PILOT’S OPERATING HANDBOOK and FAA APPROVED AIRPLANE FLIGHT MANUAL

and/or illustrations added on new or presently existing pages. This bar will be located adjacent to the applicable revised area on the outer margin of the page. All revised pages will carry the revision number and dat,e on the applicable page. The following Log of Effective Pages provides the dates of issue for original and revised pages, and a listing of all pages in the handbook. Pages affected by the Current revision are indicated by an asterisk () preceding the pages listed. LOG OF EFFECTIVE PAGES 11 September 1981 Revision 1 - 16 December 1981 Dates of issue for original and revised pages are: Original 11 September 1981 Revision 1 16 December 1981 Page Date Page Date Title 11 September 1981 Assignment Record 11 September 1981 i thru ii 11 September 1981 miii thru iv 16 December 1981 v 11 September 1981 vi Blank 11 September 1981 1-1 thru 1-8 11 September 1981 2-1 11 September 1981 2-2 Blank 11 September 1981 2-3 thru 2-12 11 September 1981 3-1 thru 3-3 11 September 1981 9-4 16 December 1981 3-5 thru 3-13 11 September 1981 3-14 Blank 11 September 1981 3-15 thru 3-24 11 September 1981 4-1 thru 4-4 11 September 1981 4-5 thru 4-7 16 December 1981 4-8 11 September 1981 4-9 16 December 1981 4-10 thru 4-13 11 September 1981 4-14 Blank 11 September 1981 4-15 11 September 1981 *4.16 16 December 1981 4-17 thru 4-28 11 September 1981 5-1 11 September 1981 5-2 Blank 11 September 1981 5-3 thru 5-4 11 September 1981 16 December 1981 5-6 thru 5-11 11 September 1981 5-12 Blank 11 September 1981 D1227—1—13PH—RPC—50—3/84 U’ LOG OF EFFECTIVE PAGES CESSNA MODEL T2WN LOG OF EFFECTIVE PAGES (Continued) Page Date 5-13 thru 5-35 ii September 19815-36 Blank 11 September 1981 6-1 11 September 19816-2 Blank 11 September 19816-3 thru 6-35 11 September 1981 6-36 Blank 11 wptember 1981 7-i thru 7-5 ii september 1981 *76 thru 7-7 16 December 19817-8 thru 7-50 ii September 1981 6-1 11 September 19818-2 Blank 11 September 1981 Page Date 8-3 thru 8-14 11 September 1981 *8_is 16 December 19818-16 thru 8-22 11 September 1981 9-1 16 December 1981 9-2 thru 9-3 11 September 19819-4 Blank 11 September 1981 NOTE Refer to Section 9 fable of Contents for supplentents applicable to optional sys tems. 11 September 1981 Revision 1 - 16 December 1981 0 0 0 0 iv CESSNA TABLE OF CONTENTS MODEL T210N TABLE OF CONTENTS SECTION GENERAL 1 LIMITATIONS 2 EMERGENCY PROCEDURES 3 NORMAL PROCEDURES 4 PERFORMANCE 5 WEIGHT & BALANCE/ EQUIPMENT LIST 6 AIRPLANE & SYSTEMS DESCRIPTIONS AIRPLANE HANDLING, SERVJCE & MAINTENANCE 8 SUPPLEMENTS (Optional Systems Description & Operating Procedures) 9 11 September 1981 v/(vi blank) CESSNA SECTION 1 MODEL T21ON 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 Terminology 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 • . . 1-3 1-3 • • . 1-4 • . • 1-4 1-5 1-5 • . . 1-5 1-5 • . . 1-5 • . 1-5 • 1-6 • • • 1-7 • • . 1-7 • • 1-7 11 September 1981 1-1 SECTION; CESSNA GENERAL MODEL T2ON a 1 3’-O’ ,OT::ensjons shown are based on Standard enrpty weight and proper nose gear and tire inflation. 2. Maoiseorn height shown with nose gear depressed as far as possible and flashing beacon installed. 3. Wheel base length is 72. 4, Propeller ground clearance is 107/8’. 5. Wing area is 175 sqoore feet. 6. Mininrunr taming radios I * pivot point to ootbnard wing tipl is 26-1 1’. 0 PIVOT POINT * * PIVOT POINT 0 n 0 Figure 1-1. Three View 11 September 1981 CESSNA SECTION 1 MODEL T21ON GENERAL INTRODUCTION This handbook contains 9 sections, and includes the material required j 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 definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: TSIO-520-R. k Engine Type: Turbocharged, direct-drive, air-cooled, horizontally- opposed, fuel-injected, six-cylinder engine with 520 cu. in. displace ment. Horsepower Rating and Engine Speed: Maximum Power (5 minutes - takeoff): 310 rated BHP at 36.5 inches Hg and 2700 RPM. Maximum Continuous Power: 285 rated BHP at 35 inches Hg and 2600 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: D3A34C402/9ODFA-10. Number of Blades: 3. Propeller Diameter, Maximum: 80 inches. Minimum: 78.5 inches. Propeller Type: Constant speed and hydraulically actuated, with alow 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 (Formerly 100/130) Grade Aviation Fuel (Green). NOTE Isopropyl alcohol or ethylene glycol monomethyl ether may be added to the fuel supply. Additive concentrations shall not exceed 1% for isopropyl alcohol or .15% for ethylene glycol monomethyl ether. Refer to Section 8 for additional information. 11 September 1981 1-3 SECTION 1 CESSNA GENERAL MODEL T210N Total Capacity: 90 gallons. Total Capacity Each Tank: 45 gallons. Total Usable: 87 gallons. NOTE Before refueling or when the airplane is parked on a slope, place the fuel selector handle in the LEFT ON or RIGHT ON position, whichever corresponds to the low wing. This action minimizes cross-feeding from the fuller tank and reduces fuel seepage from the wing tank vents. OIL Oil Giade (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 ‘I’he airplane was delivered from the factory with a corro sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24 (and all revisions thereto), Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity for Temperature Range: All temperatures, use SAE 20W-50 or Above 4°C (40°F), use SAE 50 Below 4°C (40°F), use SAE 30 NOTE Multi-viscosity oil with a range of SAE 20W-50 is recom mended for improved starting and turbocharger controller operation in cold weather. Oil Capacity: Sump: 10 Quarts. Total: 11 Quarts. MAXIMUM CERTIFICATED WEIGHTS Ramp: 4016 lbs. Takeoff: 4000 lbs. Landing: 3800 lbs. 11 September 1981 CESSNA SECTION 1 MODEL T21ON GENERAL Weight in Baggage Compartment: Baggage - Forward of wheel well on folded down aft seat (Station 89 to 110): 120 lbs. Baggage - On wheel well (Station 110 to 124): 50 lbs. Baggage - On and aft of wheel well (Station 110 to 152): 200 lbs. NOTE The maximum allowable combined weight capacity for baggage forward, on and aft of the wheel well is 240 pounds. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Turbo Centurion: 2237 lbs. Turbo Centurion II: 2303 lbs. Maximum Useful Load, Turbo Centurion: 1779 lbs. Turbo Centurion II: 1713 lbs. 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: 22.9 lbs./sq. ft. Power Loading: 12.9 lbs/hp. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. 11 September 1981 1-5 SECTION 1 CESSNA GENERAL MODEL T21ON KTAS Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used. 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. 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 minimum 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 configu ration 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. V. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius or degrees Fah renheit. Standard Standard Temperature is 15°C at sea level pressure alti Temperature tude and decreases by 2°C for each 1000 feet of altitude. 11 September 1981 CESSNA SECTION 1 MODEL T210N GENERAL Pressure Pressure Altitude is the altitude read from an altimeter Altitude when the altimeter’s barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. Percent power values in this handbook are based on the maximum continuous power rating. RPM Revolutions Per Minute is engine speed. MP Manifold Pressure is a pressure measured in the engine’s induction system and is expressed in inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- Demonstrated Crosswind Velocity is the velocity of the strated crosswind component for which adequate control of the Crosswind airplane during takeoff and landing was actually demon- Velocity strated during certification tests. The value shown is not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning. Unusable Unusable Fuel is the quantity of fuel that can not be safely Fuel used in flight. PPH Pounds Per Hour is the amount of fuel consumed per hour. NMPG Nautical Miles Per Gallon is the distance which can be expected per gallon of fuel consumed at a specific engine power setting and! or flight configuration. g g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Reference Datum is an imaginary vertical plane from Datum which all horizontal distances are measured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum. 11 September 1981 SECTION 1 CESSNA GENERAL MODEL T21ON Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used inthis handbook to simplify balance calculations by reduc ing the number of digits.) Center of Center of Gravity is the point at which an airplane, orGravity equipment, would balance if suspended. Its distance from (C.G.) the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding theairplane’s individual moments and dividing the sum bythe total weight. C.G. Center of Gravity Limits are the extreme center of gravity Limits locations within which the airplane must be operated at a given weight. Standard Standard Empty Weight is the weight of a standard air- Empty plane, including unusable fuel, full operating fluids and Weight full engine oil. Basic Empty Basic Empty Weight is the standard empty weight plus theWeight weight of optional equipment. Useful Useful Load is the difference between ramp weight and the (3 Load basic empty weight. Maximum Maximum Ramp Weight is the maximum weight approved Ramp for ground maneuver. (It includes the weight of start, taxi Weight and runup fuel.) Maximum Maximum Takeoff Weight is the maximum weight (3 Takeoff approved for the start of the takeoff roll. Weight Ivlaximurn Maximum Landing Weight is the maximum weight Landing approved for the landing touchdown. Weight Th Tare Tare is the weight of chocks, blocks, stands, etc. used when .1 weighing an airplane, and is included in the scale read ings. Tare is deducted from the scale reading to obtain theactual (net) airplane weight. 11 September 1981 CESSNA MODEL T21ON SECTION 2 LIMITATIONS SECTION 2 liMITATIONS TABLE OF CONTENTS Introduction Airspeed Limitations ‘- Airspeed Indicator Markings Power Plant Limitations . Power Plant Instrument Markings Page 2-3 2-4 2-4 2-5 2-6 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-8 2-9 Weight Limits Center Of Gravity Limits Maneuver Limits . . Flight Load Factor Limits Kinds Of Operation Limits Fuel Limitations Other Limitations . . . Flap Limitations . . Placards 11 September 1981 2-1/(2-2 blank) 0 0 / cc 0 0 CESSNA SECTION 2 MODEL T21ON 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 and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot’s Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-t) 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. 3A2l as Cessna Model No. T21ON. 11 September 1981 2-3 SECTION 2LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL T21ON Airspeed limitations and their operational significance are shown infigure 2-1. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 0 SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 198 203 Do not exceed this speed in any operation. VNO Maximum Structural 165 168 Do not exceed this speed Cruising Speed except in smooth air, andthen only with caution. VA Maneuvering Speed: 4000 Pounds 129 130 Do not make full or abrupt 3350 Pounds 118 119 control movements above 2700 Pounds 105 106 this speed. VFE Maximum Flap Extended Speed: To 10° Flaps 158 160 100 - 200 Flaps 130 130 Do not exceed these speeds 20° - 30° Flaps 116 115 with the given flap settings. VLO Maximum Landing Gear 163 165 Do not extend or retract Operating Speed landing gear above this speed. VLE Maximum Landing Gear 198 203 Do not exceed this speed Extended Speed with landing gear extended. Maximum Window Open 198 203 Do not exceed this speed with Speed windows open. 2-4 11 September 1981 CESSNA SECTION 2 MODEL T210N LIMITATIONS MARKING KIAS VALUE SIGNIFICANCE White Arc 58- 115 Full Flap Operating Range. Lower limit is maximum weight V in landing configu ration. Upper limit is maximum speed per missible with flaps extended. Green Arc 74- 168 Normal Operating Range. Lower limit is maximum weight V5 at most forward C.G. with flaps retracted. Upper limit is maxi mum structural cruising speed. Yellow Arc 168 - 203 Operations must be conducted with caution and only in smooth air. Red Line 203 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: TSIO-520-R. Maximum Power, 5 Minutes - Takeoff: 310 BHP rating. Continuous: 285 BHP rating. Engine Operating Limits for Takeoff and Continuous Operations: 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 Minimum Fuel Flows placard in this section. Maximum Cylinder Head Temperature: 460°F (238°C). Maximum Oil Temperature: 240°F (1 16° C). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Fuel Pressure, Minimum: 3.0 psi. Maximum: 19.5 psi (186 PPH). Fuel Grade: See Fuel Limitations. Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil or Ashless Disper 11 September 1981 2-5 SECTION 2LIMITATIONS CESSNA MODEL T2WN sant Oil conforming to Continental Motors Specification MHS-24 andall revisions thereto. Propeller Manufacturer: McCauley Accessory Division.Propeller Model Number: D3A34C402/9ODFA-10. Propeller Diameter, Maximum: 80 inches. Minimum: 76.5 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. RED LINE GREEN ARC YELLOW ARC WHITE ARC RED LINEINSTRUMENT MINIMUM NORMAL CAUTION NORMAL MAXIMUMLIMIT OPERATING RANGE k8E LIMIT Tachometer - - - 2200- 2600 - - - - 2700 RPM 2500 RPM 2700 RPM Manifold Pressure - - - 15-30 35 - 36.5 - - - 36.5 in. Hg in. Hg in. Hg Oil Temperature - - - 1000 - 240°F - - - - - - 240°F CylinderHead 200°-460°F 460°F Temperature Fuel Flow (3.0 psi) 36 - 120 - - - 120 - 162 186 PPH (Pressure) PPH PPH (19.5 psi) Oil Pressure 10 psi 30-60 psi - - - - - - 100 psi Fuel Quantity E (7.5 Gal —- - - - - - - - - - - Unusable Each Tank) Suction 4.6-5.4 in.Hg 0 Cl 0 Figure 2-3. Power Plant Instrument Markings 0 0 2-6 11 September 1981 CESSNA SECTION 2 MODEL T21ON LIMITATIONS WEIGHT LIMITS Maximum Ramp Weight: 4016 lbs. Maximum Takeoff Weight: 4000 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 wheel well (Station 110 to 124): 50 lbs. Baggage - On and aft of wheel well (Station 110 to 152): 200 lbs. NOTE The maximum allowable combined weight capacity for baggage forward, on and aft of the wheel well is 240 pounds. 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 43.9 inches aft of datum at 4000 lbs. Aft: 52.0 inches aft of datum at 4000 lbs., with straight line variation to 53.0 inches aft of datum at 3800 lbs., and 53.0 inches aft of datum at 3800 lbs. or less. Reference Datum: Lower portion of front face of firewall. 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.Og *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. 11 September 1981 2-7 SECTION 2 CESSNA LIMITATIONS MODEL T21ON 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 t.j required instrumentation and equipment for these operations. The refer ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited; however, the airplane may be equipped with a known icing equipment package which allows flight penetration of icing conditions as defined by the FAA. FUEL LIMITATIONS 2 Standard Tanks: 45 U.S. gallons each. Total Fuel: 90 U.S. gallons. Usable Fuel (all flight conditions): 87 U.S. gallons. Unusable Fuel: 3 U.S. gallons. Takeoff and land with the fuel selector valve handle in the BOTH ON position. With 1/4 tank or less, prolonged uncoordinated flight is prohibited whenoperating on either left or right tank. When switching from dry tank, turn auxiliary fuel pump on momentarily. Use of left or right tank only is reserved for level flight. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 00 to 20°. Approved Landing Range: 0° to 30°. a 2-8 11 September 1981 CESSNA SECTION 2 MODEL T21ON LIMITATIONS PLACAR Os The following information must be 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.) The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category. Other operat ing limitations which must be complied with when operating this airplane in this category are contained in the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual. No acrobatic maneuvers, including spins, approved. 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: CAUTION! CONTROL LOCK REMOVE BEFORE STARTING ENGINE 3. On fuel selector valve (at appropriate locations): ALL FLIGHT ATTITUDES BOTH 87.0 ON GAL. FUEL SELECTOR LEFT RIGHT ON ON 43.5 GAL. 43.5 GAL. LEVEL FLT ONLY LEVEL FLT ONLY 11 September 1981 2-9 SECTION 2 CESSNA LIMITATIONS MODEL T210N 4. Near fuel selector valve: TAKEOFF AND LANDING ON BOTH WHEN SWITCHING FROM DRY TANK TURN AUX FUEL PUMP ON MOMENTARILY. 5. Adjacent to fuel on-off valve control knob: FUEL VALVE PUSH ON 6. Aft of fuel tank caps: SERVICE THIS AIRPLANE WITH 100LL/ 100 MIN AVIATION 7 GRADE GASOLINE. TOTAL CAPACITY 45.0 GAL. ] (3 7. Forward of fuel tank cap: CAPACITY 33.5 GALLONS TO L BOTTOM OF FILLER NECK EXTENSION. 8. On baggage compartment door: MAX BAGGAGE 200 LBS. TOTAL. REFER TO WEIGHT ANDBALANCE DATA FOR BAGGAGE/CARGO LOADING. 9. On hand pump cover: MANUAL GEAR EXTENSION 1. SELECT GEAR DOWN. 2. PULL HANDLE FWD. 3. PUMP VERTICALLY. CAUTION: DO NOT PUMP WITH GEAR UP SELECTED 11 September 1981 CESSNA SECTION 2 MODEL T21ON LIMITATIONS 10. Near manifold pressure/fuel flow indicator: MINIMUM FUEL FLOWS T.O.: 2700RPM 36.5 IN. MP., 186 LBS/HR MAX. CONTINUOUS POWER: 2600 RPM ALT-FT/ 1000 SL-17 18 20 22 24 26 28 30 MP. IN. HG 35 34 32 30 28 26 24 22 FUEL FLOW-LBS/HR 162 156 144 132 120 108 102 96 AVOID CONTINUOUS OPERATION BETWEEN 1850 AND 2150 RPM j ABOVE 24 IN. M.P. 11. On flap control indicator: 0°- 10° 160 KIAS (partial flap range with dark blue color code; also, mechanical detent at 10°.) 10°- 20° 130 KIAS (indices at these positions with light blue color code; also, mechanical detent at 20°.) 20°- FULL 115 KIAS (white color code.) 12. On inside nose wheel doors; WARNING BEFORE WORKING IN WHEEL WELL AREA PULL HYDRAULIC PUMP CIRCUIT BREAKER OFF. 11 September 1981 2-11 SECTION 2 CESSNA LIMITATIONS MODEL T21ON 13. Near landing gear lever: MAX SPEED lAS GEAR OPER 165 KTSGEAR DOWN 203 KTS 14. A calibration card must be provided to indicate the accuracy of the magnetic compass in 300 increments. f OIL L 1OQTS 16. Near airspeed indicator: MANEUVER SPEED 130 KIAS 17. In full view of the pilot: I-) 0 15. On oil filler cap: MAJOR FUEL FLOW FLUCTUATIONS/POWER SURGES 1. AUX FUEL PUMP - ON, ADJUST MIXTURE. 2. FUEL SELECTOR - BOTH.. 3. WHEN FUEL FLOW STEADY, RESUME NORMAL OPERA TIONS. SEE P.O.H. SECTION 3 FOR EXPANDED INSTRUCTIONS. 18. Forward of each fuel tank filler cap in line with fwd arrow: 0 0 0 0 0 FUEL CAP FWD A ARROW ALIGNMENT CAP MUST NOT ROTATE DURING CLOSING 2-12 11 September 1981 i,5I’,O5iU5.”hki Scerc Ic1’ AD Stppteyvvt6n.t Fednz3vtRjnAdmH’flstnjnon t o A 1 LAirwoi thittees Directive I di.i ii Itctiisiti IiiIop I i.tiiti tint DNP.\R I MI:N r or 1RANSPOR1 ATION Federal Ai union Administration 14 (FR Pail 30 [63 FR1tSl0 No. IS! 0015 05] Docket No 07-f’F-62-AD: Amendment 30-10773: AD i)54l5I4 RI RIN 2l20-AA64 Ainroohtncss Dii ccci Cs: Cessna Models 121 ON, 1121 (IN. and P21 OR Airplanes PitE Copm (II .SviiIahIe): Ircainlilt Itttiti A(iI:Nk’’t Federal .\viaiion Administration, DIII AC ‘ION: Fntal rule. con celion SLIsIIsIARY: ‘I’lns aniendnteni clarifies inftirni,uisni coniamed in .\inssnolttness Direetis e (AD) 06—1)5—14. sslnels currently requires cci isitig the FAA—appioved Airplane Flight Manual AIM) to speedy procedures that sros,ld prohibit liiultt in sd crc ieiitn cisnduutns I as dcierinnted Its certain s suit cuesi. lintit or prohibit (lie use ufvarious Iliplu control sles ices o bile ni sescie ieiitu condititsits. nisl pros ide the loOn ciesi is nIt recounnion cues hr. ansI procedures fr csiiine front. ,es crc ieittio conditions on certain Cessna Aircrat) Cisiiipan IC essnal Models 121 ON, P21 (IN. ansI P21 OR aiiplaiies. 1 Ice iubltc.ti,iit tiieorreetlv references lie possibility itt ceriani (ci accan:nlatsiii sit lie “Ion ci’’’ surlace ol the si’iiig. instead of bc ‘‘tipper’’ siichace ol the cute o tile operaone is itIt Fe laps estetided This incorrect statement tttav result in 1dm un sntierpretation of the tcittc elfecis n ithi lie laps esieuded. ansI leail to an incorrect actioit. 1 Ins dssenntent replaces the is ord “Ion Cr” svitlt ‘‘sipper” ni tIns setstetice. The acaons speci lied in ilus AD are attended to continue to nti ii ttiie tlte potential Itacurds associated iciilli operating these airplanes in ses crc icing conditnins by pros iding niore clearly deli ned procedures and litttitat ins assoct:tted ss’iili snelt conditions I) SI S Flfecuse Sepicinher 22. 1Q06. .\DDRLSSI’S: Suhuni cssmtnenis in triplicate to the Federal Si i,ition .Sdntiitistration IFAA I_Central Regnnt. Oflice al lie Regional Conusel. .\uenaoty Rules Docket No. 97—( E-62-AD, Rtioui 1558, (ill I F. I 2ili Street. Kansas Cita . \hissosiri h4lIln. ‘OR FURCHER INFORMATION CONTACT: Mr John P. Don, Sr.. Aerospace Ritanteer, USA. Sniall .‘snplaite Ftiiect,sraie. 121)1 Waltitit, suite 0(111, Kansas Cits . Missouri 641(16: teleplisine: 1616) 426—6032. facsntnle: (SI 61 426—2! hi), SUPP1.LMISNTARY INFOIC\IATION: D is cci sit, e (Sn Fehoiara 24. (006, die 15A.\ issued AD OS-OS—Il. Aittetidatent 35—I 1l35 163 Fl?. 11151 0. MaccIt 1, 1005). u Itieli applies to Cessna Models 121 ON, 1121 IN. and P21111k airplanes. AD i35M51 1 ss as the resuli ofa ret etc ssf the resluireittettts br r ol,l’rJ’”O’ii:..’ i45,”sil,’.,i, . ‘‘fi1fl)’’” ri”.t I -IU ii.Ci. iiiu iDO .1111 rnlr i!vsII certitication ot these ii planes in ieiiie conditnias. lieu iif onanon on the due Ciii ursstilflcnt. and ieine data tsiovidcd eairentlv to the flielit cress - AD 95—05—I 4 reqoires icvisine lie l_inthatiotts Section of lie FAA—approi cil Airplane Flielit Manaal (AFSL Ito specify tirocedares that woo Id: Require llioht ciesrs to inanediatcly rcqacst pnorutv liandlate flow Air 1 rattle Control to exit severe icing conditions (as determiaed Isv certain visaal cnes(: l5iiitahit diets iii ses cue (cisc conditions (as deierniioeil hy certain visnat cnesl: t1iohihiu usc of the antripilot solien irs- is loraicd at( of the protected snrlisees of the wing. or silica ao uausual Lateral triut condition exists: sot Reqoire that all icing si-inc iastsection lights he otserat ire prior to (iota inisu knoivit or fsirccasi icing consliaons at 1 hat action also requires rcrusi io the Normal l5rneertnrcs Section otilie FAA—atspros cut AFNt to speciR’ procertnres that non hI: tIme ase of the (laps and proliihh the use of the antopilot o lien ci is obsened brining ati ol lie protected sarihees of lie n-inc. or if nnnsnal lateral trint rertuirenients or antopilot trini a arninos are encountered: and Pros isle lie fliglo crew nitli ieemuenonin cnes fur, and pis’cednrcs lisr exiting (honi. scs crc icnio conditions. Need mr thin Cnrrcctin,i 1 lie AD incorrectly states am paragraph lall I of Al) 95—Its—Il that: (tperatiisn with (laps cxteniled cami result ni a rerlneed ssnig ruingle—oRrutack. is itli the possilsmlmtv o Hi. liirnting on the losser ssirthce blurthier all on the snag than narnial. possibly af of the prritccied area. The snord “losser” in this sentence slurinld lie ‘apis-c” TIns incoriect statement may resalt in pilot nnsiuiterpreiation oftlie icing effects nitli the Oatss extended and lead is an inco reci actnin. lhe pilot sif the alicciecl airplanes can only see lie (isis-er snug sarface. However. icc accretion on tIme utppei surface of the sning. sclneli lie pilot caisnot obsen c. is nsnallv aceisntpanied liv ire accretism on the losser stirlitce. As stated earlier. the pilot can ohsenc icc aecreaon on the losses snrlhce. Fxicnsirsn isf (laps that results in a reduced angle—msf—aoaek can change the relaiionsli it’ of tIme extent of icr on the tipper and losser snrtiices of the is ing. For exanitsle. t ci snill tend to aeercte nmssre on lie nptier surface than on the lrssser surtiice at a rerlneed angle—of—attack. I howeser. sslicn laps are exuendert in certain icing cisnditinns. the redneiton of icr Rirtlier all on lie — toss-er snrf cc sit’ the ssing niav leash the pilot to eonclncle ineiirrecilv that there is us reduction of ice hutrihier all on lie ritstier snrf ce Thus is not corrcei: as stated earlier. the tendency is or niore ;c raccretissn on the tipper sarface. Ltsnuhhv. ice on the tttsper sarthee of the ssnsg is nuire adverse icu the aerodynamic characteristics of the airplane tItan is icr on lie hosrer stirthce of the ising. fisnseqtietnlv. the tA51 sass a neeil us clarify Al) itSItSIl to assnrc that this sisnal enc can he fohliso ed ansI that lie appropriate casise aiid eftect relationship is descrilserl. Cnrrrctinn ni Puhshicntinn 1 Ins document elarires the intent of the previously discossesl s isnal cue in paragraph I a1121 st AD 515—tt5— II. This docunient also aslcls lie anscadoietit to seetsius 39.13 of the Federal \ i iauisn Regulations (II C FR 351.131. Since this actiisn only clarifies tIme dnseripuon ofa visnal cue in AD 9h-tt5-tl. it has no ailserse ecisiiommmic nntsaei and inipiuses nis additional lint-den on atic person ihtati uruirilsl hiase been stecessary liv tIme existing AD. Ihieretisrc. the FAA has deternuisucd ihiun prisir notice and ssppiurtunitv (hr pnlshic coniusettu are unsitecessan List nf Subjects in 11 CFR Part 39 ‘5 Air mransportaiion. Airerati iation satcic. Saldis - r-ss:ss-,. ‘‘ii’,: ii’,_-i,i-s,cr 5i5’i’’i_ ‘ 550540 0’s.-,isss,,_e_sO,OS,s, es,5.,s-C54”0”s a—i’si .--:. ‘i.t.t. tat,;S ‘DittO :.;ii’DIc,Ii htlopttno of the Antetttlntent Accordictglv. pursuant to the authority delegated to ote by cite Administrator. cite Federal Aviation Administration ntctends part 39 of lice Federal Aviation Regulations (14 CFR can 391 as follows: PAR’!’ 39 AIRW’OR’I’IIINESS DIRECfI\’ES The atcticssritv citation (or part 39 coctttttues to read os Oslioss’s: Acctitoritv: 49 U.S.C. I 06(gl. 31)113.417(11 39.13 .&ntendechi 2. Section 39.13 is atneccded by recccoviccg Ainsorticiness Dcrcctise t..\D) 98-05-Il. Amendment 39-10375 (63 FR 11)5(9. March 4. I 9981. and by addittg a new AD to read as (hilTon s: ltcatcl:ccicr t ctiisrcccat(itcc 98-68-14 RI CESSNA AIRCRAFT COTtIPANY: Atccecctlcccetct 39-11)773: Docket No. 7-CF-62-AD: Resises AD 08-05- II, Aocetccltccetct 39—1 tt375. Applicahiliitv: Models T2 ION (serial nccttchers 21 (63641 tlcrough 21 tt64897(, P2! (TN (serial ntttttbers P219110386 tltrongic P21 tlt%18341. accd P2111th (all serial nnttabers( act]c(actes: certilicatcd itt attv eateootT. NCifI I: Titis AD applies cc caclc aiqilatte ideitcilied icc the preceding applicability pros isiotc, regardless oft; itetlter it Itas lweo tttoditied, altered, or repaired ccc 11cc area stcbtccc to the requirctctencs nftltis AD. For airplattes cicac base brett tttotliietl. altered. tsr repaired ott Iliac cite pcrfonccactce of Ice rcquirecccents sit’ Isis AD is nff etecl. Ice osrcaer’operacor ncust reqccesc alclarcss al 11cr act altcntat ive ccceclcod if cocccpliaccee icc accccrctatcec csitlc oaragtaplc (di of cicis AD. Tlcc reqccest sltottld iccctcctle act assesstccent of Ice el’t’eec of cite tttodifteaticctc, alceraciccic, or repair on cite tctcsalhi cccccdiciccu addressed by ticis AD: acid, if cite ttttsati, ecsnditicccc itas cccct been elincinatcd. cite request sitctttid iccelcccle siteci Sc proposed aetioccs to address it. Cnmplinnce: Rcqccicesl as itcdccaced a cIte body of titis .\D. ttttiess aircada tcctctttplislted. I_cc ccc iccicccize lice pica ml Icaearck associated critic ccperat ing cite niqalatce icc set ore ccisg coccdicicsns icy pros’idiug ctaccre clearly deliued prtcccdttres and liuaitaticcccs asscceiated ss’iclt sccelt cccuditiccccs, aeeoctcphsh lice following: (at \Vitititt 311 days after .\pril 30. 1998 ltiie effective date Al) ‘18—05—il), aeccctttltlislc lice reqccireccccuts ccfparaorapits (all U actd (01(21 if ticts :\D. 7113ff, 2: Uperatoru sitccctld tcciciace ucttocc to ccitt ii’s and ensure tlcac fliglct crecvcccecccicors are apprised ccf tick clcaccge. (titles ise cite -AA—approved Airplane Fhgitt Ntatcccai I AFM thy icceccqcccrating cite following iccto cite Licccitaticcccs Seeticctc of lice :\Fhl. Ticis cttav ice aeccccccplislcccl liv ttttencct000csf.v ccf liii, AD ccc Ice .‘sFhl. Sec crc cecccg ttaay’ rescclc frccccc ettvirouttaeatai eccuclctcous otttsicie if cicccse for cricich ice airplane to eertilieated. Fliglct icc f’ceeiccg raid, l’reezittg driecie. or ucixed ieiccg conditions I supeccooled hqccid tracer and ice crp’scalsl ucay result in icr build— ccp csct protected surfaces exceeding cite capability of lice ice protection s3 scent, or ttcay result icc (cc foruciccg aft of the protected surfaces. TIck icr acay not be sited using cite ice protccciocc sastetas. and nay seriously degrade cite perforcccatcee acid euttcrnliab(lity ccl’tlce airplane. • Dccriug light, set crc icing conditions that exceed those for crlcccic cite airplane is certificated sicall he tietonctined by clco (‘oliosvittg rcsctai cues. If one or atom of these visual cues esists, iuctttediatolc reqccesc prtority icaudhog front Air fraffle Control to facilitate a rondo or an altitude elcange cc’ exit cite cciccg coudicious. Cttttsccallx exceusis a let’ aeeuncuhaciuu on Ice airfraucc accd cviccdslcicld in areas cot itonccallv obsenetl to collect icr. Aeetcttc:iloticsct of icc ctcc tice lccsver outface of cite n ictg aft of the pcoceeced at ca. • Siccee cite atctcspi lot. cs’hcu installed and operattccn. ncoa ttcask tactile cues ticot iccdceace adverse elcuctges in ltattdliug iwr ci i.d,e” tdasi: _u%.t,cc.dcc.c,jchrcy siuc.cti4U.st’.c4c{d54td”5’ccrd.,cc..,s.:’.c&ci:..gccic 022 ,‘csoscjt r i’\t • .,u ti,,&i, i2ilIN. ‘2 ‘‘5 ,,i ‘150 vq’Snc— ehatactensties. Lise ot the autopilot is prohibited when any ol the saul cues specihed above exist, or tvhes unusual lateral rica reqnireiiieuts or aLitopilot trim warnings are encountered while the airplane is is icing coudit loss. • All ‘visit icing isspectios lights must be operative prior to Ilight isto ksoivs or lorecasi icisg conditions at night. [NOTE: Tias supersedes any relief pros ided by the Master Miuisuss F-quipsieut List IMMELI.]” 12) Revise the FAA—approvcil AFM by iscorporatia the Folios-lag into the Normal Proeedtires Section ti) the AFM. This may be aecosiplislied by iusertisg a copy of this AD iii the ARsi. “I’IIE FOLLOWING WEAThER CONDI’FIONS MAY BE CONI)UCI\’E TO SEVERE IN-FLIGHT ICING: • Visible i ais at temperatures belasv 0 degrees Celsius amhieitt air teinpcratitre. • Droplets that splash or splatter on itispact at teittgeratnrcs hehosv It degrees (‘elsuis autbicst air temperature. PROCEI)URFS FOR EXITING TIlE SEVERE ICING EN\’IRONNIEN I’: ‘I liese tuoceduics are applicable to all light phases iota takeo t’l’to Iaitditig. htositor the muihieitt air temperature. Folule ses crc icing say lurut at tetageratares as cold as — IS degrees Celsius. increased sigilasce is svarrastcd at temperatures around Ii cecuio seitli s’isihlc stoistuic presetit. I ‘the i istial cues soecifled is the Lsuitatioas Section ot’thc Aliil for itlcuti fvise ses ci c clog eoschitiotts ate tshsened, aeeouiplisli time liillosvisg: • lsaocdiaiely reqtiest priority liauillisg frost Air Trat’Oe Ctsitrol to facilitate a route or as altitude cliatige to exit the set-crc iriug eotiditioits iu order to as aid extetirled exposure to Iligiti roitditiotts store severe than iltose f-sr selselt the airplaite has been certilieated, • As oid abrupt atid excessive itiatiesi erisg that stay exaeei tate control dtl’Iieulties. ‘dO • Do sot cttgage lie aitiottiloi. • If the an vipilot is engaeeil. Itohl lie eumroh ss’lieel thritilv and disrtigage the autopilot. • If as rususual roll resposse or uucotttsiasded roll eoutrol sitis’esiettt is obscrs’cd. rerluee ilte angle—of—attack. ‘— ‘S • Do stit extend Ottps tx-lies lttsldisg is iriug cosititioss, Operat itst ivitli lags extended eait result is a reduced tying ttitgle— - - of-attack. u-id lie possibility nt ui titrittiug ott the upper surlhee tiirtlier oh oit lie snug ihait sornial. possibla ill of lie Isoteeted area. • L’ lie Ilags are esieitded. do ru retract theta unal the airhi-ame is clear of it’s. • Repott these is emlier eosditioos to .hir -l r,ih’lie C’ttutrol,’’ I It I scot tussling I ic A PhI i es isitsits. as required Isv thus At). sat- he pertisrsterl by mite oss tier tipermor Istildiug it leasi a private pilot eertihhcaie as imiutltorized be seetisto 437 oI’tlie Federal As’tauoti Regulatious 114 Cl”R 13-7t- aud ittusi be vutered ittto cIte aircraft records shots-lug cttstgliasce u’itli thtis AD iii aecordaitee st’itlt section 43,55 oi’thte Fedeial As’iatitts Regulatioss 114 CFIk 43.Fo- I ci Special ftigltt perutits stay be issued iii aceordattve sviili seetstitts 21,1 ‘17 attd 21,100 tif lie Federal As’iatitsit Reguhatuitts 114 CFR 21.107 uitd 21,190) 10 operate lie aiqtlatte to t loeatios where lie requireittems of tins Al) eati lie tcctsittphishied. Id) Ait alternative ittetliod of compliance or adjosititeiti of the eotttphiasre nine thtat pi-ovides Ott equis-aleict let ci tif saFots may be apprsts-ed by the blattager. Sittahl Airplatte Directorate. FAA. 1201 \Valsut. suite ‘SIlt), Kassas Cits-. Misssturi 641)16. Fite request shah he Forwarded iltrough ott appropriate FA.-\ Nlattttesauee Inspector, ts-Ius itias- odd eoittstests acid titeit settd it to lice Nlasauer. Stuall Airplane Directorate. NOFE 3: lal’orutattos couceotiog lice existettee of appros ed aitertiatis e titethods of eostphiattcc svitht this AD. faa’. stay he obtaitted iota the Sittall Aiqilatte Directorate, Ic) All persons atfected by tltis directise mar’ exattsise ishhrstailott related to this AD at the FA.\. Ceutral Region. 010cc of die Regional Cuuttsei. Roost 1555. ItOh C. I 2tlt Street. Kansas Citr’. Missouri n-liItb. If) Tins omesrhioeitt revises Al) 05-1)5- i4..-\tnettdtttest 30_I))375. ) g) Otis attsesrlateut becoities elfertis e imtt Septetither 22. I 095. itt,,,, L;,’:ii’— - .Ott’t.ti’L’.,- li—tO ‘sttt’ 5’. t5’,ti,’’’,,,—,s ‘‘mOiio’. iO-;’.:i t,-ittillllt,rt :3—i’M CESSNA MODEL T210N SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction Airspeeds For Emergency Operation OPERATIONAL CHECKLISTS Engine Failures Engine Failure During Takeoff Roll Engine Failure Immediately After Takeoff Engine Failure During Flight (Restart Procedures) 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 Reading Suspected) Excessive Fuel Vapor Fuel Flow Stabilization Procedures 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 Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) • . . . 3-4 3-4 3-4 • . • • 3-4 3-5 3-5 3-5 3-5 3-6 3-6 3-7 3-7 3-7 3-8 3-8 3-8 3-9 3-9 3-9 3-10 3-10 3-10 3-10 3-11 3-fl • • 3-li 3-12 3-12 Page 3-3 3-3 11 September 1981 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON TABLE OF CONTENTS (Continued) Low-Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) Emergency Descent Procedures Smooth Air Rough Air AMPLIFIED PROCEDURES Page 3-15 3-16 3-16 3-16 3-17 3-17 3-18 3-18 3-18 3-19 3-19 3-20, 3-20 3-20 3-20 3-21 3-21 3-22 3-22 3-22 3-23 3-23 3-23 3-24 3-12 3-13 3-13 3-13 0Engine 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 Inadvertent Flight Into Icing Conditions Static Source Blocked Spins Rough Engine Operation Or Loss Of Power Spark Plug Fouling Magneto Malfunction Engine-Driven Fuel Pump Failure . . Excessive Fuel Vapor Indications . . 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 3-2 11 September 1981 CESSNA SECTION 3 MODEL T210N 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 minim ized 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 (J, 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: 4000 Lbs 3350 Lbs 2700 Lbs Maximum Glide: 4000 Lbs 3350 Lbs 2700 Lbs Precautionary Landing With Engine Power, Flaps Down ( Landing Without Engine Power: Wing Flaps Up Wing Flaps Down Emergency Descent: Smooth Air Rough Air: • 4000 Lbs . f 3350 Lbs 2700 Lbs OPERATIONAL CHECKLISTS Procedures in the Operational Checklists portion of this section shown in bold-faced type are immediate-action items which should be committed to memory. 85 KIAS 80 KIAS 130 KIAS 119 KIAS 106 KIAS 88 KIAS 80 KIAS 72 KIAS 75 KIAS 90 KIAS 80 KIAS KIAS 130 KIAS 119 KIAS 106 KIAS 11 September 1981 3-3 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL C)1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 85 KIAS. 2. Mixture -- IDLE CUT-OFF. 3. Fuel On-Off Valve -- OFF (pull out). 4. Wing Flaps - - AS REQUIRED (300 recommended). 5. Ignition Switch -- OFF. 6. Master Switch - - OFF. ENGINE FAILURE DURING FLIGHT (RESTART PROCEDURES) 1. Airspeed -- 85 KIAS. 2. Fuel Selector Valve -- BOTH ON. 3. Auxiliary Fuel Pump -- ON. 4. Throttle -- HALF OPEN. 5. Mixture -- Lean from full rich until restart occurs. NOTE If propeller is windmilling, engine will restart automati cally within a few seconds. If propeller has stopped, verify fuel flow indicator is in middle of the green arc range, thenretard the throttle and turn auxiliary fuel pump off. Turn the ignition switch to START, advance throttle slowly from idle, and (at higher altitudes) lean the mixture fromfull rich. 6. Mixture -- ADJUST as required as power is restored. 7. Throttle - - ADJUST power as required (slowly at higher altitudes). 8. Auxiliary Fuel Pump - - OFF. NOTE If the fuel flow indication immediately drops to zero, signifying an engine-driven fuel pump failure, return the auxiliary fuel pump switch to ON. 9. Mixture - - ADJUST. 10. Fuel Selector Valve - - AS DESIRED after fuel flow is stabilized. 11 September 1981 3-4 Revision 1 - 16 December 1981 CESSNA SECTION 3 MODEL T210N EMERGENCY PROCEDURES FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 90 KIAS (flaps UP). 80 KIAS (flaps DOWN). 2. Mixture - - IDLE CUT-OFF. 3. Fuel On-Off Valve - - OFF (pull out). 4. Ignition Switch -- OFF. 5. Landing Gear - - DOWN (UP if terrain is rough or soft). 6. Wing Flaps - - AS REQUIRED (300 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 -- 100. 3. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. Q 4. Electrical Switches -- OFF. 5. Landing Gear - - DOWN (UP if terrain is rough or soft). 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 and SQUAWK 7700 if transponder is installed. 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 at 85 KIAS with flaps up 11 September 1981 35 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON or at 80 KIAS with 100 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 beopened. 11. Life Vests and Raft -- INFLATE. 0 FIRES DURING START ON GROUND 1. Ignition Switch -- START (continue cranking to obtain start). (J2. Auxiliary Fuel Pump -- OFF. If engine starts: 3. Power -- 1700 RPM for a few minutes. 4. Engine - - SHUTDOWN and inspect for damage. If engine fails to start: 3. Cranking -- CONTINUE (ignition switch in START). 4. Throttle -- FULL OPEN. 5. Mixture -- IDLE CUT-OFF. 6. Fire Extinguisher -- OBTAIN (have ground attendants obtain ft notinstalled). 7. Engine -- SECURE. a. Ignition Switch -- OFF. b. Master Switch -- OFF. c. Fuel On-Off Valve -- OFF (pull out). 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 replace damaged components or wiring before conducting another flight. 3-6 11 September 1981 CESSNA SECTION 3 MODEL T210N EMERGENCY PROCEDURES ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel On-Off Valve -- OFF (pull out). 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 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. 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). 11 September 1981 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON I WARNING 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. Radar Altimeter (if installed) -- OFF. 2. Navigation Light Switch - - OFF. 3. Strobe Light Switch (if installed) - - OFF. 4. Pitot Heat Switch (if installed) - - OFF. 5. Radar (if installed) - - OFF. 0NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat, propeller anti-ice, and windshield anti-ice switches 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. 11 September 1981 CESSNA SECTION 3 MODEL T21ON EMERGENCY PROCEDURES NOTE If ice accumulates on the intake filter (causing the alter nate 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 nearestairport. 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 100 to 20° landing flap setting for ice accumulations oft inchor 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 00 to 100 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 gearand flaps down) at a high enough altitude which would permit recovery in the event that a stall buffet is encountered. 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 thannormal. Apply maximum power and maintain 95 KIAS while retracting the flaps slowly in 10° increments. Retract the landing gear after immediate obstacles are cleared. STATI C SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Static Pressure Alternate Source Valve -- PULL ON. 2. Airspeed - - Climb 5 knots faster and approach 7 knots faster than normal or consult appropriate table th Section 5. 3. Altitude -- Cruise 160 feet higher and approach 70 feet higher thannormal. EXCESSIVE FUEL VAPOR FUEL FLOW STABILIZATION PROCEDURES (If Fuel Flow Fluctuations Of 5 PPH Or More Or Power Surges Occur) 1. Auxiliary Fuel Pump -- ON. 11 September 1981 3-9 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON 2. Mixture -- RESET as required. 3. Fuel Selector Valve -- BOTH ON if vapor symptoms continue. NOTE C If selector was on BOTH ON, select a single tank which contains fuel. If symptoms persist, select opposite tank for 30 seconds, then switch back to previous single tank. 4. Auxiliary Fuel Pump - - OFF after fuel flow has stabilized. 5. Mixture - - RESET as required. 6. Fuel Selector Valve - - AS DESIRED after fuel flow has stabilized for one minute, provided there is fuel in any single tank selected. 0 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 (perpen dicular to handle until resistance becomes heavy -- about 35 cycles). 3. Gear Down Light - - ON (master switch on). 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). 3-10 11 September 1981 CESSNA SECTION 3 MODEL T210N EMERGENCY PROCEDURES 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 On-Off Valve -- OFF (pull out). 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 Breakers - - IN. 4. Landing -- TAIL LOW as smoothly as possible. 5. Braking -- MINIMUM necessary. 6. Taxi -- SLOWLY. 7. Engine -- SHUTDOWN before inspecting gear. 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°. 6. Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN. 7. Avionics Power and Master Switches -- OFF when landing is assured. 8. Land -- SLIGHTLY TAIL LOW. 9. Mixture - - IDLE CUT-OFF. 10. Ignition Switch -- OFF. 11. Fuel On-Off Valve -- OFF (pull out). 12. Elevator Control -- HOLD NOSE OFF GROUND as long as possi ble. 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 11 September 1981 3-11 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON as possible with aileron control. 3. Directional Control - - MAINTAIN using brake on good wheel as required. (D ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Alternator Circuit Breaker - - PULL. 3. Nonessential Electrical Equipment -- OFF. 4. Flight -- TERMINATE as soon as practical. ()LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) NOTE 0 Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. Momentary illumination and/or ammeter needle deflection may also occur during startup of the landing gear system hydraulic pump motor. 1. Avionics Power Switch - - OFF. 2. Alternator Circuit Breaker - - CHECK IN. 3. Master Switch -- OFF (both sides). 4. Master Switch -- ON. 5. Low-Voltage Light - - CHECK OFF. 6. Avionics Power Switch -- ON. If low-voltage light illuminates again: 7. Alternator -- OFF. 8. Nonessential Radio and Electrical Equipment - - OFF. 9. Flight -- TERMINATE as soon as practical. 3-12 11 September 1981 CESSNA SECTION 3 MODEL T21ON EMERGENCY PROCEDURES EMERGENCY DESCENT PROCEDURES SMOOTH AIR 1. Seat Belts and Shoulder Harnesses -- SECURE. 2. Throttle -- IDLE. 3. Propeller -- HIGH RPM. 4. Mixture - - FULL RICH 5. Landing Gear -- EXTEND. L 6. Wing Flaps -- UP. 7. Airspeed: a. During landing gear extension - - 165 KIAS. b. After landing gear is fully extended - - 203 KIAS. ROUGH AIR 1. Seat Belts and Shoulder Harnesses -- SECURE. 2. Throttle -- IDLE. 3. Propeller - - HIGH RPM. 4. Mixture -- FULL RICH. 5. Landing Gear -- EXTEND 6. Wing Flaps -- UP. 7. Airspeeds: 4000 Lbs -- 130 KIAS. 3350 Lbs -- 119 KIAS. 2700 Lbs -- 106 KIAS 11 September 1981 3-13/(3-14 blank) CESSNA SECTION 3 MODEL T21ON EMERGENCY PROCEDURES AMPLIFIED PROCEDURES The following Amplified Procedures elaborate upon information contained in the Operational Checklists portion of this section. These procedures also include information not readily adaptable to a checklist format, and material to which a pilot could not be expected to refer in resolution of a specific emergency. ENGINE FAILURE If an engine failure occurs during the takeoff roll, 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 20,000 I I I 18,000 * PROPELLER WINDMILLING - * FLAPS & GEAR UP 16,000 * ZERO WIND - iij’ °uuu 60 —r BEST GLIDE SPEED .*:: WEIGHT ILBS) j KIAS Aflflfl — 14,000 12,000 10, 000 F— W z w H w > 0 H I 0 Lu I 4000 88 3350 80 — 2700 72 0• I I I 0 5 10 15 20 25 30 35 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 11 September 1981 3-15 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T2 iON 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 inthe checklist. If the engine cannot be restarted, a forced landing without power must be completed. 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. c::) Before attempting an “off airport” landing with engine power availa ble, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as dis cussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning 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 and squawk 7700 if a transponder is installed. 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 theswitches will disable the encoding altimeter and airplane electrical sys tem s. LANDING WITHOUT ELEVATOR CONTROL Q Trim for horizontal flight (with an airspeed of approximately 80 KIASand 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 powerexclusively. At flareout, the nose-down moment resulting from power reduction isan adverse factor and the airplane may hit on the nose wheel. Consequent ly, at flareout, the trim tab should be set at full nose-up position and thepower adjusted so that the airplane will rotate to the horizontal attitude fortouchdown. 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 3-18 11 September 1981 CESSNA SECTION 3 MODEL T21ON EMERGENCY PROCEDURES airplane should be pushed away from the fuel puddle before another engine start is attempted. Otherwise, there is a possibility of raw fuel accumula tions 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. 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 complete 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 1800 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 (use timer mode with digital clock). 3. When the sweep second hand (or timer) indicates the nearest half- minute, initiate a standard rate left turn, holding the turn coordina tor 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. ii September 1981 3-17 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 1800 turn, a 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 1mm 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. 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. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter 3-18 11 September 1981 CESSNA SECTION 3 MODEL T21ON EMERGENCY PROCEDURES 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. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the static pressure alternate 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 10 knots and 160 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 varia tions by one third. With windows open, variations up to 18 knots and 130 feet occur near ( stall (reads low) and up to 14 knots and 220 feet at maximum cruise (reads \ high). During approach, typical variations are 3 knots and 30 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 inadvert ent 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 STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 11 September 1981 3-19 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. 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 0 SPAR K 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 L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera tion 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. 320 11 September 1981 CESSNA SECTION 3 MODEL T21ON EMERGENCY PROCEDURES 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. 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 lean 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 during landing. EXCESSIVE FUEL VAPOR INDICATIONS Excessive fuel vapor indications are most likely to appear during climb and the first hour of cruise on each tank, especially when operating at higher altitudes or in unusually warm temperatures. Indications of excessive fuel vapor accumulation are fuel flow gage fluctuations greater than 5 PPH. This condition with leaner mixtures or with larger fluctuations may result in power surges, and if not corrected, may cause power loss. To eliminate vapor and stabilize fuel flows, turn the auxiliary fuel pump on and reset the mixture as required. If vapor symptoms persist, change the selector valve position in accordance with the checklist. When fuel flows stabilize, turn off the auxiliary fuel pump and reset the mixture as desired. 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 precau tionary landing because an orifice in this line will prevent a sudden loss of 11 September 1981 3-21 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON 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 tempera ture, there is good reason to suspect an engine failure is imminent. Reduceengine power immediately and select a suitable forced landing field. Useonly the minimum power required to reach the desired touchdown spot. LANDING GEAR MALFUNCTION PROCEDURES 0 In the event of possible landing gear retraction or extension malfunc tions, 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 indicatorlights for operation by “pressing-to-test” the light units and rotating them at the same time to check for open dimming shutters. A burned-out bulbcan be replaced in flight by using the bulb from the remaining gearposition indicator light. RETRACTION MALFUNCTIONS Normal landing gear retraction time is approximately 8 seconds. 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, reposi tion 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 motoroperation is audible after a period of one minute following gear lever retraction 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. Intermittent gear motor operation may also be detected by momentary fluctuations of the ammeter needle. EXTENSION MALFUNCTIONS Normal landing gear extension time is approximately 6 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 3-22 11 September 1981 CESSNA SECTION 3 MODEL T21ON EMERGENCY PROCEDURES the gear through the normal landing gear system fail, the gear can be manually extended (as long as hydraulic system fluid has not been fTh 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 LOG 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. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by tJ) periodic monitoring of the ammeter and low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A defective alternator control unit 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 catego Ties: excessive rate of charge and insufficient rate of charge. The para “— graphs 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 evaporate the electrolyte at an excessive rate. 11 September 1981 3-23 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T21ON Electronic components in the electrical system could be adversely affected by higher than normal voltage. The alternator control unit includes an over-voltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. If the over-voltage sensor malfunctions, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, thealternator circuit breaker pulled, nonessential electrical equipment turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis charge indications may occur during low RPM conditionswith an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out athigher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. Momentary illumination and? orammeter needle deflection may also occur during startup of the landing gear system hydraulic pump motor. If the over-voltage sensor should shut down the alternator or if the alternator output is low, a discharge rate will be shown on the ammeter followed by illumination of the low-voltage warning light. Since this may be a “nuisance” trip-out, an attempt should be made to reactivate the alternator system. To do this, turn the avionics power switch off, check that the alternator circuit breaker is in, 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 low-voltage light will go off. The avionics power switch may then be turned back on. If the light illuminates again, a malfunction is confirmed. In this event, the flight should be terminated and? or the current drain on the battery minimized becausethe battery can supply the electrical system for only a limited period of time. Battery power must be conserved for later operation of the landing gear and wing flaps and, if the emergency occurs at night, for possible use of the landing lights during landing. 3-24 11 September 1981 CESSNA MODEL T21ON SECTION 4 SECTION 4 NORMAL PROCEDURES NORMAL PROCEDURES TABLE OF CONTENTS Introduction Speeds For Normal Operation CHECKLIST PROCEDURES Page 4-3 4-3 Preflight Inspection 4-5 Cabin 4-5 Empennage 4-5 Right Wing, Trailing Edge 4-6 Right Wing 4-6 Nose 4-6 Left Wing 4-7 Q Left Wing, Leading Edge 4-7 Left Wing, Trailing Edge 4-7 Before Starting Engine 4-7 Starting Engine 4-8 Before Takeoff 4-8 Takeoff 4-9 Normal Takeoff 4-9 Short Field Takeoff 4-9 Enroute Climb 4-10 Normal Climb 4-10 Maximum Performance Climb 4-10 Cruise 4-11 Descent 4-11 Before Landing 4-12 - Landing 4-12 ( - Normal Landing 4-12 . ‘—‘ Short Field Landing 4-13 Balked Landing 4-13 After Landing 4-13 Securing Airplane 4-13 11 September 1981 4-1/ SECTION 4NORMAL PROCEDURES CESSNA MODEL T21ON TABLE OF CONTENTS (Continued) AMPLIFIED PROCEDURES Page Preflight Inspection Starting Engine Taxiing Before Takeoff Warm-Up Magneto Check Alternator Check Takeoff Power Check Wing Flap Settings Short Field TakeoffCrosswind Takeoff \ Landing Gear Retraction . Enroute ClimbCruise Leaning With An EGT Indicator Stalls Descent Before Landing Landing Normal Landing Short Field Landing Crosswind Landing Balked Landing Cold Weather Operation Noise Characteristics 4-15 4-16 4-18 4-18 4-18 4-18 4-21 4-21 4-26 4-26 0 0 0 0 0 a 4-2 11 September 1981 CESSNA SECTION 4 MODEL T210N 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. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 4000 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 be 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 (3800 Ibs): Normal Approach, Flaps Up Normal Approach, Flaps 30° f Short Field Approach, Flaps 30° ‘— Balked Landing (3800 Lbs): Maximum Power, Flaps 20° Maximum Recommended Turbulent Air Penetration Speed: 4000 Lbs 3350 Lbs 2700 Lbs ( Maximum Demonstrated Crosswind Velocity: Takeoff or Landing • . • 80-90 KIAS 78 KIAS 105-120 KIAS 100 KIAS 97 KIAS 82 KIAS 85-95 KIAS 70-80 KIAS 74 KIAS 70 KIAS • 130 KIAS 119 KIAS • 106 KIAS 21 KNOTS 11 September 1981 4-3 SECTION 4NORMAL PROCEDURES CESSNA MODEL T21ON 0 0 c C 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 pitot 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 \. NOTE 4-4 11 September 1981 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. 1. 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. C C D APPENDIX 86-19-11 PILOT OPERATING PROCEDURES-PREFLIGHT FUEL SYSTEl CHECK Fuel sampling: Fuel strainer, wing tank and reservoir quick drains. 1. Place a suitable container under the fuel strainer drain outlet prior to operating the strainer drain control for at least 4 seconds. Check strainer drain closed. 2. Inspect the flcHd drained from the fuel strainer and each wing tank quick drain for evidence of fuel contamination in the form of water, rust, sludge. ice or any other substance not compatible with fuel. Also check for proper fuel grade before the first flight of each day and after each refueling. If any contamination is detected. comply with 4 below. 3. Repeat Steps 1 and 2 on each wing tank quick drain. 4. If the airplane has been exposed to rain, sleet or snow, or if the wing fuel tanks or fuel strainer drains produce water, the fuel reservoir(s) must be checked for the presence of water by operating the fuel reservoir quick drains. The airplane fuel system must be purged to the extent necessary to insure that there is no water, ice or other fuel contamination. NOTE 1: The fuel reservoir(s) are located under the fuselage between the firewall and forviard door post on all airplane models. Consult the pilots Operating Handbook or Owners Manual in order to determine if one or two reservoir(s) are installed. NOTE 2: A check for the presence of water using the fuel reservoir quick drains prior to the first flight of each day is considered good operating practice. Airworthiness Directive Federal Register Information ‘Header Information DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 Amendment 39-5407, AD 86-19-11 Airworthiness Directives Cessna Models P172 thu P172K, FR72E thu FR172K, 177 thu 1778 and 177PG, F177RG, 185 thru 185E, A185E, A165F, A188, A188A, A1885, T188C, 205 and 205A. 206, U206, U2064 thru U206G, TU206A th TU2O6G, P206, P206A th P206E, TP206A thru 1P2066: 207 and 207A, T207 and T207A. 210B thru 21CR, T210F thu 121CR, P210N and P210R Airplanes POP Copy (if Availoblet: ‘Preamble Information AGENCY: Federal Aviation Administration DOT DATES. Ettective October 4, 1986 V Regulatory Information 86-19-11 CESSNA. Amenoment 39-5407. Applies to Models P172 thru R172K. FR1726 thru FR 172K. 177 th 1778 and 177RG, F177RG, 185 thru 185E, A185E,A18SFA18SA18SA A1888.T1S8C 2O5and2OSA 206 U206 U206A thru U206G TU2Q6A thru TU206G P206, P206A thu P2066, TP2O6A thru TP2066, 207 and 207A, T207 and T207A, 2106 thru 210R T21OF thru T2IOR P210N and P21OR (all Serial Numbers IS/Nil airplanes equipped with fuel whichever comes firat atter the ettective dale of this AD, untesa already accomplished. To eliminate the possibility of engine power reduction due to contaminated fuel. accomplish the following (a( On Cessna Models P172, P1726 thru R172H, )S/Ns P172-0001 thu P1720625) FP172E thru F8172] (5/Na F817200001 thru FR17200530) 177 thru 177A (S/Ns 17700001 thu 17702123) Model 177RG (S/Ne 177RG0001 thru 177RG0592) FI77PG (S/Na F177R00001 thru F177RG01221 2100 and T2I0G thw 210L and T2IOL (S/Na 21058819 thru 21060539 and T210-0t98 thrci T2100451) airplanes, install quick drains in the fuel reservoirs and wing fuel tanks if not presentty equipped in accordance with Cessna Single Engine Customer Care Service Information Letters SE79-15 dated September10 1979, and SEa-I S dated March 16, 1981, or using equivalent aircraft standard hardware. (b) On all Cessna Models 8172, R172E. R172F, P172G. R172H, R172J, P172K, (S/Na P172-0001 thru P172-0409 end P1720410 and on) FR172E, FR172F. FPI72G, F8172H, FR172J, FR172K (S/Na FR17200001 thw FR17200675( 177, 177A, 1778 (S/Ns 17700001 and on). 177RG (S/Na 177RG0001 end on( F177RG (S’Ns F177RG0001 thru F177RG0177( 185, 185A, 1858 1850. 185D, 1856, AI85E, A1S5F (S/Na 632, 185-0001 th 185-1599, 18501600 and on) A188 (S/Ns 653, 188-0001 thru 188-05721 A168A (SiNs 18800573 thru 18800832) A188B (S/Na 676T, 18800833 and on) T188C (S/Na T18803307T, T18803308T. T18803325T and On) 205. 205A, (S/Na 205-0001 and on( 206, U206, U206A. U2066, U2O6C, U206D, U206E, U2O6F, U206G. TU2O6A. 1U2068. TU2O6C. TU2O6D, TU2O6E, TU2O6F, TU2O6G ((SINs 206-0001 thru 206-0275, U206-0276 and on) P206, P206A, P2068, P2060, P2060, P2O6E. TP2O6A, TP2066. TP2O6C, TP206D, TP2O6E, (S/Ns P206-0001 thru P206006471 207, 207A, T207. T207A (S/Ne 20700001 and onl 2105, 2100, 210G. 2106, 210F. 210G. 210H 210J, 210K. 210L, 210M, 210N, 2108, T210F,-T210G, T21OH, T2101, T210K. T21OL. T21OM, T210N, T21OR (S/Na 21057841 and onl P210N and P2108 IS/Na P21000001 and on) airplanes, attach the information that is included in the appendix to this AD (entitled PILOT OPERATING PROCEDURES - PREFLIGHT FUEL SYSTEM CHECK) to the airplane documents (ci An equivalent means of compliance with this AD may be used it approved by the Manager, Aircraft Certification Of lice, FAA, 1801 Airport Road Room 100. fitid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may oblan copies of the documentisi referred to herein upon request to Cessna Aiicratt Company. P:stn Au’cra)t Marketing Doision Post Office Box 1521. Wichita Kansas 67201: or FAA, Office of the Regionat Counsel. Room 1558. 601 East 12th Street, Ksnsa Cily M:ssouri 64106. CESSNA SECTION 4 MODEL T21ON NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION ØCABIN 1. Pilot’s Operating Handbook -- AVAILABLE IN THE AIRPLANE. (. 2. Control Wheel Lock -- REMOVE. 3. Parking Brake -- SET. 4. Avionics Power Switch -- OFF. 5. Ignition Switch -- OFF. 6. Landing Gear Lever -- DOWN. 7. Radar (if installed) -- OFF. 8. Air Conditioner (if installed) - - OFF. 9. Master Switch -- ON. I WARNING I When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate. 10. Low Voltage and Alternator Out Warning Lights (if installed) - - ON. 11. Vacuum Gage Warning Buttons (if installed) -- CHECK both extended. 12. Landing Gear Lights and Horn -- GREEN and PRESS TO TEST (with throttle closed). 13. Fuel On-Off Valve -- ON (push full in). 14. Fuel Quantity Indicators - - CHECK QUANTITY. 15. Fuel Selector Valve -- BOTH ON. 16. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION. 17. Master Switch -- OFF. 18. Static Pressure Alternate Source Valve -- OFF. 19. Trim Controls - - NEUTRAL. 20. Oxygen Supply Pressure (if installed) -- CHECK. 21. Oxygen Masks (if installed) -- AVAILABLE. ®EMPENNAGE 1. Static Source Openings (both sides of fuselage) -- CHECK for stoppage. 11 September 1981 Revision 1 - 16 December 1981 4-5 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T21ON 2. Baggage Door - - CHECK for security. 3. Rudder Gust Lock - - REMOVE. 4. Tail Tie-Down -- DISCONNECT. 5. Control Surfaces -- CHECK free