Pilot's Operating Handbook

Total Distance over 50 ft. obstacle 1582 ft PTY WEIGHT (Approximate) 3110 lbs GGAGE ALLOWANCE: NG LOADING: WER LOADING: ¡EL CAPACITY: Total Standard Optional Auxiliary Tanks CAPACITY: Total . ntinental 6-Cylinders, Fuel Injection Rad Horsepower at 2625 rpm Full Feathering 600 lbs 29.1 lbs sq 10.0 lbs/l 102 gal 133 gal 6 gal 81 inches feet each 30 minutes of flight. A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. THE LATEST AUTHORITATIVE INFORMATION FOR SERVIC- ING 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 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 aids; a warm welcome awaits you at every Cessna Dealer. i 1-1 9' 6" Maximum height of airplane with nose gear depressed is 10'-8 3/4", if rotating beacon is installed, add 3" to maximum height. 0 6' 9" 29' 6" 29 3%" 17' 0" 36' 11" 12' 0" 4° 30° 6' 911 PRINCIPAL DIMENSIONS TABLE OF CONTENTS Three Ten K ST : ne Page SECTION I - OPERATING CHECKLIST ...... 1-1 r- до SECTION II The Ten K DESCRIPTION AND OPERATING DETAILS 2-1 al PE e li- m SECTION III - EMERGENCY PROCEDURES........... 3-1 10' 0" .1. SECTION IV - OPERATING LIMITATIONS 4-1 SECTION V - CARE OF THE AIRPLANE 5-1 OWNER FOLLOW-UP SYSTEM SECTION VI - OPERATIONAL DATA SECTION VII - OPTIONAL SYSTEMS. ALPHABETICAL INDEX.... 5-4 6-1 ............ 7-1 Index 1 iii -1 Three Ten K SECTION I OPERATING CHECKLIST 1. a. Turn on battery switch. Check fuel quantity gages, check operation of stall warning trans- mitter tab and horn by raising tab on fell wing, and check main tank transfer pumps for opera- tion (listen for audible cucking emanating from main tanks). Turn battery switch OFF. b. Check landing gear switch DOWN. c. Check magneto switches OFF. d. Check left fuel selector in LEFT MAIN posi- tion and right fuel selector in RIGHT MAIN position (feel for detent). e. Check oxygen knob - PULL ON. f. Check oxygen pressure. g. Remove control lock. 2. a. Open baggage door and check that oxygen b. masks and hoses are available. Close baggage door and check for security. c. Check static pressure source holes for ob- struction (both sides of fuselage). d. Remove control surface locks, if installed. e. Remove tie-down. 3. a. Check wing locker door for security. b. On first flight of the day and after each refuel- ing, drain small amount of fuel from quick- drain valve in the wing locker fuel tank, if installed. c. Remove control surface lock, if installed. d. Check sniffle valve opening for obstruction." e. Check main fuel tank vent for obstructions (especially water and ice accumulation in the tank vent shield during cold weather operation). f. Check main fuel tank cap for security. g. On first flight of the day and after each refuel- ing, drain small amount of fuel from quick- drain valve in the main tank. h. Check auxiliary fuel tank cap for security. EXTERIOR INSPECTION NOTE Check general aircraft condition during walk-around inspection. If night flight is planned, check operation of all lights; make sure a flashlight is available. 1. Check wing locker fuel tank vent for obstructions, if installed. j. Check wing locker fuel tank cap for security, if installed. k. On first flight of the day and after each refuel- ing, drain small amount of fuel from quick- drain valve in the auxiliary tank and wing locker fuel transfer line, if installed. 1. Check battery drain and battery compartment cover panel for security (left side only). m. Remove wing tie-down. 4, a. Check oil level. (Do not operate on less than 9 quarts. Fill to 10 quart level for flights of less than 3 hours. Fill to capacity for extended flights.) Check dip stick for security and eng- ine compartment for general condition. Check oil filler cap for security through oil filler access door. c. Check main landing gear strut and tire inflation. Check gear doors for security. 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 in Section II. Section I lists, in Pilot's Checklist form, the steps necessary to oper- ate your airplane efficiently and safely. It covers briefly all the points that you should know concerning the information you need for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I and II are indi- cated airspeeds. Corresponding calibrated speeds may be obtained from the Airspeed Correction Table, Figure 6-1 MAKE AN EXTERIOR INSPECTION IN ACCORDANCE WITH FIGURE 1-1. BEFORE STARTING THE ENGINES. (1) (2) -- Test and set. Seats and Safety Belts - Adjust and lock. Brakes d. On first flight of day and after each refueling, drain about two ounces of fuel from fuel strainer to clear of any water and sediment. (3) (4) (5) e. Check propeller and spinner for nicks, cracks and security and propeller for oil leaks. Check cowl access doors for security. 2. 5. a. Check left nose access panel for security. b. Check nose gear strut and tire inflation; check nose gear doors for security. c. Remove tie-down, if installed. c. f. d. Check right nose access panel for security. Remove pitot tube cover, if installed, and check pitot tube opening for obstructions. Check heater inlet for obstructions. 6. a. Same as 4. 7. a. Same as 3 except in reverse order. Landing Gear Switch -- Check DOWN. Alternate Air Controls -- Check in. Battery Switch -1 ON. NOTE When using an external power source, do not turn on the battery switch until external power is disconnected, to avoid a weak battery draining off part of the current being supplied by the external source. (6) Generator Switches -I ON. (7) Landing Gear Lights Press to test (check iris - open). 36 iv Figure 1-1. 1-1 (8) Fuel Selectors - Left Engine LEFT MAIN (feel for detent). (9) Wing Flaps -0°. Right Engine - RIGHT MAIN (feel for detent). (10) Flight Controls -- Check (free and correct). (9) (11) (10) Cabin Door and Windows -- Closed and locked. (12) Flight Instruments and Radios -- Set. Trim Controls -- Set. Altimeter and Clock - Set. (11) Turn All Radio Switches -- OFF. STARTING ENGINES (Left Engine First). (1) Throttle - Open 1 inch. High RPM. Full Rich. Magneto Switches -- ON. (2) Propeller (3) Mixture -- (4) (5) Start Engine. (a) Starter Button (b) Primer Switch Left Engine Right Engine -- NOTE Press. LEFT. RIGHT. (6) If the primer switch is actuated longer than two or three seconds with the engines inoperative on the ground, damage may be incurred to the engine and/or airplane due to excessive fuel accumulation. ● During very hot weather, caution should be exercised to prevent overpriming the engines. If there is an indica- tion of vapor in the fuel system (fluctuating fuel flow) with engines running, place the auxiliary fuel pump switch to the LOW position until the system is purged. Auxiliary Fuel Pumps BEFORE TAKEOFF. LOW. (13) Engine Instruments -- Check. TAKEOFF. NORMAL TAKEOFF. (1) Auxiliary Fuel Pumps ON. (2) Power Full throttle and 2625 RPM. NOTE Apply full throttle smoothly to avoid propeller surging. Lean for field elevation. (3) Mixtures NOTE Leaning during the takeoff roll is normally not necessary; however, should maximum takeoff or subsequent engine- out performance be desired, fuel flow should be adjusted to match field elevation. Elevator Control -- Raise nose wheel at 90 MPH. Break Ground at 105 MPH. Apply momentarily. 369336 (4) Maintain Level Attitude. (5) (6) (7) Brakes -- (8) Retract. (9) (10) Auxiliary Fuel Pumps. -- OFF. Landing Gear -- -- Climb Speed 124 MPH (best twin-engine rate-of-climb speed) (Set up climb speed as shown in "NORMAL CLIMB" para- graph.) (4) བྱསྱེ གྱི ཕྱི ྱ༅ (1) Throttle Settings -- 1700 RPM. (2) Check. (3) -- Generators -- Magnetos Check (50 RPM maximum differential between magnetos). MAXIMUM PERFORMANCE TAKEOFF. Propellers -- Check feathering to 1200 RPM; return to high RPM (full forward position). (1) Auxiliary Fuel Pumps -- SON. (5) Vacuum Source Check source and suction (4.75 to 5. 25 inches (2) Wing Flaps 11 15°. of mercury). (3) (6) Oil Temperature -- Check green arc. (4) (7) Trim Controls -- Check. (5) Power -- Full throttle and 2625 RPM. Maintain Level Attitude. Elevator Control -- Lift nose wheel at 84 MPH. (8) Alternate Air Controls -- Check in. (6) Break Ground at 93 MPH -- Hold speed until obstacles are cleared 1-2 1. (1) (7) Brakes Apply momentarily. (2) (8) Landing Gear -- Retract. (9) (10) Flaps Retract (after obstacles are cleared). Auxiliary Fuel Pumps -- OFF. (3) CLIMB. NORMAL CLIMB. CRUISING. -- Cruise Power 15-24 inches Hg. and 2100-2450 RPM. -- Mixtures Lean for desired cruise fuel flow as determined from your Cessna Model 310 Power Computer. - MAIN TANKS for first 60 minutes. After 60 Fuel Selectors minutes of flight, if auxiliary fuel tanks are installed, fuel selectors may then be placed in AUXILIARY position, and feel for detent. (a) If wing locker tanks are installed, fuel selectors MAIN TANKS or, after wing locker tanks are transferred and main tank quantity is less than 30 gallons each AUXIL- IARY TANKS. - -- (1) Airspeed -- 130-150 MPH. (2) Power 24 inches Hg. and 2450 RPM. (3) (4) Mixtures -- Adjust to climb fuel flow. Auxiliary Fuel Pumps -- ON (above 12,000 feet altitude to minimize vapor formation). NOTE During very hot weather if there is an indication of vapor in the fuel system (fluctuating fuel flow) or anytime when climbing above 12,000 feet, turn the auxiliary fuel pumps ON until cruising altitude has been obtained and the system is purged (usually 5 to 15 minutes after establishing cruis- ing flight). MAXIMUM PERFORMANCE CLIMB. 1-4 ུ8 -- 124 MPH at sea level; 122 MPH at 10,000 feet. Full throttle and 2625 RPM. Mixtures Adjust for altitude and power. (4) (5) NOTE Turn auxiliary fuel pumps to LOW and mixtures to FULL RICH when switching tanks. Trim Tabs Adjust. -- If wing locker tanks are installed, Crossfeed SELECT as re- quired to maintain fuel balance after wing locker tank fuel transfer. LETDOWN. (1) Power (2) (1) Airspeed (2) Power -- (3) (1) (4) -- Auxiliary Fuel Pumps ON (above 12,000 feet altitude to minimize vapor formation). NOTE During very hot weather, if there is an indication of vapor in the fuel system (fluctuating fuel flow) or anytime when climbing above 12,000 feet, turn the auxiliary fuel pumps ON until cruising altitude has been obtained and the system is purged (usually 5 to 15 minutes after establishing cruis- ing flight). It is recommended that the mixture remain at the climb mixture setting for approximately 5 minutes after establishing cruising flight before leaning is initiated. -- As required. Mixtures - Adjust for smooth operation with gradual enrich- ment as altitude is lost. BEFORE LANDING. -- Fuel Selectors - Left Engine LEFT MAIN (feel for detent). Right Engine -- RIGHT MAIN (feel for detent). Check in. (2) Alternate Air Controls 200 Propellers (3) Mixtures (4) Wing Flaps (6) Landing Gear (7) (8) -- Full Rich or lean as required for smooth operation. High RPM. 15° below 180 MPH; 15° to 35° below 140 MPH. Extend below 140 MPH. -- Landing Gear Position Indicator Lights Auxiliary Fuel Pumps (9) Approach LANDING. (1) 33 Touchdown -- (2) Landing Roll Braking -- 105 MPH. -- -- ON. -- Check green lights on. -- Main wheels first. Lower nose wheel gently. 1- As required. AFTER LANDING. (1) (2) Auxiliary Fuel Pumps Wing Flaps Retract. -- SECURE AIRPLANE. -- LOW. (1) Auxiliary Fuel Pumps OFF. (2) Mixtures -- IDLE CUT-OFF. 3333008 (3) (4) (5) Magneto Switches -- OFF, after engines stop. All Switches -- OFF. Brakes Set. Control Lock Install. -- (7) Cabin Door Close and rotate exterior door handle clockwise to latch cabin door. NOTE To securely latch the cabin door from the outside, the exterior door handle must be rotated clockwise to its stop. The Ten K SECTION II DESCRIPTION AND OPERATING DETAILS The following paragraphs supply a general description of some systems and equipment in the airplane. This section also covers, in somewhat greater detail, some of the items listed in Checklist form in Section I. Only those items of the Checklist requiring further explanation will be covered here. FUEL SYSTEM. Fuel for each engine is supplied by a main tank (50 gallons useable) on each wing tip. Each engine has its own complete fuel system; two systems are interconnected only by a cross feed for emergency use. Vapor and excess fuel from the engines are returned to the main fuel tanks. Sub- merged electric auxiliary pumps in the main fuel tanks supply fuel for priming and starting, and for engine operation as a backup system to the engine-driven pumps. Refer to Figure 2-1 for fuel system schematic. A continuous duty tip tank transfer pump is installed in each main tank. The pumps assure availability of all tip tank fuel to the engine supply line during high angles of descent. Each pump is electrically protected by the respective landing light circuit breaker. When the right-hand landing light is not installed, a circuit breaker is installed to protect the right- hand transfer pump. During preflight inspection these pumps can be checked for operation by listening for a pulsing sound-emanating from the aft tip tank fairings with the battery switch in the ON position.. AUXILIARY FUEL PUMP SWITCHES. The LOW position runs the pumps at low speed, providing 6 gallons pe hour pressure for purging. The ON position also runs the pumps at low speed, as long as the engine-driven pumps are functioning. With the switch positioned to ON, however, if an engine-driven pump should fail, the auxiliary pump on that side will switch to high speed automatically, providing sufficient fuel for all engine operations including emergency takeoff. The auxiliary fuel pump will not run unless the engine oil pres- sure on that side is at least 20 PSI FUEL STRAINER AND TANK SUMP DRAINS. Refer to Servicing Procedures Page 5-6. 1-6 ELECTRICAL SYSTEM. Electrical energy is supplied by a 28-volt negative-ground, direct- current system powered by a 25-ampere engine-driven generator on each 2- FUEL SYSTEM . SCHEMATIC FUEL TRANSFER LIGHTS TIP TANK TRANSFER PUMP 2-2 LEFT PRESSURE SWITCH- PRESSURE SWITCH WING LOCKER FUEL TRANSFER PUMPS VENT VENT LEFT AUX. FUEL FUEL TANK TANK (OPT) OPTIONAL WING LOCKER FUEL TANK TO HEATER RIGHT AUX. FUEL TANK (OPT) AUX. PUMP LEFT ENGINE FUEL PUMP THROTTLE MIXTURE CONTROL TO CYLINDERS. SELECTOR VALVE STRAINER STRAINER LEFT ENGINE FUEL CONTROL UNIT SELECTOR VALVE RIGHT ENGINE FUEL CONTROL UNIT LEFT ENGINE FUEL MANIFOLD RIGHT ENGINE, FUEL MANIFOLD FUEL INJECTION NOZZLE DUAL FUEL FLOW GAGE CODE FUEL SUPPLY VAPOR RETURN MECHANICAL ACTUATION CHECK VALVE Figure 2-1. RIGHT FUEL TANK AUX. PUMP RIGHT ENGINE FUEL PUMP TIP TANK TRANSFER PUMP THROTTLE MIXTURE CONTROL TO CYLINDERS FUEL INJECTION NOZZLE Vietnam engine. Two 12-volt batteries, connected in series, are located in the left wing just outboard of the engine nacelle An optional external power receptacle may be installed in the left wing under the batteries. The re- ceptacle will accept a standard external power source plug. BATTERY AND GENERATOR SWITCHES. Separate battery and generator switches provide a means of checking for a malfunctioning generator circuit, and permit such a circuit to be cut off. If a generator circuit fails or malfunctions, or when one engine is not running, the switch for that generator should be turned off. Operation should be continued on the functioning generator, using only necessary electrical equipment. If both generator circuits should malfunction, equip ment can be operated at short intervals and for a limited amount of time on the battery alone. In either case, a landing should be made as soon as possible to check and repair the circuits. CIRCUIT BREAKERS. All electrical circuits in the airplane are protected by push-to-reset type circuit breakers. Should an overload occur in any circuit, the result ing heat rise will cause the controlling circuit breaker to open the circuit. After allowing the circuit breaker to cool for approximately three minutes it may be pushed (until a click is heard or felt) to re-energize the circuit. However, the circuit breaker should not be held in if it opens the circuit a second time, as this indicates a short circuit. LANDING GEAR SYSTEM. The electrically operated landing gear is fully-retractable and incor- To help prevent accidental retraction, an porates a steerable nosewheel. automatic safety switch on the LEFT shock strut prevents retraction as long as the weight of the airplane is sufficient to compress the strut. The landing gear is operated by a switch, which is identified by a wheel-shape knob. The switch positions are UP, OFF, and DOWN. To operate the gear, pull out on the switch knob and move to desired position. LANDING GEAR POSITION LIGHTS. Four landing gear position lights are provided, one above and three be low, the landing gear switch. The upper light is amber and will illumina at all times when the landing gear is fully retracted. The three lower lights (one for each gear) are green and will illuminate when each gear is fully extended and locked. When the gear up light and gear down lights are not illuminated, the landing gear is in an intermediate position. The lights are push-to-test type with rotatable dimming shutters. 2- LANDING GEAR WARNING HORN. The landing gear warning horn is controlled by the throttles, and will sound an intermittent-note if either throttle is retarded below approxi- mately 12 inches Hg. manifold pressure with the gear up. The warning horn is also connected to the UP position of the landing gear switch, and will sound if the switch is placed in the UP position while the airplane is on the ground. LANDING GEAR HANDCRANK. A handcrank for manually lowering the landing gear is located just be- low the right front edge of the pilot's seat. NOTE The handcrank handle must be stowed in its clip before the landing gear will operate electrically. When the handle is placed in operating position, it disengages the landing gear motor from the actuator gear. The procedure for manually lowering the landing gear is given in Section III. HEATER SYSTEM. HEATER OPERATION FOR HEATING AND DEFROSTING (1) (2) (3) (4) (5) (6) Battery Switch -- ON. Cabin Air Knobs OPEN. -- Defrost Knob Adjust as desired (if defrosting is desired). Temperature Control Knob MAX. Cabin Heat Switch HEAT. -- -- Temperature Control and Heat Registers NOTE -- As desired. If warm air is not felt coming out of the registers within one minute, return cabin heat switch to OFF, check cir- cuit breaker and try another start. If heater still does not start, no further starting attempt should be made. HEATER USED FOR VENTILATION. (1) Battery Switch -- ON. (2) Cabin Air Knobs -- OPEN. (3) Cabin Heat Switch -- (4) Heat Registers -- FAN. As desired. OVERHEAT WARNING LIGHT. An amber overheat warning light is provided and is labeled HEATER- OVERHEAT, T & B TEST. When illuminated, the light indicates that the heater overheat switch has been actuated and indicates the temperature of the air in the heater exceeds 325°F. Once the heater overheat switch has been actuated, the heater. turns off and cannot be restarted until the over- heat switch is reset. Prior to having the overheat switch reset, the heat- er should be inspected thoroughly to determine the reason for the mal- function. STATIC-PRESSURE ALTERNATE-SOURCE VALVE. A static-pressure alternate-source valve, installed in the static sys- tem directly below the parking brake handle, supplies an alternate static source should the external source malfunction. This valve also permits draining condensate from the static lines. When open, this valve vents to the static pressure in the cabin and since this is relatively low, the air- speed indicator and the altimeter will show slightly higher readings than normal. Therefore, the alternate static source should be used primarily as a drain valve to restore the original system. If the alternate static source must be used for instrument operation, compensation should be made in the indicated airspeeds and altitudes. In landing with the alternate source valve open and the pilot's storm window closed, fly at an indicated airspeed 10 MPH faster and an altitude 30 feet higher than normal. With the static source valve open and the pilot's storm window open, make these allowances, 26 MPH and 160 feet. PITOT HEAT SWITCH. When the pitot heat switch is placed in the ON position, the heating ele- ments in the pitot tube, stall warning transmitter and main fuel tank vents are electrically heated to maintain proper operation of the system during icing conditions. The switch should always be in the OFF position while on the ground to prevent overheating of the heating elements. 2-4 2-5 STARTING ENGINES. The left engine is normally started first because the cable from the battery to this engine is much shorter permitting more electrical power to be delivered to the starter. If batteries are low, the les engine should start more readily. When using an external power source, it is recommended to start the airplane with the battery switch OFF. The continuous flow fuel injection system will start spraying fuel in the engine intake ports as soon as the primer switch is pressed on and the throttle and mixture controls are opened. To avoid flooding, begin cranking the engine prior to priming the engine. In hot weather with a hot engine, a fluctuating fuel flow slightly lower than normal may be obtained. This is an indication of vaporized fuel and the starter should not be energized until a steady fuel flow indication is .obtained. for sharp turns during taxiing. Steering may be aided thru use of differ- These aids are ential power and differential braking on the main wheels. listed in the preferred order of use. BEFORE TAKEOFF (Use The Pilot's Checklist). Full throttle checks on the ground are not recommended unless there is good reason to suspect that the engines are not turning-up properly. Do not run-up the engines over loose gravel or cinders because of pos- sible stone damage or abrasion to the propeller tips. If the ignition system check produces an engine speed drop in excess of 125 RPM or if the drop in RPM between left and right magneto differs by more than 50 RPM, continue warm-up a minute or two longer, before re- checking system. If there is doubt concerning operation of the ignition system, checks at higher engine speed will usually confirm if a deficiency exists. NOTE Caution should be exercised to prevent overpriming the engine in hot weather. 50] P & Be Engine is starts characterized by weak, intermittent explosions fol- lowed by puff of black smoke from the exhaust are the result of flooding or overpriming. This situation is more apt to develop in hot weather, or when the engines are hot. If it occurs, repeat the starting procedure with the throttle open approximately 1/2, the mixture in idle cut-off and the primer switch off. As the engine fires, move the mixture control to full rich and close the throttle to idle. If an engine is under primed, as may occur in cold weather with a cold engine, repeat the starting procedure after holding the primer switch on for 10 to 15 seconds until the engine fires. If cranking longer than 30 seconds is required, allow starter motor to cool for five minutes before cranking again, since excessive heat-may damage the armature windings. TAXIING. A steerable nosewheel interconnected with the rudder system provides positive control up to 15° left or right, and free turning from 15° to 55° 2-6 TAKEOFF. Observe full-power engine operation early in the takeoff run. Signs of rough engine operation, unequal power between engines, or sluggish engine acceleration are good cause for discontinuing the takeoff. For maximum engine power, the mixture should be adjusted during the initial acceleration for smooth engine operation at the field elevation. The engine acceleration is increased significantly with fuel leaning above 3000 feet and this procedure always should be employed for field eleva- tions greater than 5000 feet above sea level. Full throttle operation is recommended on takeoff since it is importar that a speed well above minimum single-engine control speed (87 MPH) be reached as rapidly as possible. After takeoff it is important to maintain the recommended safe single- engine speed (105 MPH). After obstruction height is reached, and gear retracted, power may be reduced and climb speeds may be established as described in Section I. On long runways, the landing gear should be retracted at the point ove the runway where a wheels-down forced landing on that runway would be. 2. come impractical. However, on short runways, it is preferable to re- tract the landing gear after the airplane is safely airborne. Performance data for both normal and obstacle clearance takeoff is presented in Section VI. CLIMB. To save time and fuel for the over-all trip, it is recommended that the normal cruising climb be conducted at 130 to 150 MPH using approxi- mately 75% power (24 inches Hg. manifold pressure, 2450 RPM). The mixture should be leaned in this type of climb to give the desired fuel flow in the climb dial range which is approximately best power mix- ture. If it is necessary to climb rapidly to clear mountains or reach favor- able winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed varies from 124 MPH at sea level to 122 MPH at 10, 000 feet. During maximum performance climbs, the mix- ture should be leaned to the appropriate altitude markings on the fuel flow gage. It is recommended that the auxiliary fuel pumps be on at altitudes above 12,000 feet for the duration of the climb and approximately 5 to 15 minutes after establishing cruising flight. It is also recommended that the mixture remain at the climb mixture setting for approximately 5 min- utes after establishing cruising flight before leaning is initiated. These procedures will eliminate fuel vaporization problems likely to occur from rapid altitude changes. If an obstruction ahead requires a steep climb angle, the airplane should be flown at the best angle-of-climb speed with flaps up and maxi- mum power. This speed varies from 97 MPH at sea level to 112 MPH at 15,000 feet. CRUISE. Tabulated cruising information for normal cruising power and altitudes is presented in Section VI. Normal cruising requires between 60% and 70% power. The manifold pres- sure and RPM settings required to obtain these powers at various altitudes and outside air temperature can be determined with your Cessna Model 310 Power Computer. The maximum cruising power of approximately 75% (24 inches Hg. manifold pressure, 2450 RPM) may be used if desired. 2-8 Various percent powers can be obtained with a number of combinations of manifold pressures, engine speeds, altitudes, and outside air tempera- tures. However, at full throttle and constant engine speed, a specific power can be obtained at only one altitude for each given air temperature. To achieve the level flight performance shown in the cruising charts in Section VI, lean the mixtures to give the fuel flows shown. This will yield airspeeds slightly below (approximately one to two MPH) those available at best power mixture. Should maximum speed be desirable, the mixture should be adjusted to approximately one gph higher than that indicated by the range charts or the Cessna Model 310 Power Computer. This will yield approximately best power mixture with a resulting airspeed of one to two MPH greater and a fuel flow approximately one gallon per hour greater than those listed in Section VI. For a given throttle setting, select the lowest engine speed in the green arc range that will give smooth engine operation without evidence of labor- ing. For best propeller synchronization, the final adjustment of the propel- ler pitch levers should be made in a DECREASE RPM direction. ALTERNATE INDUCTION AIR SYSTEM. The induction air system on these engines is considered to be non-icing. However, manually operated alternate induction air is provided to assure satisfactory operation should the induction air filter become obstructed with ice. Should a decrease in manifold pressure be experienced when flying in icing conditions, the alternate air doors should be manually opened. This will provide continued satisfactory engine operation. Since the higher intake air temperature when using alternate intake air results in a decrease in engine power, it is recommended that the alternate intake air not be utilized until indications of intake filter icing are actually observed. Should additional power be required, the following procedure should be employed: (1) Push propeller levers full forward for 2625 RPM. This will in- 2-9 (2) (3) STALL. sure that the maximum power available is being used. Move throttles forward until maximum manifold pressure is reached. Readjust mixture control for smooth engine operation. The stall characteristics of this airplane are conventional and aural warnings are provided by the stall warning horn between 5 and 10 MPH above the stall in all configurations. The stall is also preceded by a mild aerodynamic buffet which increases in intensity as the stall is ap- proached. The power-on stall occurs at a very steep angle either with or without flaps, and it is difficult to inadvertently stall the airplane dur- ing normal maneuvering. Power-off stall speeds at maximum gross weight are presented in Figure 6-2 as both indicated and calibrated airspeeds. SPINS. Intentional spins are not permitted in this airplane. Should a spin occur, however, the following recovery procedure should be employed: Apply full rudder opposing the direction of rotation. Approximately 1/2 turn after applying rudder, push control wheel forward briskly. (1) Cut power on both engines. (2) (3) (4) (5) To expedite recovery, add power to the engine toward the inside of the direction of turn. Pull out of dive with smooth, steady control pressure. COLD WEATHER OPERATION. °/0% v Whenever possible, external preheat should be utilized in cold weather. The use of preheat materially reduces the severity of conditions imposed on both the engines and electrical systems. It is the preferred or best method of starting engines in extremely cold weather. Preheat will thaw the oil trapped in the oil coolers and optional oil filters which will prob ably be congealed pride to starting in very cold weather. 142 The in It preheat is not available, external power should be used for starting because of the higher cranking power required, and the decreased battery output at low temperatures. The starting procedure is normal, however, 2-10 if the engines do not start immediately it may be necessary to position the primer switch to LEFT or RIGHT for 10 to 15 seconds. After a suitable warm-up period (2 to 5 minutes at 1000 RPM if preheat is not used) accelerate the engines several times to a higher RPM. The propellers should be operated through several complete cycles to warm the governors and propeller hubs. If the engines accelerate smoothly, the oil pressure remains normal and steady, the airplane is ready for takeoff. During cruise the propellers should be exercised at half-hour intervals to flush the cold oil from the governors and propeller hubs. Electrical equipment should be managed to assure adequate generator charging throughout the flight, since cold weather adversely affects battery capa- city. During let down, watch engine temperatures closely and carry sufficient power to maintain them above operating minimums. The pitot, tip tank vents, and stall warning heater switch should be turned ON at least 5 minutes before entering a potential icing condition so that these units will be warm enough to prevent formation of ice. Pre- venting ice is preferable to attempting its removal once it has formed. Refer to Section VII for Optional Cold Weather Equipment. 1 Cold Phylo review INC 2-11 Notes 2-12 The Ten K SECTION I00 EMERGENCY PROCEDURES ENGINE-OUT PROCEDURES. ENGINE-OUT ON TAKEOFF. (With Sufficient Runway Remaining). (1) Cut power and decelerate to a stop. NOTE The airplane can be accelerated from a standing start to 105 MPH on the ground, and then decelerated to a stop with heavy braking within 3267 feet of the starting point of the takeoff run at sea level, and within 4527 feet of the starting point at 5000 feet altitude (zero wind, hard surface runway, standard conditions, full gross weight). ENGINE-OUT AFTER TAKEOFF-ABOVE 105 MPH. (Without Sufficient Runway Ahead). (1) Throttles -- Full forward. -- High RPM. Landing Gear -- UP. Determine inoperative engine (idle engine same side as idle foot). Propeller FEATHER (inoperative engine). Climb out at 105 MPH. (2) Propellers (3) (4) (5) (6) (7) (8) (9) Wing Flaps (10) (a) Trim Tabs Set Accelerate to 120 MPH after obstacle is cleared. -- -- UP (if extended) in small increments. Secure inoperative engine as follows: Auxiliary Fuel Pump OFF. (b) Mixture IDLE CUT-OFF. Magneto Switches OFF Generator Switch (c) (d) -- OFF (e) Fuel Selector Valve OFF. 3-1