat nose tire or deflated strut will also increase tail height.
PARKING
When parking the airplane, head into the wind and set the parking brakes. Do not set the parking brakes during cold weather when accumu-
8-7
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODELT210M lated moisture may freeze the brakes, or when the brakes are overheated.
Close the cowl flaps, install the control wheel lock and chock the wheels. In ,,,--..
, severe weather and high wind conditions, tie the airplane down as outlined in the following paragraph.
TIE-DOWN
Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie down the a i rplane securely , proceed as follows:
1. Set the parking brake and install the control wheel lock.
2. Install a surface control lock over the fin and rudder .
3. Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing and tail tie-down fittings and secure each rope or chain to a ramp tie-down .
4. T i e a rope (no chains or cables) to the nose gear torque link and secure to a ramp tie-down.
5. Install a pitot tube cover.
JACKING
When a requirement exists to jack the entire airplane off the ground , or when wing jack points are used in the jacking operation , refer to the
Service Manual for specific procedures and equipment required .
Individual main gear may be jacked by using the jack pad whichis incorporated in the main landing gear strut step assembly.When using the individual gear strut jack pad, flexibility of the gear strut will cause the main wheel to slide inboard as the wheelis raised, tilting the j ack. The jack must then be lowered for a second jacking operation. Do not jack both main wheels simultaneously using the indiv i du a l main gear jack pads .
If nose gear maintenance is required , the nose wheel may be r a ised off the ground by pressing down on a tailcone bulkhead, just forward of the horizontal stabilizer , and allowing the tail to rest on the tail tie-down ring .
NOTE
Do not apply pressure on the elevator or outboard horizontal stabilizer surfaces. When pushing on the tailcone, always apply pressure at a bulkhead to avoid buckling the skin .
/"'""'
To assist in raising and holding the nose wheel off the ground , weight down the tail by placing sand bags , or suitable weights, on each side of the horizontal stabilizer , next to the fuselage . If ground anchors are available ,
8-8
r , .
CESSNA
MODELT210M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE the tail should be securely tied down.
NOTE
Ensure that the nose will be held off the ground under all conditions by means of suitable stands or supports under weight supporting bulkheads near the nose of the airplane.
LEVELING
Longitudinal leveling of the airplane is accomplished by placing a level on the leveling screws located on the left side of the tailcone. Deflate the nose tire and/ or lower or raise the nose strut to properly center the bubble in the level. Corresponding points on either the upper or lower main door sills may be used to level the airplane laterally.
, ,,,...._,
FLYABLE STORAGE
Airplanes placed in non-operational storage for a maximum of 30 days or those which receive only intermittent operational use for the first 25 hours are considered in flyable storage status. Every seventh day during these periods , the propeller should be rotated by hand through five revolutions. This action "limbers" the oil and prevents any accumulation of corrosion on engine cylinder walls.
I
WARNING
For maximum safety, check that the ignition switch is
OFF, the throttle is closed, the mixture control is in the idle cut-off position, and the airplane is secured before rotating the propeller by hand. Do not stand within the arc of the propeller blades while turning the propeller.
After 30 days, the airplane should be flown for 30 minutes or a ground runup should be made just long enough to produce an oil temperature within the lower green arc range. Excessive ground runup should be avoided.
Engine runup also helps to eliminate excessive accumulations of water in the fuel system and other air spaces in the engine. Keep fuel tanks full to minimize condensation in the tanks. Keep the battery fully charged to prevent the electrolyte from freezing in cold weather . If the airplane is to be stored temporarily, or indefinitely, refer to the Service Manual for proper storage procedures.
8-9
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
SERVICING
CESSNA
MODELT210M
In addition to the PREFLIGHT INSPECTION covered in Section 4,
COMPLETE servicing, inspection, and test requirements for your airplane are detailed in the Service Manual. The Service Manual outlines all items which require attention at 50, 100, and 200 hour intervals plus those items which require servicing, inspection, and/ or testing at special intervals.
Since Cessna Dealers conduct all service, inspection, and test procedures in accordance with applicable Service Manuals, it is recommended that you contact your Cessna Dealer concerning these requirements and begin scheduling your airplane for service at the recommended intervals.
Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with the 100-hour or ANNUAL inspection as previously covered.
Depending on various flight operations, your local Government
Aviation Agency may require additional service, inspections, or tests. For these regulatory requirements, owners should check with local aviation officials where the airplane is being operated.
For quick and ready reference, quantities, materials, and specifications for frequently used service items are as follows:
ENGINE OIL
GRADE -- Aviation Grade SAE 50 Above 4°C (40°F).
Aviation Grade SAE 10W30 or SAE 30 Below 4°C (40°F).
Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting and turbocharger controller operation in cold weather. Ashless dispersant oil, conforming to Continental Motors
Specification MHS-24A, must be used.
NOTE
Your Cessna was delivered from the factory with a corrosion preventive aircraft engine oil. If oil must be added during the first 25 hours, use only aviation grade straight mineral oil conforming to Specification No. MIL-L-6082.
CAPACITY OF ENGINE SUMP -- 10 Quarts.
Do not operate on less than 7 quarts. To minimize loss of oil through breather, fill to 8 quart level for normal flights of less than 3 hours. For extended flight, fill to 10 quarts. These quantities refer to oil dipstick level readings. During oil and oil filter changes, one additional quart is required when the filter is changed.
8-10
CESSNA
MODEL T210M
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
,-~
OIL AND OIL FILTER CHANGE --
After the first 25 hours of operation, drain engine oil sump and replace filter. Refill sump with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized; then change to dispersant oil. Drain the engine oil sump and replace the filter each
50 hours thereafter. The oil change interval may be extended to 100hour intervals, providing the oil filter is changed at 50-hour intervals.
Change engine oil at least every 6 months even though less than the recommended hours have accumulated. Reduce intervals for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions.
FUEL
APPROVED FUEL GRADES (AND COLORS) --
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
CAPACITY EACH TANK -- 45 Gallons.
REDUCED CAP A CITY EACH TANK (WHEN FILLED TO BOTTOM OF
FUEL FILLER NECK) -- 32.5 Gallons.
LANDING GEAR
NOSE WHEEL TIRE PRESSURE -- 50 PSI on 5.00-5, 6-Ply Rated Tire.
MAIN WHEEL TIRE PRESSURE -- 55 PSI on 6.00-6, 8-Ply Rated Tires.
NOSE GEAR SHOCK STRUT --
Keep filled with MIL-H-5606 hydraulic fluid and inflated with air to 90
PSI. Do not over-inflate.
HYDRAULIC FLUID RESERVOIR -- Check every 25 hours and service with MIL-H-5606 hydraulic fluid. At first 25 hours, first 50 hours, and each 100 hours thereafter, clean the filter on the right side of the reservoir.
OXYGEN
AVIATOR'S BREATHING OXYGEN -- Spec. No. MIL-O-27210.
MAXIMUM PRESSURE (cylinder temperature stabilized after filling) --
1800 PSI at 21 °C (70°F) .
Refer to Oxygen Supplement (Section 9) for filling pressures.
CLEANING AND CARE
WINDSHIELD-WINDOWS
The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
8-11
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODELT210M with moderate pressure until all dirt, oil scum and bug stains are removed.
Allow the cleaner to dry, then wipe it off with soft flannel cloths .
If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease.
NOTE
Never use gasoline, benzine , alcohol , acetone , carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These materials will attack the p l astic and may cause it to craze .
Follow by carefully washing with a mild detergent and plenty of water.
Rinse thoroughly, then dry wit h a clean moist chamois . Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning job. A thin, even coat of wax, polished out by hand with clean soft flannel cloths , will fill in minor scratches and help prevent further scratching.
Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface.
PAINTED SURFA .
CES
The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or buffing. Approximately 15 days are required for the pain t to cure completely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is required within the curing period , it is recommended that the work be done by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent.
Waxing is unnecessary to keep the painted surfaces bright. However , if desired, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas.
When the airplane is parked outside in cold climates and it is necessary
8-12
CESSNA
MODEL T210M
SECTION 8
HANDLING, · SERVICE
& MAINTENANCE to remove ice before flight, care should be taken to protect the painted surfaces during ice removal with chemical liquids. A 50-50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint. A solution with more than 50% alcohol is harmful and should pe avoided . While applying the de-icing solution, keep it away from the windshield and cabin windows since the alcohol will attack the plastic and may cause it to craze .
PROPELLER CARE
Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will assure long, trouble-free service. Small nicks on the propeller, particularly near the tips and on the leading edges , should be dressed out as soon as possible since these nicks produce stress concentrations , and if ignored , may result in cracks . Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent.
LANDING GEAR CARE
Cessna Dealer ' s mechanics have been trained in the proper adjustment and rigging procedures on the airplane hydraulic system. To a ssure trouble-free gear operation, have your Cessna Dealer check the gear regularly a nd make any necessary adjustments. Only properly trained mechanics should attempt to repair or adjust the landing gear.
ENGINE CARE
The engine may be cleaned with Stoddard solvent , or equivalent, then dried thoroughly.
CAUTION
Particular care should be given to electrical equipment before cleaning . Cleaning fluids should not be allowed to enter magnetos, starter, alternator and the like. Protect these components before saturating the engine with solvents. All other openings should also be covered before cleaning the engine assembly . Caustic cleaning solutions should be used cautiously and should always be properl y neutralized after their use.
INTERIOR CARE
To remove dust and loose dirt from the upholstery and carpet , clean the interior regularly with a vacuum cleaner .
8-13
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODELT210M
Blot up any spilled liquid promptly with cleansing tissue or rags.
Don't pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area.
Oily spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials.
/
Soiled upholstery and carpet/,ay be cleaned with foam-type detergent, used according to the manufacturer's instructions . To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner.
If your airplane is equipped with leather seating, cleaning of the seats is accomplished using a soft cloth or sponge dipped in mild soap suds. The soap suds, used sparingly, will remove traces of dirt and grease. The soap should be removed with a clean damp cloth.
The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp clt , ':; h. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic.
8-14
CESSNA
MODELT210M
SECTION9
SUPPLEMENTS
, ....-\.
SECTION 9
SUPPLEMENTS
(Optional Systems Description
& Operating Procedures)
TABLE OF CONTENTS
Introduction
Supplements:
Emergency Locator Transmitter (ELT)
Electric Elevat.or Trim System
(4 pages)
(2 pages)
Oxygen System . . . . . . . . .
Wing And Stabilizer De-Ice System
Propeller Anti-Ice System
Windshield Anti-Ice System . . . .
Cessna 300 Nav/Com (Type RT-385A)
Cessna 300 Nav/Com (Type RT-385A) With Cessna
400 Area Navigation (Type RN-478A)
Cessna 300 ADF (Type R-546E)
HF Transceiver (Type PT10-A)
SSB HF Transceiver (Type ASB-125)
(6 pages)
(4 pages)
(2 pages)
(2 pages)
(8 pages)
(8 pages)
(6 pages)
(4 pages)
Cessna 400 Nav/Com (Type RT-485A)
Cessna 400 Nav/Com (Type RT-485A) With Cessna
400 Area Navigation (Type RN-478A)
Cessna 400 Area Navigation (Type RN-478A)
Cessna 400 ADF (Type R-446A) . . . . . .
Cessna 400 DME (Type R-476A) . . . . . .
(4 pages)
. (10 pages)
. (10 pages)
(6 pages)
(6 pages)
(4 pages)
Cessna 400 Marker Beacon (Type R-402A)
Cessna 400 Transponder (Type RT-459A) And Optional
(4 pages)
Encoding Altimeter (Type EA-401A) . . . . . . . (6 pages)
Cessna 400 Glide Slope (Type R-443B) . . . . . . . . (4 pages)
Cessna Horizontal Situation Indicator (Type IG-832C) (6 pages)
Cessna Horizontal Situation Indicator (Type IG-832A) (6 pages)
Cessna 800 Altitude Encoder/ Alert/Pre Sel (Type AA-801A)
With Encoding Altimeter (Type EA-801A) (8 pages)
Cessna 200A Navomatic Autopilot (Type AF-295B)
Cessna 300A Navomatic Autopilot (Type AF-395A)
Cessna 400 Navomatic Autopilot (Type AF-420A) .
Cessna 400B Navomatic Autopilot (Type AF-550A)
. (6 pages)
.
.
.
(6 pages)
(8 pages)
(14 pages)
9-1
SECTION 9
SUPPLEMENTS
TABLE OF CONTENTS (Continued)
Cessna 400B Integrated Flight Control System
(Type IF-550A) . . . . . .
Weather Radar (Type RDR-160)
AM-FM .
Stereo . . . . . . . . . . . . . . .
CESSNA
MODELT210M
. ( 1~ pages)
. (10 pages)
. (8 p a ges)
9-2
CESSNA
MODELT210M
SECTION 9
SUPPLEMENTS
INTRODUCTION
This section consists of a series of supplements, each covering a single optional system which may be installed in the airplane. Each supplement contains a brief description, and when applicable, operating limitations, emergency and normal procedures, and performance. Other routinely installed items of optional equipment, whose function and operational procedures do not require detailed instructions, are discussed in Section 7.
9-3/ (9-4 blank)
,,,----.,..,
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
EMERGENCY LOCATOR
TRANSMITTER (ELT)
SUPPLEMENT
EMERGENCY LOCATOR
TRANSMITTER (ELT)
SECTION 1
GENERAL
The ELT consists of a self-contained dual-frequency radio transmitter and battery power supply, and is activated by an impact of 5g or more as may be experienced in a crash landing. The ELT emits an omni-directional signal on the international distress frequencies of 121.5 and 243.0 MHz.
(Some ELT units in export aircraft transmit only on 121.5 MHz.) General aviation and commercial aircraft, the FAA, and CAP monitor 121.5 MHz, and 243.0 MHz is monitored by the military. Following a crash landing, the
ELT will provide line-of-sight transmission up to 100 miles at 10,000 feet.
The ELT supplied in domestic aircraft transmits on both distress frequencies simultaneously at 75 mw rated power output for 48 continuous hours in the temperature range of -40 ° F to +131 °F (-40°0 to +55°0). The ELT unit in export aircraft transmits on 121.5 MHz at 25 mw rated power output for 100 continuous hours in the temperature range of -40°F to +131 °F (-40°0 to
+55°0).
The ELT is readily identified as a bright orange unit mounted behind the baggage compartment wall in the tailcone. To gain access to the unit, remove the baggage compartment wall. The ELT is operated by a control panel at the forward facing end of the unit (see figure 1.)
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this equipment is installed .
1 of 4
EMERGENCY LOCATOR
TRANSMITTER (ELT)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
1. FUNCTION SELECTOR SWITCH (3-position toggle switch):
ON - Activates transmitter instantly. Used for test purposes andif"g" switch is inoperative.
OFF - Deactivates transmitter. Used during shipping, storage and following rescue.
AUTO - Activates transmitter only when "g" switch receives 5g or more impact.
2. COVER - Removable for access to battery pack.
3. ANTENNA RECEPTACLE - Connects to antenna mounted on top of tailcone.
Figure 1. ELT Control Panel
SECTION 3
EMERGENCY PROCEDURES
Immediately after a forced landing where emergency assistance is required, the ELT should be utilized as follows.
1. ENSURE ELT ACTIVATION --Turn a radio transceiver ON and select 121.5 MHz. If the ELT can be heard transmitting, it was activated by the "g" switch and is functioning properly. If no emergency tone is audible, gain access to the ELT and place the function selector switch in the ON position.
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
EMERGENCY LOCATOR
TRANSMITTER (ELT)
2. PRIOR TO SIGHTING RESCUE AIRCRAFT -Conserve airp lane battery. Do not activate radio transceiver .
3. AFTER SIGHTING RESCUE AIRCRAFT - Place EL T function selector switch in the OFF position, preventing radio int erference.
Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 121.5 MHz. If no contact is established, return the function selector switch to ON immediately.
4. FOLLOWING RESCUE -Place ELT function selector switch in the
OFF position, terminating emergency transmissions.
SECTION 4
NORMAL PROCEDURES
As long as the function selector switch remains in the AUTO position , the ELT automatically activates following an impact of 5g or more over a short period of time.
Following a lightning strike, or an exceptionally hard landing , the
ELT may activate although no emergency exists. To check your ELT for inadvertent activation, select 121.5 MHz on your radio transceiver and listen for an emergency tone transmission. If the ELT can be heard
~ . transmitting, place the function selector swtich in the OFF position and the tone should cease. Immediately place the function selector switch in the
AUTO position to re-set the ELT for normal operation .
SECTION 5
PERFORMANCE
There is no change to the airpl an e performance data when this equipment is installed.
3/(4b lank)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
ELECTRIC ELEV ATOR
TRIM SYSTEM
(MODEL T210)
SUPPLEMENT
ELECTRIC ELEVATOR
TRIM SYSTEM
(MODEL T210)
SECTION 1
GENERAL
The electric elevator trim system provides a simple method of relieving pitch control pressures without interrupting other control operations to adjust the manual elevator trim wheel. The system is controlled by a slide-type trim switch on the top of the left control wheel grip, a disengage switch on the left side of the control wheel pad and a switch type circuit breaker on the sidewall circuit breaker panel. Pushing the trim switch to the forward position , labeled DN, moves the elevator trim tab in the "nose down " direction; conversely, pulling the switch aft to th e UP position moves the tab in the "nose up" direction. When the switch is released, it automatically returns to the center off position, and elevator trim tab motion stops. The disengage switch, labeled ELEC TRIM DISENGAGE , disables the system when placed in the DISENGAGE position. The elevator trim circuit breaker is provided as a secondary control of all electrical power to the system and can be pulled out in case of system malfunction.
A servo unit (which includes a motor and chain-driven, solenoidoperated clutch) actuates the trim tab to the selected position . When the clutch is not energized (trim switch off) the electric portion of the trim system freewheels so that manual operation is not affected. The electric trim system can be overridden at any time by manually rotating the
.
elevator trim wheel, thus overriding the servo that drives the trim tab.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this trim system is installed. However, the following information is presented on a placard at the bottom of the instrument panel:
Maximum Altitude Loss During
Electric Trim Malfunction 250 ft.
1 of 2
ELECTRIC ELEVATOR
TRIM SYSTEM
(MODEL T210)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
SECTION 3
EMERGENCY PROCEDURES
1. Elevator Trim Disengage Switch -- DISENGAGE.
NOTE
For maximum altitude loss during an electric trim malfunction , refer to placarding on the instrument panel.
2 . Elevator Trim Circuit Breaker -- PULL TO DISABLE system for the remainder of the flight.
3 . Manual Trim -- AS REQUIRED .
SECTION 4
NORMAL PROCEDURES
To operate the electric elevator trim system, proceed as follows:
1. Master Switch -- ON .
2. Elevator Trim Disengage Switch -- ON .
3. Trim Switch -- ACTUATE as desired .
4. Elevator Trim Position Indicator - CHECK.
NOTE
To check the operation of the disengage switch, actuate the elevator trim switch with the disengage switch in the
DISENGAGE position. Observe that the manual trim wheel and indicator do not rotate when the elevator trim switch is activated.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this trim system is ins t alled .
2
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
OXYGEN SYSTEM
(MODEL T210)
OXYGEN SYSTEM
(MODEL
T210)
SECTION 1
GENERAL
A six-place oxygen system provides t he supplementary oxygen necessary for continuous flight at high altitude. In this system, four oxygen cylinders, located in the f uselage cabin top, supply the oxygen .
Cylinder pressure is reciuced to an operating pressure of 70 PSI by a pressure regulator/ shutoff valve assembly attached to the left front cylinder. An oxygen cylinder filler valve is located on the bottom of the right wing just outboard of the r ear doorpost under a round cover plate.
Cylinder pressure is indicated by a pressure gage located in the overhead console a bove the pilot ' s and front passenger's seats.
Six oxygen outlets are provided ; two each in consoles above the front seats and center passenger seats, and one each in two separate consoles near the aft passenger seats. One permane n t , microphone equipped mask is provided for the pilot, and five disposable type masks are provided for the passengers. All masks are the partial-rebreathing type, equipped wit h vinyl plastic hoses and flow indicators.
NOTE
The hose provided for the pilot is of a higher flow rate than those for the passengers; it is color-coded with a red band adjacent to the plug-in fitting. The passenger hoses are color-coded with an orange band . If the airplane owner prefers , he may provide higher flow hoses for all passengers. In any case, it is recommended that the pilot use the larger capacity hose. The pilot ' s mask is equipped with a microphone to facilitate use of the radio while us i ng oxygen. An adapter cord is furnished with the microphone-equipped mask to mate the mask microphone lead to the auxiliary microphone jack located on the left side of the instrument panel. To connect the oxygen mask microphone, connect the mask lead to the adapter cord and plug the cord into the auxiliary microphone jack. (If an
1 of 6
OXYGEN SYSTEM
(MODEL T210)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT optional microphone-headset combination has been in use, the microphone lead from this equipment is already plugged into the auxiliary microphone jack. It will be necessary to disconnect this lead from the auxiliary microphone jack so that the adapter cord from the oxygen mask microphone can be plugged into the jack.) A switch is incorporated on the left hand control wheel to operate the microphone.
A remote shutoff valve control in the overhead console above the pilot's and front passenger's seat is used to shut off the supply of oxygen to the system when not in use. The control is mechanically connected to the shutoff valve at the cylinder. With the exception of the shutoff function, the system is completely automatic and requires no manual regulation for change of altitude.
The oxygen cylinders, when fully charged, contain a total of approximately 74 cubic feet of aviator's breathing oxygen (Spec. No. MIL-O-27210), under a pressure of 1800 PSI at 21°0 (70°F). Filling pressures will vary, however, due to ambient temperature in the filling area, and the temperature rise resulting from compression of the oxygen. Because of this, merely filling to 1800 PSI will not result in a properly filled cylinders. Fill to pressures indicated on the table below for ambient temperatures.
I
WARNING
I
Oil, grease or other lubricants in contact with oxygen create a serious fire hazard, and such contact must be avoided when handling oxygen equipment.
2
AMBIENT
TEMPERATURE
OF
0
10
20
30
40
FILLING
PRESSURE
PSIG
1600
1650
1700
1725
1775
AMBIENT
TEMPERATURE
OF
50
60
70
80
90
Figure 1. Oxygen Filling Pressures
FILLING
PRESSURE
PSIG
1825
1875
1925
1975
2000
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
OXYGEN SYSTEM
(MODEL T210)
OXYGEN DURATION CHART
(74 CUBIC FEET CAPACITY)
(/) e::
1200 w
~
1000
(/)
(/)
W a::: a.
800
~
600
<( l!)
400
1800
1600
1400
200 l
0
0
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2 3 4 5 6 7 8
OXYGEN DURATION - HOURS
NOTE:
This chart is based on a pilot with a red color-coded oxygen line foting and passengers with orange color-coded line fittings.
9
Figure 2. Oxygen Duration Chart
For FAA requirements concerning supplemental oxygen, refer to FAR
91.32. Supplemental oxygen should be used by all occupants when cruising above 12,500 feet. As described in the Cessna booklet "Man At Altitude," it is often advisable to use oxygen at altitudes lower than 12,500 feet under conditions of night flying, fatigue, or periods of physiological or emotional disturbances. Also, the habitual and excessive use of tobacco or
3
OXYGEN SYSTEM
(MODEL T210)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT alcohol will usually necessitate the use of oxygen at less th a n 10,000 feet .
The Oxygen Duration Chart (figure 2) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane. The following procedure outlines the method of finding the duration from the chart.
1. Note the available oxygen pressure shown on the pressure gage.
2. Locate this pressure on the scale on the left side of the char t, then , ~ , go across the chart horizontally to the right until you intersect the line representing the number of persons making the flight. After intersecting the line, drop down vertically to the bottom of the chart and read the duration in hours given on the scale.
3 . As an example of the above procedure, 1400 PSI of pressure will safely sustain the pilot only for 6 hours and 20 minutes. The same pressure will sustain the pilot and three passengers for approximately 2 hours and 10 minutes.
~ \
NOTE
The Oxygen Duration Chart is based on a standard configuration oxygen system having one red color-coded hose assembly for the pilot and orange color-coded hoses for the passengers. If red color-coded hoses are provided for pilot and passengers , it will be necessary to compute new oxygen duration figures due to the greater consumption of oxygen with these hoses. This is accomplished by computing the total duration available to the pilot only (from
PILOT ONLY line on chart), then dividing this duration by the number of persons (pilot and passengers) using oxygen.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when oxygen equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when oxygen equipment is installed.
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
OXYGEN SYSTEM
(MODEL T210)
SECTION 4
NORMAL PROCEDURES
Prior to flight, check to be sure that there is an adequate oxygen supply for the trip, by noting the oxygen pressure gage reading, and referring to the Oxygen Duration Chart (figure 2). Also, check that the face masks and hoses are accessible and in good condition.
I
WARNING
For safety reasons, no smoking should be allowed in the airplane while oxygen is being used.
When ready to use the oxygen system, proceed as follows:
1. Mask and Hose - - SELECT. Adjust mask to face and adjust metallic nose strap for snug mask fit.
2. Delivery Hose -- PLUG INTO OUTLET nearest to the seat you are occupying.
NOTE
When the oxygen system is turned on, oxygen will flow continuously at the proper rate of flow for any altitude without any manual adjustments.
3. Oxygen Sµpply Control Knob -- ON.
4. Face Mask Hose Flow Indicator -- CHECK. Oxygen is flowing if the indicator is being forced toward the mask. ·
5. Delivery Hose -- UNPLUG from outlet when discontinuing use of oxygen. This automatically stops the flow of oxygen.
6. Oxygen Supply Control Knob -- OFF when oxygen is no longer required.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when oxygen equipment is installed.
5/ (6 blank)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
WING AND STABILIZER
DE-ICE SYSTEM
(MODEL T210)
SUPPLEMENT
WING AND STABILIZER
DE-ICE SYSTEM
(MODEL T210)
SECTION 1
GENERAL
Pneumatic de-icing boots, installed on the leading edges of the wings and horizontal stabilizer, provide a measure of protection if unexpected icing conditions are encountered. Controls for the de-icing system consist of a spring-loaded on-off rocker switch on the left switch and control panel, a pressure indicator light on the upper left side of the instrument panel, and a 5-amp circuit breaker switch on the left sidewall circuit breaker panel. The two-position de-icing switch, labeled DE-ICE PRESS, is springloaded to the normal off (lower) position. When pushed to the ON (upper) position and released, it will activate one de-icing cycle. Each time a cycle is desired, the switch must be pushed to the ON position and released. The pressure indicator light, labeled DE-ICE PRESSURE, should come on within four seconds after the cycle is initiated and remain on for two to three seconds if the system is operating properly.
De-icing boots have a special electrically-conductive coating to bleed off static electricity which causes radio interference and could perforate the boots. Fueling and other servicing should be done carefully to avoid damage to the conductive coating or tearing of the boot. Keep the boots clean and free from oil and grease which can swell the rubber. Wash them with mild soap and water, using benzol or unleaded gasoline to remove stubborn grease. Do not scrub the boots, and be sure towipe off all solvent before it dries. Small tears and abrasions can be repaired temporarily and the conductive coating can be renewed, without removing the boots. Your
Cessna Dealer has the proper materials and know-how to do this correctly.
An ice detector light is also installed to facilitate the detection of wing ice at night or during reduced visibility. The ice detector light system consists of a light installed on the left side of the cowl deck forward of the windshield which is positioned to illuminate the leading edge of the wing, and a rocker-type switch located on the left switch and control panel.
1 of 4
WING AND STABILIZER
DE-ICE SYSTEM
(MODEL T210)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when the de-ice system is installed; intentional flight into known icing conditions is prohibited, regardless of installed ice protection equipment.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when the deice system is installed.
SECTION 4
NORMAL PROCEDURES
De-icing boots are intended for removal of ice after it has accumulated rather than prevent its formation. If ice accumulation is slow, best results can be obtained by not using the de-ice system until approximately 1/2 inch of ice has accumulated. Clear the accumulation with one or two cycles of operation. Do not repeat de-icing procedure until ice has again accumulated.
Cycling the de-icing boots produces no adverse aerodynamic effects in any attitude within the allowable flight limitations. Continual cycling of the de-ice system, however, is not recommended as this may cause ice to form outside the contour of the inflated boots, preventing its removal.
NOTE
Since wing and horizontal stabilizer de-icer boots alone do not provide adequate protection for the entire airplane, known icing conditions should be avoided whenever possible. If icing is encountered, close attention should be given to the pitot-static system, propeller, induction system and other components subject to icing.
PREFLIGHT INSPECTION
Prior to flight, make an exterior inspection to check the de-icing boots for tears, abrasions, and cleanliness. Boots must be cleaned and damage repaired prior to flight.
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
WING AND STABILIZER
DE-ICE SYSTEM
(MODEL T210) .
DURING ENGINE RUNUP
The system should be checked through several cycles as follows:
1. De-Icing Switch -- ON and release . Check inflation and deflation cycle.
2. Pressure Indicator Light -CHECK ON within four s ec onds after the cycle is initiated . The light should remain on for two to three seconds if the system is operating properly .
3. Boots -CHECK VISUALLY FOR COMPLETE DEFLATION to the vac uum hold-down condition.
IN FLIGHT
Flight into known or forecast icing conditions is prohibited. If unexpected icing conditions are encountered, the following procedure is recommended:
1. Ice Build-Up -- MONITOR until approximately 1/2 inch thick on the leading edges .
2. De-Icing Switch -- ON and release. The switch must be actuated again if additional cycles are req uired.
NOTE
The de-ice system will operate up to a maximum altitude of
14,500 feet ; however, at or near this altitude, engine RPM must be a minimum of 2500 RPM.
AFTER LANDING
1. DeIcing Boots -CHECK for damage and cleanliness. Remove any accumulations of oil or grease.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when the de-ice system is installed.
3/(4 blank)
~
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
PROPELLER ANTI-ICE
SYSTEM
(MODEL T210)
SUPPLEMENT
PROPELLER ANTI-ICE SYSTEM
(MODEL T210)
SECTION 1
GENERAL
The propeller anti-ice system provides a measure of protection if unexpected icing conditions are encountered. The system is operated by a rocker-type switch located on the left switch and control panel. When the switch is placed in the ON position, current flows to an anti-ice timer which supplies electric power in cycles every 20 seconds to elements in the
, ,,---.-, , anti-icing boots located on the propeller blades. Operation of the anti ice system can be checked by monitoring a propeller anti-ice ammeter near the upper left corner of the instrument panel. The system is protected by a circuit breaker, labeled PROP A/ICE, located on the left sidewall circuit breaker panel.
SECTION 2
LIMITATIONS
,--....
There is no change to the airplane limitations when the propeller antiice system is installed; intentional flight into known icing conditions is prohibited, regardless of installed ice protection equipment.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when the propeller anti-ice system is installed.
1 of 2
PROPELLER ANTI-ICE
SYSTEM
(MODEL T210)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
SECTION 4
NORMAL PROCEDURES
Flight into known or forecast icing conditions is prohibited. If unexpected icing conditions are encountered, the following procedure is recommended:
1. Master Switch -- ON.
2. Propeller Anti-Ice Switch -- ON.
3. Propeller Anti-Ice Ammeter -- CHECK in green arc range (14 to 18 amps).
NOTE
To check the heating elements and anti-ice timer for one complete cycle, the system must be left on for approximately 1 minute. Ammeter readings must remain in the green arc except during momentary change.
NOTE
While using the anti-ice system, monitor the airplane ammeter to ensure that the electrical system does not become overloaded. If the total electrical load is high, resulting in a discharge indication, limit the use of other electrical equipment so that the airplane ammeter maintains a slight charge.
CAUTION
If the ammeter indicates unusually high or low amperage during the 20-second cycle of operation, a malfunction has occurred and it is imperative that the system be turned off.
Uneven anti-icing may result, causing propeller unbalance and engine roughness.
4. Propeller Anti-Ice Switch -- OFF when anti-icing is no longer required.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when the propeller anti-ice system is installed.
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
WINDSHIELD
ANTI-ICE SYSTEM
(MODEL T210)
WINDSHIELD ANTI-ICE SYSTEM
(MODEL T210}
SECTION 1
GENERAL
The windshield anti-ice system assures adequate visibility for a landing during flight conditions where ice may form on the windshield. A detachable electrically-heated glass panel, 11.0 inches high by 5.5 inches wide, mounts to the base of the windshield in front of the pilot. Quick disconnects are provided to facilitate ease of installation and removal.
, ~ , When not in use, a padded cover i s provided for protection against scratches, breakage, and wiring damage, and the panel may be stowed in the seat pocket on the aft side of the pilot's or co-pilot's seat back.
Windshield anti-icing is controlled by a rocker-type switch, labeled W /S
A/ICE, on the left switch and control panel.
The heated glass panel should be installed whenever icing conditions are a possibility on a proposed flight, especially if the freezing level is near or at the surface.
SECTION 2
LIMITATIONS
,,.J
This is no change to the airplane limitations when the windshield antiice system is installed; intentional flight into known icing conditions is prohibited regardless of installed ice protection equipment. Prolonged operation of the system without the engine running should be avoided.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when the windshield anti-ice system is installed.
1 of 2
WINDSHIELD
ANTI-ICE SYSTEM
(MODEL T210)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 4
NORMAL PROCEDURES
The anti-ice system should be checked, prior to engine start, as follows:
1. Anti-Ice Panel -- INSTALL.
2. Master Switch -- ON.
3. Windshield Anti-Ice Switch -- ON for one minute.
4. Anti-Ice Panel-- CHECK FOR WARMTH (step outside the airplane to feel for warmth in the panel).
5. Windshield Anti-Ice and Master Switches -- OFF.
CAUTION
Inadvertent prolonged operation of the heated anti-icing panel without the engine running may cause damage to the panel and crazing of the windshield.
Flight into known or forecast icing conditions is prohibited. If unexpected icing conditions are encountered, the following procedure is recommended:
1. Windshield Anti-Ice Switch -- ON 5 to 10 minutes in advance of its need. The anti-ice system may become ineffective if a large accumulation of ice is allowed to form.
2. Windshield Anti-Ice Switch -- OFF when the possibility of icing no longer exists.
- ,
SECTION 5
PERFORMANCE
There is no change to the airplane performance when the windshield anti-ice system is installed.
2
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 NAV/COM
(TYPE RT-385A)
SUPPLEMENT
CESSNA 300 NAV/COM
(720-Channel - Type RT-385A)
SECTION 1
GENERAL
The Cessna 300 Nav/Com (Type RT-385A), shown in figure 1, consists of a panel-mounted receiver-transmitter and a single or dual-pointer remote course deviation indicator.
The set includes a 720-channel VHF communications receivertransmitter and a 200-channel VHF navigation receiver, both of which may be operated simultaneously . The communications receiver-transmitter receives and transmits signals between 118.000 and 135.975 MHz in25-kHz steps. The navigation receiver receives omni and localizer signals between 108.00 and 117 .
95 MHz in 50-kHz steps . The circuits required to interpret the omni and localizer signals are located in the course deviation indicator. Both the communications and navigation operating frequencies are digitally displayed by incandescent readouts on the front panel of the
Nav/Com .
A DME receiver-transmitter or a glide slope receiver , or both, may be interconnected with the Nav/Com set for automatic selection of the associated DME or glide slope frequency. When a VOR frequency is selected on the Nav/Com, the associated VORTAC or VOR-DME station frequency will also be selected automatically; likewise , if a localizer frequency is selected, the associated glide slope frequency will be selected automatically.
The course deviation indicator includes either a single-pointer and related NAV flag for VOR/LOC indication only, or dual pointers and related NA V and GS flags for both VOR/LOC and glide slope indications.
Both types of course deviation indicators incorporate a back-course lamp
(BC) which lights when optional back course (reversed sense) operation is selected. Both types may be provided with Automatic Radial Centering which, depending on how it is selected, will automatically indicate the bearing TO or FROM the VOR station.
All controls for the Nav/Com, except the standard omni bearing selector (OBS) knob or the optional automatic radial centering (ARC) knob located on the course deviation indicator , are mounted on the front panel of
1 of 8
CESSNA 300 NAV /COM
(TYPE RT-385A)
PILOT'S OPERATING HANDBOOK
!
SUPPLEMENT
2
1. COMMUNICATION OPERATING FRE QU ENCY READOUT (Third-decimalplace is shown by the position of the "5-0" switch).
2 . 5-0 SWITCH Part of Com Rec ei ver-Transmitter Fractional MHz F requ ency
Selector.
· In " 5 " position, enables Com fr equency readout to display a nd Com
Fr ac tional MHz Selector to select frequency in .05-MHz steps betw een .025 and
.975 MHz. In "O" position, enables COM fre quenc y read out to displ ay and Com
Fractional MHz Selector to select frequency in .05
-MHz steps betw ee n .000 and
.950 MHz .
NOTE
The " 5 " or " O" may be read as the third decimal digit, which is not displayed in the Com fractional frequency display .
Figure 1. Cessna 300 Nav/Com (Type RT-385A), Operating Controls and Indicators (Sheet 1 of 3)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 NAV/COM
(TYPE RT-385A)
, ,,...--..,
• ~
3. NAVIGATION OPERATING FREQUENCY READOUT.
4.' ID-VOX-T SWITCH - With VOR or LOC station selected, in ID position, station identifier signal is audible; in VOX (Voice) position , identifier signal is suppressed; in T (Momentary On) position, the VOR navigational self-test function is selected.
5. NAVIGATION RECEIVER FRACTIONAL MEGAHERTZ SELECTOR - Selects
Nav frequency in .
05-MHz steps between .00 and .
95 MHz ; simultaneously selects paired glide slope frequency and DME channel.
6. NAV VOL CONTROL - Adjusts volume of navigation receiver audio .
7 . NAVIGATION RECEIVER MEGAHERTZ SELECTOR Selects NA V frequency in 1-MHz steps between 108 and 117 MHz; simultaneously selects paired glide slope frequency and DME channel.
8. COMMUNICATION RECEIVER-TRANSMITTER FRACTIONAL MEGAHERTZ
SELECTOR Depending on position of 5-0 switch , selects COM frequency in .05-
MHz steps between .000 and .975 MHz. The 5-0 switch identifies the last digit as either 5 or 0.
9 . SQUELCH CONTROL Used to adjust signal threshold necessary to activate
COM receiver audio. Clockwise rotation increases background noise (decreases squelch action) ; counterclockwise rotation decreases background noise.
10 . COMMUNICATION RECEIVER-TRANSMIT TE R MEGAHERTZ SELECTOR -
Selects COM frequency in 1-MHz steps between 118 and 135 MHz.
11. COM OFF-VOL CONTROL - Combination on/off switch and volum e control ; turns on NA V / COM set and controls volume of communications receiver audio .
12 . BC LAMP Amber light illuminates when the a utopilot or reverse sense option is installed and the reverse sense switch or autopilot ' s b ac k-course function is engaged; indic ates course deviation pointer is reversed on selected rec eiv er when tuned to a localizer frequency.
13 . COURSE INDEX - Indic ates selected VOR cours e.
14. COURSE DEVIATION POINTER Indicates course deviation from selected omni course or localizer centerline .
• 15. GLID E SLOPE " GS" FLAG - When vis ible, red GS flag indic ates unr eliab le glide slope signal or improperly operating equipment . Flag disapp ea rs wh e n a reliable glide slope signal is being received.
16. GLIDE SLOPE DEVIATION POINTER Indic ates deviation from ILS glid e slope.
,,..-,
17. NA V /TO-FROM INDICATOR - Operates only with a VOR or locali zer signal.
Red NA V position (Flag) indicates unusable signal. With usable VOR signal , indic ates wh ethe r selected course is TO or FROM station. With usable localizer signal , shows TO.
Figure 1. Cessna 300 Nav/Com (Type RT-385A), Operating Controls and Indicators (Sheet 3 of 3)
3
CESSNA 300 NAV/COM
(TYPE RT-385A)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
18. RECIPROCAL COURSE INDEX Ind icates rec i procal of selected VOR course.
19 . OMNI BEARING SELECTOR (OBS) Rotates course card . to se le ct desir e d cours e .
20. AUTOMATIC RADIAL CENTERING (ARC -PUSH-TO/PULL-FR) SELECTOR -
In center detent, functions as conventional OBS . Pushed to inner (Momentary On) position, turns OBS course card to center course deviation pointer with a TO flag , then returns to conventional OBS selection. Pulled to outer detent, continuously drives OBS course card to indicate bearing from VOR station , keeping course deviation pointer centered , with a FROM flag. ARC function will not operate on localizer frequencies.
21. AU TOMATIC RADIAL CENTERI N G (ARC) LAMP - Amber light illumin a t es when Automatic Radial Centerin g is in u se .
22. COURSE CARD - Indicates se le cte d V OR course und er course index.
.
1 ,-....,,,
,--..
4
Figure 1. Cessna 300 Nav/Com (Type RT-385A), Operating Controls and Indicators (Sheet 2 of 3)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 NA V / COM
(TYPE RT-385A) the receiver-transmitter. In addition, when two or more radios are installed, aircraft mounted transmitter selector and speaker/phone switches are provided.
SECTION 2
LIMITATIONS
There is . no change to the airplane limitations when this avionic equipment is installed. However, the pilot should be aware that on many
Cessna airplanes equipped with the windshield mounted glide slope antenna, pilots should avoid use of 2700 ±.100 RPM ( or 1800 ± 100 RPM with a three bladed propeller) during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed. However, if the frequency readouts f a il , the radio will remain operational on the last frequency selected. The frequency controls should not be moved due to the difficulty of obtaining a known frequency under this condition .
SECTION 4
NORMAL PROCEDURES
COMMUNICATION RECEIVER-TRANSMITTER OPERATION:
1. COM OFF/VOL Control--TURN ON; adjust to desired audio level.
2. XMTR SEL Switch -- SET to desired 300 Nav/Com (on a udio control panel).
3 . SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode (on audio control panel).
4. 5-0 Fractional MHz Selector Switch -- SELECT desired operating frequency (does not affect navigation frequencies) .
5. COM Frequency Selector Switches -- SELECT desired operating frequency.
6. SQ Control -- ROTATE counterclockwise to decre a se background noise as required.
5
CESSNA 300 NAV/COM
(TYPE RT-385A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
7. Mike Button: a. To Transmit -- DEPRESS and SPEAK into microphone.
NOTE
Sidetone may be selected by placing the AUTO selector switch ( on audio control panel) in either the SPEAKER or
PHONE position. Adjustment of sidetone may be accomplished by adjusting the sidetone pot located inside the audio control panel. b. To Receive -- RELEASE mike button.
NAVIGATION OPERATION:
1.
2.
3.
4.
5.
6.
COM OFF/VOL Control -- TURN ON.
SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode (on audio control panel).
NA V Frequency Selector Knobs -- SELECT desired operating frequency.
NA V VOL -- ADJUST to desired audio level.
ID-VOX-T Switch: a . To Identify Station -- SET to ID to hear navigation station identifier signal. b. To Filter Out Station Identifier Signal-- SET to VOX to include filter in audio circuit.
ARC PUSH-TO/PULL-FROM Knob (If Applicable): a. To Use As Conventional OBS -- PLACE in center detent and select desired course. b. To Obtain Bearing TO VOR Station -- PUSH (ARC/PUSH-TO) knob to inner (momentary on) position.
NOTE
ARC lamp will illuminate amber while the course card is moving to center with the course deviation pointer. After alignment has been achieved to reflect bearing to VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out. c. To Obtain Continuous Bearing FROM VOR Station -- PULL
(ARC/PULL-FR) knob to outer detent.
NOTE
ARC lamp will illuminate amber, OBS course card will
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 NAV/COM
(TYPE RT-385A)
, ...-....._.,_ turn to center the course deviation pointer with a FROM flag to indicate bearing from VOR station.
7. OBS Knob (If Applicable) -- SELECT desired course.
VOR SELF-TEST OPERATION:
1.
2.
3 .
4.
5.
6.
COM OFF/VOL Control -- TURN ON.
NA V Frequency Selector Switches -- SELECT usable VOR station signal.
OBS Knob -SET for 0° course at course index ; course deviation pointer centers or deflects left or right , depending on bearing of signal; NA V/TO-FROM indicator shows TO or FROM.
ID/VOX/T Switch -- PRESS to T and HOLD at T; course deviation pointer centers and NA V /TO-FROM indicator shows FROM.
OBS Knob -- TURN to displace course approximately 10° to either side of 0° (while holding ID/ VOX/T to T). Course deviation pointer deflects full scale in direction corresponding to course displace ment. NA V /TO-FROM indicator shows FROM .
ID/VOX/T Switch -- RELEASE for normal operation.
NOTE
This test does not fulfill the requirements of FAR 91.25.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
7/(8 blank)
~
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 NA V / COM
(RT-385A) WITH CESSNA
400 RNAV (RN-478A)
SUPPLEMENT
CESSNA 300 NAV/COM
(Type RT-385A)
WITH
CESSNA 400 AREA
NAVIGATION SYSTEM
(Type RN-478A)
,...--.,._
SECTION 1
GENERAL
The Cessna 300 Nav/Com (Type RT-385A) Set with Cessna 400 Area
Navigation (RNAV-Type RN-478A) consists of a RT-385ANav/Com, aR-
476A DME system, a RN-4 78A Area Navigation Computer and a
IN-442AR
Course Deviation Indicator. The RN-478A includes circuits which combine the VOR navigation information with distance information from the R-
476A DME system to provide data for area navigation. Operating information for the communication set and for VOR/localizer navigation is presented in this supplement. Operating information for area navigatfon and for DME is presented in separate supplements.
The RT-385A Receiver-Transmitter includes a 720-channel VHF communication receiver-transmitter which receives and transmits signals between 118 .
000 MHz and 135.975 MHz in 25-kHz steps. It also includes a
200-channel VHF navigation receiver which receives VOR and localizer signals between 108.00 MHz and 117.95 MHz in 50-kHz steps. The communication receiver-transmitter and the navigation receiver can be operated simultaneously.
The VOR or localizer signal from the navigation receiver is applied to the converter circuits in the RN-478A Area Navigation Computer. The
1 of 8
CESSNA 300 NAV/COM
(RT 385A) WITH CESSNA
400 RNAV (RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
11
l f:
1
I
0
.. ,
/
1 . COMMUNICATION OPERATING FREQUENCY READOUT (Third-ciecimalplace is shown by the position of the " 5-0" switch).
2. 5-0 SWITCH - Part of COM Receiver-Transmitter Fractional MHz Frequency
Selector. In "5" position , enables COM frequency readout to displ a y and COM
Fractional MHz Selector to select frequency i n .05 MHz steps between .025 and .
975
MHz. In "O " position , enables COM frequency readout to displ a y and COM
Fractional MHz Selector to select frequency in .05 MHz steps between .000 and .950
MHz.
NOTE
The " 5 " or "O" may be read as the third decimal digit , which is not displayed in the Com fr a ctional frequency displ a y.
Figure 1. Cessna 300 Nav/Com Set, Operating Controls and Indicators
(l::iheet 1 of 3)
2
,,-~
,,,....._, _
-~
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 NAV / COM
(RT-385A) WITH CESSNA
400 RNAV (RN-478A)
3. NAVIGATION OPERATING FREQUENCY READOUT.
4, ID-VOX-T SWITCH - With VOR or LOC station selected, in ID position, station identifier signal is audible; in center VOX (Voice) position, identifier signal is suppressed; in T (Momentary On) position, the VOR navigational self-test function is selected.
5. NAVIGATIONAL RECEIVER FRACTIONAL MEGAHERTZ FREQUENCY
SELECTOR - Selects NA V frequency in .05 MHz steps between .00 and .95 MHz; simultaneously selects paired glide slope frequency and DME channel.
6. NAV VOLUME CONTROL (VOL) - Adjusts volume of navigation receiver audio.
Clockwise rotation increases audio level.
7. NAVIGATION RECEIVER MEGAHERTZ FREQUENCY SELECTOR - Selects
NA V frequency in 1-MHz steps between 108 and 117 MHz; simultaneously selects paired glide slope frequency and DME channel.
8. COMMUNICATION RECEIVER-TRANSMITTER FRACTIONAL MHz FRE-
QUENCY SELECTOR - Depending on position of the 5-0 Switch, selects COM frequency in .05 MHz steps between .000 and .975 MHz. The 5-0 switch identifies the last digit as either 5 or 0.
9. SQUELCH CONTROL - Used to adjust signal threshold necessary to activate
COM receiver audio. Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise.
10. COMMUNICATION RECEIVER-TRANSMITTER MHz FREQUENCY
SELECTOR - Selects COM frequency in 1 MHz steps between 118 and 135 MHz.
11. COM OFF-VOL CONTROL - Combination on/off switch and volume control; turns on NAV/COM Set and RNAV Computer circuits; controls volume of communication receiver audio.
12. COURSE CARD - Indicates selected VOR course under course index.
13. BACK COURSE LAMP (BC) - Amber light illuminates when an autopilot with reverse sense feature is installed and the reverse sense switch or the autopilot's back-course function is engaged and receiver is tuned to a localizer frequency; indicates course deviation pointer is reversed.
14. AREA NA V LAMP (RN) - When green light is illuminated, indicates that RNA V operation is selected.
15. OMNI BEARING SELECTOR (OBS) - Rotates course card (12) to select desired bearing to or from a VOR station or to a selected RNAV waypoint.
16. COURSE INDEX - Indicates selected VOR or RNAV course (bearing).
17. COURSE DEVIATION POINTER - Indicates deviation from selected VOR or
RNA V course or localizer centerline.
Figure 1. Cessna 300 Nav/Com Set, Operating Controls and Indicators
(Sheet 2 of 3)
3
CESSNA 300 NAV/COM
(RT-385A) WITH CESSNA
400 RNAV (RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
18 . OFF /TO-FROM INDICATOR - Oper a tes only with VOR or lo c alizer signal. OFF position (flag ) indicates unusable signal. With usable VOR signal , when OFF position disappears, indicates whether selected course i s TO or FROM st a tion or waypoint. With usable localizer signal , shows TO.
19 . RECIPROCAL COURSE INDEX - Indicates reciprocal of sele c ted VOR or RNAV course.
,, ,---...
.,
Figure 1. Cessna 300 Nav/Com Set, Operating Controls and Indicators
(Sheet 3 of 3)
4
•✓ ·.
-..
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 NAV/COM
(RT-385A) WITH CESSNA
400 RNAV (RN-478A)· converter processes the received navigation signal to provide omni bearing or localizer information for display by the course indicator.
CAUTION
If the RN AV set is removed from the airplane or becomes inoperative, the associated VHF navigation indicator will be inoperative.
The course indicator includes a Course Deviation Indicator (CDI), an
Omni Bearing Selector (OBS) and OFF/TO-FROM Indicator Flags. It also includes an RNA V lamp (RN) which lights when area navigation operation is selected, and a back-course lamp (BC) which lights when backcourse operation is selected. The IN-442AR is offered as the standard
Course Deviation Indicator.
All operating controls and indicators for the Cessna 300 Na v / Com are included on the front panel of the RT-385A Receiver-Transmitter and the associated Course Deviation Indicator. These controls and indicators are shown and described in Figure 1. Operating controls for the RN-478A Area
Navigation Computer, which are used for area navigation, and operating controls for the associated Type R-476A DME are shown in the appropriate supplements in this manual.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, the pilot should be aware that on many
Cessna airplanes equipped with the windshield mounted glide slope antenna, pilots should avoid use of 2700 ±100 RPM on airplanes equipped with a two-bladed propeller or 1800 ±100 RPM on airplanes equipped with a three-bladed propeller during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference.
---...
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed. However, if the frequency readouts fail, the radio will remain operational on the last frequency selected. The frequency controls should not be moved due to the difficulty of obtaining a known frequency under this condition.
5
CESSNA 300 NAV/COM
(RT-385A) WITH CESSNA
400 RNAV (RN-478A)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
SECTION 4
NORMAL PROCEDURES
COMMUNICATIONS TRANSCEIVER OPERATION:
1. COM OFF/VOL Control--TURN ON; adjust to desired audio level.
2. XMTR SEL Switch -- SET to desired 300 NAV/COM (on audio control panel).
3. SPEAKER PHONE (or AUTO) Switch -- SET to desired mode (on audio control panel).
4. 5-0 Fractional MHz Selector Switch -- SELECT desired operating frequency (does not affect navigation frequencies).
5. COM Frequency Selector Knobs -- SELECT desired operating frequency .
6 . SQ Control - ROTATE counterclockwise to decrease background noise as required.
7 . Mike Button: a. To Transmit -- DEPRESS and SPEJ\K into microphone.
NOTE
Sidetone may be selected by placing the AUTO selector switch ( on audio control panel) in either the SPEAKER or
PHONE position. Adjustment of sidetone may be accomplished by adjusting the sidetone pot located inside the audio control panel. b. To Receive -- RELEASE mike button .
NAVIGATION RECEIVER OPERATION:
1. COM OFF/VOL Control -TURN ON.
2 . SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode (on audio control panel). ·
3. NAV Frequency Selector Knobs - SELECT desired operating frequency.
4. NA V VOL Control -- ADJUST to desired audio level.
5. ID-VOX-T Switch : a. To Identify Station -- SET to ID to hear navigation station identifier (Morse Code) signal. b . To Filter Out Station Identifier Signal -- SET to VOX (center) position to include filter in audio circuit.
6. OBS Knob -- SELECT desired course.
TO SELF TEST VOR NAVIGATION CIRCUITS:
1. COM OFF/VOL Control -TURN ON.
2 . NAV Frequency Selector Switches -- SELECT usable VOR station signal.
6
,,----,_
.
~ ,
,,-...,_ ,
. ~
~ .
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 NAV/COM
(RT-385A) WITH CESSNA
400 RNAV (RN-478A)
3. OBS Knob -- SET for 0° course at index; CDI pointer centers or deflects left or right, depending on bearing of signal; OFF/TO-
FROM indicator shows TO or FROM.
4. ID-VOX-T Switch--PRESS toT and HOLD atT; CDI pointer should center and OFF/TO-FROM indicator should show FROM.
5. OBS Knob --TURN to displace course app r oximately 10° to either side of0° (while holding ID-VOX-T switch at T); CDI pointer should deflect full scale in direction corresponding to course displacement.OFF/TO-FROM indicator should still show FROM.
NOTE
This test does not fulfill the requirements of FAR 91.25.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
7/(8 blank)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 300 ADF
{Type R-546E)
CESSNA 300 ADF
(TYPE R-546E)
/' ~
SECTION l
GENERAL
The Cessna 300 ADF is a panel-mounted, digitally tuned automatic direction finder. It is designed to provide continuous 1 kHz digital tuning in the frequency range of 200 kHz to 1, 699 kHz and eliminates the need for mechanical band switching. The system is comprised of a receiver, loop antenna, bearing indicator and a sense antenna. In addition, when two or more radios are installed, speaker-phone selector switches are provided.
Each control function is described in Figure 1.
The Cessna 300 ADF can be used for position plotting and homing procedures, and for aural reception of amplitude-modulated (AM) signals.
With the function selector knob at ADF, the Cessna 300 ADF provides a visual indication, on the bearing indicator, of the bearing to the transmitting station relative to the nose of the airplane. This is done by combining signals from the sense antenna with signals from the loop antenna.
With the function selector knob at REC, the Cessna 300 ADF uses only the sense antenna and operates as a conventional low-frequenc y receiver.
The Cessna 300 ADF is designed to receive transmission from the following radio facilities: commercial broadcast stations, low-frequency range stations, FAA radio beacons, and ILS compass locators o
1 of 6
CESSNA 300 ADF
(TYPE R-546E)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
1. OFF /VOL CONTROL - Controls primary power and audio output level. Clockwise rotation from OFF position applies primary power to receiver; further clockwise rotation increases audio level.
2 . FREQUENCY SELECTORS - Knob (A) selects 100-kHz increments of receiver frequency, knob (B) selects 10-kHz increments, and knob (C) selects 1-kHz increments.
Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 1 of 2)
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 ADF
(TYPE R-546E)
3. FUNCTION SWITCH:
BFO: Selects operation as communication receiver using only sense antenna and activates 1000-Hz tone beat frequency oscillator to permit coded identifier of stations transmitting keyed CW signals (Morse
Code) to be heard.
REC: Selects operation a s standard communication r eceiver using only sense antenna.
ADF: Set operates as automatic direction finder using loop and sense antennas.
TEST: Momentary-on position used during ADF operation to test bearing reliability. When held in TEST position, slews indicator pointer clockwise; when released, if bearing is r eliable, pointer returns to original bearing position.
4. INDEX (ROTATABLE CARD) - Indicates relative, magnetic, or true heading of aircraft, as selected by HDG control.
5. POINTER - Indicates station bearing in degrees of azimuth, relative to the nose oI the aircraft. When heading control is adjusted, indicates relative, magnetic, or true bearing of radio signal.
6. HEADING CONTROL (HDG) - Rotates c a rd to set in relative, ma g netic, o r true bearing information.
Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 2 of 2)
3
CESSNA 300 ADF
(TYPE R-546E)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed.
SECTION 4
NORMAL PROCEDURES
TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY:
(1) OFF / VOL Control -- ON.
(2) Function Selector Knob -- REC.
(3) Frequency Selector Knobs -- SELECT operating frequency.
(4) ADF SPEAKER / PHONE Switch -- SELECT speaker or phone position as desired.
(5) VOL Control -- ADJUST to desired listening level.
TO OPERATE AS AN AUTOMATIC DIRECTION FINDER:
(1) OFF / VOL Control -- ON.
(2) Frequency Selector Knobs -- SELECT operating frequency.
(3) ADF SPEAKER / PHONE Switch -- SELECT speaker or phone position.
(4) Function Selector Knob -- ADF position and note relative bearing on indicator.
(5) VOL Control -- ADJUST to desired listening level.
TO TEST RELIABILITY OF AUTOMATIC DIRECTION FINDER:
(1) Function Selector Knob -- ADF position and note relative bearing on indicator.
(2) Function Selector Knob -- TEST position and observe that pointer moves away from relative bearing at least 10 to 20 degrees.
(3) Function Selector Knob -- ADF position and observe that pointer returns to same relative bearing as in step (1).
~ ,
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300 ADF
(TYPE R-546E)
TO OPERA TE BFO:
(1) OFF/VOL Control -- ON.
(2) Function Selector Knob -- BFO.
(3) Frequency Selector Knobs -- SELECT operating frequency.
(4) ADF SPEAKER/PHONE Switch -- SELECT speaker or phone position.
(5) VOL Control -- ADJUST to desired listening level.
NOTE
A 1000-Hz tone is heard in the audio output when a CW signal (Morse Code) is tuned in properly.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed, However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
5 / (6 blank)
" ~
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
HF TRANSCEIVER
(TYPE PT10-A)
HF TRANSCEIVER
(TYPE PT10-A)
SECTION 1
GENERAL
The PT10-A HF Transceiver, shown in Figure 1, is a 10-channel AM transmitter-receiver which operates in the frequency range of 2 .
0 to 18.0
Megahertz. The transceiver is automatically tuned to the operating frequency by a Channel Selector. The operating controls for the unit are mounted on the front panel of the transceiver. The system consists of a transceiver, antenna load box, fixed wire antenna and associated wiring.
The Channel Selector Knob determines the operating frequency of the transmitter and receiver. The frequencies of operation are shown on the frequency chart adjacent to the channel selector.
The VOLUME control incorporates the power switch for the transceiver. Clockwise rotation of the volume control turns the set on and increases the volume of audio.
The meter on the face of the transceiver indicates transmitter output.
The system utilizes the airplane microphone, headphone and speaker.
When two or more radios are installed, a transmitter selector switch and a speaker-phone switch are provided.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
1 of 4
HF TRANSCEIVER
(TYPE PT10-A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
2
1. FREQUENCY CHART - Shows the frequency of the chann el in use (frequencies shown may vary and are shown for reference purposes only).
2. CHANNEL SELECTOR - Selects channels 1 thru 10 as listed in the frequency chart.
3. CHANNEL READOUT WINDOW - Displays channel selected in frequency chart.
4. SENSITIVITY CONTROL - Controls the receiver sensitivity for a udio ga in.
5 . ANTENNA TUNING METER - Indicates the energy flowing from the transmitter into the antenna . The optimum power tr a nsfer is indicated by the maximum meter reading.
6. ON/OFF VOLUME CONTROL - Turns co mplete set on and controls volume of aud io .
Figure 1. HF Transceive r (Type PT10-A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
HF TRANSCEIVER
(TYPE PT10-A)
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed.
·"~,
SECTION 4
NORMAL PROCEDURES
COMMUNICATIONS TRANSCEIVER OPERATION:
1.
2.
3.
4.
5.
6.
XMTR SEL Switch -- SELECT transceiver (on audio control panel).
SPEAKER/PHONE (or AUTO) Switch -- SELECT desired mode
(on audio control panel).
VOLUME Control -- ON (allow equipment to warm up and adjust audio to comfortable listening level).
Frequency Chart -- SELECT desired operating frequency.
Channel Selector
-c
DIAL in frequency selected in step 4.
SENSITIVITY Control -- ROTATE clockwise to maximum position.
NOTE
If receiver becomes overloaded by very strong signals, back off SENSITIVITY control until background noise is barely audible.
NOTE
The antenna tuning meter indicates the energy flowing from the airplane's transmitter into .the antenna. The optimum power transfer is indicated by the maximum meter reading.
7. Mike Button: a. To Transmit -- DEPRESS and SPEAK into microphone.
NOTE
Sidetone may be selected by placing the AUTO selector switch in either the SPEAKER or PHONE positions. b. To Receive -- RELEASE mike button.
3
HF TRANSCEIVER
(TYPE PT10-A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance .
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SSB HF TRANSCEIVER
(TYPE ASB-125)
SUPPLEMENT
SSB HF TRANSCEIVER
(TYPE AS B-1 25)
SECTION 1
GENERAL
The ASB-125 HF transceiver is an airborne, 10-channel, single sideband (SSB) radio with a compatible amplitude modulated (AM) transmitting-receiving system for long range voice communications in the 2 to 18 MHz frequency range. The system consists of a panel mounted receiver/exciter, a remote mounted power amplifier/power supply , an antenna coupler and an externally mounted, fixed wire , medium/high frequency antenna.
A channel selector knob determines the operating frequency of the transceiver which has predetermined crystals installed to provide the desired operating frequencies . A mode selector control is provided to supply the type of emission required for the channel, either sideband, AM or telephone for public correspondence. An audio knob, clarifier knob and squelch knob are provided to assist in audio operation during receive. In addition to the aforement i oned controls, which are all located on the receiver/ exciter, a meter is incorporated to provide antenna loading r eadouts.
The system utilizes the airplane microphone , headphone and speaker.
When two or more radios are installed, a transmitter selector switch and a speaker-phone switch are provided.
1 of 4
SSB HF TRANSCEIVER
(TYPE ASB-125)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
2
1. CHANNEL WINDOW Displays selected channel.
2 . RELATIVE POWER METER - Indica t es relative radiated power of the power amplifier/ a ntenna system.
3 . MODE SELECTOR CONTROL - Selects one of the desired operating modes :
USE - Selects upper sideband operation for long range voice communi c ations.
AM Selects compatibl e AM operation and full AM reception .
TEL - Selects upper sideband with reduced carrier, used for public correspondence telephone and ship-to-shore.
LSE - (Optional) Selects lower sideband operation (not l eg a l in U.S.,
Canada and most other countries).
4 . SQUELCH CONTROL - Used to adjust signal threshold necess a ry to a cti v ate receiver audio . Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise.
5 . CLARIFIER CONTROL Used to "c larify " single sideband speech during receive while in USE mode only .
6. CHANNEL SELECTOR CONTROL Selects desired channel. Also selects AM mode if channel frequency is 2003 kHz, 2182 kHz or 2638 kHz .
7 . ON - AUDIO CONTROL - Turns set ON and controls receiver a udio gain.
,,....,.._, ,
,,.,.....,__
Figure 1. SSB HF Transceiver Operating Controls
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SSB HF TRANSCEIVER
(TYPE ASB-125)
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, the pilot should be aware of the two following radio limitations:
1. For sideband operation in the United States, Canada and various other countries, only the upper sideband may be used. Use oflower sideband is prohibited.
2. Only AM transmissions are permitted on frequencies 2003 kHz,
2182 kHz and 2638 kHz. The selection of these channels will automatically select the AM mode of transmission.
SECTION 3
EMERGENCY PIROCEDURES
There is no change to the airplani~ emergency procedures when this avionic equipment is installed.
.....--...
.
SECTION 4
NORMAL PROCEDURES
COMMUNICATIONS TRANSCEIVER OPERATION:
1.
2.
3.
4.
5.
6.
7.
XMTR SEL Switch -- SELECT transceiver (on audio control panel).
SPEAKER/PHONE (or AUTO) Switch -- SELECT desired mode
(on audio cont_rol panel).
ON-AUDIO Control -- ON (allow equipment to warm up for 5 minutes for sideband or one m:inute for AM operation and adjust audio to comfortable listening level).
Channel Selector Control -- SE:LECT desired frequency.
Mode Selector Control -- SELECT operating mode.
Squelch Control -- ADJUST the audio gain counterclockwise for normal noise output, then slowly adjust clockwise until the receiver is silent.
Clarifier Control -- ADJUST when upper single sideband RF signal is being received for maximum clarity.
3
SSB HF TRANSCEIVER
(TYPE ASB-125)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
8. Mike Button: a. To Transmit -- DEPRESS and SPEAK into microphone.
NOTE
Sidetone may be selected by placing the AUTO selector switch in either the SPEAKER or PHONE positions . b. To Receive -- RELEASE mike button .
NOTE
Voice communications are not available in the LSB mode.
NOTE
Lower sideband (LSB) mode is not legal in the U.S.
,
Canada , and most other countr i es.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment i s installed. However , the installation of an ex t ernally mounted , , antenna or several related external antennas , will result in a minor reduction in cruise performance .
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NAV/COM
(TYPE RT-485A)
SUPPLEMENT
CESSNA 400 NAV/COM
(720-Channel - Type RT-485A)
SECTION 1
GENERAL
The Cessna 400 Na v / Com (Type RT-485A), shown in Figure 1, consists of a panel-mounted receiver-transmitter and a single or dual-pointer remote 300 or 400 Series course deviation indicator.
The set includes a 720-channel VHF communications receivertransmitter and a 200-channel VHF navigation receiver , both of which may be operated simultaneously. The communications receiver-transmitter receives and transmits signals between 118.000 and 135.975 MHz in25-kHz steps. The navigation receiver receives omni and localizer signals between 108.00 and 117.95 MHz in 50 kHz steps. The circuits required to interpret the omni and localizer signals are located in the course deviation indicator. Microprocessor frequency management provides storage for 3 preset NAV and 3 preset COM frequencies in MEMORY. A "keep-alive" voltage prevents loss of the preset frequencies when the Nav/Com is turned off. Both the communications and navigation operating frequencies are digitally displayed by incandescent readouts on the front panel of the Nav/Com.
A DME receiver-transmitter or a glide slope receiver, or both, may be interconnected with the Nav/Com set for automatic selection of the associated DME or glide slope frequency. When a VOR frequency is
,,-..,,,, selected on the Nav/Com, the associated VORTAC or VOR-DME station frequency will also be selected automatically; likewise, if a localizer frequency is selected, the associated glide slope frequency will be selected automatically.
The 400 Na v / Com may be installed with either 300 or 400 Series course deviation indicators. The 400 Series Nav/Com indicators incorporate
, , Automatic Radial Centering and Course Datum as standard features. The
300 Series course deviation indicators do not incorporate Course Datum but are offered with, or without, Automatic Radial Centering.
Both the 300 and 400 Series course deviation indicators include either a single-pointer and related NA V flag for VOR/LOC indication only, or dual
1 of 10
CESSNA 400 NAV/COM
(TYPE RT-485A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
. pointers and related NAV and GS flags for both VOR/LOC and glide slope indications. Both types of indicators incorporate a back-course lamp (BC) which lights when back course (reversed sense) operation is selected .
Indicators with Automatic Radial Centering will, when selected, automatically indicate the bearing TO or FROM the VOR station.
All controls for the Nav/Com, except the omni bearing selector (OBS) knob or automatic radial centering (ARC) knob, which is located on the course deviation indicator, are mounted on the front panel of the receivertransmitter. In addition, when two or more radios are installed, aircraft mounted transmitter selector and speaker/phone switches are provided.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, the pilot should be aware that on many
Cessna airplanes equipped with the windshield mounted glide slope antenna, pilots should avoid use of 2700 ±100 RPM on airplanes equipped with a two-bladed propeller or 1800 ±100 RPM on airplanes equipped with a three-bladed propeller during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed. However, if the frequency readouts fail, the frequency controls should not be moved due to the difficulty of obtaining a known frequency under this condition. The radio will remain operational on the last frequency selected, and the preset frequencies in MEMORY may ~ . be selected by pressing the appropriate MEMORY pushbutton.
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NAV/COM
(TYPE RT-485A)
TYPICAL 300 SERIES INDICATORS
TYPICAL 400 SERIES INDICATORS
Figure 1. Cessna 400 Nav/Com (Type RT-485A), Operating Controls and
Indicators (Sheet 1 of 4)
3
CESSNA 400 NAV/COM
(TYPE RT-485A)
PILOT'S OPERATING HANDBOOK
' SUPPLEMENT
1. COM MEMORY 1, 2 & 3 PUSHBUTTONS - When a COM MEMORY pushbutton is pressed, the preset selected frequency will appear in the COM frequency window for use as the selected operating frequency. Each pushbutton will illuminate white when pressed and the light will go out on the previously selected pushbutton. Three preset frequencies may be stored in MEMORY and selected as desired, by merely pressing the appropriate COM MEMORY pushbutton to recall the desired operating frequency. If electrical power to the set's "keep-alive"circuit has not been interrupted, upon turn-on, the set will automaticaly recall the last
COM MEMORY frequency selected by the MEMORY pushbutton. If electrical power is removed from the set's "keep-alive" circuit (such as radio removal or battery replacement) for more than 15 seconds, upon turn-on, the COM MEMORY circuits will have to be reset and COM 1 MEMORY will automatically be selected with the lowest operating frequency (118.000 MHz) selected.
2. COMMUNICATION OPERATING FREQUENCY READOUT - Indicates COM frequency in use. Third decimal place not shown.
3. CYCLE BUTTON (C) - Selects last illuminated decimal place on COM frequency in use. If
5 or
0, respectively. If last decimal place is 5 or 0, pressing C pushbutton changes number to 7 or 2, respectively. When the last illuminated digit on the set is 2 or 7, the third digit on the set (not shown) will always be 5. When the last illumi:nated digit on the set is O or 5, the third digit on the set (not shown) will always be 0. Also provides test function by holding C pushbutton pressed for more than 1.7 seconds.
This lights each COM and NA V MEMORY pushbutton in turn, and displays the corresponding preset frequency in MEMORY.
4. NAVIGATION OPERATING FREQUENCY READOUT - Indicates NAV frequency in use.
5. NAV MEMORY 1, 2 & 3 PUSHBUTTONS - When a NAV MEMORY pushbutton is pressed, the preset selected frequency will appear in the NA V frequency window for use as the selected operating frequency. Each pushbutton will illuminate white when pressed and the light will go out on the previously selected pushl>µt- . ton. Three preset frequencies may be stored in MEMORY and selected as desi:r.ect, •., by merely pressing the appropriate NAV MEMORY pushbutton to recall the desired operating frequency. If electrical power to the set's "keep-alive" circuit has not been interrupted, upon turn-on, the set will automatically recall the last
NA V MEMORY frequency selected by the MEMORY pushbutton. If electrical power is removed from the set's "keep-alive" circuit (such as radio removal or battery replacement) for more than 15 seconds, upon turn-on, the NAV MEMORY circuits will have to be reset and NAV 1 MEMORY will automatically be selected with the lowest operating frequency (108.000 MHz) selected.
6. ID-VOX-T SWITCH - In ID position, station identifier signal is audible; in VOX
(Voice) position, identifier signal is suppressed; in T (Momentary On) position, the self-test function is selected, and the AP/CPLD annunciator illuminates amber and the XMIT annunciator illuminates green.
7. NAVIGATION RECEIVER FREQUENCY SELECTORS - Outer knob changes
NAV frequency in 1-MHz steps between 108 and 117 MHz; inner knob changes
NAV frequency in .05-MHz steps between .00 and .95 MHz; simultaneously selects paired glide slope frequency and DME channel.
Figure 1, Cessna 400 Nav/Com (Type RT-485A), Operating Controls and
Indicators (Sheet 2 of 4)
~
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NAV/COM
(TYPE RT-485A)
8. AUTOPILOT COUPLED ANNUNCIATOR (AP/CPLD) - Illuminates amber when a 400B or 400B IFCS autopilot is coupled to NAV VOR/LOC converter output (non-operational with 200A, 300A, 400, 400A and 400A IFCS autopilots).
9. NAVVOLUME CONTROL(VOL) - Adjustsvolumeofnavigationreceiveraudio.
10. SQUELCH CONTROL - Used to adjust signal threshold necessary to activate
COM receiver audio. Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise.
11. TRANSMIT ANNUNCIATOR (XMIT) - Illuminates green when transmitter output is normal while mike is keyed.
12. COMMUNICATION RECEIVER FREQUENCY SELECTORS - Outer knob changes COM frequency in 1-MHz steps between 118 and 135 MHz; inner knob changes COM frequency in .05 MHz steps between .025 and .975 MHz or between
.000 and .950 MHz depending on selection of C button.
13. COM OFF-VOLUME CONTROL (OFF-VOL) - Combination ON/OFF switch and volume control; turns on Nav/Com set and controls volume of COM receiver audio.
14. BACK-COURSE LAMP (BC) - Amber light illuminates when an autopilot with reverse sense feature is installed and the reverse sense switch or autopilot's backcourse function is engaged and receiver is tuned to a localizer frequency; indicates course deviation pointer is reversed.
15. COURSE INDEX - Indicates selected VOR COURSE.
16. COURSE DEVIATION POINTER - Indicates course deviation from selected omni course or localizer centerline.
17. GLIDE SLOPE "GS" FLAG - When visible, red GS flag indicates unreliable glide slope signal or improperly operating equipment. Flag disappears when a reliable glide slope signal is being received.
18. GLIDE SLOPE DEVIATION POINTER - Indicates deviation from ILS glide slope.
19. NAV /TO-FROM INDICATOR - Operates only with a VOR or localizer signal.
Red NAV position (Flag) indicates unusable signal. With usable VOR signal, indicates whether selected VOR course is TO or FROM station. With usable localizer signal, shows TO.
20. RECIPROCAL COURSE INDEX - Indicates reciprocal of selected VOR course.
21. AUTOMATIC RADIAL CENTERING (ARC) PUSH-TO/PULL-FR SELECTOR -
In center detent, functions as conventional OBS. Pushed to inner (Momentary On) position, rotates OBS course card to center course deviation pointer with a TO flag, then returns to conventional OBS selection. Pulled to outer detent, continuously drives OBS course card to indicate bearing from VOR station, keeping
Figure 1. Cessna 400 Nav/Corn (Type RT-485A), Operating Controls and
Indicators (Sheet 3 of 4)
5
CESSNA 400 NAV/COM
(TYPE RT-485A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT course deviation pointer centered, with a FROM flag. ARC function will not operate on localizer frequencies.
NOTE
Engaging either Automatic Radial Centering (ARC) functions will alter the airplane's course anytime the autopilot is engaged and coupled to any frequency other than a localizer frequency .
22 . AUTOMATIC RADIAL CENTERING (ARC) LAMP - Amber light illuminates when Automatic Radial Centering is in use .
23. COURSE CARD - Indicates selected VOR course under course index.
24. OMNI BEARING SELECTOR (OBS) Rotates course card to select desired course.
25. TO/ FROM INDICATOR (TO/ FR) Operates only with a usable VOR or localizer signal. When white flag is in view, indicates whether selected course is TO or
FROM station . With usable localizer signal, shows TO.
26. NAV INDICATOR FLAG When in view , red NAV position (Flag) indicates the selected VOR or localizer signal is unusable.
,--,,,
Figure 1. Cessna 400 Nav/Com (Type RT-485A), Operating Controls and
Indicators (Sheet 4 of 4)
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NAV/COM
(TYPE RT-485A)
SECTION 4
NORMAL PROCEDURES
PRESETTING NAV/COM FREQUENCIES IN MEMORY:
1. COM OFF/VOL CONTROL -- TURN ON; adjust to desired audio level.
2. MEMORY 1 Pushbutton -- PRESS d~sired NA V or COM pushbutton 1 momentarily to alert the memory bank of a forthcoming frequency to be stored.
3. FREQUENCY SELECTORS --MANUALLY ROTATE corresponding NAV or COM frequency selectors (press C pushbutton as required to select the desired third fractional COM digit) until the desired frequency is shown in the operating frequency readout window. The frequency displayed will be automatically transferred into MEMORY 1.
NOTE
Do not press the C pushbutton more than about 2 seconds while selecting fractional frequencies or you will activate the MEMORY test function.
4 . MEMORY 2 and 3 Pushbuttons -REPEAT STEPS 2 and 3 using next desired NAV or COM MEMORY to be stored. Up to 3 NAV and
3 COM frequencies may be stored for automatic recall frequency selection.
NOTE
The operating frequency set in the selected MEMORY position will automatically be changed in the MEMORY bank any time the operating frequency is Jpanually changed.
COMMUNICATION RECEIVER-TRANSMITTER OPERATION:
1. COM OFF/VOL Control --TURN ON.
2 . XMTR SEL Switch -- SET to desired 400 Nav/Com (on audio control panel).
3 . SPEAKER/PHONE (or AUTO) Switch --.SET to desired mode (on audio control panel).
4. COM Frequency Selection -- SELECT desired operating frequency by either pressing a COM MEMORY 1, 2 or 3 pushbutton to recall a preset frequency, or by manually selecting the desired operating frequency using the COM frequency selectors and C pushbutton.
7
CESSNA 400 NAV/COM
(TYPE RT-485A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
5. VOL Control -- ADJUST to desired audio level.
6. SQ Control -- ROTATE counterclockwise to decrease background noise as required.
7. Mike Button: a. To Transmit -- DEPRESS and SPEAK into microphone.
NOTE
Sidetone may be selected by placing the AUTO selector switch (on audio control panel) in either the SPEAKER or
PHONE position. Adjustment of sidetone may be accomplished by adjusting the sidetone pot located inside the audio control panel. b. XMIT Annunciator Light -- CHECK ON (green light illuminated). c. To Receive -- RELEASE mike button.
NAVIGATION OPERATION:
1. COM OFF /VOL Control --TURN ON; adjust to desired audio level.
2. SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode (on audio control panel).
3. NA V Frequency Selection - - SELECT desired operating frequency by either pressing a NA V MEMORY 1, 2 or 3 pushbutton to recall a preset frequency, or by using NAV frequency selectors.
4. NA V VOL Control -- ADJUST to desired audio level.
5. ID-VOX-T Switch: a . To Identify Station -- SET to ID to hear navigation station identifier signal. b. To Filter Out Station Identifier Signal -- SET to VOX to include filter in audio circuit.
6. ARC PUSH-TO/PULL-FROM Knob (If Applicable): a. To Use As Conventional OBS -- PLACE in center detent and select desired course. b. To Obtain Bearing TO VOR Station -- PUSH (ARC/PUSH-TO) knob to inner (Momentary On) position.
NOTE
ARC lamp will illuminate amber while the course card is moving to center the course deviation pointer. After alignment has been achieved to reflect bearing TO VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out and the ARC knob to return to the center detent position and function as a normal OBS.
8
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NAV/COM
(TYPE RT-485A) c. To obtain Continuous Bearing FROM VOR Station -- PULL
(ARC/PULL-FR) knob to outer detent.
NOTE
ARC lamp will illuminate amber, OBS course card will turn to . center the course deviation pointer with a FROM flag to indicate bearing from VOR station. This system will continually drive to present the VOR radial the aircraft is on until manually returned to the center detent by the pilot.
7. AP/CPLD Annunciator -- CHECK ON (if 400B Autopilot or 400B
IFCS is engaged), amber light illuminated.
NOTE
The AP/ CPLD annunciator light is only operational with a
400B Autopilot or 400B IFCS installation.
,,,----.
,
,,,, , \
VOR SELF-TEST OPERATION:
1.
2.
3.
4.
5.
6.
COM OFF/VOL Control --TURN ON.
NAV Frequency Selector Switches -- SELECT usable VOR station signal.
OBS Knob -- SET for 0° course at course index; course deviation pointer centers or deflects left or right, depending on bearing of signal; NA V /TO-FROM indicator shows TO or FROM.
ID/VOX/T Switch -- PRESS to T and HOLD at T; course deviation pointer centers, NA V /TO-FROM indicator shows FROM and
AP I CPLD and XMIT annunciators light.
OBS Knob --TURN to displace course approximately 10° to either side of 0° (while holding ID/VOX/T to T) . Course deviation pointer deflects full scale in direction corresponding to course displacement. NA V /TO-FROM indicator shows FROM.
ID/VOX/T Switch -- RELEASE for normal operation.
NOTE
This test does not fulfill the requirements of FAR 91.25.
MEMORY TEST OPERATION:
1. C Pushbutton -- PUSH for about 2 seconds. Each COM and NAV
9
CESSNA 400 NAV/COM
(TYPE RT-485A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
MEMORY pushbutton (1, 2 & 3) will illuminate white, in turn, with the corresponding preset frequency displayed.
NOTE
/"""'"' -
If the "keep-alive" circuit has not been interrupted, the
MEMORY test will always start with the last COM
MEMORY selected and cycle through the remaining COM and NA V preset frequencies. The MEMORY test will always stop on the last selected COM and NA V preset frequencies.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
10
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NA V / COM
(RT-485A) WITH CESSNA
400 RNAV (RN-478A)
SUPPLE'MENT
CESSNA 400 NAV/COM
(Type RT-485A)
WITH
CESSNA 400 AREA
NAVIGATION SYSTEM
(Type RN-478A)
SECTION 1
GENERAL
The Cessna 400 Nav/Com (Type RT-485A) Set with Cessna 400 Area
Navigation (RNAV-Type RN-478A) consists of a RT-485ANav/Com, aR-
476A DME system, a RN-478A Area Navigation Computer and a Course
Deviation Indicator with, or without, the optional Automatic Radial
Centering (ARC) feature. The RN-478A includes circuits which combine the VOR navigation information with distance information from the R-
476A DME system to provide data for area navigation. Operating information for the communication set and for VOR/localizer navigation is presented in this supplement. Operating information for area navigation and for DME is presented in separate supplements. Microprocessor frequency management provides storage for 3 preset NA V and 3 preset
COM frequencies in MEMORY. A "keep-alive" voltage prevents loss of the preset frequencies when the NA V / COM Switch, Avionics Power Switch, or Master Switch is turned OFF.
The RT-485A Receiver-Transmitter includes a 720-channel VHF communication receiver-transmitter which receives and transmits signals between 118.000 MHz and 135.975 MHz in 25-kHz steps. It also includes a 200-channel VHF navigation receiver which receives VOR and localizer signals between 108.00 MHz and 117.95 MHz in 50-kHz steps. The communication receiver-transmitter and the navigation receiver can be operated simultaneously.
The VOR or localizer signal from the navigation receiver is applied to
1 of 10
CESSNA 400 NAV/COM
(RT 485A) WITH CESSNA
400 RNAV (RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT the converter circuits in the RN-478A Area Navigation Computer. The converter processes the received navigation signal to provide omni bearing or localizer information for display by the course indicator.
CAUTION
If the RNA V set is removed from the airplane or becomes inoperative, the associated VHF navigation indicator will be inoperative.
The course indicator includes a Course Deviation Indicator (CDI), an
Omni Bearing Selector (OBS) or Automatic Radial Centering (ARC) knob, and OFF (or NAV)/To From Indicator Flags. It also includes an RNAV lamp (RN) which lights when area navigation operation is selected, and a back-course lamp (BC) which lights when back-course operation is selected. The IN-442AR is offered as the standard Course Deviation
Indicator and an optional IN-1048AC Course Deviation Indicator is also offered when Automatic Radial Centering (ARC) is desired . When the optional IN-1048AC Course Deviation Indicator is installed, an Automatic
Radial Centering lamp (ARC) is incorporated in the CDI to alert the pilot that the Automatic Radial Centering feature has been selected .
All operating controls and indicators for the Cessna 400 Nav/Com a re included on the front panel of the RT-485A Receiver-Transmitter and the associated Course Deviation Indicator. These controls and indicators are shown and described in Figure 1. Opera ting controls for the RN-4 78A Area
Navigation Computer, which are used for area navigation, and operating controls for the associated Type R-476A DME are shown in the appropriate supplements in this manual.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, the pilot should be aware that on many
Cessna airplanes equipped with the windshield mounted glide slope antenna, pilots should avoid use of 2700 ±100 RPM on airplanes equipped with a two-bladed propeller or 1800 ±100 RPM on airplanes equipped with a three-bladed propeller during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference.
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NA V /COM
(RT-485A) WITH CESSNA
400 RNAV (RN-478A)
.
~
IN-442AR STANDARD CDI
WITHOUT
AUTOMATIC RADIAL CENTERING
IN-1048AC OPTIONAL CDI
WITH
AUTOMATIC RADIAL CENTERING
1. COMMMEMORY1 , 2&3PUSHBUTTONS - When a COMMEMORYpushbutt o n i s pressed, the preset selected frequency will appear in the COM frequency window for use as the selected operating frequency. Each pushbutton will illuminate white when pressed and the light will go out on the pre vio usly select e d pushbutton. Three preset frequencies may be stored in MEMORY and selected a s desired, by merely pressing the a ppropriate COM M E MORY pushbutton to recall the desired operating frequency. If electrical power to the set ' s " keep-alive " circuit has not been interrupted, upon turn-on, the set will automatically rec all the last COM MEMORY frequency selected by the M EM ORY pushbutton . If electrical power is removed from the set's " keep-alive " circuit (such as radio removal or battery replacement) for more than 15 seconds, upon turn-on, the COM
MEMORY circuits will have to be reset and COM 1 MEMORY will automatically be selected with the lowest operating frequency (118.000 MHz) selected .
Figure 1. Cessna 400 Nav/Com Set, Operating Controls and Indicators
(Sheet 1 of 4)
3
CESSNA 400 NAV/COM
(RT-485A) WITH CESSNA
400 RNAV (RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
2. COMMUNICATION OPERATING FREQUENCY READOUT - Indicates COM frequency in use. Third decimal place not shown.
3. CYCLE BUTTON (C) - Selects last illuminated decimal place on COM frequency in use. If last decimal place is 2 or 7, pressing C pushbutton changes number to 5 or
0, respectively. If last decimal place is 5 or 0, pressing C pushbutton changes number to 7 or 2, respectively. When the last illuminated digit on the set is 2 or 7, the third digit on the set (not shown) will always be 5. When the last illuminated digit on the set is O or 5, the third digit on the set (not shown) will always be 0. Also provides test function by holding C pushbutton pressed for more than 1.7 seconds.
This lights each COM and NAV MEMORY pushbutton in turn, and displays the corresponding preset frequency in MEMORY.
4. NAVIGATION OPERATING FREQUENCY READOUT - Indicates NAV frequency in use.
5. NAV MEMORY 1, 2 & 3 PUSHBUTTONS - When a NAV MEMORY pushbutton is pressed, the preset selected frequency will appear in the NAV frequency window for use as the selected operating frequency. Each pushbutton will illuminate white when pressed and the light will go out on the previously selected pushbutton. Three preset frequencies may be stored in MEMORY and selected as desired, by merely pressing the appropriate NAV MEMORY pushbutton to recall the desired operating frequency. If electrical power to the set's "keep-alive" circuit has not been interrupted, upon turn-on, the set will automatically recall the last
NAV MEMORY frequency selected by the MEMORY pushbutton. If electrical power is removed from the set's "keep-alive" circuit (such as radio removal or battery replacement) for more than 15 seconds, upon turn-on, the NA V MEMORY circuits will have to be reset and NAV 1 MEMORY will automatically be selected with the lowest operating frequency (108.000 MHz) selected.
6. ID-VOX-T SWITCH - In ID position, station identifier signal is audible; in VOX
(Voice) position, identifier signal is suppressed; in T (Momentary On) position, the self-test function is selected, and the AP/CPLD annunciator illuminates amber and the XMIT annunciator illuminates green.
7. NAVIGATION RECEIVER FREQUENCY SELECTORS - Outer knob changes
NAV frequency in 1-MHz steps between 108 and 117 MHz; inner knob changes
NAV frequency in .05-MHz steps between .00 and .95 MHz; simultaneously selects paired glide slope frequency and DME channel.
8. AUTOPILOT COUPLED ANNUNCIATOR (AP/CPLD) - Illuminates amber when a 400B or 400B IFCS autopilot is coupled to NAV VOR/LOC converter output (non-operational with 200A, 300A, 400A and 400A IFCS autopilots).
9. NAV VOLUME CONTROL (VOL) - Adjusts volume of navigation receiver audio.
10. SQUELCH CONTROL - Used to adjust signal threshold necessary to activate
COM receiver audio. Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise
11. TRANSMIT ANNUNCIATOR (XMIT) - Illuminates green when transmitter output is normal while mike is keyed.
Figure 1. Cessna 400 Nav/Com Set, Operating Controls and Indicators
(Sheet 2 of 4)
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NAV/COM
(RT-485A) WITH CESSNA
400 RNA V (RN-478A)
12. COMMUNICATION RECEIVER FREQUENCY SELECTORS - Outer knob changes COM frequency in 1-MHz steps between 118 and 135 MHz; inner knob changes COM frequency in .05 MHz steps between .025 and .975 MHz or between
.000 and .950 MHz depending on setting of C button.
13. COM OFF-VOLUME CONTROL (OFF-VOL) - Combination ON/OFF switch and volume control; turns on Nav/Com set and controls volume of COM receiver audio.
14. COURSE CARD - Indicates selected VOR course under course index.
15. BACK-COURSE LAMP (BC) · Amber light illuminates when an autopilot with reverse sense feature is installed and the reverse sense switch or autopilot's backcourse function is engaged and receiver is tuned to a localizer frequency; indicates course deviation pointer is reversed.
16. AREA NAV LAMP (RN) - When green light is illuminated, indicates that RNAV operation is selected.
17. OMNI BEARING SELECTOR (OBS) - Rotates course card (12) to select desired bearing to or from a VOR station or to a selected RNAV waypoint .
18. COURSE INDEX - Indicates selected VOR or RNA V course (bearing).
19. COURSE DEVIATION POINTER - Indicates course deviation from selected
VOR or RNAV course or localizer centerline.
20 . OFF/ TO-FROM IND I CA TOR - Operates only with VOR or localizer signal. OFF position (flag) indicates unusable signal. With usable VOR signal , when OFF position disappears, indicates whether selected course is TO or FROM station or waypoint. With usable localizer signal, shows TO.
~1. RECIPROCAL COURSE INDEX Indicates reciprocal of selected VOR or RNA V course.
22. NAV INDICATOR FLAG - When in view, red NAV position (Flag) indicates the selected VOR or localizer signal is unusable.
23. AUTOMATIC RADIAL CENTERING (ARC-PUSH-TO/PULL-FR) SELECTOR -
In center detent, functions as conventional OBS . Pushed to inner (Momentary On) position, turns OBS course card (14) to center course deviation pointer (19) with a
TO flag (20 or 24), then returns to conventional OBS selection . Pulled .
to outer detent , continuously drives OBS course card (14) to indicate bearing from VOR station, keeping course deviation pointer (19) centered, with a FROM flag (20 or
24). ARC function will not operate on localizer frequencies.
NOTE
Engaging either Automatic Radial Centering (ARC) functions will alter the airplane's course anytime the autopilot is engaged and coupled to any frequency other than a localizer frequency.
Figure 1. Cessna 400 Nav/Com Set, Operating Controls and Indicators
(Sheet 3 of 4)
5
CESSNA 400 NAV/COM
(RT-485A) WITH CESSNA
400 RNAV (RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
24 . INDICATOR (TO/FR) - Operates only with a usable '4OR or localizer signal.
When white flag is in view, indicates whether selected course is TO or FROM station. With usable localizer signal, shows TO.
25. AUTOMATIC RADIAL CENTERING (ARC) LAMP - Amber light illuminates when Automatic Radial Centering is in use.
Figure 1. Cessna 400 Nav/Com Set, Operating Controls and Indicators
(Sheet 4 of 4)
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NAV/COM
(RT-485A) WITH CESSNA
400 RNAV (RN-478A)
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed. However, if the frequency readouts fail, the frequency controls should not be moved due to the difficulty of obtaining a known frequency under this condition. The radio will remain operational on the last frequency selected, and the preset frequencies in MEMORY may be selected by pressing the appropriate MEMORY pushbutton.
SECTION 4
NORMAL PROCEDURES
PRESETTING NAV/COM FREQUENCIES IN MEMORY:
1. COM OFF/VOL CONTROL -- TURN ON; adjust to desired audio level.
2. MEMORY 1 Pushbutton -- PRESS desired NA V or COM pushbutton 1 momentarily to alert the memory bank of a forthcoming frequency to be stored.
3. FREQUENCY SELECTORS -- MANUALLY ROTATE corresponding NAV or COM frequency selectors (press C pushbutton as required to select the desired third fractional COM digit) until the desired frequency is shown in the operating frequency readout window. The frequency displayed will be automatically transferred into MEMORY 1.
NOTE
Do not press the C pushbutton more than about 2 seconds while selecting fractional frequencies or you will activate the MEMORY test function .
4. MEMORY 2 and 3 Pushbutton -- REPEAT STEPS 2 and 3 using next desired NAV or COM MEMORY to be stored. Up to 3 NAV and 3
COM frequencies may be stored for automatic recall frequency selection.
NOTE
The operating frequency set in the selected MEMORY position will automatically be changed in the memory bank anytime the operating frequency is manually changed.
7
CESSNA 400 NAV/COM
(RT-485A) WITH CESSNA
400 RNAV (RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
COMMUNICATION RECEIVER-TRANSMITTER OPERATION:
1. COM OFF/VOL Control -- TURN ON.
2. XMTR SEL Switch -- SET to desired 400 Nav/Com (on audio control panel).
3. SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode (on audio control panel).
4. COM Frequency Selection -- SELECT desired operating frequency by either pressing a COM MEMORY 1, 2 or 3 pushbutton to recall a preset frequency, or by manually selecting the desired operating frequency using the COM frequency selectors and C pushbutton.
5. VOL Control -- ADJUST to desired audio level.
6. SQ Control - - ROT A TE counterclockwise to decrease background noise as required.
7. Mike Button: a. To Transmit -- DEPRESS and SPEAK into microphone.
NOTE
Sidetone may be selected by placing the AUTO selector switch ( on audio control panel) in either the SPEAKER or
PHONE position. Adjustment of sidetone may be accomplished by adjusting the sidetone pot located inside the audio control panel. · b. XMIT Annunciator Light -CHECK ON (green light illuminated). c. To Receive -- RELEASE mike button.
NAVIGATION OPERATION:
1. COM OFF /VOL Control -- TURN ON; adjust to desired audio level.
2. SPEAKER/PHONE (or AUTO) Switch -- SET to desired mode (on audio control panel).
3. NAV Frequency Selection -- SELECT desired operating frequency by either pressing a NA V MEMORY 1, 2 or 3 pushbutton to recall a preset frequency , or by using NAV frequency selectors.
4. NAV VOL Control -ADJUST to desired audio level.
5. ID-VOX-T Switch: a. To Identify Station -- SET to ID to hear navigation station identifier signal. b. To Filter Out Station Identifier Signal -- SET to VOX to include filter in audio circuit .
6 . ARC PUSH-TO/PULL-FROM Knob (If Applicable): a. To Use As Conventional OBS -- PLACE in center detent and select desired course .
8
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 NAV/COM
(RT-485A) WITH CESSNA
400 RNAV (RN-478A) b. To Obtain Bearing TO VOR Station -- PUSH knob to inner
(Momentary On) position.
NOTE
ARC lamp will illuminate amber while the course card is moving to center the course deviation pointer. After alignment has been achieved to reflect bearing TO VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out and the ARC knob to return to center detent position and function as a normal OBS.
C. To obtain Continuous Bearing FROM VOR Station -- PULL
(ARC/PULL-FR) knob to outer detent.
NOTE
ARC lamp will illuminate amber, OBS course card will turn to center the course deviation pointer with a FROM flag to indicate bearing from VOR station . This system will continually drive to present the VOR radial the aircraft is on until manually returned to the center detent by the pilot.
7. AP/CPLD Annunciator -- CHECK ON (if 400B or 400B IFCS autopilot is engaged), amber light illuminated.
NOTE
The AP/ CPLD annunciator light is only operational with a
400B or 400B IFCS autopilot installation.
.,-.....
_
,,-,
VOR SELF-TEST OPERATION:
1. COM OFF/VOL Control -- TURN ON.
2. NA V Frequency Selector Switches -SELECT usable VOR station signal.
3 . OBS Knob -- SET for 0° course at course index; course deviation pointer centers or deflects left or right, depending on bearing of signal; NAV /TO-FROM indicator shows TO or FROM.
4 . ID/VOX/T Switch -- PRESS to T and HOLD at T; course deviation pointer centers, NAV/TO-FROM indicator shows FROM and
AP/CPLD and XMIT annunciators light.
5. OBS Knob -TURN to displace course approximately 10° to either side of 0° (while holding ID/VOX/T to T). Course deviation pointer deflects full scale in direction corresponding to course displacement . NAV/TO-FROM indicator shows FROM.
9
CESSNA 400 NAV/COM
(RT-485A) WITH CESSNA
400 RNAV (RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
6 . ID/VOX/T Switch -- RELEASE for normal operation .
NOTE
This test does not fulfill the requirements of FAR 91.25.
MEMORY TEST OPERATION:
1. C Pushbutton -- PUSH for about 2 seconds . Each COM and NA V
MEMORY pushbutton (1, 2 & 3) will illuminate white, in turn, with the corresponding preset frequency displayed.
NOTE
If the "keep-alive" circuit has not been interrupted , the
MEMORY test will always start with the last COM
MEMORY selected and cycle through the remaining COM and NAV preset frequencies . The MEMORY test will always stop on the last selected COM and NA V preset frequencies .
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However , the installation of an externally mounted antenna or several related externa l antennas, will result in a minor reduction in cruise performance.
10
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 RNAV
(TYPE RN-478A)
SUPPLEMENT
CESSNA 400 AREA NAVIGATION
SYSTEM
(Type R N-4 78A}
SECTION 1
GENERAL
The Cessna 400 Area Navigation System (Type RN-478A) consists of an RN-478A Area NAV Computer (RNA V), a compatible VHF navigation receiver and course deviation indicator, and the Type R-476A distance measuring equipment (DME). The RNAV includes converter circuits which operate with the VHF navigation receiver and produce positional information for display by the course deviation indicator . It also includes computer circuits which combine the bearing information from the navigation set with the distance information from the R-476A DME to establish navigation data for selected waypoints. During RNAV operation, a course scalloping suppressor circuit suppresses the spurious navigation signal phases to provide stable waypoint information which enhances autopilot operation. The 400 RNA V is coupled to the number 2
Nav/Com and includes storage for 3 waypoints.
Ground speed/ time-to-station information to the selected VOR (not the waypoint) is available on this system . This capability, along with the course scalloping suppression (radial straightening), may be used to an advantage while tracking inbound or outbound from the VOR station by programming a waypoint directly over the associated VOR (000.0° /000.0 nautical miles) and using RNA V for course smoothing while enroute.
CAUTION
If RNAV set is removed from the airplane or becomes inoperative, the associated VHF navigation indicator will be inoperative.
All operating controls and displays which are part of the RN-478A are shown and described in Figure 1. Other controls required for operation of the Cessna 400 Area Navigation System are included on the VHF navigation receiver and on the R-476A DME control; these controls are shown and described in the respective supplements included for this equipment .
1 of 6
CESSNA 400 RNAV
(TYPE RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
2
1. BEARING DISPLAY READOUT - Depending on position of DSPL Switch, displays bearing programmed for waypoint 1 or waypoint 2.
2. DISPLAY 1-2 SWITCH (DSPL) - Determines information shown on DISTANCE and BEARING displays: In position 1, distance and bearing programmed for waypoint 1 are displayed; in position 2, distance and bearing programmed for waypoint 2 are displayed.
3. FLY/DISPLAY LAMP - Flashes amber when FLY Switch and DSPL Switch are not set to same number; indicates that waypoint information being displayed is not waypoint information being flown.
4. FLY SWITCH - Determines waypoint being used for navigation. In position 1, waypoint 1 is in use; in position 2, waypoint 2 is in use.
5. DISTANCE DISPLAY READOUT - Depending on position of DSPL Switch, displays distance programmed for waypoint 1 or waypoint 2.
6. BEARING MINILEVER SWITCHES (4) - Select bearing of desired waypoint from VOR/DME station. May be used to store bearing of 3rd waypoint.
7. ENROUTE/ APPROACH SWITCH (ENR/ APPR) - Controls width of navigation corridor. ENR position provides standard (±5 NM) enroute sensitivity; APPR position provides standard (±.1-1/4 NM) approach course sensitivity.
NOTE
Due to unreliable signals, do not operate in the APPR position when computed distance to waypoint exceeds 51 nautical miles.
8. TRANSFER PUSHBUTTON SWITCH (XFER) - Transfers waypoint distance and bearing from minilevers into either waypoint 1 or 2 as selected by DSPL switch position.
9. DISTANCE MINILEVER SWITCHES (4) - Select distance of desired waypoint from VOR/DME station. May be used to store distance of 3rd waypoint.
Figure 1. Cessna 400 Area Nav (Type RN-478A) Computer,
Operating Controls and Indicators
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 RNA V
(TYPE RN•478A)
/ .----.
,
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, the following RNA V IFR approach limitation should be adhered to during airplane operation.
OPERATING LIMITATION:
1. IFR Approaches -Follow approved published RNA V instrument procedures.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed.
~ .
SECTION 4
NORMAL PROCEDURES
VOR/LOC OPERATION
VOR NAVIGATION CIRCUITS VERIFICATION TESTS:
1. See appropriate Nav/Com supplement.
VOR/LOC NAVIGATION:
As a convenience to the pilot, a separate supplement (Avionic Operation Guide) is supplied to explain the various procedures for using the
VHF Navigation Set for · VOR and localizer navigation. Refer to the
Avionic Operations Guide for flight procedures.
AREA NAVIGATION OPERATION
NOTE
Proper RNAV operation requires valid VOR and DME inputs to the RNA V system. In certain areas, the ground station antenna patterns and transmitter power may be inadequate to provide valid signals to the RNAV. For this
3
CESSNA 400 RNA V
(TYPE RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT reason, intermittent RNA V signal loss may be experienced enroute. Prolonged loss of RNAV signal shall require the pilot to revert to other navigational procedures.
WAYPOINT PROGRAMMING:
1. Using a VFR sectional, enroute instrument chart, instrument approach plate , or enroute RNA V chart -- DETERMINE distance and bearing for desired waypoint(s) from appropriate VOR/DME stations.
2. VHF Navigation Receiver -ON.
3 . DME TEST/ON-OFF Switch -- ON.
4. DME Mode Selector Switch -- RNA V.
5. RNA V DSPL Switch -- 1.
NOTE
When DSPL and FLY switches are not set to the same waypoint number, the display/fly light slowly blinks on and off as a reminder to the pilot that values displayed are not those being used for navigation. This does not affect operation of the unit.
6. BEARING Minilever Switches -- SET to first waypoint bearing.
7. DISTANCE Minilever Switches -- SET to first waypoint distance.
8. XFER Pushbutton Switch -- PUSH in. a. First waypoint bearing and distance are placed in memory as waypoint 1. b. BEARING Display Readout -- DISPLAYS readout of first waypoint bearing. c. DISTANCE Display Readout -- DISPLAYS readout of first waypoint distance .
9. RNA V DSPL Switch -- SET to 2 .
10. BEARING Minilever Switches -- SET to second waypoint bearing.
11. DISTANCE Minilever Switches -- SET to second waypoint distance.
12 . XFER Pushbutton Switch -- PUSH in. a . Second Waypoint Readout -- BEARING and DISTANCE are placed in memory as waypoint 2. b . BEARING Display Readout -- DISPLAYS readout of second waypoint bearing. c. DISTANCE Display Readout -- DISPLAYS readout of second waypoint distance.
13. BEARING Minilever Switches -- SET to standby waypoint bearing.
.
~
.
~
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 RNAV
-(TYPE RN-478A)
__ ---..
, .
14. DISTANCE Minilever Switches -- SET to standby waypoint distance.
~
NOTE
As first waypoint is reached, it can be replaced with the third "standby" waypoint (already set) before placing the
RNA V "DSPL" switch to 2. Then a fourth waypoint, if necessary, can be set with the minileve.r selectors.
DISPLAY RELIABILITY TESTS:
NOTE
This test must be conducted following the "Waypoint
Programming" procedures with the VHF Navigation
Receiver and DME TEST/ ON-OFF switches still in the ON position.
1. VHF Navigation Receiver Frequency Selector Switches SET to
VOR frequency.
2. RNA V DSPL and FLY Switches -- DSPL set to 1, FLY set to 2. a . Readout-- DISPLAYS first waypoint bearing and distance that was selected in Waypoint Programming. b. Fly/Display Lamp (On RNAV Control Head) -- FLASHES.
3. RNAV DSPL and FLY Switches -- DSPL set to 2, FLY set to 1. a . Readout -- DISPLAYS second waypoint bearing and distance . b. Fly/Display Lamp (On RNAV Control Head) -- FLASHES.
4. RNA V DSPL and FLY Switches -- BOTH SET to same number. a. Readout -- DISPLAYS waypoint bearing and distance as selected by DSPL switch. b. Fly/Display Lamp (On RNAV Control Head) -NOT
LIGHTED.
5. DME Mode Selector Switch -- SET to RNAV. a. Both RN and NM Annunciators on DME -- LIGHTED. b. RN Lamp on Course Deviation Indicator -- LIGHTS.
6. VHF Navigation Receiver Frequency Selector Switches -- SET to
LOO frequency. a. Both RN and NM Annunciators -- LIGHTED. b. RN Lamp on Course Deviation Indicator -- LIGHTED . c. Course Deviation Indicator OFF(or NAV)/TO-FROM Indicator -- OFF (or NAV) flag in view.
7. DME Mode Selector Switch -- SET to NA V 1, NA V 2, or HOLD. a. NM Annunciator on DME -LIGHTED. b. RN Annunciator on DME -- NOT LIGHTED. c. RN Lamp on Course Deviation Indicator -- NOT LIGHTED. d. Course Indicator OFF(or NAV)/TO-FROM Indicator -- Shows
TO if a usable signal is received.
5
CESSNA 400 RNAV
(TYPE RN-478A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
8. DME Mode Selector Switch -- RNAV.
9. DME TEST/ON-OFF Switch -- HOLD to TEST. a. DME RN/NM Distance Display -- READOUT is 888.8. b. DME KTS/MIN Ground Speed/Time-to-Station Display
READOUT is 888. c. RNA V BEARING Display -- READOUT is 888.8. d. RNAV DISTANCE Display -- READOUT is 188.8.
AREA NAVIGATION CIRCUITS SELF-TEST:
1.
2.
VHF Navigation Receiver -- ON.
VHF Navigation Receiver Frequency Selector Switches -- SET to a usable VOR/DME frequency.
3. DME TEST/ON-OFF Switch -- ON.
4. DME Mode Selector Switch -- RNAV.
5. a. RN Lamp on Course Deviation Indicator -- LIGHTED.
RNA V Computer -- PROGRAMMED to waypoint.
6. DSPL and FLY Switches -- SET both to waypoint to be tested. a. BEARING Display -- READOUT is waypoint bearing. b. DISTANCE Display -- READOUT is waypoint distance. c. Course Indicator -- RN LAMP lights.
7. Course Indicator OBS (or ARC) -- SET to waypoint bearing.
8. VHF Navigation Receiver ID/VOX/T Switch -- HOLD in T position. a. Course Deviation Pointer -- CENTERS. b. Course Deviation Indicator OFF(or NAV)/TO-FROM Flag --
Shows TO. c. DME Distance Display -- READOUT is tne same as the RNA V
DISTANCE readout.
NOTE
After releasing the navigation receiver test (T) switch, the return to accurate computed bearing and distance data can take up to 60 seconds depending upon airplane position and waypoint.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 400 ADF
(TYPE R-446A)
CESSNA 400 ADF
(Type R-446A}
SECTION 1
GENERAL
The Cessna 400 ADF is an automatic direction finder set which provides continuous, visual bearing indications of the direction from which an RF signal is being received. It can be used for plotting position, for homing, and for aural reception of AM signals between 200 kHz and
1699 kHz. In addition, a crystal-controlled, beat frequency oscillator (BFO) permits coded identifier of stations transmitting keyed CW signals (Morse
Code) to be heard.
The basic units of the Cessna 400 ADF are an R-446A Receiver with dual frequency selectors, a goniometer-indicator (IN-346A), and sense and loop antennas. The receiver and goniometer-indicator are panel-mounted units. The sense and loop antennas are mounted on the external airplane surfaces. Operating controls for the Cessna 400 ADF are mounted on the receiver front panel. The goniometer-indicator presents station bearing in degrees of azimuth. An automatic pointer-stow feature alerts the operator to non-ADF operation by slewing the pointer to the 3:00 o'clock position when the REC mode is selected.
The frequency range of the Cessna 400 ADF is electronically divided into three bands: 200-399 kHz, 400-799 kHz, and 800-1699 kHz. Frequency spacing within each band is in 1-kHz increments. The operating frequency and band are selected by a four-section Minilever switch which displays a digital readout of the frequency selected and supplies a binary code to control the logic circuits within the set. A secondary (standby) operating frequency is selected by another four-section Minilever switch. Frequency control of the ADF is switched to the primary or the secondary operating frequency by a toggle switch. The operating modes (ADF and REC) are selected by individual pushbutton switches. Additional pushbutton switches are used to select the BFO and to test signal reliability during
ADF operation. Operating controls for the Cessna 400 ADF are shown and described in Figure 1.
1 of 6
CESSNA 400 ADF
(TYPE R-446A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
2
Figure 1. Cessna 400 ADF Operating Controls and Indicator
(Sheet 1 of 2)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 ADF
(TYPE R-446A)
1. PRI (PRIMARY FREQUENCY SELECTOR) - Selects and displays "primary" frequency.
2. 1-2 - The "1" position activates "primary" (PRI) frequency. The "2" position activates "secondary" (SEC) frequency.
3. SEC (SECONDARY FREQUENCY SELECTOR) - Selects and displays "secondary" frequency.
4. SECONDARY RESELECT LAMP - Lamp will flash only when "secondary"
(SEC) frequency selection is outside of operating range of the receiver and 1-2 switch is in the "2" position.
5. TEST - Momentary-on switch used only with ADF function to test bearing reliability. When held depressed, slews indicator pointer; when released, if bearing is realiable, pointer returns to original position.
6. BFO - Pushed in: Activates beat frequency oscillator tone to permit coded identifier of stations transmitting keyed CW signals (Morse Code) to be heard.
7. REC - Pushed in: Selects receive mode (set operates as a standard communications receiver using sense antenna only).
NOTE
In this position an automatic pointer stow feature will alert the pilot to non-ADF operation by positioning and retaining the pointer at the 3:00 o'clock position when the 400 ADF is in the REC function.
8. ADF - Pushed in: Selects ADF mode (set operates as automatic direction finder using loop and sense antennas).
9. PRIMARY RESELECT LAMP - Lamp will flash only when "primary" (PRI) frequency selection is outside of operating range of the receiver and 1-2 switch is in the "1" position.
10. OFF-VOL - Turns set on or off and adjusts receiver volume.
11. INDEX - Fixed reference line for dial rotation adjustment.
12. POINTER - WhenHDG control is adjusted, indicates either relative, magnetic, or true bearings of a radio station.
13. HDG - Rotates dial to facilitate relative, magnetic, or true bearing information.
Figure 1. Cessna 400 ADF Operating Controls and Indicator
(Sheet 2 of 2)
3
CESSNA 400 ADF
(TYPE R-446A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed.
SECTION 4
NORMAL PROCEDURES
TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY:
1. OFF/VOL Control -- ON.
2. REC Pushbutton -- PUSH in.
NOTE
ADF indicator pointer will stow at a 90-degree position to alert the pilot to non-ADF operation.
3. PRI Frequency Selectors -- SELECT desired operating frequency.
4. SEC Frequency Selectors -- SELECT desired operating frequency.
5. 1-2 Selector Switch -- 1 position.
NOTE
1-2 selector switch can be placed in the 2 position for operation on secondary frequency. The re-select lamp will flash only when frequency selection is outside of operating range of the receiver.
6. ADF SPEAKER/PHONE Switch -- SELECT speaker or phone position.
7. VOL Control -- ADJUST to desired listening level.
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 ADF
(TYPE R-446A)
TO OPERATE AS AN AUTOMATIC DIRECTION FINDER:
1. OFF/VOL Control -ON.
2. PRI Frequency Selectors -- SELECT desired operating frequency.
3. SEC Frequency Selectors -- SELECT desired operating frequency.
4. 1-2 Selector Switch -- 1 position.
. ~.
.
NOTE
1-2 selector switch can be placed in the 2 position for operation on secondary frequency. The re-select lamp will flash only when frequency selection is outside of operating range of the receiver.
5. ADF SPEAKER/PHONE Switch -- SELECT speaker or phone position as desired.
6. ADF Pushbutton -- PUSH in and note relative bearing on ADF indicator.
7. HDG Control -- SET goniometer-indicator dial so that index indicates 0°, magnetic, or true heading of airplane. Pointer then indicates relative, magnetic, or true bearing to station .
8. VOL Control -- ADJUST to desired listening level.
NOTE
When switching stations, place function pushbutton in the
REC position. Then, after station has been selected, place function pushbutton in the ADF position to resume automatic direction finder operation. (This practice prevents the bearing indicator from swinging back and forth as frequency dial is rotated.)
TO TEST RELIABILITY OF AUTOMATIC DIRECTION FINDER:
1. ADF Pushbutton -- PUSH in and note relative bearing on indicator.
2. TEST Pushbutton -- PUSH in and hold TEST button unit indicator pointer slews off indicated bearing at least 10 to 20 degrees.
3. TEST Pushbutton -- RELEASE and OBSERVE that indicator pointer returns to the same relative bearing as in step (1).
TO OPERATE BFO:
1. OFF/VOL Control -- ON.
2. ADF SPEAKER/PHONE Switch -- SELECT speaker or phone position.
3. BFO Pushbutton -- PUSH in.
4. 1-2 Selector Switch-- SELECT 1 position to activate PRI frequency
5
CESSNA 400 ADF
(TYPE R-446A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT or 2 to activate SEC frequency that is transmitting keyed CW signals (Morse Code).
5. VOL Control -- ADJUST to desired listening level.
/ ~ .
NOTE
A 1000-Hz tone is heard in the audio output when CW signal
(Morse Code) is tuned in properly.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 400DME
(TYPE R-476A)
CESSNA 400 DME
(TYPE R-476A)
SECTION 1
GENERAL
The Cessna 400 DME (Type R-476A) is the airborne "interrogator" portion of a navigation system which supplies continuous, accurate, slant range distance information from a fixed ground station to an aircraft in flight.
Except for selection of the operating channel, which is selected by the
VHF navigation receiver frequency selector switches, the Cessna 400 DME is capable of independent operation. The equipment consists of a panelmounted C-476A Control Unit which contains all of the operating controls and displays, and a remotely mounted RTA-476A Receiver-Transmitter.
The RTA-476A transmits interrogating pulse pairs on 200 channels between 1041 MHz and 1150 MHz; it receives associated ground-to-air replies between 978 MHz and 1213 MHz. The C-476A Control Unit digitally displays distances up to 200 nautical miles and either ground speed or time-to-station information, as selected. All operating controls and displays for the DME are shown in Figure 1, and the functions of each are described.
SECTION 2
LIMITATIONS
There is no change to the airplane emergency procedures when this avionic equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed.
1 of 4
CESSNA 400 DME
(TYPE R-476A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
RNAV Annunciator ,,.,--
DME Annunciator
2
1. DISTANCE DISPLAY In NAV 1, NAV 2, or HOLD mode, displays distance to selecte d VOR/DME station i n nautical miles ; only NM (Nautical Miles) annunciator lights. In RNA V mode, displays distance to selected waypo int in nautical miles; both RN (RNAV) and NM an nun c iators light .
2. GS/ TTS SELECTOR SWITCH - In NA V 1, NA V 2, or HOLD mode, selects display of ground speed (GS) or time-to-station (TTS). In RNAV mode, displ ay shows grou nd speed component to or from the VOR (not to waypoint) or the time t,o the
VOR station at that indicated ground spee d.
3. DM E MODE SELECTOR SWITCH - Selects DME operating mode as follows:
RNAV: Selects area navigation o pe rati on; selects display of nauti ca l miles
(distance) to selected RNAV waypoint.
NAV 1: Selects DME operation w ith No. 1 VHF navigation set; enables channel selection by NAV 1 frequency selector switches.
HOLD: Selects DME memory circuit; DME remains channeled to station to which it was channeled when HOLD was selected; displ ay of distance continues to be n a utical miles to that station. Both the NAV 1 and the
NAV 2 sets may be set to new operation frequencies .
CAUTION
In the HOLD mode, there is no annunciation of the VOR/DME station frequency.
NAV 2: Selects DME operation with No . 2 VHF navigation set; enables c hannel selection by NAV 2 frequency selector switches.
Figure 1. Cessna 400 DME (Type R-476A) (Sheet 1 of 2)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 DME
(TYPE R-476A)
4. TEST/ON-OFF SWITCH - Controls application of power to DME circuits (turns equipment on or off); selects display lamp test for DME and RNA V displays.
5. GROUND SPEED/ TIME DISPLAY - Displays ground speed in knots or time-tostation in minutes , as follows: a. With GS/TTS Switch set to GS , displays ground speedcomponenttoorfrom station in knots (aircraft must be flying directly to or from the VOR/DME station for true ground speed indication). b. With GS/TTS Switch set to TTS , displays time to VOR/DME station in minutes at the ground speed component indicated. c. With GS/TTS in RNAV mode will display ground speed component or timeto-station at that speed to the selected VOR (not the waypoint).
Figure 1. Cessna 400 DME (Type R-476A) (Sheet 2 of 2)
3
CESSNA 400 DME
(TYPE R-476A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 4
NORMAL PROCEDURES
DME OPERATION:
1. TEST/ON-OFF Switch -- SET to ON .
2. DME Mode Selector Switch -- SET to NA V 1 or NAV 2 .
3. NA V 1 and NA V 2 VHF Navigation Receivers -- ON; SET FRE-
QUENCY selector switches to VOR/DME station frequencies, as required.
NOTE
When the VOR frequency is selected , the appropriate DME frequency is automatically channeled. Therefore, the system does not provide independent operation of the DME for reception of the DME Morse Code identifier.
4. GS/TTS Switch -- SET as desired.
5. TEST/ON-OFF Switch -- HOLD to TEST: a. Distance-to-Station Display readout is 188 .
8. b. Knots/Minutes Display readout is 888.
6. TEST/ON-OFF Switch -- RELEASE to ON; display readouts return to normal.
.
,..,--,_ .
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 MARKER BEACON
(TYPE R-402A)
SUPPLEMENT
CESSNA 400 MARKER BEACON
(Type R-402A}
SECTION 1
GENERAL
The system consists of a 75 MHz marker beacon receiver, three indicator lights, a speaker/ phone selector switch, a light dimming control, an ON/OFF/VOLUME control, and a 75 MHz marker beacon antenna. In addition, a HI-LO-TEST switch is provided on all airplanes except the 152 series airplanes for sensitivity selection and test selection. On 152 series airplanes, a HI-LO sensitivity selector switch is provided with a separate press-to-test button.
This system provides visual and aural indications of 75 MHz ILS marker beacon signals as the marker is passed. The following table lists the three most currently used marker facilities and their characteristics.
MARKER FACILITIES
MARKER IDENTIFYING TONE LIGHT*
Inner
Middle
Outer
Continuous 6 dots/ sec (300 Hz)
Alternate dots and dashes (1300 Hz)
2 dashes/sec (400 Hz)
* When the identifying tone is keyed, the respective indicating light will blink accordingly.
White
Amber
Blue
Operating controls and indicator lights are shown and described in
Figure 1.
1 of 4
CESSNA 400 MARKER BEACON PILOT'S OPERATING HANDBOOK
(TYPE R-402A) SUPPLEMENT
TYPICAL INSTALLATION
ON ALL 152 MODEL SERIES
TYPICAL INSTALLATION
ON ALL MODELS EXCEPT
152 MODEL SERIES
Figure 1. Cessna 400 Marker Beacon Operating Controls and Indicator
Lights (Sheet 1 of 2)
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 MARKER BEACON
(TYPE R-402A)
1. OFF/VOLUME CONTROL - The small, inner control turns the set on or off and adjasts the audio listening level. Clockwise rotation turns the set on and increases the audio level.
2. DIM/BRT CONTROL - The large, outer control provides light dimming for the marker lights. Clockwise rotation increases light intensity.
3 . TEST SWITCH - (152 Model Series Only) When the press-to-test switch button is depressed, the marker beacon lights will illuminate, indicating the lights are operational (the test position is a lamp test function only).
4. LO /HI SENS SWITCH - (152 Model Series Only) In the LO position (Up), receiver sensitivity is positioned for !LS approaches. In the HI position (Down), receiver sensitivity is positioned for airway flying.
5 . SPEAKER/PHONE SWITCH - Selects speaker or phone for aural reception .
6 . MARKER BEACON INDICATOR LIGHTS - Indicates passage of outer, middle and inner marker beacons. The OUTER light is blue, the MIDDLE light is amber and the INNER light is white.
7. HI/LO/TEST SWITCH (All Models Except 152 Model Series) In the HI position
(Up), receiver sensitivity is positioned for airway flying . In the LO position
(Center) , receiver sensitivity is positioned for ILS approaches. In the TEST position (Down), the marker lights will illuminate, indicating the lights are operational (the test position is a lamp test function only) .
Figure 1. Cessna 400 Marker Beacon Operating Controls and Indicator
Lights (Sheet 2 of 2)
3
CESSNA 400 MARKER BEACON
(TYPE R-402A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed.
SECTION 4
NORMAL PROCEDURES
TO OPERATE:
1. OFF/VOL Control -- VOL position and adjust to desired listening level.
2. LO/HI SENS Switch -- SELECT HI position for airway flying or
LO position for ILS approaches.
3. SPKR/PHONE Switch -- SELECT speaker or phone audio.
4. TEST Switch -- PRESS and ensure that marker beacon indicator lights are operative.
5. BRT Control -- SELECT BRT (full clockwise). ADJUST as desired when illuminated over marker beacon.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
SUPPLEMENT
CESSNA 400 TRANSPONDER
(Type RT-459A)
AND
OPTIONAL ENCODING ALTIMETER
{Type EA-401A)
SECTION l
GENERAL
The Cessna 400 Transponder (Type 459A), shown in Figure 1, is the airborne component of an Air Traffic C ontr ol R adar Beac o n System
(ATCRBS). The transponder enab les the ATC ground controller to "see" and identify the aircraft, while in fli ght, on the control center's radar scope mor e readily.
The 400 Transponder consists of a panel-mounted unit and an exter nally-mounted antenna. The t r ansponder receives interrogating pulse signals on 1030 MH z and transmits coded pulse-train reply signals on
1090 MHz. It is capable of replying t o Mode A (aircraft identificati on) and Mode C (a ltitude reporting) interrogations on a selective repl y basis on any of 4,096 information code selections. When an optional panel mounted EA-401A Encoding Altimeter (not part of 400 Transponder System) is included in the avionic confi gu ration , the transponder can provid e altitude reporting in 100-foot increments between -1000 and +35, 000 feet.
All Ce ssna 400 Transpon de r operating contr o ls, with the excepti o n of the o ptional a ltitude encoder's altimeter setting knob, are located on the front panel of the unit. The altimeter setting knob is l ocated o n the encoding altimeter. Functions of the operating controls are described in
Figure 1.
1 of 6
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
2
Figure 1. Cessna 400 Transponder and Encoding Altimeter
Operating Controls (Sheet 1 of 2)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT .
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
1. FUNCTION SWITCH - Controls application of power and selects transponder operating mode as follows:
OFF - Turns set off.
SBY - Turns set on for equipment warm-up or standby power.
ON - Turns set on and enables transponder to transmit Mode A (aircraft identification) reply pulses.
ALT - Turns set on and enables transponder to transmit either Mode A
(aircraft identification) reply pulses or Mode C (altitude reporting) pulses selected aut o m a tically by the interrogating si g nal.
2 . REPLY LAMP - Lamp flashes t o indicate transmission of reply pulses; g lows steadily to indicate transmission o f IDENT pulse or satisfactory self-test operation. (Reply Lamp will also g low steadily during initial warm-up period.)
3 . IDENT (ID) SWITCH - When depressed, selects special pulse identifi e r to be transmitted with transponder reply to effect immediate identificati o n o f aircraft on ground controller's display. (Reply Lamp will glow steadily during duration of !DENT pulse transmissi o n.)
4. DIMMER (DIM) CONTROL - All o ws pilot to control brilliance o f Reply Lamp.
5 . SELF-TEST (TEST) SWITCH - Wh e n depressed, causes transp o nd e r t o g enerate a self-interrogating si g n a l t o provide a check of transponder o peration.
(Reply Lamp will glow steadil y t o v e rify self test operation. )
6. REPLY-CODE SELECTOR SWITCHES (4) - Select assigned Mode A Reply
C o de.
7 . REPL Y -CODE INDICATORS ( 4) - Displa y selected M o de A Reply Code.
8 . 1000-FOOT DR U M TYPE INDIC A TOR - Pr o vides di g ital altitude read o ut in 1000-foot increments between -1000 feet and +35, 000 feet. When altitude is below 10,000 feet , a diag o nall y striped flag appears in the
10, 000-foot window.
9 . OFF INDICATOR WARNING FLAG - Flag appears across altitud e read o ut when power is removed fr o m a ltimeter to indicate that read o ut is not reli a ble.
10. 100-FOOT DRUM TYPE INDICATOR - Provides digital altitude r ea d o ut in
100-foot increments between O feet a nd 1000 feet.
11. 20-FOOT INDICATOR NEEDLE - Indicates altitude in 20-f oo t increment s between O feet and 1000 f e et .
12. ALTIMETER SETTING SCALE - DRUM TYPE - Indic a tes select e d a lt i meter setting in the ran g e of 28. 1 t o 30. 99 inches of mercury o n the standard altim e t e r o r 94 6 t o 1049 millibars on the optional altim e ter .
13. ALTIMETER SETTING KNOB - Dials in desired alt i met e r setting in the range of 27. 9 to 31. 0 in c he s of m e r c ury on standard altimeter or 950 to
1050 millibars on the optional a lt i meter.
Figure 1. Cessna 400 Transponder and Encoding Altimeter
Operating Controls (Sheet 2 of 2)
3
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
TO TRANSMIT AN EMERGENCY SIGNAL:
(1) Function Switch -- ON.
(2) Reply-Code Selector Switches -SELECT 7700 operating code.
(3) ID Switch -- DEPRESS then RELEASE to effect immediate identification of aircraft on ground controller's display.
TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL
COMMUNICATIONS (WHEN IN A CO~TROLLED ENVIRONMENT):
(1) Function Switch -- ON.
(2) Reply-Code Selector Switches -- SELECT 7700 operating code for 1 minute; then SELECT 7600 operating code for 15 minutes and then REPEAT this procedure at same intervals for remainder of flight.
(3) ID Switch -- DEPRESS then RELEASE at intervals to effect immediate identification of aircraft on ground controller's display.
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF:
(1) Function Switch -- SBY.
TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN
FLIGHT:
(1) Reply-Code Selector Switches -- SELECT assigned code.
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
(2) Function Switch -- ON.
(3) DIM Control -- ADJUST light brilliance of reply lamp .
NOTE
During normal operation with function switch in ON position, REPLY lamp flashes indicating transponder replies to interrogations.
(4) ID Button -- DEPRESS momentarily when instructed by ground controller to "squawk IDENT" (REPLY lamp will glow steadily, indicatin g !DENT operation).
TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT:
(1) Off Indicator Warning Flag -- VERIFY that flag is out of view on encoding altimeter.
(2) Altitude Encoder Altimeter Setting Knob - SET IN assi gn ed loc a l altimeter setting.
(3) Reply-Code Selector Switches -- SELECT assigned code.
(4) Function Switch -ALT.
NOTE
When direct ed by ground controller to " stop altitude squawk", turn Function Switch to ON for Mode A operation only.
NOTE
Pressure a ltitude is transmitted by the transp,mder for altitude squawk and conversion to indicated altitude is done in ATC computers. Altitude squawked will only agree with indicated altitude when the local altimeter setting in use by the ground controller is se t in the encoding altimeter.
(5) DIM Control -- ADJUST light brilliance of reply lamp .
TO SELF-TEST TRANSPONDER OPERATION:
(1) Function Switch -- SBY a nd wait 30 seconds for equipment to warm-up.
5
CESSNA 400 TRANSPONDER
AND ENCODING ALTIMETER
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
(2) Function Switch -- ON or ALT.
(3) TEST Button -- DEPRESS and HOLD (Reply lamp should light with full brilliance regardless of DIM control setting).
(4) TEST Button -- RELEASE for normal operation.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
6
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
CESSNA 400 GLIDE SLOPE
(TYPE R-443B)
SUPPLEMENT
CESSNA 400 GLIDE SLOPE
(Type R-443B)
SECTION l
GENERAL
The Cessna 400 Glide Slope is an airborne navigation receiver which receives and interprets glide slope signals from a ground-based Instrument Landing System (ILS). It is used with the localizer functi o n of a VHF navigation system when making instrument approaches to an airport. The glide slope provides vertical path g uidance whil e the localizer provides horizontal track g uidanc e .
Th e Cessna 400 Glide Slope system consists of a remote-mounted receiv e r coupled to an existing navigation syst em , a panel-m o unted indicator and an externally-mounted antenna. The glide slope receiver is designed to receive ILS g lide slope si g nals on any of 40 channels. The channels are spaced 150 kHz apart and cover a frequency range o f 329. 15
MHz throu g h 335. 0 MH z . When a localizer frequenc y is selected on the
NAV receiver, the associated g lide slope frequenc y is selected automatically.
Operation of the Cessna 400 Glide Slope system is controlled by the associated navigation system. The functions and indications of typical
300 series glide slope indicators are pictured and described in Figure 1.
The 300 series glide slope indicators shown in Figure 1 depict typical indications for all Cessna-crafted g lide slope indicators. However, refer to the 400 Nav /Com or HSI write-ups if they are listed in this section as options for additional glide slope indicators.
, ,_,_ ,
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed . However, the pilot should be aware that on many
Cessna airplanes equipped with the windshield mounted glide slope antenna , pilots should avoid use of 2700 ±.100 RPM on airplanes equipped with a two-bladed propeller or 1800 ±100 RPM on airplanes equipped with a three-bladed propeller during !LS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference.
1 of 4
CESSNA 400 GLIDE SLOPE
(TYPE R-443B)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
TYPICAL 300 SERIES GLIDE SLOPE INDICATORS
1. GLIDE SLOPE DEVIATION POINTER - Indicates deviation from normal glide slope.
2. GLIDE SLOPE "OFF" OR "GS" FLAG - When visible, indicates unreliable glide slope signal or improperly operating equipment. The flag disappears when a reliable glide slope signal is being received.
Spurious glide slope signals may exist in the area of the localizer back course approach which can cause the glide slope "OFF" or "GS" flag to disappear and present unreliable glide slope information. Disregard all glide slope signal indications when making a localizer back course approach unless a glide slope {ILS BC) is specified on the approach and landing chart.
2
Figure 1. Typical 300 Series VOR/LOC /ILS Indicator
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
CESSNA 400 GLIDE SLOPE
(TYPE R-443B)
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avion i c equipment is installed.
SECTION 4
NORMAL PROCEDURES
TO RECEIVE GLIDE SLOPE SIGNALS :
(1) NAV Frequency Select Knobs -- SELECT desired localizer frequency (glide slope frequency is aut o matically selected).
(2 ) NAV /COM ID-T Switch -- SELECT ID position to disconnect filter from audio circuit.
(3) NAV VOL Control -- ADJUST to desired listening level to confirm proper localizer station.
When red glide slope "GS" flag is visible, glide slope indications are unusable,
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed.
3/(4 blank)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
HSI
(TYPE IG-832C)
OPTIONAL
UNSLAVED
HORIZONTAL SITUATION
INDICATOR (HSI)
(TYPE IG-832C)
SECTION 1
GENERAL
The IG-832C Horizontal Situation Indicator (HSI) is an additional navigation indicator option which provides a heading referenc .
e with respect to an unslaved directional gyro, a heading reference bug, VOR course selection, and a pictorial presentation of the airplane position relative to VOR and localizer courses and glide slopes. This indicator is used with Cessna 300 and 400 N av/ Com radios. When dual N av/ Com radios are installed, the HSI is coupled to the number 1 NA V / COM and a standard
300 or 400 series VOR/LOC course deviation indicator is coupled to the number 2 NAV/COM.
This system consists of a Horizontal Situation Indicator (HSI-Type
IG-832C) and a remote mounted VOR/LOC Converter (Type B-445A) . The indicator is unslaved and course datum is not available. When the HSI is installed with a 300A, 400A or 400B Autopilot system, a BC light is installed on the instrument panel, adjacent to the HSI, to alert the pilot of back-course operation. Each control and indicator function is described in
Figure 1.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this instrument is installed.
1 of 6
HSI
(TYPE IG-832C)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
NAY 2
DISC
0
EA RT WAIN
0
I
,
2
USED WITH 400B AUTOPILOT
ON 210 SERIES MODELS
USED WITH 400A AUTOPILOT
ON 337 SERIES MODELS
1. HORIZONTAL SITUATION INDICATOR (HSI) Provides a pictorial present a tion of aircraft deviation relative to VOR radials and localizer beams. It also displ a ys glide slope deviations and gives heading reference with respect to magnetic north when compass c ard is set to agree with compass .
2 . OMNI BEARING POINTER Indicates selected VOR course or localizer course on compass card (6). The selected VOR radial or localizer heading rema i ns set on the c o mpass card when the compass card (6) is rotated.
3. NA V FLAG - When flag is in view, indicates that the NA V receiver signal being received is not reliable.
Figure 1. Horizontal Situation Indicator (HSI) (Type IG 832C)
(Sheet 1 of 3)
-
, ~ ,
, ~ ,
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
HSI
(TYPE IG-832O)
4. HEADING REFERENCE (LUBBER LINE) - Indicates aircraft magnetic heading on compass card (6).
5. HEADING WARNING FLAG (HDG) - When flag is in view, heading display is invalid due to the heading system power being interrupted or the HSI vacuum powered gyro being low.
6. COMP ASS CARD - Rotates to displ1> , y heading of airplane with reference to lubber line ( 4). Must be set to agree with aircraft compass using Card Set Knob (9).
7 . COURSE DEVIATION DOTS - Indicates aircraft displacement from VOR, or localizer beam center. A full scale (2 dots) course deviation bar (15) displacement represents the following deviations from beam center: a. VOR = ±10° approx. b. LOC = ±2-1/2° approx.
8. TO/FROM INDICATOR FLAG - Indicates direction of VOR station relative to selected course .
9 . HEADING SELECTOR AND CARD SET KNOB (PUSH ~ CARD SET) - When rotated in normal ( out) position , positions heading "bug" (14) on compass card (6) to indicate selected heading for reference or for autopilot tracking. When pushed in and rotated, sets compass card (6) to agree with magnetic compass. The omni bearing pointer (2), heading bug (14), and deviation bar (15) rotate with the compass card (6) .
NOTE
The compass card (6) must be reset periodically to compensate for precessional errors in the gyro.
10. COURSE SELECTOR ( t)
KNOB - When rotated , positions omni bearing pointer
(2) on the compass card (6) to select desired VOR radial or localizer course.
11. GLIDE SLOPE SCALE Indicates displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots , represents full scale (0.7
° ) deviation above or below glide slope beam centerline.
12. GLIDE SLOPE POINTER - Indicates on glide slope scale (11) aircraft displacement from glide slope beam center.
13. GLIDE SLOPE FLAG When in view, indicates glide slope receiver signalis not reliable.
14. HEADING BUG - Indicates selected reference heading relative to compass card
(6).
15. COURSE (OMNI) DEVIATION BAR - Bar is center portion of omni bearing pointer and moves laterally to pictorially indicate relationship of aircraft to selected course . It relates in degrees of angular displacement from VOR radials or localizer beam center (see Item 7).
Figure 1. Horizontal Situation Indicator (HSI) (Type IG-832C)
(Sheet 2 of 3)
3
HSI
(TYPE IG-832C)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
16. BACK-COURSE LIGHT (BC) (Installed in a remote position, as shown, with 300A,
400A and 400B autopilots only.) - The remote amber BC light will illuminate when back-course operation is selected by the REV SNS LOC 1 switch (17) mounted on the left-hand instrument panel or the BC function of 300A autopilot.
CAUTION
When back-course operation is selected, the course (omni) deviation bar (15) on the HSI does not reverse. However, selection of backcourse operation will always cause the localizer signal to the autopilot to reverse for back-course operation.
17. BACK COURSE REVERSE SENSE (REV SNS) LOC 1 OR LOC 2 SELECTOR
SWITCH - With AP switch ON (on 400A or 400B Autopilot control units) and either LOC 1 or LOC 2 selected, localizer signals to the Cessna 400A or 400B
Autopilots will reverse for back-course operation. With autopilot ON or OFF, the course (omni) deviation bar on the HSI will not reverse but the standard CDI pointer will reverse depending on the position of the REV SNS switch.
18. AUTOPILOT (A/P) NAV 1 OR NAV 2 SELECTOR SWITCH - (Installed with
400A and 400B Autopilots only) Selects appropriate signals from the desired navigation receiver to be coupled to the autopilot.
~
4
Figure 1. Horizontal Situation Indicator (HSI) (Type IG-832C)
(Sheet 3 of 3)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
HSI
(TYPE IG-832C)
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this instrument is installed.
SECTION4
NORMAL PROCEDURES
Normal procedures for operation of this system differ little from those required for the more conventional Course Deviation Indicators. However, several small differences are worth noting.
The rectilinear movement of the omni deviation bar in combination with the rotation of the compass card in response to heading changes, provides an intuitive picture of the navigation• situation at a glance when turned to an omni station. When tuned to a localizer frequency, the omni bearing pointer must be set to the inboard front course for 2.Q!h front and back-course approaches to retain this pictorial presentation.
When the HSI system is installed with a Cessna 300A (Type AF-395A),
Cessna 400A (Type AF-530A) or Cessna 400B (Type IF-550A) Autopilot, a back-course indicator light labeled BC, is mounted adjacent to the HSI and will illuminate amber when the reverse sense (REV SNS) switch (mounted in the upper portion of the pilot's instrument panel on 337 Models or is mounted in the autopilot's accessory unit on 210 Models) is placed in the
ON (LOC 1) position to alert the pilot that back-course operation is selected. The HSI needle will not be reversed but the LOC signals to the autopilot will be. Light dimming for the BC light is provided for low ambient light conditions.
For normal procedures with autopilots, refer to the 300A, 400A and
400B Autopilot Supplements in this handbook if they are listed in this section as options.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this instrument is installed.
5/(6 blank)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
HSI
(TYPE IG-832A)
OPTIONAL
SLAVED
HORIZONTAL SITUATION
INDICATOR (HSI)
(TYPE
IG-832A)
(STANDARD EQUIPMENT ON 400
SERIES IFC SYSTEMS)
SECTION 1
GENERAL
The IG-832A Horizontal Situation Indicator (HSI) is an additional navigation indicator option available with Cessna 300 or 400 Nav/Com radios. When dual Nav/Coms are installed, the HSI is coupled to the first
Nav/Com and a standard 300 or 400 series VORJLOC indicator is coupled to the second Nav/Com.
This system consists of a remote Horizontal Situation Indicator (HSI), a SA-832A remote slaving accessory without course datum or an alternate
SA-832B with course datum and a remote VOR/LOC converter which is only installed without a RNA V installation. The HSI features the modified
ARINC face presentation, providing a slaved gyro heading display with a built-in slaving indicator and full ILS navigation capability. When the HSI is installed with 400A or 400B series Autopilots, a BC light is installed on the instrument panel, adjacent to the HSI, to alert the pilot of back-course operations. Each control and indicator function is described in Figure 1.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this instrument is installed.
1 of 6
HSI
(TYPE IG-832A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
18
2
NAY 2
DISC
0
EA FLT WARN
0
USED WITH 400B AUTOPILOT
ON 210 SERIES MODELS
USED WITH 400A AUTOPILOT
ON 337 SERIES MODELS
1. HORIZONTAL SITUATION INDICATOR (HSI) - Provides a pictorial presentation of aircraft deviation relative to VOR radials and localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north.
2. OMNI BEARING POINTER Indicates selected VOR course or localizer course on compass card (16). The selected VOR radial or localizer heading remains set on the compass card when the compass card (16) is rotated.
3. NAV FLAG - When flag is in view, indicates that the NAV receiver signal being received is not reliable.
Figure 1. Horizontal Situation Indicator (HSI) (Type IG-832A)
(Sheet 1 of 3)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
HSI
(TYPE IG-832A)
4. HEADING REFERENCE (LUBBER LINE) - Indicates aircraft magnetic heading on compass card (16).
5. HEADING WARNING FLAG (HDG) - When flag is in view, heading display is invalid due to the heading system power being interrupted or the HSI vacuum powered gyro speed being low.
6. GYRO SLAVING INDICATOR - Displays visual indication of heading indicator and flux detector synchronization. When slaving needle is aligned with the HSI
45° right index, it shows that the heading indicator agrees with the aircraft magnetic heading. Off-center pointer deflections show the direction of heading indicator error relative to aircraft magnetic heading. The compass CARD SET knob (9) may be used at any time to more rapidly accomplish synchronization of the heading indicator reading with magnetic heading as indicated by the slaving indicator.
7. HEADING BUG - Indicates selected reference heading relative to the compass card (16).
8. TO/FROM INDICATOR FLAG -- Indicates direction of VOR station relative to selected course.
9. HEADING SELECTOR AND CARD SET KNOB (PUSH .A CARD SET) -
Positions heading "bug" on compass card (16) by rotating the PUSH .A CARD
SET knob. Pushing in and rotating the PUSH .A CARD SET knob, sets the compass card. The "bug" (7) rotates with the compass card.
10. COURSE (OMNI) DEVIATION BAR - Bar is center portion of omni bearing pointer and moves laterally to pictorially indicate relationship of aircraft to selected course. It relates in degrees of angular displacement from VOR radials or localizer beam center.
11. COURSE DEVIATION DOTS - A course deviation bar displacement of 2 dots represents full scale (VOR = ±10° or LOC = ±2½ 0
) deviation from beam centerline.
12. COURSE SELECTOR ( t)
KNOB - When rotated, positions omni bearing selector
(2) on the compass card (16) to select desired VOR radial or localizer course.
13. GLIDE SLOPE SCALE - Indicates displacement from glide slope beam center. A giide slope deviation bar displacement of 2 dots, represents full scale (0.7°) deviation above or below glide slope beam centerline.
14. GLIDE SLOPE POINTER - Indicates on glide slope scale (13) aircraft displacement from glide slope beam center.
15. GLIDE SLOPE FLAG - When in view, indicates glide slope receiver signal is not reliable.
16. COMPASS CARD - Rotates to display heading of airplane with reference to lubber line (4).
Figure 1. Horizontal Situation Indicator (HSI) (Type IG-832A)
(Sheet 2 of 3)
3
HSI
(TYPE IG-832A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
17. BC LIGHT (Installed in a remote position, as shown , with 400A and 400B
Autopilots only. The BC light is incorporated in the mode selector on 400A and
400B IFC systems.) - Remote amber BC light installed with 400A or 400B
Autopilots will illuminate when back-course operation is selected by the REV
SNS LOC 1 switch on the left-hand instrument panel. With 400A or 400B IFC systems when back-course operation is selected the BC light incorporated in the
MODE SELECTOR will illuminate green.
CAUTION
When back-course operation is sel ected, the omni deviation bar on the H SI does not reverse. However, selection of back-course operation will always cause the locali z er signal to the auto pilot to reverse for back-course operation.
18. BACK COURSE REVERSE SENSE (REV SNS) LOC 1 OR LOC 2 SELECT OR
SWITCH With AP switch ON (on 400A or 400B Autopilot control units) and , . either LOC 1 or LOC 2 selected, localizer signals to the Cessna 400A or 400B
Autopilots will be reversed for back-course operation. With autopil ot ON or OFF, the omni deviation bar on the HSI will not reverse but the standard CDI pointer will reverse depending on the position of the REV SNS switch.
19 . AUTOPILOT (A/P) NAV 1 OR NAV 2 SELECTOR SWITCH (Installed with 400A and 400B Autopilots only.) - Selects appropriate signals from the desir ed navigation r eceive r to be coupled to the autopilot.
4
Figure 1. Horizontal Situation Indicator (HSI) (Type IG-832A)
(Sheet 3 of 3)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
HSI
(TYPE IG-832A)
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this instrument is installed.
SECTION 4
NORMAL PROCEDURES
Normal procedures for operation of this system differ little from those required for the more conventional Course Deviation Indicators. However, several small differences are worth noting.
The rectilinear movement of the omni deviation bar in combination with the rotation of the compass card in response to heading changes, provides an intuitive picture of the navigation situation at a glance when tuned to an omni station. When tuned to a localizer frequency, the omni bearing pointer must be set to the inbound front course for both front and back-course approaches to retain this pictorial presentation.
When the HSI system is installed with a Cessna 400A (Type AF-530A)
Autopilot or Cessna 400B (Type IF-550A) Autopilot, a back-course indicator light labeled BC, is mounted adjacent to the HSI and will illuminate amber when the reverse sense (REV SNS) switch (mounted in upper portion of the pilot's instrument panel on 337 Models or is mounted in the autopilot accessory unit on 210 Models) is placed in the ON (LOC 1) position to alert the pilot that back-course operation is selected. The BC light is incorporated in the MODE SELECTOR on 400A and 400B IFC systems. The HSI needle will not be reversed but the LOC signals to the autopilot will be
7
Light dimming for both types of BC lighting is provided for low ambient light conditions.
For normal procedures with autopilots, refer to the 400A, 400B, 400A
IFCS and 400B IFCS Autopilot Supplements in this handbook if they are listed in this section as options. A description of course datum and autopilot procedures for course datum are incorporated in the appropriate autopilot supplements.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed.
5/ (6 blank)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 800 ALTITUDE
ENCODING/ ALERTING/PRESELECT
SUPPLEMENT
CESSNA 800 ALTITUDE ENCODING
(Type EA-801 A)
WITH
ALTITUDE ALERTING/PRESELECT
(Type AA-801 A)
SECTION 1
GENERAL
The Cessna 800 encoding altimeter (Type EA-801A) is an electrically driven instrument that senses airplane altitude and provides the pilot with a visual display of the altitude. It also includes an optical encoder which automatically produces a logic code corresponding to the sensed altitude.
This code is supplied to the Air Traffic Control Radar Beacon System transponder in the airplane to generate replies to Mode C (altitude reporting) interrogations from the ground radar. A second altitude information output from the altimeter can be coupled to airplane accessory equipment such as an altitude alerter or an autopilot altitude preselector circuit.
The altitude alerter (Type AA-801A) is an accessory unit used with the
Cessna 800 encoding altimeter to supply a preselected altitude capture signal to arm the altitude hold function of the Integrated Flight Control
System. It also provides visual and aural warnings as the airplane approaches and then deviates from the selected altitude.
The encoding altimeter is a panel-mounted barometric altimeter with an altitude range of -1000 to +35,000 feet. Altitude is displayed by a dial and a digital readout. The dial is graduated in 10 numerical divisions which represent increments of 100 feet, with subdivision markings for every 20 feet; the dial pointer completes one revolution for every 1000 feet of altitude change. The digital readout displays airplane altitude in increments of hundreds and thousands of feet only. Friction-induced lag and jumping of the display is reduced by the use of a combined aneroid sensor and motordriven display. Electronic damping circuits in the unit insure that the display follows altitude changes rapidly with no overshoot. When power is
1 of 8
CESSNA 800 ALTITUDE PILOT'S OPERATING HANDBOOK
ENCODING/ ALERTING/PRESELECT SUPPPLEMENT removed from the altimeter, a striped warning flag appears across the digital altitude display to indicate a "power-off" condition. ~
The local altimeter setting is set into the altimeter with a manually operated baroset knob, and is displayed on a four-digit readout, either in inches of mercury or in millibars (as ordered). The altimeter setting does not affect the output of the optical encoder, since the encoder is always referenced to standard pressure (sea level; 29.92 inches of mercury or
1013.2 millibars).
Except for introducing the altimeter setting with the baroset knob, operation of the altimeter is completely automatic. The baroset knob and the display indicators are shown in Figure 1.
The altitude alerter is a panel-mounted unit which includes all of the operating controls and indicators and the preselector logic circuits.
Altitude information for use in the altitude alerter is supplied electronically from the encoding altimeter. Three Minilever switches, mounted on the front panel of the unit, are used to select any altitude between 100 and
35,000 feet in 100-foot increments; the selected altitude is displayed on a digital readout. The preselector control and indicators and an ALERT indicator are also included on the front panel of the unit. All controls and indicators for the altitude alerter are shown in Figure 2.
The altitude capture function is selected by a white pushbutton switch
(ARM) which energizes the preselector logic circuits. For altitude capture function operation, the Integrated Flight Control System must be turned on but not engaged in a vertical mode (altitude hold or glide slope coupled).
When the Minilever switches are set to the desired altitude and the white
ARM pushbutton is pushed in, an amber ARMD panel lamp lights to indicate that the function is "armed." When the airplane reaches the selected altitude, the amber ARMD lamp turns off, and a green CPLD panel lamp on the alerter and the altitude hold (ALT) lamp on the flight director mode selector lights to indicate that altitude hold mode is operational. If the Minilever switches are repositioned after the preselector has been armed but before altitude hold is engaged, the logic circuits are reset and must be rearmed by again pushing in the ARM switch.
The alert indicator consists of a three-lamp display and an associated one-second aural tone. The green indicator lamp (ALERT) lights when the airplane altitude is within ±300 feet of the selected altitude. When the airplane enters an altitude band from 300 to 1000 feet above or below the selected altitude, the amber HI ALERT or LO ALERT lamp lights and simultaneously, a one-second tone is heard. The one-second aural annunciator is only activated whenever the amber altitude band is entered, or the green altitude band is departed. There is no audible annunciator when the green band is entered, or when the amber altitude band is departed.
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 800 ALTITUDE
ENCODING/ ALERTING/PRESELECT
- , ,
1. ZERO-TO-THOUSAND FOOT ALTITUDE DISPLAY POINTER -Directly indicates airplane altitude between O and 1000 feet; for altitudes above 1000 feet, indicates last three digits of altitude (ones, tens, and hundreds).
2. ALTITUDE READOUT - Displays altitude above 100 feet on three-section counter in increments of 10,000, 1000, and 100 feet. When altitude is below 10,000 feet, a diagonally striped flag appears in 10,000-foot window.
3. ZERO-TO-THOUSAND FOOT ALTITUDE DISPLAY DIAL - Calibrated in 10 numerical graduations which represent increments of 100 feet; the subdivisions of each graduation represent increments of 20 feet.
4. ALTIMETER SETTING READOUT - Displays altimeter setting set into altimeter with baroset knob on a four-digit counter.
5 . BAROSET KNOB - Used to set in local altimeter setting; clockwise rotation increases setting, counterclockwise rotation decreases setting.
6. POWER-OFF WARNING FLAG Appears across altitude readout when power is removed from altimeter to indicate that readout is not reliable.
Figure 1. Cessna 800 Encoding Altimeter Indicator (Type EA-801A)
3
CESSNA 800 ALTITUDE
ENCODING/
PILOT'S OPERATING HANDBOOK
ALERTING/PRESELECT SUPPPLEMENT
4
1. ALTITUDE SELECTOR AND DISPLAY - Minilever switches (3) select desired altitude between 100 and 39,900 feet in 100-foot increments . Digital readout displays selected altitude . Black/white flag in first window, when visible , indicates sel ected altitude i s less than 10,000 feet.
2. ALTITUDE CAPTURE CONTROL AND INDICATORS Selector switch and two-lamp indicator which operate as follows:
ARM Pushbutton Switch - Arms altitude capture function of Alerter , provided Integrated Flight Control System is turned on and not already engaged in a vertical mode (altitude hold or glide slope coupled) , and altitude selector switches are set to desired altitude.
ARMD AMBER LAMP Lights when ARM pushbutton switch i s push ed in to indicate that a ltitude capture function of flight director is en gag ed ; remains lighted until altitude is captured.
CPLD G reen Lamp - Lights when airplane reaches selected altitude an d
Integrated Flight Control System altitude hold mode is automatically engaged.
3. ALTITUDE ALER T INDICATOR - Three-lamp indicator which operates within a preestablished alert range on either side of the selected altitude, as follows:
ALERT Gree n Lamp Lights when airplane altitude is withi n about 300 feet of the selected altitud e.
HI ALERT Amber Lamp - Lights when airplane altitude is about 1000 feet above the selected alert altitude during descent or when deviating by about 300 feet above alert altitude after reaching altitude.
LO ALERT Amber Lamp - Lights when airplane altitude is about 1000 feet below the selected alert altitude during clim b or when deviating by about 300 feet below alert altitude after reaching altitu de .
NOTE
A one-second aura l tone is heard when the airplane enters either amber band from above or below the altitude alert r ange, or departs from the green band.
Figure 2. Cessna 800 Altitude Alerter Indicator (Type AA-801A)
~ -
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 800 ALTITUDE
ENCODING/ ALERTING/ PRESELECT
SECTION 2
LIMITATIONS
There is no change to the airplane performance when this avionic equipment is installed. However, the encoding altimeter used in this installation does have a limitation that requires a standard barometric altimeter be installed as a back-up altimeter.
,--,,
SECTION 3
EMERGENCY PROCEDURES
ENCODING ALTIMETER FAILURE (WARNING FLAG SHOWING):
1. ENCODING ALT Circuit Breaker -- CHECK IN.
2. If warning flag is still showing, use the standby barometric altimeter. r->
SECTION 4
NORMAL PROCEDURES
ALTIMETER OPERATION:
1. Baroset Knob -- TURN as necessary to set readout to local altimeter setting.
2. Power-off Warning Flag -- VERIFY that flag is not in view.
I
WARNING
I
Do not attempt to use altimeter indication for flight information if warning flag is in view. Flag indicates that power has been removed from altimeter.
3. Altitude Display -- Below 1000 feet read altitude on display pointer and dial. Above 1000 feet, read altitude on altitude readout plus pointer and dial indication for last two digits (for example, for an altitude of 12,630 feet, read 12,600 feet on readout; read 30 feet on pointer and dial).
ALTITUDE ENCODING AND ACCESSORY OPERATION:
Operation of the altitude encoding and accessory information functions of the altimeter is completely automatic as soon as power is applied
5
CESSNA 800 ALTITUDE PILOT'S OPERATING HANDBOOK
ENCODING/ ALERTING/PRESELECT SUPPPLEMENT to the altimeter and the warning flag is out of view. However, for transmission of the altitude information to the ground controller , the
MODE C (ALT) function must be selected on the transponder.
ALTITUDE ALERT:
NOTE
The altitude alerter must be used with a properly functioning 800 encoding altimeter for all operation. The altitude preselect function is usable only when the airplane is equipped with the Integrated Flight Control System.
During flight , altitude alert operation of the altitude alerter is automatic within the preestablished alert range . Operation may be verified on the ground as follows:
1. Turn on airplane master and avionics power switches. Altimeter power-off warning flag should disappear.
NOTE
When using the encoding altimeter to simulate altitude inputs, no altitudes below 100 feet shall be used for testing.
If the combination of station altitude (near sea level) and pressure presents a below 100 foot situation, then preset
.
lowest obtainable altitude (above 100 feet) on altimeter and perform the upper range of the test specified in steps 5 and
6. Following this test, preset the altitude alerter for 1100 to
1500 feet above the previous preset altitude, and then perform steps 3 and 4 for the lower altitude portion of the test.
2. Set altitude selector switches to slightly more than 1000 feet above altitude indicated on the encoding altimeter. Altitude is displayed on readout.
3. Begin to turn altimeter baroset knob to set altimeter reading to agree with selected altitude. When altitude reading reaches about
1000 feet below selected altitude , a one second tone is heard and amber LO ALERT lamp lights.
4 . Continue to turn baroset knob toward selected altitude. When altitude reading is within about 300 feet of selected altitude, the LO
ALERT lamp goes out and the green ALERT lamp lights.
5. Continue to turn baroset knob for altitude above selected altitude by about 300 feet . Green lamp goes out, one-second tone is heard, and amber HI ALERT lamp lights .
6. Continue to turn baroset knob until altitude reading reaches about
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 800 ALTITUDE
ENCODING/ ALERTING/PRESELECT
1000 feet above alert range. Just as altitude leaves alert range, the
HI ALERT lamp goes out.
7. Turn baroset knob to reset altimeter as required .
8. Turn off power, power-off warning flag appears .
ALTITUDE CAPTURE:
Altitude capture operation may be verified on the ground as follows:
1. Turn on airplane master and avionics power switches . Power-off warning flag on altimeter should disappear.
2. Turn on Integrated Flight Control System and verify that a vertical mode is not selected.
3. Set altitude selector switches to desired altitude; altitude is displayed on readout.
4. Push in ARM pushbutton switch. Amber ARMD lamp lights.
5. Turn altimeter baroset knob to set altimeter reading to displayed alerter altitude. When altimeter reaches approximate selected altitude, ARMD lamp goes out and green CPLD lamp lights. The altitude hold indicator lamp on the flight director mode selector will also light.
6. Turn baroset knob to reset altimeter as required.
7. Turn off power switches. Power-off warning flag appears and all indicator lamps go out .
ALTITUDE CAPTURE OPERATING NOTES:
CAUTION
The altitude alerter used in this system is not designed to identify the MDA (Minimum Descent Altitude) or DA
(Decision Height) while making an instrument approach.
Therefore, the alerter should never be used during an instrument approach to identify the MDA or DA.
1. If the altitude selector switches are moved to a new position after the ARM pushbutton has been pushed in but before the altitude is captured, the alerter logic is reset and the ARM pushbutton must be · pushed again to enable the new altitude.
2. After altitude capture, and altitude hold mode is established; if the airplane leaves the selected altitude, the green CPLD lamp will remain lit. The altitude deviation will be indicated by the altitude
ALERT lamps and the discrepancy between the selected altitude displayed on the alerter and the airplane altitude displayed by the altimeter .
3. If the altitude selector switches are set to a different altitude after altitude capture, the Integrated Flight Control System will remain
7
CESSNA 800 ALTITUDE PILOT'S OPERATING HANDBOOK
ENCODING/ ALERTING/PRESELECT SUPPPLEMENT in the altitude hold mode but the green CPLD lamp will go out to indicate that the altitude displayed is not the altitude at which the airplane is being held.
4. If the altitude hold is manually selected on the flight director mode selector prior to automatic altitude capture, the ARMD lamp will go out, the CPLD lamp will not light, and the capture logic circuits will have to be reset for the next use. The function may be reset after altitude hold is disengaged.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed.
8
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 200A AUTOPILOT
(TYPE AF-295B)
SUPPLEMENT
CESSNA NAVOMATIC
200A AUTOPILOT
(Type AF-295B)
SECTION 1
GENERAL
The Cessna 200A Navomatic is an all electric, single-axis (aileron control) autopilot system that provides added lateral and directional
' aileron actuator, and a course deviation indicator(s) incorporating a localizer reversed (BC) indicator light
Roll and yaw motions of the airplane are sensed by the turn coordinator gyro. The computer-amplifier electronically computes the necessary
~ , correction and signals the actuator to move the ailerons to maintain the airplane in the commanded lateral attitude.
The 200A Navomatic will also capture and track a
VOR or localizer course using signals from a VHF navigation receiver.
The operating controls for the Cessna 200A N avomatic are located on the front panel of the computer-amplifier, shown in Figure 1. The primary function pushbuttons (DIR HOLD, NAV CAPT, and NAV TRK), are inter locked so that only one function can be selected at a time. The HI SENS and BACK ORS pushbuttons are not interlocked so that either or both of these functions can be selected at any time.
1 of 6
CESSNA 200A AUTOPILOT
( TYPE AF-295B)
NAV 1 NAV 2
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
CDI INDICATORS
AILERON
ACTUATOR
TURN COORDINATOR
COMPUTER
AMPLIFIER
2
Figure 1. Cessna 200A Autopilot, Operating Controls and Indic a tors
(Sheet 1 of 2)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 200A AUTOPILOT
(TYPE AF-295B)
_, ~
, ,--..,,
1. COURSE DEVIATION INDICATOR - Provides VOR /LOC n av i gation inputs t o autopilot for intercept a nd tr ack in g modes.
2. LOCALIZER REVERSED INDICATOR LIGHT - Ambe r light, labeled BC, illuminates when BACK CRS button is pushed in (enga ge d) an d LOC frequency selected. BC light indic at es course indicator needle is reve rsed on selected receiver (when turned to a l oca lizer frequency). This light is lo ca t e d within the
CDI indicator.
3. TUR N COORDINATOR - Sens es roll and yaw for win gs leveling and command turn functions.
4 . DIR HOLD PUSHBUTTON S e le c ts direction hold mode. Airplane holds direction it is fl yi ng at t im e bu tton i s pushed .
5 . NAV CAPT PUSHBUTTON - Selects NAV capture mode . When parallel to desired course, the airplane will turn to a pre-described intercept angle and capture selected VOR or LOC course.
6. NAV TRK PUSHBUTTO N - Selects NA V track mod e . Airplane tracks selected
VOR or LOC cours e .
7. HI SENS PUSHBU TTON During NAV CAPT or NAV TRK o p e r at i on . this high sensitivity settin g i ncreases a ut o pilot response to NAV sign al to provide more pre c i se operation during localizer a pp roac h. In low sensit ivit y position (pushbut to n out), respon se t o NAV signal is dampened for smoother tr acking of e nroute
VOR r a dials ; it a l so smo oth s out effect of course scalloping during NA V operation.
8 . B ACK CRS PUSHBUTTO N - Used with LOC operation o nl y. With A / P switch
OFF or ON, and when navigation receiver select e d by NAV switch is set to a loca lizer frequency , it r everses normal loc alizer needle indication (CDI) and causes localizer reversed (B C) light to illuminate. With A/P switch ON, reverses localizer signal to autopilot .
9. ACTUATOR - The torque motor in the actuator caus es th e ailerons to move in the co mmanded directio n.
10. NAV SWITCH Selects NAV 1 or NA V 2 na vigation receiver.
11. PULL TURN KNOB When pulled out and ce nt ered in d ete n t , a irplane w ill fl y wings-level; when turned to th e right (R) , th e a irpl a n e will exec ut e a righ t , stan dard rate turn ; w h en turned to the left (L), the airpl ane w ill exec ute a left. st a ndard rate turn. When centere d in detent and pushed in , the operating mode selected by a pushbutt o n is engaged.
12. TRIM - Used to trim autopilo t to compensate for minor variations in ai rcraft trim or weight distributi on. (For proper operation, the a ir craf t 's rudder trim, if so e quipped, must be manually trimmed before the autop ilot is e n gage d.)
1 3. A/P SWITCH Turns au t op ilot ON or OFF.
Fi g ure 1. Cessna 200A Autopilot, Operating Controls and Indicators
(Sheet 2 of 2)
3
CESSNA 200A AUTOPILOT
(TYPE AF-295B)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, the following autopilot limitation should be adhered to during airplane operation:
BEFORE TAKE-OFF AND LANDING:
1. A/PON-OFF Switch -- OFF.
SECTION 3
EMERGENCY PROCEDURES
TO OVERRIDE THE AUTOPILOT:
1. Airplane Control Wheel -- ROTATE as required to override autopilot.
NOTE
The servo may be overpowered at anytime without damage.
TO TURN OFF AUTOPILOT:
1. A/P ON-OFF Switch -- OFF.
~
SECTION 4
NORMAL PROCEDURES
BEFORE TAKE-OFF AND LANDING:
1. A/PON-OFF Switch -- OFF.
2. BACK CRS Button -- OFF (see Caution note under Nav Capture).
NOTE
Periodically verify operation of amber warning light(s), labeled BC on CDI(s), by engaging BACK CRS button with a LOC frequency selected.
~
4
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 200A AUTOPILOT
(TYPE AF-295B)
,--,
INFLIGHT WINGS LEVELING:
1. Airplane Rudder Trim--ADJUST for zero slip ("Ball" centered on
Turn Coordinator).
2. PULL-TURN Knob -- CENTER and PULL out.
3. A/P ON-OFF Switch -- ON.
4. Autopilot TRIM Control -- ADJUST for zero turn rate (wings level indication on Turn Coordinator).
NOTE
For optimum performance in airplanes equipped as floatplanes, use autopilot only in cruise flight or in approach configuration with flaps down no more than 10° and airspeed no lower than 75 KIAS on 172 and R172 Series
Models or 85 KIAS on 180, 185, U206 and TU206 Series
Models.
COMMAND TURNS:
1. PULL-TURN Knob -- CENTER, PULL out and ROTATE.
DIRECTION HOLD:
1. PULL-TURN Knob -- CENTER and PULL out.
2. Autopilot TRIM Control -- ADJUST for zero turn rate.
3. Airplane Rudder Trim -- ADJUST for zero slip ("Ball" centered).
4. DIR HOLD Button -- PUSH.
5. PULL-TURN Knob -- PUSH in detent position when airplane is on desired heading.
6. Autopilot TRIM Control -- READJUST for zero turn rate.
NA V CAPTURE (VOR/LOC):
1. PULL-TURN Knob -- CENTER and PULL out.
2. NAV 1-2 Selector Switch -- SELECT desired VOR receiver.
3. Nav Receiver OBS or ARC Knob -- SET desired VOR course (if tracking omni).
NOTE
Optional ARC knob should be in center position and ARC amber warning light should be off.
4. NA V CAPT Button -- PUSH.
5. HI SENS Button -- PUSH for localizer and "close-in" omni intercepts.
5
CESSNA 200A AUTOPILOT
(TYPE AF-295B)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
6. BACK CRS Button -- PUSH only if intercepting localizer front course outbound or back course inbound.
CAUTION
With BACK CRS button pushed in and localizer frequency selected, the CDI on selected nav radio will be reversed even when the autopilot switch is OFF.
7. PULL-TURN Knob -- Turn airplane parallel to desired course.
NOTE
Airplane must be turned until heading is within ±5° of desired course.
8. PULL TURN Knob -- CENTER and PUSH in. The airplane should then turn toward desired course at 45° ±10° intercept angle (if the
CDI needle is in full deflection).
NOTE
If more than 15 miles from the station or more than 3 minutes from intercept, use a manual intercept procedure.
NAV TRACKING (VOR/LOC):
1. NA V TRK Button -- PUSH when CDI centers and airplane is within
±5° of course heading.
2. HI SENS BUTTON -- DISENGAGE for enroute omni tracking
(leave ENGAGED for localizer).
3. Autopilot TRIM Control -- READJUST as required to maintain track.
NOTE
Optional ARC function, if installed, should not be used for autopilot operation. If airplane should deviate off course, pull out PULL TURN knob and readjust airplane rudder trim for straight flight o:ri the Turn Coordinator. Push in
PULL TURN knob to reintercept course. If deviation persists, progressively make slight adjustments of autopilot TRIM control towards the course as required to maintain track.
,---,.,.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300A AUTOPILOT
(TYPE AF-395A)
SUPPLEMENT
CESSNA NAVOMATIC
300A AUTOPILOT
(Type AF-395A)
SECTION 1
GENERAL
The Cessna 300A Navomatic is an all electric , single-axis (aileron control) autopilot system that provides added lateral and directional stability. Components are a computer-amplifier, a turn coordinator, a directional gyro, an aileron actuator and a course deviation indicator(s) incorporating a localizer reversed (BC) indicator light .
Roll and yaw motions of the airplane are sensed by t he turn coordinator gyro. Deviations from the selected heading are sensed by the directional gyro. The computer-amplifier electronically computes the necessary correction and signals the actuator to move the ailerons to maintain the airplane in the commanded lateral attitude or heading.
The 300A Navomatic will also intercept and track a VOR or localizer course using signals from a VHF navigation receiver.
The operating controls for the Cessna 300A Navomatic are located on the front panel of the computer-amplifier and on the directional gyro, · shown in Figure 1. The primary function pushbuttons (HDG SEL, NAV
INT , and NAV TRK), are interlocked so that only one function can be selected at a time. The HI SENS and BACK CRS pushbuttons are not interlocked so that either or both of these functions can be selected at any time.
1 of 6
CESSNA 300A AUTOPILOT
(TYPE AF-395A)
NAV 1 NAV 2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CDI INDICATORS
2
AILERON j_
I
I
I
I
COMPUTER
AMPLIFIER
TURN COORDINATOR
2
Figure 1. Cessna 300A Autopilot, Operating Controls and Indicators
(Sheet 1 of 2)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300A AUTOPILOT
(TYPE AF-395A)
1. COURSE DEVIATION IND I CA TOR - Provides VOR/LOC navigation inputs to autopilot for intercept and tracking modes.
2. LOCALIZER REVERSED INDICATOR LIGHT Amberlight,labeledBC,illuminates when BACK CRS button is pushed in (engaged) and LOC frequency selected. BC light indicates course indicator needle is reversed on selected receiver (when tuned to a localizer frequency). This light is located within the CDI indicator.
3. DIRECTIONAL GYRO INDICATOR - Provides heading information to the autopilot for heading intercept and hold. Heading bug on indicator is used to select desired heading or VOR/LOC course to be flown.
4. TURN COO RD IN A TOR Senses roll and yaw for wings leveling and command turn functions .
5. HDG SEL PUSHBUTTON Aircraft will turn to and hold heading selected by the heading "bug" on the directional gyro.
6. NA V INT PUSHBUTTON - When heading "bug" on DG. is set to selected course, airc raft will turn to and intercept selected VOR or LOC course.
7. NAV TRK PUSHBUTTON When heading "bug " on DG is set to selected course , a ircraft will track selected VOR or LOC course.
8. HI SENS PUSHBUTTON During NAV INT or NAV TRK operation, this high sensitivity setting increases autopilot response to NAV signal to provide more precise operation during localizer approach. In low-sensitivity position (pushbutton out) , response to NA V signal is dampened for smoother tracking of enroute
VOR radials; it also smooths out effect of course scalloping during NAV operation .
9. BACK CRS PUSHBUTTON - Used with LOC operation only. With A/P switch
OFF or ON, and when navigation receiver selected by NA V switch is set to a localizer frequency , it reverses normal localiz er needle indication (CDI) and causes localizer reversed (BC) light to illuminate. With A/P switch ON, reverses loc aliz er signal to autopilot.
10. ACTUATOR The torque motor in the actuator causes the ailerons to move in the comma nded direction .
11. NAV SWITCH Selects NAV 1 or NAV 2 navigation receiver.
12. PULL TURN KNOB - When pulled out and centered in detent , airplane will fly wings-level; when turned to the right (R), the airplane will execute a right, standard rate turn; when turned to the left (L) , the airplane will execute a left , standard rate turn . When cente r ed in detent and pushed in, the operating mode selected by a pushbutton is engaged.
13. TRIM - Used to trim autopilot to compensate for minor variations in aircrafttrim o r lateral weight distribution. (For proper operation , the aircraft's rudder trim, if so equipped , must be manually trimmed before the autopilot is engaged.
14 . A/P SWITCH - Turns autopilot ON or OFF .
Figure 1. Cessna 300A Autopilot, Operating Controls and Indicators
(Sheet 2 of 2)
3
CESSNA 300A AUTOPILOT
(TYPE AF-395A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, the following autopilot limitation should be adhered to during airplane operation:
BEFORE TAKE-OFF AND LANDING:
1. A/PON-OFF Switch -- OFF. r---
SECTION 3
EMERGENCY PROCEDURES
TO OVERRIDE THE AUTOPILOT:
1. Airplane Control Wheel-- ROTATE as required to override autopilot.
NOTE
The servo may be overpowered at any time without damage.
TO TURN OFF AUTOPILOT:
1. A/PON-OFF Switch -- OFF.
SECTION 4
NORMAL PROCEDURES
BEFORE TAKE-OFF AND LANDING:
1. A/PON-OFF Switch -- OFF.
2. BACK CRS Button -- OFF (see Caution note under Nav Intercept).
NOTE
Periodically verify operation of amber warning light(s), labeled BC on CDI(s) , by engaging BACK CRS button with a LOC frequency selected.
4
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 300A AUTOPILOT
(TYPE AF-395A)
.
,.-...
.. INFLIGHT WINGS LEVELING:
1. Airplane Rudder Trim -- ADJUST for zero slip ( " Ball " centered on
Turn Coordinator).
2. PULL-TURN Knob -- CENTER and PULL out .
3 . A/PON OFF Switch - ON .
4. Autopilot TRIM Control -- ADJUST for zero turn rate (wings leve l indication on Turn Coordinator).
NOTE
For optimum performance in airplanes equipped as floatplanes, use a utopilot only i n cruise flight or in approach configuration with flaps down no more th a n 10 ° and a irspeed no lower than 75 KIAS on 172 and R172 Series
Models or 85 KIAS on 180 , 185, U206 and TU206 Series
Models.
COMMAND TURNS :
1. PULL-TURN Knob -- CENTER, PULL out and ROTATE.
HEADING SELECT :
1. Direction a l Gyro -- SET to airplane ma g netic heading.
2. He a d i ng Selector Knob -- ROTATE bu g to desir e d heading .
3 . H e ading Select Button -- PUSH .
4. PULL-TURN Knob -- CENTER and PUSH.
NOTE
Airplane will turn automatically to s e lected heading . If airplane fails to hold the precise heading, readjust autopil o t TRIM control a s required or dis e ngage autopilot and reset manual rudder trim (if installed) .
NA V INTERCEPT (VOR/LOC):
1. PULL-TURN Knob -- CENTER and PULL out .
2. NA V 1-2 Selector Switch -- SELECT desired receiver.
3. Nav Receiver OBS or ARC Knob -- SET desired VOR course (if tracking omni).
NOTE
Optional ARC knob should be in center position and ARC warning light should be off .
5
CESSNA 300A AUTOPILOT
(TYPE AF-395A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
4. Heading Selector Knob -- ROTATE bug to selected course (VOR or / ~ .. l o calizer - inbound or outbound a s appropri a te) .
5. Directional Gyro --SET for magnetic heading.
6. NAV INT Button -- PUSH.
7. HI SENS Button -- PUSH for localizer and " close-in " omni intercepts.
8. BACK CRS Button -- PUSH only if intercepting localizer front course outbound or back course inbound.
CAUTION
With BACK CRS button pushed in and localizer frequenc y selected , the CDI on selected nav radio will be reversed even when the autopil o t switch is OFF.
9. PULL-TURN Knob -- PUSH .
NOTE
Airplane will automatically turn to a 45 ° int e rcept a ngle .
NA V TRACKING ( VOR/LOC) :
1. NAV TRK Button -- PUSH when CDI centers (within one dot) and a irplane is within± 10 ° of course heading.
2 . HI SENS Button -- Diseng a ge for enroute omni tracking (l ea ve engag e d for localizer). ~
NOTE
Optional ARC feature, if installed, should not be used for autopilot operation. If CDI remains steadily off center, readjust autopilot TRIM control as required to maintain track.
SECTION 5
PERFORMANCE
There is no change to the airpl a ne performan c e wh e n this avionic equipment is i nstalled.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 AUTOPILOT
(TYPE AF-420A)
SUPPLEMENT
CESSNA 400 AUTOPILOT
(Type AF-420A)
SECTION 1
GENERAL
Cessna 400 Autopilot (Type AF-420A) is a two axis automatic flight control system that governs the position of the ailerons and elevators to provide automatic roll and pitch stability as commanded by the selected mode of operation. The system also provides for tracking of any magnetic heading , automatic intercept and tracking of VOR radials and includes manual turn and pitch command, altitude hold, and NAV 1 or NAV 2 receiver selection. There is no ILS coupler in the autopilot system .
The major components in a standard 400 autopilot system consist of a control unit mounted in either the lower center stack of the instrument panel or lower console, a panel-mounted vacuum driven unslaved directional gyro , and an aileron and elevator actuator . On some aircraft an optional slaved compass system is offered consisting of a slaved directional gyro incorporating a built-in slaving indicator that monitors heading displacement error between the flux detector and the slaved DG, a remote mounted flux detector and a slaving accessory unit.
The control unit (flight controller) contains .
most of the operating controls for the autopilot . In addition, controls for the directional gyro are mounted on the front of the gyro and anA/PNAV 1/NAV2selectorswitch is installed adjacent to the control unit to allow the autopilot to operate in conjunction with either navigation receiver.
1 of 8
CESSNA 400 AUTOPILOT
(TYPE AF-420A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
A/P
NAY 1
19
2
Figure 1. Cessna 400 Autopilot (Type AF-420A) (Sheet 1 of 3)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 AUTOPILOT
(TYPE AF-420A) '
.
~
~
,,-----..._
,,,.---....
-
,
1. PITCH CONTROL - Controls pitch attitude of airplane . When rotated toward UP , airplane will pitch up. When rotated toward DWN , airplane will pitch down . Pitch attitude depends on displacement of control from DETENT (level flight) position.
(Must be coordinated with aircraft elevator trim.)
2. PITCH TRIM Used only when PITCH control is in detent to trim airplane for level flight.
3. PULL-TURN CONTROL KNOB - When pulled out and turned, airplane can be banked right (R) or left (L). When in detent and pushed in, intercepts and maintains selected heading or VOR radial.
4. ON-OFF SWITCH Controls primary power to Navomatic 400.
5. FUNCTION SWITCH Selects mode of operation . In HDG position heading hold circuits are engaged . In OMNI INTERCEPT position, omni coupler is engaged. In
TRK position, omni coupler is engaged, but turn rate is limited to that appropriate to two dots course deviation.
6. ALT ON-OFF - When at ALT ON, with PITCH control in detent, ma i ntains the selected altitude. Movement of the PITCH control from level flight detent disengages the altitude hold circuit .
7. LATERAL TRIM - Used when PULL-TURN control knob is pulled out and in detent to trim aircraft for wing level attitude.
8. AIRCRAFT TRIM LIGHTS - These lights illum ina te as the pitch actuator corrects toward the selected attitude or when the aircraft is out of trim to a degree that the pitch actuator is not able to correct to the attitude selected by the PITCH control. When the upper light is illuminated , the aircraft elevator trim wheel should be rotated forward for more nose down trim. When the lower light is illuminated, a need for addit1onal nose up trim is indicated .
9. AUTOPILOT (A/ P) NA V 1 OR NA V 2 SELECTOR SWITCH - Selects the desired navigation receiver.
10. UNSLAVED DIRECTIONAL GYRO - When properly set to agree with the magnetic compass, the DG will provide a stable visual indication of aircraft heading to the pilot and also provides electrical heading information to the autopilot.
11. HEADING INDEX (BUG) - Displays selected heading relative to the compass card.
12. LUBBER LINE Provides airplane heading reference index .
13. COMP ASS CARD Rotates to display heading of airpla ne with reference to lubber line (12) on directional gyros.
Figure 1. Cessna 400 Autopilot (Type AF-420A) (Sheet 2 of 3)
3
,.,...a.SNA
400 AUTOPILOT
~ TYPE AF-420A)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
14. HEADING SELECTOR KNOB (HDG) - When pushed in, the heading bug (11) may be positioned to the desired magnetic heading by rotating the HDG selector knob. Also used to select VOR course when the autopilot is installed with
Nav/Com radios without course datum.
15. GYRO ADJUSTMENT KNOB (PUSH) - When pushed in, allows the pilot to manually rotate the gyro compass card (13) to correspond with the magnetic heading indicated by the compass. The unslaved gyro's (10) compass card (13) must be manually reset periodically to compensate for precessional errors in the gyro. The slaved directional gyro's (16) compass card (13) will automatically realign itself due to the slaving features . However , the slaved DG may be manually reset at any time in order to accelerate precession adjustment .
16. OPTIONAL SLAVED DIRECTIONAL GYRO - When properly set to agree with the magnetic compass, the slaved DG will provide a magnetically stabilized visual indication of aircraft heading and also provides electrical heading information to the autopilot. The slaved DG eliminates the need to manu a lly compensate for precessional errors in the gyro.
17 . GYRO SLAVING INDICATOR - Displays visual indication of headin g indicator and flux detector synchronization. When slaving needle is aligned with the DG 45° right index, it shows that the heading indicator agrees with the aircraft m ag netic heading. Off-center pointer deflections show the direction of heading indicator error relative to aircraft magnetic heading . The gyro adjustment knob ( 15) may be used at an y time to more rapidly accomplish synchronization of the h ea din g indicator reading with magnetic heading as indicated by the sl a ving indic a tor.
18 . HE A DING SELECTOR KNOB (PUSH/ t.) When pushed in the he a ding bug (11) may be positioned to the desired magnetic heading by rotating the PUSH/ t. selector knob. Also used to select VOR course when an autopilot is inst a lled with
Nav/Com radios.
19. SLAVING OFF WARNING FLAG - When out of view, indicates pres e nce of slaving voltage. When in view, indicates absent or low slaving voltage .
4
Figure 1. Cessna 400 Autopilot (Type AF-420A) (Sheet 3 of 3)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400 AUTOP!h.__
(TYPE AF-420A:)' ,
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed. However, the following autopilot limitations should be adhered to during airplane operation:
OPERATING LIMITATIONS:
1. ON-OFF Switch -- OFF for takeoff and landing.
2. Maximum Airspeed for Autopilot Operation -- REFER to Autopilot Limitations Placard on instrument panel of airplane.
3. Possible Altitude Loss with Autopilot Malfunction -- REFER to
Autopilot Limitations Placard on instrument panel of airplane.
SECTION 3
EMERGENCY PROCEDURES
/ ~ IN CASE OF AUTOPILOT MALFUNCTION:
1. Airplane Control Wheel -- OPERATE as required to manually override the autopilot.
NOTE
The servos may be manually overpowered at any time without damage. However, this practice should be kept to a minimum since slip clutch wear will result from extended periods of manual overpower.
2. Autopilot ON-OFF Switch -- OFF.
NOTE
If electrical malfunction persists, turn aircraft master or avionics power switch OFF.
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF AND LANDING:
1. Autopilot ON-OFF Switch -- OFF.
5
CESSNA 400 AUTOPILOT
(TYPE AF-420A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
IN-FLIGHT WINGS LEVELING:
1. Airplane Elevator and Rudder Trim -- ADJUST.
2. Avionics Power Switch -- ON.
3. PULL-TURN Knob -- PULL out and center in detent.
4. PITCH Control -- ADJUST to centered position.
5. PITCH TRIM Lever -- ADJUST to centered position.
6. ON-OFF Switch -- ON.
7. Lateral Trim Lever -- ADJUST to level wings.
8. PITCH TRIM Lever -- ADJUST for longitudinal trim.
ALTITUDE HOLD:
1. PITCH Control -- DETENT position.
2. OFF-ALT ON Switch -- ALT ON.
COMMAND TURNS:
1. PULL-TURN Knob -- PULL and ROTATE.
CLIMB OR DESCENT:
1. Aircraft Power and Trim -- ADJUST.
2. PITCH Control Wheel -- Rotate UP or DOWN.
3. Lateral Trim Lever -- ADJUST to level wings.
4. PITCH Trim Lever -- ADJUST if aircraft trim light is illuminated.
NOTE
If trim light remains illuminated readjust the aircraft elevator trim wheel.
HEADING SELECT:
1. PUSH Knob on DG -- SET to aircraft magnetic heading.
2. HDG Knob on DG -- ROTATE "bug" to desired heading.
3. Function Switch -- SET to HDG.
4. PULL-TURN Knob -- PUSH.
NOTE
Airplane will turn automatically to selected heading.
OMNI COUPLING:
1. PULL-TURN Knob -- PULL out.
2. A/P NAV 1/NAV 2 Selector Switch (On Instrument Panel) --
SELECT desired Nav receiver.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA · 400 AUTOPILOT
(TYPE AF-420A)
3. Nav Indicator OBS (or ARC) Knob -- SET VOR course.
4. HDG Knob DG -ROT ATE "bug" to agree with OBS on CDI.
5. Function Switch -- SET to OMNI INTERCEPT.
6. PULL-TURN Knob -- PUSH.
NOTE
Airplane will automatically intercept at 45° and then track the selected omni course.
7. Function Switch -- SET to TRK for VOR station passage and smoother tracking of omni radials.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed.
7
/(8
Blank)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
SUPPLEMENT
CESSNA 400B
NAVOMATIC AUTOPILOT
(Type AF-550A}
SECTION 1
GENERAL
Cessna 400B Navomatic Autopilot (Type AF-550A) is a two axis automatic flight control system that governs the positions of the ailerons and elevators to provide automatic roll and pitch stability as commanded by the selected mode of operation. The system also provides for tracking of any magnetic heading, automatic intercept and tracking of VOR radials or
ILS localizer and glide slope beams, and includes automatic pitch synchronization and trim, manual turn and pitch command, altitude hold, back course switching, Nav 1 or Nav 2 receiver selection, an automatic autopilot disengage acceleration sensor with an associated autopilot disengagement warning horn and a prior-to-flight test function.
The major components in a standard 400B autopilot system consist of a control unit and accessory unit mounted side-by-side in the lower center stack of the instrument panel, a panel-mounted vacuum driven unslaved directional gyro and an attitude gyro, a remote mounted acceleration sensor with a built in "G" switch, an associated autopilot disengage warning horn, an altitude sensor, an aileron, elevator and elevator trim actuator. In addition, an optional unslaved HSI is offered as replacement for the standard unslaved directional gyro and two optional slaved
,,..._. compass systems consisting of a remote mounted flux detector, a slaving accessory unit (offered without course datum on 300 Series Radios and with, or without, course datum on 400 Series Radios), and either a slaved directional gyro or a slaved Horizontal Situation Indicator (HSI) are offered. Both the optional slaved DG and optional slaved HSI are panelmounted and incorporate a slaving meter that monitors heading displacement error between the flux detector and the slaved DG or slaved HSI. The
HSI, in addition to replacing the standard DG, also replaces the standard
Course Deviation Indicator (CDI) normally installed with the navigational receiver.
NOTE
400 Nav/Com radios equipped with course datum aid the
1 of 14
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT pilot by eliminating the need to set the DG heading bug to
· the desired VOR or ILS course . When course datum · is installed, the autopilot will automatically track the VOR or ILS course selected by the OBS on the CDI or course selector on the slaved HSI.
The control unit (flight controller) and accessory unit contain most of the operating controls for the autopilot. In addition , there are three switches mounted on the pilot ' s control wheel and two switches mounted in the autopilot accessory unit. The three switches on the pilot's control wheel provide for manual electric tr i m operation, autopilot disengage and electric trim disengage. An AP NA V 1/NA V 2 switch in the autopilot accessory unit provides for selection of the desired VOR receiver (NA V 1 or NA V 2) and a REV SNS selector switch (LOC 1 or LOC 2), also in the autopilot accessory unit, is provided to select back~course (reverse sensing) operation on the desired navigation receiver. All operating controls necessary to properly operate the 400B autopilot are shown in
Figure 1.
An automatic autopilot disengage function (provided by the "G" switch in the acceleration sensor) will automatically disengage the autopilot anytime the airplane pitches down at more than a normal rate from normal flight attitude. The operational capability of the disengage function should be tested before takeoff by pressing the TEST EA FLT button , located on the accessory unit . When the TEST button is pressed with the autopilot engaged , the "G " switch in the acceleration sensor is actuated and if the "G" switch is functional, the autopilot will disengage, the autopilot disconnect horn w i ll sound, and the autopilot disconnect
(DISC) warning (WARN) light will illuminate yellow to advise the pilot the autopilot disengage system is operationa l.
The autopilot will also be automatically disengaged anytime the airplane pitches up or down more than a normal amount from a level flight attitude. In this event, the disconnect horn would sound and the disconnect light would illuminate, advising the pilot that the autopilot has disengaged.
An additional autopilot disengage feature is provided by a thermostatic switch which monitors the operating temperature of the aileron and elevator actuators. If the temperature becomes abnormal in either the roll or pitch actuator, the thermostatic switch opens and disengages the autopilot to remove power from the actuator. After approx i mately 10 minutes , the switch automatically resets to close the autopilot interlock circuit . Power can then be reapplied to the actuator by re-engaging the
AP/ON-OFF switch.
The autopilot disconnect (DISC) warning (WARN) light , on the acces-
~
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
~ sory unit, will illuminate yellow when the autopilot is disengaged by any means other than the control wheel AUTOPILOT DISENGAGE switch.
Whenever the autopilot is disengaged by any means, the autopilot disengage horn will produce a short tone lasting 1 to 2 seconds with decreasing amplitude . The autopilot disconnect warning (WARN) light (yellow) will remain on, until it is cancelled by pressing the control wheel AUTOPILOT
DISENGAGE switch.
The back course (REV SNS LOC 1/LOC 2) selector switch, mounted in
. the autopilot accessory unit, is only used when conducting localizer approaches . With the navigation receiver set to a localizer frequency , positioning the switch to LOC 1 or LOC 2 (back course) will reverse the appropriate signals to provide for back course operation for either autopilot or manual flight. Except when a horizontal situation indicator is installed , selecting back course (REV SNS LOC 1/LOC 2) causes reversal of the Course Deviation Indicator (CDI) indication, whether or not the autopilot is being used.
The navigation receiver selector switch (AP NAV 1/NAV 2), installed in the autopilot accessory unit when dual navigation receivers are installed, allows the autopilot to operate in conjunction with either navigation receiver.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is disengaged. However, the following autopilot limitations must be followed during airplane operation with the autopilot engaged .
OPERATING LIMITATIONS WITH AUTOPILOT ENGAGED:
1. Maximum Airspeed -- 165 KIAS
Reduce maximum speed 10 KTS every 3,000 Ft . above FL 180.
2. Maximum Altitude Loss During Malfunction Recovery:
Cruise - - 300 Ft.
Approach -- 200 Ft.
3. Maximum Flap Deflection -- 10°.
4. In Altitude Hold Mode:
Maximum Speed for Flap and Gear Operation -- 115 KIAS.
3
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CONTROL UNIT
G-519A-1 HORIZON GYRO
STANDARD NON-SLAVED Y
G-502A NON-SLAVED DG
4
G-519A-1 HORIZON GYRO IG-832C NON-SLAVED HSI
OPTIONAL NON-SLAVED GYRO SYSTEM
Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A)
(Sheet 1 of 6)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
G-519A-1 HORIZON GYRO G-504A SLAVED DG
OPTIONAL SLAVED GYRO SYSTEM
G-519A 1 HORIZON GYRO IG-832A SLAVED HSI
OPTIONAL SLAVED GYRO SYSTEM
CONTROL WHEEL SWITCHES
Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A)
( Sheet 2 of 6)
5
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
6 l. CONTROL UNIT - Provides the primary switches and controls for operating the autopilot.
2. PITCH CONTROL - Controls pitch attitude of airplane. When rotated toward UP, a irplane will pitch up. When rotated toward DWN, airplane will pitch down. Pitch a ttitude depends on displacement of control from level flight position.
3. PULL-TURN CONTROL KNOB - When pulled out and turned, aircraft will bank right (R) or left (L). When in de te nt and pushed in intercepts and maintains selected heading (HDG). When pulled out and in detent, acts as wing leveler.
4. LATERAL TRIM CONTROL (TRIM) - When PULL-TURN knob is pulled out and ce ntered , control is used to trim aircraft for wings level attitude.
5. AUTOPILOT ON-OFF SWITCH (AP/ ON) - Controls primar y power to turn bn or off the Navomatic 400B. When the AP/ON switch is turned off, the a utopilot disengage horn will produce a short tone lasting from 1 to 2 seconds with d ecreasin g amplitude and autopilot disconnect light will illumin ate .
6. NAVIGATION ENGAGE SWITCH (NAV) - When PULL-TURN knob is pushed in , selects automatic VOR radial or localizer intercept and trackin g operation.
_,
7. ALTITUDE HOLD ENGAGE SWITCH (ALT) Selects automatic a ltitud e hold. If airc r aft is in anything but level flight , the altitude control will smoothly level the a irpl a ne and return it to the altitude existing when ALT hold switch was pressed. ,,-...._
_
8. ACCESSORY UNIT Provid es the pilot w-ith an automatic autopilot disconnect warning light, an autopilot disconnect system self-test button for use prior to flight, a reverse sense (back -course) selector switch and a navig at ion receiver selector switch.
9. BACK COURSE REVERSE SENSE (REV SNS) LOC 1 OR LOC 2 SELECTOR
SWITCH - Used with LOC operation only. With AP switch OFF o r ON , a nd when navigation receiver selected by AP switch (on autopilot accessory unit) is set to a localizer frequency, it reverses normal localizer needle indication on a course deviation indicator (CDI) and causes localizer reversed (BC) light to illuminate.
With AP switch ON (on autopilot flight controller), reverse s localizer signal to autopilot.
CAUTION
When an optional horizontal situation indicator (HSI) is inst a lled, the omni deviation bar does not reverse. However , with AP SWITCH
ON ( on autopilot flight controller), selection of either LOC 1 or LOC
2 will always cause the localizer signal to the autopilot to reverse for back-course operation .
10. AUTOPILOT (AP) NAV 1 OR NAV 2 SELECTOR SWITCH - Selects a ppropriate signals from the desired navigation receiver.
11. AUTO PI LOT DISCONNECT WARNING INDICATOR LIGHT (DISC WARN)
Whenever the autopilot is disengaged by any means, other than the control wheel
Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A)
(Sheet 3 of 6)
PILOT ' S OPERA TING HANDBOOK
SUPPLEMENT
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
_ _
~ ~
,,-..,., _
AUTOPILOT DISENGAGE switch, the autopilot disconnect (DISC) warning
(WARN) light will illuminate yellow and will remain lighted until it is cancelled by pulling aft the control wheel AUTOPILOT DISENGAGE switch. When the autopilot disconnect DISC WARN indicator light is activated, the circuit will also automatic ally activate an autopilot disengage warning horn that will produce a short tone lasting from 1 to 2 seconds with decreasing amplitude.
12. AUTOPILOT DISCONNECT TEST BUTTON (TEST EA FLT) - When the TEST
EA FLT pushbutton is pressed and held with the autopilot engaged , the "G" switch in the acceleration sensor is actuated and if the "G " switch is functional, the
AP/ ON-OFF switch will automatically disengage, the autopilot disconnect horn will produce a short tone and the yellow autopilot disconnect warning light will illuminate to advise the pilot the " G " switch disengaging function is operational.
13. ATTITUDE GYRO Provides the pilot with a visual indication of the airplane's pitch and roll attitude with respect to the earth and also provides the autopilot with electrical roll and pitch signals.
14. GYRO HORIZON (ATTITUDE BACKGROUND) - Moves with respect to symbolic aircraft to display actual pitch and roll attitude.
15. SYMBOLIC AIRCRAFT - Serves as a stationary symbol of the aircraft. Aircraft pitch and roll attitudes are displayed by the relationship between the fixed symbolic aircraft and the movable background.
16. SYMBOLIC AIRCRAFT ALIGNMENT KNOB - Provides manual positioning of the symbolic aircraft for level flight under various load conditions.
17. HORIZON LINE Provides indentification of artificial horizon.
18. ROLL ATTITUDE INDEX - Displays actual roll attitude through movable index and fixed reference marks at 0, 10, 20, 30, 60 and 90 degrees.
19. NON-SLAVED DIRECTIONAL GYRO Provides a stable visual indication of aircraft heading to the pilot and provides electrical heading information to the autopilot.
20. HEADING BUG - Moved by HDG knob on DG or PUSH6 Knob on Slaved DG or
PUSH CARD SET ,~ Knob on HSI's to select desired heading.
21. LUBBER LINE - Indicates aircraft magnetic heading on compass card (22).
22. COMP ASS CARD Rotates to display heading of airplane with reference to lubber line (21) on DG's or HSI.
23. HEADING SELECTOR KNOB (HDG) - When pushed in , the heading bug (15) may be positioned to the desired magnetic heading by rotating the HDG selector knob. Also used to select VOR or ILS course when the autopilot is installed with
300 Series Radios or 400 Series Radios without course datum.
24. GYRO ADJUSTMENT KNOB (PUSH) When pushed in, allows the pilot to manually rotate the gyro compass card (22) to correspond with the magnetic
Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A)
(Sheet 4 of 6)
7
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT heading indicated by the compass. The unslaved directional gyro's (19) compass card (22) must be manually reset periodically to compensate for precessional errors in the gyro. The slaved directional gyro's (37) compass card (22) will automatically realign itself due to the slaving features. However the slaved DG may be manually reset at any time in order to accelerate precession adjustment.
25. NON-SLAVED HORIZONTAL SITUATION INDICATOR (HSI) - Provides a pictorial presentation of aircraft deviation relative to VOR radials and localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north. The unslaved HS I's directional gyro compass card (22) must be manually reset periodically to compensate for precessional errors in the gyro.
26. OMNI BEARING POINTER - Indicates selected VOR course or localizer course on compass card (22). The selected VOR radial or localizer heading remains set on the compass card when the compass card (22) is rotated.
27. HEADING WARNING FLAG (HDG) - When flag is in view, heading display is invalid due to the slaving system power being interrupted or the HSI vacuum powered gyro speed being low.
28. NAV FLAG - Flag is in view when the NA V receiver signal is inadequate.
29. COURSE DEVIATION BAR - Bar is center portion of omni bearing pointer and moves laterally to pictorially indicate relationship of aircraft to selected course.
It relates in degrees of angular displacement from VOR radials or localizer beam center.
30. COURSE DEVIATION DOTS - A course deviation bar displacement of 2 dots represents full scale (VOR = ±10° or LOC =
0
) deviation from beam centerline.
31. TO/FROM INDICATOR FLAG - Indicates direction of VOR station relative to selected course.
32. HEADING SELECTOR KNOB (PUSH/CARD SET /6) Positions heading "bug" on compass card (22) by rotating the CARD SET knob. Pushing in and rotating the
CARD SET knob sets the compass card. The "bug" (36) rotates with the compass card. Also used to select VOR or !LS course when the autopilot is installed with
300 Series Radios or 400 Series Radios without course datum.
33. COURSE SELECTOR KNOB - Positions omni bearing pointer (26) on the compass card (22) by rotating the course selector knob.
34. GLIDE SLOPE SCALE - Indicates displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots, represents full scale (0.7°) deviation above or below glide slope beam centerline.
35. GLIDE SLOPE FLAG - When in view, indicates glide slope receiver signal is not reliable.
.,,,..._.
~
, .
8
Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A)
(Sheet 5 of 6)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
36 . GLIDE SLOPE POINTER - Indicates on glide slope scale (34 ) aircraft displacement from glide slope beam center .
37 . OPTIONAL SLAVED DIRECTIONAL GYRO - When properly set to agree with the magnetic compass, the slaved DG will provide a magnetic a lly stabilized visual indication of aircraft heading and also provides electrical heading inform a tion to the autopilot. The slaved DG eliminates the need to manually compensate for precessional errors in the gyro since the gyro motor will keep the card aligned with the earth ' s magnetic field .
38. GYRO SLAVING INDICATOR - Displays visual indication of headin g indicator and flux detector synchronization. When slaving needle is aligned with the 45 ° right index on the DG or HSI, it shows that the heading indicator agrees with the aircraft magnetic heading. Off-center pointer deflections show the direction of the heading indicator error relative to aircraft magnetic heading. The slaved HSI's
( 41) compass CARD SET knob (32) or the slaved DG's gyro adjustment knob (24) m a y be used at any time to more rapidly accomplish synchroniz a tion of the heading indicator reading with magnetic heading as indicated by the slaving indicator.
39. HEADING SELECTOR KNOB (PUSH/6) - When pushed in the heading bug (20) m a y be positioned to the desired magnetic heading by rotating the PUSH/6 selector knob . Also used to select VOR or ILS course when a utopilot is installed with a 300 Series R a dio or 400 Series Radios without course datum .
40. SLAVING OFF WARNING FLAG When out of view, indicates ad e quate slaving voltage. When in view, indicates absent or low slaving voltage .
41. SLAVED HORIZONTAL SITUATION INDICATOR (HSI) - Provides a pictorial presentation of aircraft deviation relative to VOR radials and localizer beams. It also displays glide slope deviations and gives heading reference with respect to m a gnetic north . The slaving feature associated with the HSI's directional gyro compass card (22) eliminates the need to manually compt,insate for prec e ssional errors in the gyro. However, the slaved DG may be manually reset at a ny time in order to accelerate precessional adjustment.
42. ELECTRIC TRIM SWITCH - When moved forward to DN position, moves the elevator trim tab in the " nose-down" direction ; conversely , pulling the swit c h aft to the up position , moves the tab in the "nose-up " direction. Electric trim switch is only operational with autopilot AP/ON-OFF switch OFF.
43. ELECTRIC TRIM DISENGAGE SWITCH - When pulled aft to th e OFF position, d i s e n g ages the e l e ctric trim system . A secondary dis e ngagement o f electric trim is provided by a TRIM/ PULL OFF cir c uit breaker ; pu ll out to rem o v e a ll el ectrical power from the electric trim system .
44 . AUTOPILOT DISENGAGE SWITCH - When mom e ntarily pulled a ft to the OFF position, trips primary AP ON/OFF switch to OFF and removes all electrical power from the system. Autopilot will remain OFF until primary AP ON/ OFF switch is turned ON even though the switch is spring loaded to return to ON when released.
Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A)
(Sheet 6 of 6)
9
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 3
EMERGENCY PROCEDURES
IN CASE OF AUTOPILOT MALFUNCTION:
1. Airplane Control Wheel -- OPERATE as required to manually override the autopilot.
NOTE
The servos may be manually overpowered at any time without damage. If pitch axis is overpowered, electric trim will run in opposition to overpowering force. Manually overpowering the autopilot should be kept to a minimum since slip clutch wear will result from extended periods of manual overpower.
2. AUTOPILOT DISENGAGE Switch (on Control Wheel) -- PULL
OFF.
NOTE
This action automatically trips autopilot ON-OFF switch
OFF. If electrical malfunction still persists, turn avionics power switch OFF and, if necessary, turn the airplane master switch OFF.
~
SECTION 4
NORMAL PROCEDURES
BEFORE TAKE OFF RELIABILITY TESTS:
1. Autopilot Automatic Disconnect Check (with Engine Running and
Gyros Erected) -- PERFORM the following checks. a. PULL-TURN Knob -- CENTER and PULL OUT. b. Autopilot Lateral TRIM Control -- CENTER. c. AP ON-OFF Rocker Switch -- ON.
NOTE
The roll servo will engage immediately. The pitch servo will engage after pitch synchronization as evidenced by the autopilot pitch command wheel coming to rest.
10
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
,,-, d. Airplane Control Wheel -- HOLD to reduce movement. e. Autopilot Disconnect TEST Prior To EA FLT Button -- PUSH and HOLD. f. Verify the following:
(1) AP ON-OFF Rocker Switch -- OBSERVE disengage to
OFF position.
(2) Autopilot DISC WARN Light -- OBSERVE yellow illumination.
(3) Autopilot Disengage Horn -- OBSERVE 1 to 2 second aural tone. g. Airplane Control Wheel AUTOPILOT DISENGAGE Switch --
PULL to turn off autopilot DISC WARN light.
BEFORE TAKEOFF AND LANDING:
1. AP ON-OFF Rocker Switch -- PUSH OFF.
2. REV SNS LOC 1/LOC 2 Switch (on Autopilot Accessory Unit) --
OFF.
IN-FLIGHT WINGS LEVELING:
1. Airplane Elevator and Rudder Trim -- ADJUST.
2. PULL-TURN Knob -- CENTER and PULL OUT.
3. AP ON-OFF ROCKER SWITCH -- PUSH ON.
4. Lateral TRIM Knob -- ADJUST to level wings.
5. Pitch Command Wheel -- ADJUST as desired.
ALTITUDE HOLD:
1. ALT Rocker Switch -- PUSH to hold altitude.
NOTES
The autopilot ON-OFF switch must be engaged for a short time (maximum of 30 seconds) before the ALT switch can be engaged.
Altitude Hold mode will automatically disengage on a coupled ILS approach when the glide slope is captured.
2. Airplane Rudder Trim -- ADJUST.
3. Lateral TRIM -- ADJUST to level wings.
COMMAND TURNS:
1. PULL-TURN Knob -- PULL OUT and ROTATE as desired.
11
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CLIMB OR DESCENT:
1. ALT Rocker Switch -- DISENGAGE.
2. Pitch Command Wheel -- ROTATE UP or DOWN as desired.
3 . Rudder Trim -ADJUST as required.
HEADING SELECT:
1. PUSH Knob on DG or HSI -- SET to aircraft magnetic heading.
2. HDG Knob on DG or CARD SET Knob on HSI -- ROT ATE bug to desired heading.
3. NAV Rocker Switch -- OFF.
4. PULL-TURN Knob -- PUSH IN.
NOTE
Airplane will turn automatically to selected heading.
VOR COUPLING:
1. PULL-TURN Knob -- PULL OUT .
2 . APNAV 1/NAV2SelectorSwitch(onAutopilotAccessoryUnit)--
SET to desired VOR receiver.
3. Nav Indicator OBS or Course Selector Knob on HSI -- SET VOR course.
4. HDG Knob on DG or CARD SET Knob on HSI (300 or 400 N av/ Com
Radios without Course Datum Only) - ROTATE bug to agree with
~s.
5. PULL-TURN Knob -- PUSH IN.
6. NAV Rocker Switch -ON (within 135° of desired heading) .
NOTE
Airplane will automatically intercept and then track the selected VOR course.
ILS/LOC APPROACH:
1. Wing Flaps -- SELECT desired 0° to 10° approach setting.
NOTE
Maximum allowable flap deflection is 10° with autopilot engaged. Airspeed should be reduced to 115 KIAS prior to operation of the flaps if operating in the altitude hold mode.
,-,,
.
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12
,---,
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
2.
3.
4.
5.
6.
Airspeed -- ADJUST to approach speed (95 to 115 KIAS).
Rudder Trim -- ADJUST as required.
PULL-TURN KNOB -- PULL out and turn airplane to within 30° to
45° of localizer heading.
A/P NAV 1/NAV 2 Selector Switch (on Autopilot Accessory Unit)
-- SET for NAV 1 receiver.
REV SNS LOC 1/LOC 2 Selector Switch (on Autopilot Accessory
Unit) -- SELECT only if intercepting localizer front course outbound or back course inbound.
CAUTION
When Rev SNS switch is placed in the LOC 1 or LOC 2 position (on Autopilot Accessory Unit), and a localizer frequency is selected, the CDI on the selected Nav radio will be reversed even when the autopilot switch is OFF.
NOTE
Selection of LOC 1 or LOC 2 will only reverse the vertical needle on a Course Deviation Indicator. When the optional
Horizontal Situation Indicator is installed, operation of the HSI needle is unaffected by the selection of LOC 1 or
LOC 2. However, selection of LOC 1 or LOC 2 (corresponding to the selected A/ P NA NA V 2 switch position) will always cause the localizer signal to the autopilot to reverse for back-course operation.
7.
8.
Nav Indicator OBS or Course Selector Knob on HSI -- SET to localizer front course heading for both front and back course approaches.
HDG Knob on DG or CARD SET Knob on HSI (300 or 400 Nav / Com
Radios without Course Datum Only) -- ROTATE bug to localizer course (inbound or outbound as appropriate).
9. PULL-TURN Knob -- PUSH.
10. NA V Rocker Switch -- ON for automatic intercept and ILS tracking.
11. HDG Knob on DG or CARD SET Knob on HSI (400 Nav/Com
Radios with Course Datum Only) -- ROTATE bug to missed approach heading.
12. ALT Rocker Switch -- ON when at published approach altitude.
NOTE
Autopilot can only capture glide slope from below beam center.
13
CESSNA 400B AUTOPILOT
(TYPE AF-550A)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
13. ALT Rocker Switch:
CHECK -- AUTOMATIC DISENGAGEMENT at glide slope capture.
OFF-- AT FINAL APPROACH FIX if localizer approach only.
14 . Autopilot PITCH Command Wheel -- ADJUST for proper descent if localizer approach only .
15 . Landing Gear -- EXTEND by outer marker .
NOTE
Airspeed should be reduced to 115 KIAS prior to operation o f the gear if operating in the altitude hold mode.
16 . AUTOPILOT DISENGAGE SWITCH (on Control Wheel) -- OFF before landing and extending flaps more than 10 °, or when executing missed approach.
1 7. Wing Flaps -- EXTEND as required after landing is assured.
, ~
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed.
~
14
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SUPPLEMENT
CESSNA 400B IFCS
. (TYPE IF 550A)
CESSNA 400B INTEGRATED
FLIGHT CONTROL SYSTEM
(Type IF-550A)
SECTION 1
GENERAL
The Cessna 400B Integrated Flight Control System provides a capability of automatic flight control or manual control with precision flight direction command provided by computed information. The complete presentation for the system is displayed on the Flight Director Indicator
(FDI) , the Mode Selector and the Horizontal Situation Indicator (HSI).
The operation of the manual and the automatic system is basically the same. The difference is whether the pilot decides to follow the Flight
Director commands manually or allows the autopilot to fly the airplane .
Precision flight direction information for manual control is provided on the FDI. The FDI includes a symbolic airplane which incorporates pitch a nd roll command bars. The pilot merely flies the airplane to center the two command bars to follow the calculated flight path determined by the computer. In this way, climbs, descents, or turns are easily and accurately executed.
A Horizontal Situation Indicator (HSI) displays a pictorial presentation of the airplane's position relative to VOR radials , localizer and glide slope beams. The HSI also gives heading reference with respect to magnetic north and provides selection of the desired heading, VOR radials ,
LOC runway heading, and RNA V course when installed.
For automatic flight , the autopilot ON-OFF switch on the autopilot controller, is activated. Pitch and roll manual command controls are also located on this unit. All other normal modes of flight are controlled from the Mode Selector.
An automatic autopilot disengage function (provided by the "G" switch in the acceleration sensor) will automatically disengage the autopilot anytime the airplane pitches down at more than a normal rate from normal flight attitudes. The operational capability of the disengage function should be tested before takeoff by pressing the TEST-EA FLT
1 of 18
CESSNA 400B IFCS
(TYPE IF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT button, located on the autopilot accessory unit. When the TEST button is pressed with the autopilot engaged, the "G" switch in the acceleration sensor is actuated and if the "G" switch is functional, the autopilot will disengage, the autopilot disconnect horn will sound, and the yellow autopilot disconnect (DISC) warning (WARN) light will illuminate on the autopilot accessory unit to advise the pilot the autopilot disengage system is operational.
The autopilot will also be automatically disengaged anytime the airplane pitches up or down more than a normal amount from a level flight attitude. In this event, the disconnect horn would sound and the disconnect light would illuminate, advising the pilot that the autopilot has disengaged.
An additional autopilot disengage feature is provided by a thermostatic switch which monitors the operating temperature of the aileron and elevator actuators. If the temperature becomes abnormal in either the roll or pitch actuators, the thermostatic switch opens and disengages the autopilot to remove power from the actuator. After approximately 10 minutes, the switch automatically resets to close the autopilot interlock circuit. Power can then be reapplied to the actuator by re-engaging the
AP/ON-OFF switch.
The autopilot disconnect warning light, on the accessory unit, will illuminate yellow when the autopilot is disengaged by any means other than the control wheel AUTOPILOT DISENGAGE switch. Whenever the autopilot is disengaged by any means, the autopilot disengage horn will produce a short tone lasting 1 to 2 seconds with decreasing amplitude. The autopilot disconnect warning light (yellow) will remain on, until it is cancelled by pressing the control wheel AUTOPILOT DISENGAGE switch.
The pilot's control wheel incorporates five switches for other related autopilot operations. Four of the switches are mounted on the left-hand side of the control wheel and provide for operation of go-around, electric ,,-,..
. trim, autopilot disengage, and electric trim disengage. The other switch, mounted on the right-hand side of the control wheel, provides for operation of pitch synchronization.
2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B IFCS
(TYPE IF-550A)
Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 1 of 6)
3
CESSNA 400B IFCS
(TYPE IF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
4
1. CONTROL UNIT - Provides the autopilot ON-OFF switch and the primary
_ manual controls for operating the autopilot.
2. PITCH CONTROL - Controls pitch attitude of airplane. When rotated toward UP , airplane will pitch up. When rotated toward DWN, airplane will pitch down . Pitch attitude depends on displacement of the control from level flight position.
3. TURN CONTROL KNOB (TURN) - When turned, airplane will bank right (R) or left (L). When turned, disconnects heading (HDG) or navigation (NAV) modes selected on Mode Selector.
4. LATERAL TRIM CONTROL (TRIM) - When TURN knob is centered, (with no lateral modes engaged and the airplane manually trimmed for existing flight c onditions) , the TRIM control is used to trim for a wings level attitud e .
5. AUTOPILOT ON-OFF SWITCH (AP/ ON) - Controls primary power to autopilot.
AP annunciator on Mode Selector will illuminate green when autopilot is engag e d.
6. ACCESSORY UNIT - Provides the pilot with an automatic autopilot disconnect warning light a nd an autopilot disconnect self-test operation for use prior to flight.
-
, , ,
Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 2 of 6)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B IFCS
(TYPE IF-550A)
7. AUTOPILOT DISCONNECT WARNING INDICATOR LIGHT (DISC WARN) -
Whenever the autopilot is disengaged by any means, other than the control wheel
AUTOPILOT DISENGAGE switch, the autopilot disconnect warning indicator light (DISC WARN) will illuminate yellow and will remain lighted until it is cancelled by pressing the control wheel AUTOPILOT DISENGAGE switch. When the DISC WARN indicator light is activated, the circuit will also automatically activate an autopilot disengage warning horn that will produce a short tone lasting from 1 to 2 seconds with decreasing amplitude.
8. AUTOPILOT DISCONNECT TEST BUTTON (TEST EA FLT) - When the TEST
EA FLT pushbutton is pressed and held with the autopilot engaged, the "G" switch in the acceleration sensor is actuated and if the "G" switch is functional, the
AP I ON-OFF switch will automatically disengage, the autopilot disconnect horn will produce a short tone and the yellow autopilot disconnect warning (DISC
WARN) light will illuminate to advise the pilot the "G" switch disengaging function is operational.
9. FLIGHT DIRECTOR (FD) MODE SELECTOR SWITCH - Engages flight director mode. FD annunciator will illuminate green and command bars (22) on the attitude gyro (FDI) will appear.
10. AUTOPILOT (AP) MODE SELECTOR ANNUNCIATOR LIGHT - AP annunciator will illuminate green when autopilot is engaged.
11. NAV 1/NAV 2 MODE SELECTOR SWITCH - Permits selection of either one of the two Nav receivers to be coupled to the Integrated Flight Control System by pressing the NAV 1/NAV 2 pushbutton. The NAV 1/NAV 2 annunciator will illuminate green to show NAV 1 when engaged. By pressing NAV 1/NAV 2 a second time the alternate NAV 2 receiver will be coupled, NAV 1 will be dropped out and the annunciator light NA V 2 will illuminate green.
12. BACK-COURSE (BC) MODE SELECTOR SWITCH - Used with localizer operation only. With AP switch (on control unit) or FD pushbutton ON an~ .
when associated navigation receiver selected by NAV 1/NAV 2 is set to a localizer frequency, it will always reverse localizer signals to the computer for backcourse operation which provides the capability to fly the localizer back-course inbound or the front course outbound. BC annunciator on mode selector will illuminate green when engaged. It also reverses normal localizer needle indication on the #2 navigation CDI needle.
13. GO-AROUND (GA) AND GLIDE SLOPE (GS) MODE SELECTOR ANNUNCIA-
TOR LIGHTS - GA annunciator illuminates green when go-around switch on control wheel is pressed; indicates that all modes of operation, including autopilot, except a preset pitch-up and wings-level flight director command, are cancelled. The GA mode may be cancelled by repressing the GA switch, pressing the HDG pushbutton or reengaging the autopilot. During approach, GS annunciator illuminates green when glide slope is captured by IFCS.
14. VOR/LOCALIZER (VOR/LOC) MODE ANNUNCIATOR LIGHTS - When NAV pushbutton is engaged, either the VOR or LOC annunciator will illuminate green to reflect the selected frequency on the selected nav receiver. VOR/LOC light will only illuminate while in NA V mode.
Figure L Cessna 400B IFCS (Type IF-550A) (Sheet 3 of 6)
5
6
CESSNA 400B IFCS
(TYPE IF-550A)
PILOT'S OPERA TING HANDBOOK
SUPPLEMENT
15. ALTITUDE HOLD (ALT) MODE SELECTOR SWITCH - Engagement may be accomplished in climb, descent, or level attitude and commands the airplane to m a intain pressure altitude existing at the moment of selection. Mode can be used with lateral command modes. In approach mode, altitude hold will automatically disengage when glide slope is captured. The go-around (GA) switch , when engaged, will also disengage altitude hold (ALT). ALT annunciator will illuminate green when engaged.
16. NAVIGATION (NAV) MODE SELECTOR SWITCH - Engagement provides for capture of VOR ( omni) or LOC (localizer) track using NA V 1 or NA V 2 mode as selected . The TURN knob must be centered . During NAV-LOC operation, the glide slope (GS) mode will automatically engage only at beam center and only when th e beam is approached from below. If the go-around (GA) switch on th e a irplane control wheel is actuated , the navigation (NA V) mode will automatically be cancelled and all associated annunciator lights will go out. Depending on the frequency selected at the time the NAV mode is activated, the VOR/LOC annunciator will illuminate green to show either VOR or LOC and the NA V mode annunciator will also illuminate green .
17. HEADING (HDG) MODE SELECTOR SWITCH - Engages the headin g mode, which commands the airplane to turn to and maintain heading selected on
Horizontal Situation Indicator (HSI). A new heading may be selected at a n y time and will result in airplane turning to new heading with maximum bank ang le of
25°. HDG mode will cancel GA mode and HDG annunciator will illumin ate green.
18. FLIGHT DIRECTOR INDICATOR (FDI) - Displays airplane attitude as a co nventional attitude gyro and displays commands for flight director operation.
19. FDI ROLL ATTITUDE INDEX Displays airplane roll attitude read agai nst roll attitude scale.
20. FDI ROLL ATTITUDE SCALE - Movable scale marked at 0, ±10, 20, 30, 60 , a nd 90 degrees.
21. FDI PITCH ATTITUDE SCALE - Moves with respect to the symbolic airplane to present pitch attitude. Scale graduated at 0, ±5, 10, 15, and 20 degrees.
22. FDI COMMAND BARS - Display computed steering commands referenced to dot on symbolic airplane. Command bars are only visible when FD mode is selected on the MODE SELECTOR.
23. FDI SYMBOLIC AIRPLANE Airplane pitch and roll attitude is displa ye d b y th e relationship between the fixed symbolic airplane and the movable background. During flight director operation , the symbolic airplane is flown to align its center dot with the command bars to satisfy the flight director commands.
24. FDI SYMBOLIC AIRPLANE ALIGNMENT KNOB - Provides manual positioning of the symbolic airplane for pitch attitude alignment.
25. HORIZONTAL SITUATION INDICATOR (HSI) - Provides a pictorial presentation of aircraft deviation relative to VOR radials or localizer be a ms. It also displays glide s 1 .ope deviations and gives heading reference with respect to magnetic north.
Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 4 of 6)
,,-..._ __
/ ,....._,_ •
/ •,_
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B IFCS
(TYPE IF-550A)
26. COURSE BEARING POINTER - Indicates selected VOR course or localizer course on compass card ( 40). The selected VOR radial or localizer heading remains set on the compass card when the compass card ( 40) is rotated.
27. NA V FLAG - Flag is in view when the NAV receiver signal is inadequate.
28. LUBBER LINE - Indicates aircraft magnetic heading on compass card (42).
29. HEADING WARNING FLAG (HDG) - When flag is in view, heading display is invalid due to the slaving system power being interrupted or the HSI vacuum powered gyro speed being low.
30. GYRO SLAVING INDICATOR - Displays visual indication of heading indicator and flux detector synchronization. When slaving needle is aligned with the 45° right index on the HSI, it shows that the heading indicator agrees with the aircraft magnetic heading. Off-center pointer deflections show the direction of heading indicator error relative to aircraft magnetic heading. The compass CARD SET knob (33) may be used at any time to more rapidly accomplish synchronization of the heading indicator reading with magnetic heading as indicated by the slaving indicator.
31. HEADING BUG - Indicates selected heading relative to the compass card ( 40).
32. TO/FROM INDICATOR FLAG - Indicates direction of VOR station relative to selected course.
33. HEADING SELECTOR AND CARD SET KNOB (PUSH/CARD SET/6) -
Positions heading "bug" on compass card ( 40) by rotating the PUSH/ CARD SET knob. Pushing in and rotating the PUSH/ CARD SET knob sets the compass card.
The "bug" (29) rotates with the compass card.
34. COURSE DEVIATION BAR - Bar is center portion of omni bearing pointer and moves laterally to pictorially indicate relationship of aircraft to selected course.
It relates in degrees of angular displacement from VOR radials or localizer beam center.
35. COURSE DEVIATION DOTS - A course deviation bar displacement of 2 dots represents full scale (VOR
=
±10° or LOC
=
±2½ 0
) deviation from beam centerline.
36. COURSE SELECTOR KNOB - Positions omni bearing pointer (26) on the compass card ( 40) by rotating the course selector knob.
37. GLIDE SLOPE SCALE - Indicates displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots represents full scale (0.7°) deviation above or below glide slope beam centerline.
38. GLIDE SLOPE POINTER - Indicates on glide slope scale (37) aircraft displacement from glide slope beam center.
39. GLIDE SLOPE FLAG - When in view, indicates glide slope receiver signal is not reliable.
Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 5 of 6)
7
CESSNA 400B IFCS
(TYPE IF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
40. COMPASS CARD - Rotates to display heading of airplane with r efere n ce to lubber line (28) on HSI.
41. GO-AROUND (GA) SWITCH - GA annunciator win illuminate green and all modes of operation, including autopilot, except a preset pitch-up and wings-level flight director command, are then cancelled. The GA mode may be cancelled by repressing the GA switch, engaging the HDG mode selector, or re-engaging the autopilot .
42. ELECTRIC TRIM SWITCH When moved forward to DN position, move s the elevator trim tab in the " nose down " direction ; conversely , pulling the switch aft to the UP position moves the tab in the " nose-up " direction. Electric trim switch is only operational with AP/O N-OF F switch OFF.
43 . ELECTRIC TRIM DISENGAGE SWITC H When pulled aft to the OFF position, disengages the electric trim system. A secondary disengagement of e lectric trim is provided by a TRIM/PULL OFF circuit breaker; pull out to remov e all electrical power from the electric trim system.
44. AUTOPILOT DISENGAGE SWITCH When momentarily pull ed aft to the OFF position, trips primary AP ON/ OFF switch to OFF and removes all electrical power from the system. Autopilot will remain OFF until primary AP ON/ OFF switch is turned ON even though the switch is spring loaded to return to ON when released. The AUTOPILOT DISE NGA GE SWITCH may also be used to turn the
AUTOPILOT DISCONNECT light off when the autopilot is in the OFF position .
45. PITCH SYNCHRONIZATION (PITCH SYNC) SWITCH When the FD mode selector switch is ON and AP is OFF, the command bars will automatica lly synchronize to the pitch attitude at the time of flight director engagement. If a new pitch attitude is established , align the pitch command bar with the symbolic a ircr a ft by depressing (but do not hold) the PITCH SYNC switch on the control wheel. The pitch command wheel can also be used for this.
46. MODE SELECTOR WHITE LIGHT DIMMING CONTROL - The annunciators in the M ode Selector will be illuminated with white lighting which identifies the function of each switch or mode. Rotate the large knob as desir ed to adjust the intensity of the white lights.
47. COMBINATION MODE SELECTOR GREEN LIGHT DIMMING CONTROL AND
PUSH TEST CONTROL - Rotate the small knob as desired to adjust the intensity of the lights. The small knob is also used to test the mode selector lights . Press the small knob inward to test the green mode selector lights.
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~ --
8
Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 6 of 6)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B IFCS
(TYPE IF-550A)
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is disengaged. However, the following autopilot limitations must be followed during airplane operation with the autopilot engaged.
,
OPERATING LIMITATIONS WITH AUTOPILOT ENGAGED:
1.
2.
3.
4.
Maximum Airspeed -- 165 KIAS.
Reduce maximum speed 10 KTS every 3,000 Ft. above FL 180.
Maximum Altitude Loss During Malfunction Recovery:
Cruise -- 300 Ft.
Approach -- 200 Ft.
Maximum Flap Deflection -- 10°.
In Altitude Hold Mode:
Maximum Speed for Flap and Gear Operation -- 115 KIAS.
SECTION 3
EMERGENCY PROCEDURES
IN CASE OF AUTOPILOT MALFUNCTION:
1. Airplane Control Wheel -- OPERATE as required to manually override the autopilot.
NOTE
The servos may be manually overpowered at any time without damage. If pitch axis is overpowered, el~tric trim will run in opposition to overpowering force. M-anually overpowering the autopilot should be kept to a minimum since slip clutch wear will result from extended periods of manual overpower.
2. AUTOPILOT DISENGAGE Switch (on Control Wheel) -- PULL
OFF.
NOTE
This action automatically trips autopilot ON-OFF switch
OFF. If electrical malfunction still persists, turn avionics power switch OFF and, if necessary, also turn the airplane master switch OFF.
9
CESSNA 400B IFCS
(TYPE IF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF
RELIABILITY TESTS:
1. Autopilot Automatic Disconnect Check (with Engine Running and .
,,-...,
Gyros Erected) -- PERFORM the following checks. a. TURN Knob -- CENTER. b. Autopilot Lateral TRIM Control -CENTER. c. AP ON-OFF Rocker Switch -- ON and observe annunciator illuminates green on mode selector .
NOTE
The roll servo will engage immediately. The pitch servo will engage after pitch synchronization as evidenced by the autopilot pitch command wheel coming to rest. d. FD ModeSelectorButton--ENGAGE and observe annunciator illuminates green on mode selector. e. Airplane Control Wheel -- HOLD to reduce movement. f. Autopilot Disconnect TEST Prior To EA FLT Button -- PUSH and HOLD. g. Verify the following:
(1) Flight Director Indicator -- OBSERVE command bars are visible.
(2) AP ON-OFF Switch -- OBSERVE disengage.
(3) Autopilot Disconnect Warning Light -- OBSERVE yellow illumination.
( 4) Autopilot Disengage Horn -OBSERVE 1 to 2 second aural tone. h. Airplane Control Wheel AUTOPILOT DISENGAGE Switch -j.
PULL AFT to turn off Autopilot Disconnect Warning light.
FD Mode Selector B .
utton -- DISENGAGE and observe that command bars recess out of view.
AUTOPILOT MODE
BEFORE TAKEOFF AND LANDING:
1. AP ON-OFF Rocker Switch -- PUSH OFF.
2 . MODE SELECTOR Rheostats -ADJUST illumination intensities.
3. MODE SELECTOR AP Annunciator -- CHECK OFF (green light extinguished).
4. MODE SELECTOR FD Annunciator -- CHECK OFF (green light extinguished).
10
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B IFCS
(TYPE IF-550A)
IN-FLIGHT WING LEVELING:
1. Airplane Elevator and Rudder Trim -- ADJUST.
2. TURN Knob -- CENTERED in detent.
3. AP/ON-OFF ROCKER SWITCH -- ON.
4. MODE SELECTOR AP Annunciator -- CHECK ON (green light illuminated).
5. Lateral Trim Knob -- ADJUST to level wings.
6. PITCH Command Wheel -- ADJUST as desired.
ALTITUDE HOLD:
1. MODE SELECTOR ALT Button -- PUSH.
2. MODE SELECTOR ALT Annunciator -- CHECK ON (green light illuminated).
NOTE
The autopilot ON-OFF switch must be engaged for a short time (maximum of 30 seconds) before the ALT switch can be engaged.
COMMAND TURNS:
1. TURN Knob -- ROTATE as desired.
,-, CLIMB OR DESCENT:
1. ALT Rocker Switch -- DISENGAGE.
2. Pitch Command Wheel -- ROTATE UP or DOWN as desired.
3. Rudder Trim -- ADJUST as required.
HEADING SELECT:
1. Heading Selector Knob on HSI --ROTATE bug to desired heading.
2. TURN Knob -- CENTERED in detent.
3. MODE SELECTOR HDG Button -- PUSH.
4. MODE SELECTOR HDG Annunciator -- CHECK ON (green light illuminated).
NOTE
Airplane will turn automatically to selected heading.
VOR COUPLING:
1. TURN Knob -- CENTERED in detent (after turning airplane heading within 135° of desired course).
11
CESSNA 400B IFCS
(TYPE IF-550A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
2 . MODE SELECTOR NAV 1/NAV 2 Button -- PUSH for desired receiver.
3. HSI Course Selector Knob (or CDI OBS Knob) -- SET desired VOR course.
4. MODE SELECTOR NAV Button -PUSH.
5. MODE SELECTOR NA V Annunciator -CHECK ON (green light illuminated).
NOTE
Airplane will automatically intercept at 45° and then track the selected VOR course.
ILS/LOC APPROACH:
1. Wing Flaps -- SELECT desired 0° to 10° approach setting.
NOTE
Maximum allowable flap deflection is 10° with autopilot engaged. Airspeed should be reduced to 115 KIAS prior to operation of the flaps if operating in the altitude hold mode.
2 . Airspeed -- ADJUST to approach speed (95 to 115 KIAS).
3. Rudder Trim -ADJUST as required.
4. MODE SELECTOR NAV 1/NAV 2 Button -- PUSH for NAV 1 receiver.
5. MODE SELECTOR NA V 1/NAV 2 Annunciator -- CHECK correct
NA V ON (green light illuminated).
6. MODE SELECTOR BC Button -- PUSH for front course outbound or back course inbound.
NOTE
If BC mode is selected, ensure that BC annunciator light illuminates green on the MODE SELECTOR.
'
7 . HSI Course Selector Knob - - SET localizer front course heading for both front and back-course approaches. - -
8. MODE SELECTOR NAV Button -- PUSH for automatic intercept and !LS tracking (aircraft heading must be within 90° of selected course).
9. MODE SELECTOR NAV Annunciator -- CHECK ON (green light illuminated).
10. Heading Selector Knob on HSI -ROTATE bug for missed approach heading.
11. MODE SELECTOR ALT Button -- PUSH upon reaching published approach altitude.
· ~
~
.
~
12
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B IFCS
(TYPE IF-550A)
12. MODE SELECTOR ALT Annunciator -- CHECK ON (green light illuminated).
~ .
NOTE
As glide slope needle passes down through center position, ALT annunciator will deactivate automatically and
GS annunciator will illuminate. Autopilot can only capture glide slope from below beam center. ALT engaged is not required to capture glide slope.
13. MODE SELECTOR ALT Button -- OFF at final approach fix if localizer approach only. Adjust autopilot pitch command wheel for proper descent.
14. Landing Gear -EXTEND by outer marker.
NOTE
Airspeed should be reduced to 115 KIAS prior to operating the gear if operating in the altitude hold mode.
15. AUTOPILOT DISENGAGE Switch (Control Wheel)-- OFF before landing or extending flaps more than 10°.
16. Wing Flaps -- EXTEND as REQUIRED after landing is assured.
MISSED APPROACH:
1. Control Wheel GA Switch -- PRESS.
NOTE
Autopilot will disengage and an autopilot disengage warning horn will produce a short tone lasting from 1 to 2 seconds with decreasing amplitude. Flight Director will automatically engage to proviqe a preset pitch up climb attitude and wings level command.
2. Control Wheel/ Elevator Trim Switch - - OPERATE as necessary to satisfy command signals.
3. Power and Cowl Flaps -- SET as required for climb.
4. Landing Gear and Wing Flaps -- RETRACT.
5. Rudder Trim -- ADJUST as required.
6. Heading Bug on HSI -- SET for missed approach heading.
7. Control Wheel GA Switch -- PRESS to disengage GA mode.
8. Autopilot ON-OFF Switch -- ON.
9. MODE SELECTOR AP Annunciator -- CHECK ON (green light illuminated). ·
13
CESSNA 400B IFCS
(TYPE IF-550A)
10. MODE SELECTOR HDG Button -PUSH.
11. MODE SELECTOR HDG Annunciator -- CHECK ON (green light illuminated). ·
12. PITCH Command Wheel -- ROTATE for desired climb attitude.
~
FLIGHT DIRECTOR MODE
BEFORE TAKEOFF AND LANDING:
1. AP ON-OFF Rocker Switch -PUSH OFF.
2. MODE SELECTOR Rheostats -- ADJUST illumination intensities.
3. MODE SELECTOR AP Annunciator -CHECK OFF (green light extinguished).
4. MODE SELECTOR FD Annunciator -- CHECK OFF (green light extinguished).
CLIMB:
1. Airplane Climb Attitude -- ESTABLISH.
2. MODE SELECTOR FD Button -- PUSH ON and observe that command bars appear on FD Indicator.
3. MODE SELECTOR FD Annunciator -- CHECK ON (green light illuminated).
.
---.
NOTE
If pitch command bar is not aligned in pitch with the symbolic aircraft, readjust flight director indicator's symbolic airplane alignment knob.
4. Autopilot Lateral TRIM Knob -- ADJUST as required to center vertical command bar.
5. Airplane Control Wheel/Elevator Trim Switch -- OPERATE to keep dot on symbolic airplane aligned with command bars, satis, ,.._ fying command signal.
NOTE
If climb attitude is changed, press PITCH SYNC button on control wheel to realign pitch command bar with symbolic airplane.
LEVEL FLIGHT:
1. MODE SELECTOR ALT Button -- PUSH.
2. MODE SELECTOR ALT Annunciator -CHECK ON (green light illuminated).
14
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B IFCS
(TYPE IF-550A)
3. Control Wheel/ Elevator Trim Switch -- OPERATE as necessary to satisfy command signal.
HEADING SELECT:
1. Heading Selector Knob on HSI -- ROTATE bug to desired heading.
2. MODE SELECTOR HDG Button -- PUSH.
3. Control Wheel OPERATE as necessary to satisfy command signal.
NOTE
~
Airplane will not be commanded to b a nk more than 25 ° toward the selected heading.
VOR INTERCEPT:
1.
2.
3.
4 .
5.
6.
MODE SELECTOR NAV 1/NAV 2 Button -- PUSH for desired receiver.
MODE SELECTOR NAV 1/NAV 2 Annunciator -- CHECK COR-
RECT NA V ON (green light illuminated).
HSI Course Selector Knob (or OBS on CDI) -- SET desi red VOR course.
MODE SELECTOR NAV Button -- PUSH.
MODE SELECTOR NAV Annunciator CHECK ON (green light illuminated).
Control Wheel OPERATE as necessary to satisfy command signal.
NOTE
Vertical command bar will lead airplane to an intercept angle and then a smooth transition to the VOR radial.
ILS/LOC APPROACH:
1. Wing Flaps -- SELECT desired 0 ° to 10 ° approach setting.
2 . Airspeed -- ADJUST to initial approach speed .
3. MODE SELECTOR NAV 1/NAV 2 Button -- PUSH for NAV 1 receiver.
4. MODE SELECTOR NA V 1/ NA V 2 Annunciator -- CHECK correct
NAV ON (green light illuminated).
5. MODE SELECTOR BC Button -- PUSH for front course outbound or back cou:r:se inbound .
NOTE
If BC mode is selected, ensure that BC annunciator light illuminates green on the MODE SELECTOR.
15
CESSNA 400B IFCS
(TYPE IF-550A)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
6. HSI Course Selector -- SET localizer !!2!!! course heading f o r ~ front and back-course approaches .
7. MODE SELECTOR NAV Button PUSH.
8. MODE SELECTOR NA V Annunciator Light -CHECK ON (green light illuminated).
9 . Heading Selector Knob on HSI -- SET bug for missed approach heading .
10 . MODE SELECTOR ALT Button -- PUSH upon reaching published approach altitude.
11. MODE SELECTOR ALT Annunciator -- CHECK ON (green light illuminated).
NOTE
As glide slope needle passes through center position, the
ALT annunciator will automatically go out and GS annunciator will illuminate green. Flight director can only capture glide slope from below beam center. ALT engaged is not required to capture glide slope .
12. MODE SELECTOR ALT Button -OFF at final approach fix if localizer approach only. Use pitch trim wheel to establish proper command attitude.
13. Control Wheel/Elevator Trim Switch -- OPERATE as necessary to satisfy command signals.
14 . Landing Gear -- EXTEND by outer marker.
15 . Wing Flaps -- EXTEND as required after landing is assured.
MISSED APPROACH:
1. Control Wheel GA Switch -- PRESS.
NOTE
Flight Director will disengage on all modes of operation except a preset pitch up climb attitude and wings level command .
2. Control Wheel/Elevator Trim - - OPERATE as necessary to satisfy command signals.
3. Power and Cowl Flaps -- SET as required for climb.
4. Landing Gear and Wing Flaps -- RETRACT.
5. Heading Selector Knob on HSI -- SET bug for missed approach heading.
6. MODE SELECTOR HDG Button -- PUSH.
7 . MODE SELECTOR HDG Annunciator -- CHECK ON (green light illuminated).
~
~
16
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CESSNA 400B IFCS
(TYPE IF-550A)
8. Control Wheel -- OPERATE as necessary to satisfy command signals.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed.
17 / (18 blank)
,i'
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
WEATHER RADAR (X-BAND)
(TYPE RDR-160)
SUPPLEMENT
WEATHER RADAR
(Type RDR-160)
SECTION 1
GENERAL
The RDR-160 Weather Radar system consists of a wing pod mounted receiver-transmitter and X-band radar antenna, and a radar indicator that is mounted in the right portion of the instrument panel. All operating controls are mounted on the front panel of the radar indicator and operating controls and functions are described in Figure 1.
The RDR-160 Weather Radar is designed to detect significant enroute weather formations within a range of 160 nautical miles to preclude undesirable penetration of heavy weather and its usually associated turbulence. Internally generated range marks appear as evenly spaced concentric circular arcs on the display to assist in determining distance from weather targets. Reference marks on each side of the zero heading assist in determining bearing of weather targets. A secondary objective of the weather radar system is the gathering and presentation of terrain data.
I
WARNING
I
This system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO
NOT OPERATE UNTIL YOU HA VE READ AND CARE-
FULLY FOLLOWED ALL SAFETY PRECAUTIONS AND
INSTRUCTIONS CALLED OUT IN SECTION 4 (NORMAL
PROCEDURES) OF THIS SUPPLEMENT.
For expanded information and operational instructions, refer to the
RDR-160 Pilot's Manual supplied with your aircraft .
1 of 10
WEATHER RADAR (X-BAND)
(TYPE RDR-160)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
~
IC
ON-SCREEN READOUT------..
RANGE MARK
SPACING N.M
. SELECTED MODE RANGE N .
M .
2
1. FUNCTION SWITCH Controls application of power an d selects mode of , ,,.,...., . operat ion for testing , warm-up and antenna scanning in the range of 5 nautical miles to 160 n a utical mil es. Switch positions are as follows:
OFF Turns set off.
STBY
TEST
5
10
20
40
80
160
Turns set o n to standby for warm up but transmitter, antenna scan and indicator display are inhibited . (Warmup time is approximately 2 minutes.)
Applies drive to antenna and activates test c ircuit and indicator display to determine operability of system .
Energizes Transmitter . Select s 5 nautical mil e range presentation with 1 mile range marks.
Energizes Transmitter. Selects 10 nautical mile range presentation with 2 mile range marks.
Energizes Transmitter. Selects 20 nautical mile range presentation with 4 mile range marks .
Energizes Transmitter. Selects 40 nautical mile range presentation wi th 10 mile range marks.
Energizes Transmitter. Selects 80 nautical mile range presentation with 20 mile range marks.
Energizes Transmitter . Selects 160 nautic al mile range presentation with 40 mile range marks.
NOTE
E ac h time the function swi tc h position is changed , the indicator prese ntatio n is autom aticall y erased so that information on the newly selected function may be presented without confusion.
Figure 1. Weather Radar (X-Band Type RDR-160) (Sheet 1 of 3)
~ -
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
WEATHER RADAR (X-BAND)
(TYPE RDR-160)
2. MODE SELECTOR AND GAIN CONTROL Selects weather radar and ground mapping modes of operation with manual gain selection for ground mapping .
Switch positions a re as follows:
MAP I GAIN (Ground Mapping) Places indicator in MAP mode and disables contour feature. In the MAP mode, 6 levels of GAIN may be manually selected from MAP (maximum gain) to MIN (minimum gain) during ground mapping mode . All targets will be presented on the indicator in up to 3 different shades, depending on the radar echo strength and the particular click-gain setting used.
Wx (Weather) Places weather indicator image gain in a preadjusted level.
Contour operation is automatic and constant. Contoured storm cells will appear as dark holes which will be outlined by lighter shades automatically.
WxA (Weather Alert) When the Mode Selector is in the WxA position, verification of storm cloud contouring is provided. If a dark hole seen in the Wx mode is a contour or storm cell, its presentation will altern ate fro m darkest shade to brightest shade approximately 1 time per second. If dark hole remains the same intensity while in the WxA mode, then this area of the display does not represent a contour or storm ce ll.
3.
'
TILT CONTROL - Electronically adjusts the radar beam to 15 degrees up, or down, with respe c t to the airplane ax is to compensate for differences in airplane attitude.
4. BRT CONTROL - Controls the brightness of the indicator display .
5. BEARING MARKS To assist in determining relative bearing of return, marks are provided 30 ° either side of the 0 ° or forward mark.
6. HOLD SWITCH Th e HOLD switch is a push-pushbutton. Pushing the HOLD button in puts the image in the hold mode; pushing the button in again puts the image in the scan mode.
HOLD (Pushbutton Engaged) - Weather or ground mapping image last presen ted is retained (frozen) on the indicator display in order to evaluate the significance of storm cell movement. Switching back to scan from Hold mode reveals relative direction and distance of target movement during hold period if airplane heading and speed were not changed , The word " HOLD " will be flashing on the displ ay screen when in the HOLD mode.
SCAN (Pushbutton Disengaged) - When the HOLD pushbutton is disengaged, presentation is unfrozen and normal scanning updates the picture with each sweep .
Figure 1. Weather Radar (X-Band Type RDR-160) (Sheet 2 of 3)
3
WEATHER RADAR (X-BAND)
(TYPE RDR-160)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
7. ALPHANUMERIC ON-SCREEN READOUTS - The indicator features alphanumeric readouts of full scale range, range mark spacing, and mode selection. The following Table lists the readouts as a function of switch positions:
Function Switch Position
TEST
5
10
20
40
80
160
Mode Selector Switch Position
MAP/GAIN
Wx
WxA
Range-Range Mks Spacing
40-10
5-1
10-2
20-4
40-10
80-20
160-40
Mode Readout*
MAP
Wx
WxA
*Footnote - When the HOLD switch is energized, the mode read'out displays
HOLD which flashes at the rate of once per second. Also when
TEST is selected on the function switch the word TEST appears at the mode readout location.
4
Figure 1. Weather Radar (X-Band Type RDR-160) (Sheet 3 of 3)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
WEATHER RADAR (X-BAND)
(TYPE RDR-160)
~
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed .
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed.
SECTION 4
NORMAL PROCEDURES
0
PRIOR TO FLIGHT:
WARNING
The radar system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE THIS EQUIPMENT UNTIL
YOU HAVE READ AND CAREFULLY FOLLOWED THE
FOLLOWING SAFETY PRECAUTIONS AND INSTRUC-
TIONS:
SAFETY PRECAUTIONS AND INSTRUCTIONS TO BE FOLLOWED
PRIOR TO RADAR OPERATION:
1. Do not turn on, or operate radar within 15 feet of ground personnel or containers holding flammable or explosive material.
2. Do not turn on, or operate radar during refueling operations .
PREFLIGHT CHECKS PRIOR TO ENERGIZING RADAR:
I
WARNING
I
IN ORDER TO PREVENT POSSIBLE SERIOUS BODILY
INJURY TO GROUND PERSONNEL OR IGNITION OF
5
WEATHER RADAR (X-BAND)
(TYPE RDR-160)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
FLAMMABLE OR EXPLOSIVE MATERIALS, THE FOL-
LOWING TESTS MUST BE ACCOMPLISHED WITH THE
FUNCTION SWITCH ALWAYS IN THE "TEST" MODE OF
OPERATION.
1. Function Switch -- STBY position and after 30 seconds select TEST position.
2. HOLD Selector Switch -DISENGAGED (scan mode).
3. Mode Selector Control -- Wx position.
4. BRT Control ADJUST to desired brightness.
5. Indicator Display -- CHECK TEST PATTERN with the following: a. Four equally spaced range marks should be visible, the word
"TEST" and numerals "40-10" should appear in the alphanumeric area of display. b. No video noise distortion should appear on the display. c. There are two distinct brightness levels appearing on the indicator. d. Starting at the lower center of the display , there will either be four or five bands extending outward. The variance in the number of bands is due to the design of the display unit which causes the nearest light shading band (small) to appear on units with a five band display and not appear on units with a four band display . The four and five band displays are as follows:
Nearest is light shading (appears on five band display only).
Next (or nearest) is intermediate shading (intermediate shading appears as the nearest band on four band displays).
Next is dark or contour area.
Next is intermediate shading .
Next is light shading .
. . Mode Selector Control -- WxA position and observe that the word ~ .
"TEST" and numbers "40-10" appear in the alphanumeric area of display. Ensure that the pattern center band alternates between the darkest shade and the brightest shade at about 1 time per second.
7. Mode Selector Control MAP (maximum gain) position and observe that the word "TEST" and numbers "40-10" appear in the alphanumeric area display. Note that stroke line (antenna position) moves across the indicator screen through the range marks for the full 90 degrees without jumping.
8 . HOLD Selector Switch -- ENGAGE HOLD pushbutton and observe that the word "HOLD" replaces TEST and flashes at the rate of once per second in the alphanumeric area of display . Note that the strobe line disappears.
6
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
WEATHER RADAR (X-BAND)
(TYPE RDR-160)
PREFLIGHT CHECKS WITH RADAR ENERGIZED:
I
WARNING
I
, ~ .,
~
,, ---, \
IN ORDER TO PREVENT POSSIBLE BODILY INJURY
TO GROUND PERSONNEL OR IGNITION OF FLAMMA-
BLE OR EXPLOSIVE MATERIALS, THE AIRPLANE
MUST BE TAXIED WITH THE FUNCTION SWITCH IN
THE OFF, STBY, OR TEST POSITIONS ONLY TO A
"CLEAR-AHEAD" AREA WHERE METAL BUILDINGS,
AIRCRAFT, GROUND PERSONNEL, ETC., ARE NOT IN
THE LINE-OF-SIGHT OF THE RADAR UNIT. OBSERVE
THE SAFETY PRECAUTIONS AND INSTRUCTIONS AT
THE START OF SECTION 4 PRIOR TO PERFORMING
THE FOLLOWING CHECKS WITH THE RADAR UNIT
ENERGIZED.
5.
6.
7.
1.
2.
3.
4.
Ensure safety precautions have been observed.
Function Switch -- 40 position . Observe that the numbers "40-10" are present in the alphanumeric area of the display.
HOLD Selector Switch -DISENGAGED (scan position).
Mode Selector -- Wx position. Observe that letters "Wx" are present in the alphanumeric area of the display.
TILT Control +4 ° to minimize ground return.
BRT Control -- ADJUST as required.
Antenna Tilt Control ~-TILT UP(+ degrees) and DOWN (- degrees) in small increments. Close-in ground targets should appear on the display at low tilt angles and any local moisture laden weather should appear at higher angles.
OPERATIONAL NOTES
ALTITUDE RING DISPLAY
,.-.
,
1. Some energy is radiated peripherally from the radar antenna which , under some atmospheric conditions, will create a false return on the radar screen when the display is set on the 5 , 10, or 20 mile ranges. The false return will usually be most prominently displayed at approximately 2 miles from the origin when flying at altitudes near 12,000 ft. However, under certain atmospheric conditions, the false return can still be observed at a distance from the origin approximately equivalent to the airplane's altitude.
Care must be taken not to confuse this normal interference return with a weather return. This i s best accomplished by using the longer distance displays ( 40 or more) for early detection of significant weather.
7
WEATHER RADAR (X
0
BAND)
(TYPE RDR-160)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
EXTENDING LIFE OF THE MAGNETRON TRANSMITTING TUBE:
1. The RDR-160 weather radar system is designed so that full operation is possible approximately two minutes after turn on.
Therefore, the pilot may choose to leave the function switch in OFF rather than STBY if no significant weather is in the immediate area of the aircraft. The life of the magnetron transmitting tube will be extended by leaving the system "OFF" when possible. This in turn will reduce the cost of maintenance .
NORMAL OPERATION
WEATHER DETECTION:
1. Function Switch -- 80 position (allow 2 minutes warm-up) .
2. Mode Selector Switch -- SELECT as desired:
Wx - Weather.
WxA - Weather Alert .
3. BRT Switch -- ADJUST as required for ambient light conditions.
4. Antenna Tilt Control -- +4 ° to +6° (approximate minimum angle relative to horizon without ground return).
NOTE
If airplane is climbing or descending, tilt angles must be reduced or increased by approximately the pitch angle indicated on the attitude gyro .
5. Function Switch -- SELECT desired range.
6. HOLD Switch -- ENGAGE if desired to "freeze" display on indicator to track storm movements.
7. Aircraft - MAINTAIN SPEED and HEADING to assure an accurate picture of relative motion of storm in next step .
8. HOLD Switch -- DISENGAGE HOLD switch to compute storm movement and return antenna to scan mode.
GROUND MAPPING:
NOTE
Ground mapping is a secondary feature of this radar which is only useful after the operator is very familiar with this equipment. More complete discussion of this feature is included in the RDR-160 Pilot's Manual.
1. Function Switch -- SELECT DESIRED RANGE (allow 2 minutes warmup).
..
~
8
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
WEATHER RADAR (X-BAND)
(TYPE RDR-160)
2. Mode Selector Switch - MAP. Set GAIN as desired for clearest display.
3. BRT Switch -- ADJUST as required.
4 . Antenna Tilt Control -- ADJUST for clearest display.
SECTION 5
PERFORMANCE
There is a slight reduction in cruise speed performance with the radar pod installed which varies from approximately 1 knot at high cruise power at lower altitudes to 3 knots at low cruise power or at very high altitudes.
All other performance data is unchanged.
9/(10 blank)
,,-----..
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CASSETTE-AM/FM STEREO
(TYPE C-114A)
SUPPLEMENT
CASSETTE STEREO PLAYER
WITH
AM/FM MPX RADIO
(TYPE C-114A)
SECTION 1
·'-
GENERAL
The Model C-114A Cassette Stereo Player and AM/FM Radio is a compact, fully automatic AM/FM Mpx radio and stereo cassette player mounted in the instrument panel above the glove box. In addition to the player/ radio, the system consists of stereo headphones and an externally mounted, fixed-wire antenna. All operating controls for the player/radio and headphones are shown in figure 1.
The AM/FM Mpx Radio will receive AM frequencies between 525 and
1650 kHz or FM frequencies between 88 and 108 MHz. AM or FM reception is selected by an A/F pushbutton located on the front of the set.
The cassette stereo player is equipped with four-track, two-channel stereo cassette type playback with a tape speed of 4.76 cm/ sec. Any standard-size monural or stereo cassette may be used in the player.
Cassettes are automatically activated when inserted in tape receptacle
(with tape play side to the right) with radio ON and A/F switch in either
AM or FM position. When cassette is finished or ejected, radio play will automatically resume. Indicator lights denote play status. STEREO indicator light will illuminate red when stereo sound is being received over radio. TAPE indicator light will illuminate green when cassette is inserted. When cassette play ends, STEREO indicator light will illuminate again if radio is receiving stereo transmission.
Headphones are equipped with a headphone volume control box, which has a selector switch for selection of either monural (AM) or stereo
(FM or cassette) reception and individual earphone volume controls; and a phono plug which must be attached to one of four phone jacks in the overhead console.
NOTICE
Sound from the player/radio is only available through headphones .
1 of 8
CASSETTE-AM/FM STEREO
(TYPE C-114A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
2
Figure 1. Cassette Player-AM/FM Radio, Operating Controls
(Sheet 1 of 3) ·
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CASSETTE-AM/FM STEREO
(TYPE C-114A)
1. ON/OFF PUSH SWITCH AND VOLUME CONTROL (SW-VOL) - When pushed in, turns set ON or OFF and when rotated controls volume of audio applied to headphones. Clockwise rotation increases audio level.
2. AM/FM PUSHBUTTON SELECTOR SWITCH (A/F) - Selects AM or FM radio reception; IN for AM and OUT for FM.
3. STEREO AND TAPE PLAY INDICATORS - STEREO indicator light will illuminate red when stereo r a dio station is received. TAPE play indicator light will illuminate green when cassette is inserted in tape receptacle. When cassette tape e nds , TAPE indicator light goes out, radio play on preselectd AM or FM will a utomaticall y resume , and STEREO light will illumin ate agai n if radio is receiving FM stereo transmission.
4. AM AND FM RADIO DIAL (A/F) - Indicates selected operating radio frequenc ies for AM between 525 and 1650 kHz and FM between 88 a nd 108 MHz.
5. TUNING KNOB (TUN) - ROTATE to tune in desired AM or FM station.
6 . PLAYER/RADIO BALANCE CONTROL (BAL) Speaker b a lance is adjusted by moving silver lever control either clockwise or counter clockwise as desired.
7. TAPE RECEPTACLE Insert casset te with tape play side to the right. Top numbered side will play . Either monural or stereo standard cassettes may be used.
8 . TAPE EJECT AND FAST FORWARD PUSHBUTTON (F-F/EJECT) For f ast forward (rewind), pushbutton is pushed in slightl y. To lock fast forward, pushbutton is pushed in halfway a nd released. Fast forward is unlocked by pushing button in slightly and rele as ing . Cassette is ejected by pushing button all the way.
9. PLAYER/RADIO TONE CONTROL (TONE) TONE is adjusted by moving silver lever control clockwise for treble and counterclockwise for bass.
10 . HEADPHONE EXTENSION-ADJUSTMENT LEVERS - Locat ed on both sides of the headphones. Earphone extension is adjusted by moving levers up or down to a comforta ble listening position.
11. HEADPHONE VOLUME CONTROL BOX - Located on the headphone cord; conta ins Monural-Stereo Selector Switch and Earphone Volume Control Levers.
12 . MONURAL-STEREO SELECTOR SWITCH L ocate d on the Headphone
VOLUME CONTROL Box; selects mono (AM) or stereo (FM) and Cassette reception for he adpho nes .
1 3. EARPHONE VOLUME CONTROL LEVERS (LEFT/RIGHT)- CONTROL
VOLUME Box; regulate volume of audio to individual earphones. Volume is increased as levers are moved to higher settings.
Figure 1. Cassette Player-AM/FM Radio, Operating Controls
(Sheet 2 of 3)
3
CASSETTE-AM/FM STEREO
(TYPE C-114A)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
14. HEADPHONE PLUG - Inserts in one of fout phone jacks located in overhead console and placarded STEREO HEADPHONES. Jacks are for 1/4-inch stereo plugs only.
CAUTION
To prevent damage to the player/ radio, use only 8-ohm headphones with 1/4-inch stereo type plugs.
15 . EARPHONE IDENTIFICATION MONOGRAMS (L/R) - Located on left (L) and right (R) earphones. Audio in left, or "cord", earphone is regulated by LEFT lever on Headphone VOLUME CONTROL Box. RIGHT lever regulates audio to " R" earphone.
NOTE
Headphones are usually worn with left (L), or "cord", earphone on left. If earphones are switched, LEFT lever on Headphone VOLUME
CONTROL Box will still regulate earphone labeled "L".
4
Figure 1. Cassette Player-AM/FM Radio, Operating Controls
(Sheet 3 of 3)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CASSETTE-AM/FM STEREO
(TYPE C-114A)
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment is installed.
SECTION 4
NORMAL PROCEDURES
AM/FM RADIO OPERATION:
1. Headphones -- INSERT headphone plug(s) into one of four jacks mounted in the overhead console and placarded STEREO HEAD-
PHONES.
2. Headphone Extension-Adjustment Levers -- ADJUST to comfortable listening position.
3. Stereo-Mono Selector Switch -- SELECT desired monural (AM) or stereo (FM) position on Headphone VOLUME CONTROL Box.
4. Headphone LEFT/RIGHT VOLUME CONTROL Levers -- Select
No. 4 position for both LEFT and RIGHT levers on the Headphone
VOLUME CONTROL Box.
CAUTION
With headphones plugged in, extended play at full volume should be avoided in order to prevent damage to headphones.
5. ON/OFF Pushbutton Switch and Volume Control -- ROTATE control fully counterclockwise to obtain the minimum audio setting and then PUSH in to activate unit. ROTATE control clockwise to desired setting.
NOTE
Audio can only be heard through headphones.
5
CASSETTE-AM/FM STEREO
{TYPE C-114A)
PILOT ' S OPERATING HANDBOOK
SUPPLEMENT
6 . A/F Pushbutton Selector Switch -- SELECT as des i red ; IN for AM ,
OUT for FM.
7 . Tuning Knob -- SELECT desired frequency.
8 . STEREO Indicator Light -- CHECK ON (red light will illuminate) if stereo radio station reception is selected.
9 . EARPHONE VOLUME CONTROL LEVERS (LEFT/RIGHT) --
ADJUST to desired audio setting. Volume is increased by moving levers to higher settings , and lowered by moving levers to lower settings.
NOTE
Improper tuning will result in poor tone and excessive noise .
10 . Tone Control -- ADJUST to desired audio setting.
11. Balance Control ADJUST to desired audio setting.
CASSETTE PLAYER OPERATION:
1. Tape Receptacle -- INSERT CASSETTE with tape play side to right and adjust listening controls on unit and headphones. Player , will play top numbered side.
NOTE
When tape runs out and automat i cally stops , radio play will automatically resume .
CAUTION
To insure the best performance and operation of your cassette player follow these simple rules : a. Loose cassette tape should not be played .
NOTE
If your tape is loose, rewind it before playing . b. Do not keep cassette tape in your player long after cassette piay is finished. c. Do not use non-standard cassette tapes. Damage to your player will result.
2. Tape EJECT/Fast Forward Pushbutton: a. To Eject Tape -- PUSH IN button all the wa y to eject cassette at end of play or at a n y point desired.
6
\
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
CASSETTE-AM/FM STEREO
(TYPE C-114A) b . To Select Fast Forward (Rewind) PUSH SLIGHTLY in for fast forward or to lock fast forward position, push button in halfway and release.
"
c. To Cancel Fast Forward -- RELEASE BUTTON or (if in lock position) PUSH BUTTON in slightly and release .
-
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance.
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Key features
- Turbocharged engine for excellent climb performance
- Top speed of 205 knots
- Spacious cabin with comfortable seating for up to six people
- Range of 830 nautical miles
- Maximum takeoff weight of 3816 lbs
- Maximum landing weight of 3800 lbs
- Standard empty weight of 2240 lbs
- Maximum useful load of 1576 lbs
- Baggage allowance of 240 lbs
- Wing loading of 21.7 lbs/sq ft
