Cessna 210B Manuel utilisateur

•

ssn

a

OWNER'S

MANUAL

--------

-

performanEe

•

speElf

GROSS

WEIGHT . . . . . . . .

SPEED,

BEST POWER

:MIXTU

RE

:

Top Speed

at

Sea

Level . . . .

Cruis

e, 75%

Power

at

7000 f

t.

. .

RANGE, NORMAL LEAN MIXTURE:

Cruis

e, 75%

Po

wer

at

7000 U

..

63.5

Gallons

,

No

Rese

rve

Cruise

, 75% P

ower

at

7000

fl

..

80

Gallons

,

No

Re

s

erve.

.

Optimum Range at 10, 000 f

lo

63.5

G

all

ons,

No

Rcserv"

Optimu

m

Range

at 10. 000 f

l.

80 Ga

llon

s,

No

Resct'vl'

. .

RATE

OF

CLIMB

AT

SEA

U:VI.;

L

SERVICE

CEI

LING

TAKE-

OFF

:

Gro

u

nd

Run . .

Tot

al

Dis

tance

OVl'l'

50. (,1

111

lIll:,1

11'

1

LANDING:

Lan

ding

Rol

l. . . . .

Total

Dislan

ce

OVI'

!'

fl

U

111111

1111

EM

PT

Y WEIGrrT (

Appr1J'o(\111

II.

)

BAGGAGE

..•..

WING LOADING:

1'11\11111

,i

ll

Ii'{!(.!

POWER LOADlNC: 1'1111

lid

,

,'

lff

FU

EL CAPACITY

Tilt

d

S

ta

n

dard

Til

111

(.

Op

ti

on:11

J.olII\

11

'II

,1

f l

~

'

1

ill

OIL

CAPA

C'

I

'rV.

'1

'11111

PROPEl,Lfm

CII",!I,11I1

POWER'

Contll,..III.

1

I"U

I1

( III

2()O

IIII,

'

dlll'

1

01

Congratulations

.

....

.

Welcome

to

the

ranks

of

Cessna

owners!

Your

Cessna

has

been

de-

si

gned

and

constructed

to

give

you

the

most

in

performance,

economy,

and

comfort

.

You

will

find

flying

it,

either

for

business

or

pleasure,a

pleasant

and

profitable

experience.

This

Owner's

Manual

has

been

prepared

as a

guide

to

help

you

get

the

most

pleasure

and

utility

from

your

airplane.

It

contains

informa-

tion

about

y

our

Cessna's

equipment,

operating

procedures,

and

per-

formance

;

and

suggestions

for

its

servicing

and

care.

We

urge

you

to

read

it

from

cover

to

cover,

and

to

refer

to

it

frequently.

Our

int

e

re

st

in

your

flying

pleasure

has

not

ceased

with

your

purchase

of

a

Cessna.

World-wide,

the

Cessna

Dealer

Organization

backed

by

the

Cessna

Service

Department

stands

ready

to

serve

you.

The

follow-

ing

services are offered

on

ly by

your

Cessna

Dealer:

FACTORY

TRAINED

MECHANICS

to

provide

you

with

courteous

expert

service.

FACTOR

Y

APPROVED

SER

VICE

EQUIPMENT

to

provide

you

with

the

most

efficient

and

accurate

workman-

ship

possibl

e.

A

STOCK

OF

GENUINE

CESSNA

SERVICE

PARTS

on

hand

when

you

need

them.

THE

LATEST

AUTHORITATIVE

INFORMATION

FOR

SER

VICING

CESSNA

AIRPLANES,

since

Cessna

Dealers

have

all

of

the

Service

Manuals

and

Parts

Catalogs

,

kept

current

by

Service

Letters

and

Service

News

Letters

published

by

Cessna

Aircraft

Company.

We

urge

all

Cessna

owners

to

use

the

Cessna

Dealer

Organization

to

the

fullest.

A

current

Cessna

Dealer

Director

y

accompanies

your

new

airplane

.

The

Directory

one

of

your

cross-country

flight

planning

aids; a

warm

welcome

awaits

you

at

every

Cessna

Dealer

.

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

table af [antents

Page

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

1-1

SECTION II -

OPERATING

CHECK

LIST

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

SECTION III -

OPERATING

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

..

3-1

SECTION

IV

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

SECTION V -

OPERATING

LIMITATIONS

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

5-1

SECTION

VI

-CARE OF

THE

AIRPLANE

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

DEALI

ER

FOLLOW-UP

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

6-6

SECTION

VII

-

OPERATIONAL

DATA

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

SECTION

VIII

-

OPTIONAL

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

8-l

RADIO

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

NAV-O-MATIC

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

8-3

OXYGEN

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

8-7

ALPHABETICAL

INDEX

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

Index-1

ii

iii

*Ma

...

ximum

h

eig

ht

or

ajrplane

with

n0

5(>

ge

ar

depr

essed

am.l

an

optional

rotating

beacon

install

ed.

1

77\1

PRI

NC

I

PA

L-

D

IM

ENSI

ON

S

'''y

*9'-9"

MAX.

II

~

L

1\

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

--

~=

deSEri

One of

the

first

steps

in

obtaining

the

utmost

performance,

service,

and

flying

enjoyment

from

your

Cessna

is

to

familiarize

yourself

with

your

airplane's

equipment,

systems,

and

controls.

This

can

best

be

done

by

reviewing

this

equipment

while

sitting

in

the

airplane.

Those

items

whose

function and

operation

are

not obvious

are

covered

herein.

ENGINE CONTROLS.

THROTTU,

MIXTURE

AND

PROPELLER

CONTROLS.

The

push-pull

throttle

incorporates

a

lock

button

to

secure

it

in

any

de-

sired

setting. To operate

the

throttle,

depress

the

lock

button,

then

adjust

the

control

knob

as

necessary.

Re-

lease

pressure

on

the

lock

button

to

lock

the

control.

To

make

minor

adjustments

simply

screw

the

control

in

or

out without

pressing

the

button.

The

push-pull

mixture

control

in-

corporates

a

lock

button

to

prevent

inadvertent

leaning

or

shutting

off

the

fuel supply. To

operate

the

con-

trol

,

depress

the

lock

button,

then

push

the

knob

in

for

rich

mixture

or

pull

it

out

for

lean

mixture.

Pulling

the

knob

all

the

way out

is

idle

cutoff

for

stopping

the

engine.

Release

pressure

on

the

lock

button

to

lock

the

control.

To

make

minor

adjust-

ments

simply

screw

the

control

in

or

out

without

preSSing

the

button.

The

propeller

control

is

the

push-

pull

type

and

changes

the

setting

of

the

propeller

governor

to

regulate

engine

speed.

It

is

identical,

in

operation,

to

the

mixture

control.

Pushing

the

knob

forward

increases

RPM;

pulling

the

knob out

decreases

RPM.

For

all

ground

operations,

and

for

take-off

,

the

propeller

control

should

be

full

in

(high

RPM).

After

take-

off, reduce

throttle

first,

then

reduce

RPM.

Since

a

small

control

move-

ment

will

produce

a

considerable

RPM

change, you should

set

up

climb

and

cruise

RPM

by

screwing

the

knob

in

or

out.

Propeller

surging

(RPM

variation

up and down

several

times

before

en-

gine

smooths out and

becomes

steady)

can

be

prevented

by

smooth

throttle

and

propeller

control

knob

operation.

Do

not

change

the

throttle

and

pro-

peller

control

settings

with

jerky

and

rapid

motions.

INDUCTION

HOT

AIR

KNOB

.

The

induction

hot

air

knob

is

used

iv

1-1

Description

to

select

either

filtered

cold

air

from

the

induction

air

scoop

or

heated

air

from

the

right

exhaust

manifold.

In

the

unlikely

event

that

ice

should

form

in

the

induction

system,

as

evidenced

by an

unexplained

drop

in

manifold

pressure,

pull

the

induc-

tion

hot

air

knob full out. Do not

use

an

intermediate

position.

IGNITION-ST

ARTER

SWITCH.

The

combination

starter

and

igni-

tion

switch

is

key-operated.

When

the

key

is

turned

to

the

extreme

clockwise

"

START-PUSH"

position,

the

right

magneto

is

inoperative

and

a

series

of

high-voltage,

retarded

a

starting

vibrator

used

in

conjunc-

tion

with

the

left

magneto.

Pushing

in on

the

key,

while

holding

it

in

th

e

extreme

clockwise

position,

engage

s

the

starter.

When

the

key

is

releas

ed

from

the

"START-PUSH"

positio

n,

it

automatically

returns

to

"BO

TH

. "

Refer

to

page

3-9

for

discussion

0

the

use

of

the

ignition-starter

switch

during

hand-cranking.

ENGINE

INSTRUMEN

TS.

FUEL

flOW

INDICATOR.

The

fuel

flow

indicator

use

d willi

the

Continental

fuel

injecti

on

sy!

tem

is

a

fuel

pressure

gage

ca

ll

sparks

are

furnished

for

starting

by

brated

to

indicate

the

app

ro

x

in

lil

li

MINIMUM

OPERATING

A

FUEl

PRESSURE

\

NORMAL

~III~

i~~~~

FU

EL

FLOW

SET

TING

/

\\46~~

I

/o

15

P5I

10

\,

CRUISE 12

FUEl

POWER

14

~-

flOW

=-\\

\

GAL.

/

HR

.

FUL~000i61'

8~~0

\

POWER

I

,

.

~

a

.

.ooo~

-

t:

18

'-IL

;z

"-

S.

l.

........

.000

~

Q

15.15 PSI

20'

~

FT

~;:

2~

\

,';/

,,0':::

,,_

I

~

\

....

~"\SE"

~

--=\

-

LEVEL

v~

~

.;:-

i-\~

TAKE-OFF

t<'o'"

AND

CLIMB

POWER

RANGE

FUEl

gallons

per

hour

of

fuel being

metered

to

the

engine.

The

indicator

dial

is

marked

with

red

radials

at

the

minimum

and

maximum

allowable

operating

fuel

pressures.

The

low flow

range

of

the

indicator

has

a

green

arc

for

normal

cruise

fuel

flows

while

the

high

flow

portion

has

white

radial

lines

for

take-off

and

climb

settings

for

full

power

at

various

altitudes.

The

full

power

markings

represent

maximum

performance

mixtures

for

the

altitudes

shown,

making

it

prac-

tical

to

lean

the

mixture

on

a

high

altitude

take-

off

and

during

full

power

climbs

for

maximum

power

and

performance.

In the

cruise

power

range

the

green

arc

covers

the

normal

lean

fuel flow

required

from

45

to

75%

power.

Your

Cessna

Power

Computer

or

the

cruise

performance

tables

on

pages

7-4

thru

7-8

show

the

normal

lean

fuel

flow for

cruising

power

settings.

NOTE

Best

power

mixture

can

be

ob-

tained for any power

setting

shown

on you.r

Cessna

Power

Computer

by

adding

1

GPH

to

the

normal

lean

fuel flow on

the

computer.

Cruising

climbs

(page

3-5)

should

be

conducted

at

approximately

15

GPH

up

to

7000

feet

and

at

1

GPH

more

than

the

normal

lean

fuel flow

shown

on

the

Power

Computer

at

higher

altitudes

and

lower

powers.

COWL

FLAPS.

Cowl

flaps

,

adjusted

to

the

need

,

Description

will

meter

enough

air

for

the

ade-

quate

cooling

and

maximum

effi-

ciency

of

the

engine

under

varying

conditions.

Opening

the

cowl

flaps,

while

on

the

ground,

steps

up

the

volume

of

air

necessary

for

engine

cooling.

In

flight

,

closing

the

cowl

flaps

,

as

required,

restricts

the

flow of

air

through

the

engine

com-

partment,

thereby

redUCing the

cool-

ing

and

cowl flap

drag

to

a

minimum.

The

cowl

flaps

are

controlled

by a

lever

on

the

control

pedestal.

Nine

pOSitions, including full open and full

closed,

are

provided

by

means

of

lOCking holes in the

lever

mechanism.

To

change

the

cowl

flap

settings

,

move

the

lever

to

the

left,

out

of

the

locking hole,

then

reposition.

Make

sure

the

lever

moves

into

the

locking

hole

at

the

new

setting.

FUEL

SYSTEM.

Fuel

is

supplied

to

the

engine

from

two

tanks,

one in

each

wing

(refer

to

figure

1-

3).

From

each

tank,

fuel

flows by gravity through a fuel

reser-

voir

tank

to

the

fuel

selector

valve.

Depending

upon

the

setting

of

the

selector

valve,

fuel

from

the

left

or

right

tank

flows

through

a

fuel

strainer

and

check

valve

to

the

engine-driven

fuel pump,

by-passing

two

electric

fuel

pumps

when

they

are

not

operating.

Pressurized

fuel

from

the

fuel pump

then

flows through

a

fuel

unit

to

a

distributor

manifold

which

disperses

the

fuel

to

a

fuel

nozzle

on each engine cylinder. Vapor

and

excess

fuel

from

the

engine-

driven

fuel

pump

and

fuel

unit

are

returned

to

the

main

tank

being

used

by

way

of

the

selector

valve

and

1-2

1-3

Description

-Fu

el cannot be

used

from

bol

h

tank

s

simu

ltaneously.

FUEL

QUANTI

,

TY

DATA I

(u.s.

GALLONS)

I

fUel

QUANTITY

INDICATORS

LEfT LEfT •

- '''

•

V'

RIGHT

'"

~'

__

'

~.

,

fUEL

TANK

CHECK fiLLER

~

""'-....

fillER

CHECK

VAl

VI:

.

CAP

./""

...

FUel

QUANTITY

TRANSMITTERS

.....

~

CAP VALVE

fUEL

TANK

~

STANDARD

TANKS

LEFT

TANK]

31.7

31.9

I

RIGHT

TANK~

31.7

.

31.9

40.0

41.0

41.9

I 4

2.0

RIGHT

TANK

40.0

41.0

41.9

42

.0

I I

SELECTOR

VALVE

POSITION

USABLE

FUEL

(ALL

FLIGHT

CONDITIONS)

USABLE

FUEL

(LEVEL

FLIGHT

ONLY)

USABLE

FUEL

(CLIMBING.

DESCENDING)

TOTAL

VOLUME

32.4

LONG

RANGE

TANKS

(OPTIONAL)

LEFT

TANK

I

DECREASE

IN

USABLE

FUel

IN

All

FLIGHT

CONDITIONS

IS

DUE TO DETRIMEN TAl

EFFECTS

OF

UNCOORDINATED

FLIGHT

(SLIPS

OR

SKIDS) OR TURBULENT A

IR

T

HA

I

MAY

BE

ENCOUNTERED

IN

NORMAL

FLYING

CONDITIONS

.

Figure

1-2.

reservoir

tank.

Refer

to

figure

1-

2

for

fuel

quan-

tity

data. See the

Servicing

Diagram

(figure

6-1)

for

a

summary

of

fuel

system

servicing

information.

FUEL

SELECTOR

VALVE.

The

rotary-type

fuel

selector

valve

has

three

positions,

labeled

"BOTH

OFF,"

"LEFT

ON" and "RIGHT ON. "

The

"BOTH

OFF"

pOSition

seals

both

wing

tanks

off

from

the

rest

of

the

fuel

system

and

allows

no

fuel

to

pass

beyond

the

selector

valve.

The

"LEFT

ON"

position

provides

fuel

flow

from

the

left

tank

to

the

engine.

Similarly,

the

"RIGHT ON"

pOSition

provides

flow

from

the

right

tank

to

the engine. Both

the

fuel feed

and

vapor

return

lines

for

each

tank

go throogh the

selector

valve,

so

that

fuel

returns

to

the

tank

from

which

it

is

drawn.

Fuel

cannot

be

us

ed fro"1

both

tanks

simultaneoosly.

NOTE

The

fuel

selector

valve

hall

ill,

indicates

the

setting

of the V; i t

\'

by

its

pOSition

above

the

~I

I,

I

Take

off and

land

with

the h:III"1

turned

to

the

fullest

tank

.

AUXILIARY

FUEL

PU

MP

SWllrll

The

auxiliary

fuel

pu

mp

controls

both

of

the

ele

ctric

,

lljili

iary

pumps

which

supp

ly

1111

I

Ii

for

starting

and

for

en

gi

nl

'

III"

I "

if

the

engine-driven pump

11

111

.1 1

'1

I

The

switch

is

a

split

to

!"

I

II

I I 1

The

right

half

of

the

switrh

, l.thi1\

" LO, "

operates

only one PUtllp. I

viding

sufficient

fuel

fo

r

(JIIIII

III

starting.

The left hal! uf

1111

~

FUEl

R

ESER

VOIR

WITH

DRAIN

PLUG

SOLENOID

VALVE

(OPT)

OIL

DILUTION

SWITCH

(OPT)

...

TO

OIL

SYSTEM

CODE

~

FUEL

SUPPLY

IIIIIIIIIIIIIIl

EXCESS

FUel

AND

VAPOR

_

RETURN

FUEl

MECHANICAL

LINKAGE

~

ELECTRICAL

CONNECTION

8 FILTER

THROTTlE

0 SCREEN

~-

-

' -

---

l1fE:2J

AIR

THROTTLE

FUEl

SYSTEM

SCHEMATIC

,.,.

fUEL

flOW

GAGE

,-'.'1":\

:'

/"'>"

,:7'

,

>,

:',:

"

,,,

:?':

'.

,'.

,'

fUEL

NOZZLES

Figure

1-3.

1-5

1-4

Description

labeled

"HI,

"

operates

both

pumps

and

closes

the

vapor

return

line,

supplying

sufficient

fuel

flow

to

maintain

flight.

This

position

is

also

used

for

vapor

elimination.

The

auxiliary

system

is

not

to

be

used

during

normal

operation,

be-

cause,

with

the

engine-driven

pump

functioning

, a

fuel/air

ratio

con-

siderably

richer

than

best

power

is

produced

and any

vapor

in

the

system

cannot

be

returned

since

the

vapor

return

line

is

closed.

NOTE

If

electric

pumps

are

turned

on

with

the

engine

stopped,

intake

manifolds

will

be

flooded

unless

the

mixture

is

in

idle

cut-off.

FUEl QUANTITY INDICATORS.

Two

electrically

-

operated

fuel

quantity

indicators

are

provided,

each

working

in

con.iunction

with

an

electric

fuelleyel

transmitter

in

its

respective

fuel

tank.

Turned

on

by

the

master

switch,

the

indicators

continue

to

function

until

the

master

switch

is

turned

off.

FUEl STRAINER DRAIN

KNOB.

The

fuel

strainer

drain

knob

marked

"STRAINER

DRAIN"

provides

a

quick,

convenient

method

of

draining

water

and

sediment

that

may

have

collected

in

the

fuel

strainer.

The

strainer

is

located

in

the

nose

wheel

well.

About

two

ounces

of

fuel

(3

to

4

seconds

of

drain

knob

operation)

should

be

drained

from

the

strainer

before

the

initial

flight

of

the

day

t

insure

against

the

presence

of

wat

er

or

sediment

in

the

fuel.

The

spring-loaded

drain

valve

in

the

strainer

is

open

when

the

fu

el

strainer

drain

knob

is

pulled

out

all

the

way.

The

drain

valve

autom

ati

-

cally

closes

when

the

knob

is

r e-

leased.

ELE

CT

RICAL SYSTEM.

Electrical

energy

is

suppli

ed

by

a

12-volt,

direct-current

sy

s1.

cr

"

powered

by

a

50-ampere

en

gine

driven

generator.

The

12-vo

lt

stn

l

age

battery

is

located

on

the

U

PPI

i

right-hand

forward

portion

of

II

..

firewall.

CIRCUIT BREAKERS.

All

electrical

circuits

in

the

:1[ I

plane,

except

the

clock

ci

rcuit

,

III,

protected

by

circuit

break

ers.

'/'1

]1

clock

has

a

separate

fuse

mO

\lll

l

'oI

near

the

battery

solenoid.

TIl('

1-0

1, II

and

gear

warning,

flap

posi

ti()

11

In

dicator.

turn-and-bank

i

ndi

(:

11

"1

and

the'

optional

gyr

0

hor

izo/l

I, I

ii

lights

circuits

are

protec

t

ed

II

.,.

(I

single

automatically

resetti

ng \

'1

"','·

uF

breaker

mounted

behind

the

1111

,

1,

il

ment

panel.

The

remainin

g

",

,.,·

Iiil

are

protected

by

"push-

to I

.

'~

d

breakers

on

the

instru

me

nt

P,

1I

1' I

These

can

be

pulled

out

1.1)

i

N"I

II

the

circuit.

The

name

of th

('

I'".

1111

is

shown

above

each

breakl'!'

.

LANDING

LIG

H

TS.

The

landing

lights

sWill'1t 18

II

split

rocker

type.

To

l\

ll

'l\

fI

"

,If

Description

flop

position

and

A

0100

turn

&

bonk

i

ndicators,

Number

under

circuit

and

opt.

gyro

horizon

GENERATOR

breaker

denotes

its

A

amperoge

capacity

.

beacon

ArTO

opl.

pilot

ond

~J~OOT

stoll

wO'

rning

HEAT

heaters

ligh

Is

A~TO

cigarette

lighter

10

To

opt.

oil

dilution

NAV

..

.

LIGHT

To

navlgotlon

lights

To

courtesy

lights

STARTING

VIBRATOR

STARTER To

fuel

quant

i

ty

CONTACTOR

indicators

and

cylin-

der

head

temp.

goge

To

instrument-mop

lights

ond

compass

light

londing

gear

indicator

lights

A .

10

0--

Too

opt.

automatic

:I~~~

pilot

ELECTRICAL POWER DISTRIBUTION

tillj

lOO1

Figure

1-4.

1-6

1-7

Description

lamp

for

taxiing,

push

the

right

half

of

the

switch

"ON."

To

turn

on both

lamps

for

landing,

push

the

left

half

of

the

switch

"ON. "

NAVIGATION

LIGHTS.

The

navigation

light

switch

is

the

split

rocker

type.

For

flashing

navi-

gation

lights,

push

the

right

half

of

the

switch

"ON. "

For

steady

navi-

gation

lights,

push

the

left

half

of

the

switch

"ON."

To

switch

from

steady

to

flashing,

push

the

left

half

of

the

switch

"

OFF.

"

STALL

W

ARN

ING

INDICATOR.

The

stall

warning

indicator

is

an

electric

horn

controlled

by a

trans-

mitter

unit

in

the

leading

edge

of

the

left

wing

.

This

system

is

in

oper-

ation

whenever

the

master

switch

is

turned

on. The

transmitter

responds

to

changes

in

the

airflow

over

the

leading

edge

of

the

wing

as

a

stall

is

approached.

In

straight-ahead

and

turning

flight,

the

warning

horn

will

sound

5

to

10

MPH

ahead

of

the

stall.

Under

safe

flight

conditions,

the

only

time

you

may

hear

the

warning

horn

will

be

a

short

beep

as

yoo land.

WING

FLAPS.

The

wing

flaps

are

operated

hy-

draulically

by the

same

system

which

operates

the

landing

gear.

The

flaps

are

controlled

by a

lever

on

the

con-

trol

pedestal

located below

the

center

of

the

instrument

panel.

Flap

de-

flection

is

shown by

an

electric

indi-

cator

on

the

instrument

panel.

The

flaps

may

be

stopped

in

any

desi

red

pOSition by

releasing

the

flap co

ntr

ol

handle

which

is

sprin

g

-loaded

to

re

-

turn

to

its

center

(off) pOSition.

NOTE

When

mooring

the

airplane

,

do

not

use

external

locks

be

tw

een

the

flaps

and

ailerons

,

beca

u

se

aCCidental

operation

of

the

fl

ap

s

could

cause

structural

dama

ge to

both

flaps

and

ailerons.

NOTE

Check

to

see

that

the

oo.gga

ge

door

is

closed before operating the

winf{

flaps. Also,

retract

the

fl

aps

bl'

fore

opening oo.ggage

door.

LANDING GEAR

SYSTEM

,

The

retractable

tricycle

lan

cllll

gear

of

your

aircraft

is

ess

enUa

IIv

the

familiar

LAND-O-

MA

TIC

spr

lll

gear.

It

is

extended

and

retracll

I

by

hydraulic

actuators,

po

wered

II~

an

engine-

dri

ven

hydrauli

c pu

"'II

The

nose

gear

retracts

f

orw

ard

111101

up

and

the

main

gear

rotates

aft

lill

d

up,

into

wells

under

the

f

u

sf.'lll~~1

Both

the

main

and

nose

g

ear

/1

;lvl

positive

mechanical

up

an

d

1/1

I\\'

II

locks

,

operated

by

separa

te

hyriJ

,llI

lic

actuators.

The

nose

gear

,11110

has

a

hydraulic

safety

lock

wilhln Ii

gear

actuator.

Limit

s

wit

ChCH

Ilill

trol

two

position-indicat

or

11

.:ill

which

show

that

the

gea

r

is

I'dili'l

up

or

down

and

locked.

Thl

'

1111\\

switches

are

connected

in

HI'l

li

so

that

all

three

gears

must b('

11I1']

.l'tl

before

either

indicator

li

ght

!'tuil

on.

The

indicator

lights

are

the

press-to-test

type.

The

gear

down

indicator

light

(green)

has

two

test

positions;

with

the

light

pushed

in

approximately

half-way

(throttle

pulled

out)

the

gear

warning

horn

should soond

intermittently,

and

with

the

light

pushed

full

in,

the

light

should

illuminate.

TIle

gear

up

in-

dicator

li

g

ht

(red)

has

only

one

test

position

;

with

the

light

pushed

full

in,

it

should

illuminate.

These

tests

assure

proper

operation

of

gear

pOSition

indicator

lights

and

warning

horn.

The

indicator

lights

also

con-

tain

dimming

shutters

for rtight

oper-

ation.

To

dim

the

lights,

turn

the

lens

holder

on

the

lights

clockwise.

For

daytime

operation,

the

lights

should

be

full

bright.

As

an

additional

reminder

that

the

landing

gear

is

retracted,

a warrting

horn

sounds

intermittently

whenever

the

throttle

is

retarded

with

the

gear

up.

Both

the

main

and

nose

landing

gear

wheels

are

fully

enclosed

by

doors.

Except

for

the

nose

gear

strut

doors

,

which

are

linked

me-

chanically

to

the

strut,

all

the

land-

ing

gear

doors

are

operated

by hy-

draulic

actuators

which

open

the

doors

to

permit

the

gear

to

pass,

then

close

once

more,

on

both

the

extension

and

retraction

cycles.

The

gear

operating

sequence

,

including

opening

and

closing

the

doors,

is

completely

automatic.

GEAR POSJTlON

HANDLE.

The

gear

pOSition

handle

has

two

neutral

positions,

slightly

above

(;

enter

for

gear-up

and

slightly

be-

Description

low

center

for

gear-down,

which

give

a

mechanical

indication

of

the

gear

pOSition.

From

either

posi-

tion,

the

handle

must

be

pulled

out

to

clear

a

detent

before

it

can

be

repOSitioned;

operation

of

the

gear

and

doors

will

not

begin

until

the

handle

has

been

repositioned.

To

repOSition

the

gear

,

the

handle

is

pulled

out

and

moved

to

the

desired

pOSition,

then

released.

Pressure

is

created

in

the

system

by

the

engine-

driven

hydraulic

pump

and

the

gear

is

actuated

to

the

selected

position.

A detent in

the

g

ear

handle

system

holds

the

handle

in

the

oper-

ating

pOSition until

the

cycle

is

com-

pleted

,

then

the

handle

automatically

returns

to

neutral

and

pressure

in

the

system

is

relieved

by a pump

un-

loading valve.

The

valve

continually

recycles

the

fluid output of

the

pump,

allowing

no

pressure

build-up

in

the

system,

until

the wing flap

or

landing

gear

handles

are

used

to

select

a new

flap

or

gear

pOSition.

IMPORTANT

The

landing

gear

position

handle

shoold be

returned

to

neutral

man-

ually

if

a

malfunction

occurs

in

the

hydraulic

system

which

pre-

vents the

gear

position handle

from

returning

to

neutral

after

an

ex-

tension

or

retraction

cycle

has

been

completed.

Continuous

op-

eration

with

the

handle

out of

neutral

keeps

the

system

pres-

surized

and

will

eventually

result

in

overheating

and

damage.

A

safety

switch,

actuated

by t

he

nose

gear

strut,

restricts

the

gear

1-8 1-9

Description

position

handle

to

prevent

inadvertent

retraction,

whenever

the

nose

gear

strut

is

compressed

by

the

weight

of

the

airplane.

During

a

normal

cycle

the

gear

locks

up

or

down

and

the

position

indicator

light

comes

on. When

the

light

illuminates

,

hydraulic

pressure

is

switched

from

the

gear

actuators

to

the

door

actuators

to

close

the

gear

doors.

VVhen

the

doors

are

closed

the

gear

handle

returns

to

neutral

and

the

cycle

is

complete.

The

normal

time

interval

between

the

indicator

lighting

and

the

handle

returning

to

neutral

is

2-

3

seconds.

If

the

position

indicator

light

does

not

light

the

gear

doors

will not

close

and

hydraulic

pressure

will

be

main-

tained

on

the

landing

gear

actuators.

EMERGENCY

HAND

PUMP

.

For

emergency

use

if

the

hydraulic

system

fails,

the

hydraulic

control

unit

contains

a

manual

pump

which

may

be

used

to

extend

the

gear

and

operate

the

flaps.

The

system

fluid

reservoir

is

arranged

to

retain

suf-

ficient

fluid

to

extend

the

gear

and

flaps

with

the

hand

pump

if

a

failure

between

the

engine-driven

pump

and

the

reservoir

results

in

fluid

loss.

See

Section

IV

for

emergency

oper-

ation

of

the

hand

pump.

STEERING

.

The

nose

wheel

of

your

Cessna

is

steerable

through

the

rudder

pedals

in

an

arc

of 15

0,

after

which

it

be-

comes

free-swiveling

up

to

30°,

on

each

sid

e of

center.

The

steering

linkage

is

arranged

1-10

to

straighten

the

nose

wheel

as

U

l(

'

gear

retracts,

even

though

some

rudder

is

being

carried

. You need

not

neutralize

the

rudder

to

ret

rac

l

the

gear.

CABIN

HEATING

A

ND

VENTILATING

SYSTE

M.

Fresh

air

for heating and ventilab n

l',

the

cabin

is

supplied

by

a

mani

h

lld

cabin

heater

and

two

ventilatin

g

;:

u 1

scoops,

one on each

side

of

the

f

u

~iI'

lage

just

forward

of

the

cabin

dO

"1

The

temperature

and

amount

of :

111

entering

the

cabin

is

controll

ed

IJ

V

two

knobs

on

the

instrument

p

atH

J

The

"CABIN AIR" knob

operat

es

II"

air

scoop on

each

side

of the fuse

!;

I.'

,'

and

controls

cool

fresh

air

ente

l'

lI

l1'

the

manifold

on

the

firewall.

T

h,

"CABIN

HEAT"

knob

regulat

es

II

I

amount

of

heat

entering

th

e cal

""

Both

control

knobs

are

the

doubl.

button

type

having

friction

lo

ck!!

~

"

permit

intermediate

setting

s . I f'

operate

either

of

the

con

lrl

d

squeeze

the

buttons

,

releas

inp, 1

111

lock;

then

adjust

the

knob.

For

cabin

ventilation,

pu

ll

11

\,

"CABIN

AIR"

knob

out.

To

1'

111

,.

the

air

temperature,

pull the "CAlli

HEAT'

knob out

approximat

ely I I

to

1/

2"

for

a

small

amount

of ('

,I

h

ill

heat.

Additional

heat

is

avai

la

J>l

1 I

pulling

the knob out

farther;

m

aXi

lJ

lIll

.!

heat

is

available

with

the

"

CAllI

HEAT"

knob

pulled

full

oul a

lld

1I

"CABIN

AIR"

knob

push

ed

fil

II

f

I!

VVhen

no

heat

is

desired

in the 1'

J1

dli

the

"CABIN

HEAT"

knob

is

I,,

!!

·hqi

full

in.

A

rotary

type

control

knob, I;d '.

II

"DEFROST

, "

regulates

the 311 I

I.

lor

windshield

defrosting.

VVith

the

(~ontrol

knob

rotated

full

counter-

clockwise, the flow

of

defrosting

air

is

shut

off;

rotation

of

the

knob

clock-

wise

permits

air

flow

to

the

wind-

shield,

the

amount depending upon

the

degree

of

rotation

toward

full

open.

The

temperature

of

defrosting

air

is

dependent

upon

the

setting

of

the

"CABIN AIR"and"CABIN

HEAT'knob.

Two

ventilators,

one

in

each

upper

Description

corner

of

the

windshield,

are

pro-

vided

to

supply

additional

ventilating

air.

To

operate,

pull

the

ventilator

out

and

rotate

to

the

deSired

posi-

tion.

Two

additional

ball

and

socket

ventilators

are

installed

just

forward

of

each

rear

door

post

in

the

ceiling,

for

rear

seat

passengers.

To

regu-

late

the

air,

turn

the

knurled

ring

on

the

rim

of

the

ventilator.

DOOR

OPENING

DIMENSIONS

INTERNAL

CABIN

~

DIME

NSIO

NS

WIDTH

(TOPI

WIDTH

(BOTTOMI HEIGHT

(FRONT] HEIGHT

(REAR

I

CABIN

DOOR

32

1'

2"

37"

41"

39

Y.

"

BA

GGAGE

DOOR

20

Y.

"

20Y."

23"

22/1"

FLOOR

WIDTH

MEASUREMENTS

Figure

1-5.

1-11

Operating

Check

List

4

NOTE

If

night

flight

is

plann

ed,

check

ope

ration

of

all

Ughts,

and

make

sure

a

flashlight

is

avallab!e.

EXTERIOR

INSPECTION

CD

a.

b.

C,

d.

e.

0 ·

b.

f3\

•.

\:V

b.

c.

d.

f'"4'\

a.

~

b.

Figure

2-1.

1\Jrn

on

master

switch

and

check

fuel

qua.

nt

it~.

indicators.

With

master

switc

h

"ON."

check

ope

ration

of

stall

warn

ing

tra.nsmitter

tab

and

warning

horn.

Turn

off m..'lster

s\\.itch,

check

ig

nition

switch

"

OFF

,"

and c

he

ck

that

fuel

tank

se

lect

or

"alv

e

handle

is

on

fullest

ta

nk.

On

Urst

flight

of

day

,

pull

out

strai

n

er

drain

knob

for

about

f

our

seconds,

to

clear

Cuel

strainer

of

posSible

water

and

sedime

nt.

Rem

o\

'e

control

wheel

lo

ck,

if

installed.

Check

baggage

door

for

security

(left

aide

only

).

Inspe

ct

31

rspeed st.atic

sootce

hol

es

on

sides

of

fuseJage

for

stoppage.

R

emove

gust

l

ocks,

if

instal1cd.

Insp

ect

taU

surface

hinges

and

hing

e

bolts.

Check

trim

tab

for

security.

Disconne

ct

tie-down

rope

or

chain.

Check

aileron

and

flap

hinges.

C

he

ck

navigation

light

for

damage.

0 '

b.

c.

d.

c.

f'6\

a.

\::!.) h.

c.

d.

e.

I.

g.

h.

l.

j.

k.

0

b.

··

Check

main

wheel

Ure

f

or

cuts,

bru

h

:i.1

t ~

II,1

proper

inflation.

Rem

ove fuel tank

cap

and

c

hc-ck

fu

p.l

I

OYflt

1.11

agree

ment

with

gage

reading.

S

ecur

,\ I' ' I

Disconnect

tie-\.1own

rope

or

chaj

n.

Ch

eck

fuel

tank

vc

nt

openin

g for

sttlPIJ.J

Check

cour

tesy

li

Gh

t

for

dam

age.

Check

windshield

for

c

leanli

ness.

Chec

k

pr

opelle

r

and

spi

nner

f

or

Il

JClcl

.1.1

security.

Examine

propeller

for

all

l

eak

s.

Make

\1

sual

check

to ins

ure

th

at

CU

i!

l . l•.o

t,

,

drain

valve

is

closed

alter

draJ.nJng

OIX'

,

,,Ur

Ch

ec

k

nose

wheel

strut

for

pr

ope r 1

1111.

111

"

Check

nose

wheel

tire

for

cuts

,

bnalat

Ji I

proper

inflati

o

n.

Dis

con

n

ect

tie-d

o

wn

rope.

Check

induction

air

filter

(or

rcslru:h"

"

11

I·

dust

or

oUter

foreign

matt

er.

C

heck

oil

level.

Do not

ope

r

ate

wllh I

than

ninc

quarts.

Fi

ll

fOr

c~t.

f.'

n

(h

·

'

tl

llll.

Inspect

cowl a

ccess

doors

fOr ae

CU

'-it v

Inspe

ct

radio

ventilation

air

Inlakl\

.(

'

l1

side

of

fu

selage

for

stoppage

(t

e

tt

Al

dt

· 1·••

11'1

Remove

pit

ot

tube

c

ove

r ,

if

in

s

ta

ll,'d

Inspect

pitot

tuhe

ope

nin

g'

ror

!Il

tOl'lII;)

if

·

II

~

~een-

'

~

AAA.

~

aperating

[he[k

115t~

...-

This

section

lists

,

in

Pilot's

Ch

ec

k

List

form

,

the

steps

nec

es

sary

to

operate

your

airplane

effiCiently

and

safely.

It

is

not

a

check

list

in

its

I

rue

form

as

it

is

considerably

longer

,

but

it

does

cover

briefly

all

of

the

points

that

you

would

want

to

or

should

know

concerning

the

information

you

need

for

a

typical

flight.

The

flight

and

operational

characteristics

of

your

airplane

are

normal

in

all

respects.

There

are

no

"unconventional"

characteristics

or

opera-

lions

that

need

to

be

mastered

.

All

controls

respond

in

the

normal

way

within

the

entire

rang

e of

operation.

All

airspeeds

mentioned

in

Sections

II.

III

and

IV

are

indicated

airspeeds.

Corresponding

true

indicated

air-

speeds

may

be

obtained

from

the

Airspeed

Correction

Table

in

S

ec

tion

VII.

BEFORE ENTERING

THE

AIIRPLANE.

(1)

Make

an

exterior

inspection

in

accordance

with

figure

2-1.

BEFORE STARTING

THE

ENGINE.

(1)

Pilot's

Check

List

- -

Review

check

list

on

left

front

doorpost.

(2)

Seats

and

Seat

Belts

- -

Adjust

and

lock.

(3)

Flight

Controls

--

Check

.

(4)

Brakes

--

Test

and

set.

(5)

Master

Switch

--

On.

(6)

Landing

Gear

--

Handle

neutral

and

down

light

green.

(7)

Landing

Gear

Lights

and

Horn

- -

Push

to

test.

(8) Cowl

Flaps

--

"OPEN."

(9)

Elevator

and

Rudder

Trim

- -

Set.

(10)

Fuel

Selector

--

Fullest

tank.

STARTING ENGINE.

(1)

Mixture

--

Rich.

(2)

Propeller

--

High

RPM.

(3)

Throttle

--

Cra

c

ked

(one

inch).

(4)

Auxiliary

Fuel

Pump

Switch

--

On

"LO.

"

1-12

2-1

Cessna 210B Manuel utilisateur

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