1972 Cessna 210L POH.pdf - Take Flight San Diego

in all respects. There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I, II and III are indicated airspeeds. Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section VI. 1-1 1-2 Refer to inside back cover of this manual for quantities, materials, and specifications of frequently used service items. EXTERIOR INSPECTION Note Visually check aircraft 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. If night flight is planned, check operation of all lights, and make sure a flashlight is available. 2. b. ن قرنه فنم 3 a. b. 4 2. b. C (in 5 d. e. a. نم b. C. d. e. a. b. C. a. نخنه Remove control wheel lock. b. Check ignition switch OFF. C. Check landing gear handle in GEAR DOWN position. d. Turn on master switch and check fuel quantity indicators; then turn off master switch. ⑦ a e. Check fuel selector valve handle on fuller tank. b. f. Inspect flight instrument static source opening on side of fuse- lage for stoppage (both sides). 8 a. g. Check baggage door for security. b. Figure 1-1. Remove rudder gust lock, if installed. Disconnect tail tie-down. Check control surfaces for freedom of movement and security. Check aileron for freedom of movement and security. Check fuel tank vent at wing tip trailing edge for stoppage. Disconnect wing tie-down. Check main wheel tire for proper inflation. Check cabin step for security and cleanliness, and retraction well for cleanliness. Before first flight of day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment, and proper fuel grade. Visually check fuel quantity for desired level; then check fuel filler cap secure and vent unobstructed. Check propeller and spinner for nicks and security, and pro- peller for oil leaks. Check nose wheel strut and tire for proper inflation. Disconnect nose tie-down. Check oil level. Do not operate with less than seven quarts. Fill to 10 quarts for extended flight. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel reservoir drain valves will be necessary. Check main wheel tire for proper inflation. Before first flight of day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment, and proper fuel grade. Visually check fuel quantity for desired level; then check fuel filler cap secure and vent unobstructed. Remove pitct tube cover, if installed, and check pitot tube open- ing for stoppage. Disconnect wing tie-down. Check fuel tank vent at wing tip trailing edge for stoppage. Check aileron for freedom of movement and security. 1- ... BEFORE STARTING ENGINE. (1) Exterior Preflight COMPLETE. (2) Seats, Belts, Shoulder Harnesses (3) Brakes TEST and SET. (4) Cowl Flaps 11 ADJUST and LOCK.. OPEN (move lever out of locking hole to reposition). (5) Fuel Selector Valve FULLER TANK. (6) Radios, Autopilot, Electrical Equipment (7) Landing Gear Handle -- GEAR DOWN. (8) Master Switch ON. (3) Landing Gear Lights and Horn STARTING ENGINE. (1) Mixture RICH. (2) Propeller HIGH RPM. (3) Throttle CLOSED. OFF. PRESS TO TEST. (4) Auxiliary Fuel Pump Switch ON. (5) Throttle 3F ADVANCE to obtain 50-60 lbs./hr. fuel flow; then RETURN to IDLE POSITION. (6) Auxiliary Fuel Pump Switch (7) Propeller Area CLEAR. 11 START. (8) Ignition Switch (9) Throttle ADVANCE slowly. OFF. (10) Ignition Switch RELEASE when engine starts. NOTE The engine should start in two to three revolutions. If it does not continue running, start again at Step (3) above. If the engine does not start, leave auxiliary fuel pump switch off, set mixture to idle cut-off, open throttle, and crank until engine fires (or for approximately 15 seconds). If still unsuccessful, start again using the normal starting procedure after allowing the starter motor to cool. (11) Throttle -- RESET to desired idle speed. (12) Oil Pressure CHECK. BEFORE TAKE-OFF. 1-4 (1) Parking Brake --SET. (2) Cowl Flaps (3) Flight Controls CHECK FULL OPEN. FREE and CORRECT. TAKE-OFF. (4) Elevator and Rudder Trim (5) Mixture -- RICH (below 3000 feet). (6) Throttle -- 1700 RPM. 2. Magnetos CHECK (RPM drop should not exceed 150 RPM b. on either magneto or 50 RPM differential between magnetos). CYCLE from high to low RPM; return to Propeller high RPM (full forward). C. d. Engine Instruments and Ammeter Suction Gage CHECK. CHECK in green arc. (8) Flight Instruments and Radios SET. (7) Cabin Doors and Window CLOSED and LOCKED. (9) Optional Autopilot OFF. (10) Throttle Friction Lock -- ADJUST. (11) Wing Flaps TAKE-OFF. NORMAL TAKE-OFF. 0° 10°. (1) Wing Flaps 0° -10°. (2) Power (3) Mixture FULL THROTTLE and 2850 RPM. above 3000 feet). RICH (lean for field elevation per fuel flow placard (4) Aircraft Attitude -- LIFT NOSE WHEEL at 70 to 80 MPH. (5) Climb Speed 100 - 110 MPH. (6) Brakes APPLY momentarily when airborne. (7) Landing Gear -- RETRACT in climb out. (8) Wing Flaps RETRACT (if extended). MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- 10°. APPLY. (2) Brakes (3) Power (4) Mixture FULL THROTTLE and 2850 RPM. above 3000 feet). RICH (lean for field elevation per fuel flow placard (5) Brakes RELEASE. (6) Aircraft Attitude SLIGHTLY TAIL-LOW. (7) Climb Speed -- 82 MPH until all obstacles are cleared. (8) Landing Gear (9) Wing Flaps RETRACT after obstacles are cleared. RETRACT after reaching 90 MPH. 1-5 NOTE Do not reduce power until wing flaps and landing gear have been retracted. ENROUTE CLIMB. NORMAL CLIMB. (1) Airspeed 120 (2) Power 11 140 MPH. 25 INCHES Hg and 2550 RPM. (3) Mixture LEAN to 108 lbs./hr. (4) Cowl Flaps OPEN as required. MAXIMUM PERFORMANCE CLIMB. (1) Airspeed - 109 MPH at sea level to 102 MPH at 10,000 feet. (2) Power - FULL THROTTLE and 2700 RPM. (3) Mixture (4) Cowl Flaps CRUISE. LEAN per fuel flow placard. FULL OPEN. (3) Landing Gear indicator light on). (4) Mixture (5) Propeller - (6) Airspeed (7) Wing Flaps RICH. CHECK (observe main gear down and green HIGH RPM. 95 to 105 MPH (flaps UP). AS DESIRED (0° to 10° below 160 MPH, 10° to 30° below 120 MPH). (8) Airspeed - 85 to 95 MPH (flaps DOWN). (9) Elevator Trim ADJUST. (10) Optional Autopilot - BALKED LANDING. OFF. (1) Power FULL THROTTLE and 2850 RPM. Airspeed -- 90 MPH. (2) Wing Flaps RETRACT to 20°. (3) (4) Wing Flaps RETRACT slowly. (5) Cowl Flaps OPEN. NORMAL LANDING. (1) Touchdown MAIN WHEELS FIRST. (2) Landing Roll LOWER NOSE WHEEL GENTLY. MINIMUM REQUIRED. (1) Power 15 to 25 INCHES Hg., 2200 to 2550 RPM (no more than 75%). (2) Elevator and Rudder Trim -- ADJUST. LEAN per Cessna Power Computer or Operational 11 CLOSED (open if required). (3) Mixture 11 Data, Section VI. (4) Cowl Flaps LET-DOWN. 11 (1) Power -- AS DESIRED. (2) Mixture (3) Cowl Flaps ADJUST for smooth operation (full rich for idle power). CLOSED. -- BEFORE LANDING. (1) Fuel Selector Valve (2) Landing Gear 11 1-6 FULLER TANK. EXTEND (below 160 MPH). (3) Braking -- AFTER LANDING. (1) Cowl Flaps (2) Wing Flaps OPEN. RETRACT. SECURING AIRCRAFT. (1) Parking Brake -- - SET. (2) Radios, Electrical Equipment OFF. (3) Mixture IDLE CUT-OFF (pulled full out). (4) Ignition and Master Switches -- OFF. (5) Control Lock 11 INSTALL. 1-7 INSTRUMENT PANEL 2 3 4 5 6 7 8 9 10 11 12- 13 14 15 16 17 18 19 20 21 22 23 24 25 Section II DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the aircraft. This section also covers in somewhat greater detail some of the items listed in Checklist form in Section I that require further explanation. 55 54 53 52 51 50 49 48 47 46 34 33 32 31 30 29 28 35, Cowl Flap Control Handle 35. Throttle 1. Marker Beacon Indicator Lights and Switches (Opt.) 43 42 37. Radder Trim Control Wheel 38 38. Microphone (Opt.) 39. Control Pedestal Light 40. Fuel Selector Valve Handle 39 41. Hydraulic Pump Circuit Breaker Switch 40 42. Electric Elevator Trim Circuit Breaker 2. Elevator Trim Switch (Opt.) 3. Fight Instrument Group 4. Autopilot and Elevator Trim Disengage Switches (Opt.) 5. IFCS Mode Selector (Opt.) 5. Encoding Altimeter (Opt.) 7. Map Light Switch and Light 2. 1FCS Pitch Synchronizer and Co-Around Switches (Opl.)} 9. Autopilot Control Unit (Opt.) 10. Transponder and DME (Opt.) 11. Radio Selector Switches (Opt.) 12. Rear View Mirror (Opt.) 13. Radios (Opt.) 14. Gyro Slaving Indicator (Opt.) 15. Radio Selector Switch Light theostat Control Knob (Opt.] 15. Manifold Pressure/Fuel Flow Indicator 17. Propeller Anti-fce Ammeter (Opt.) 18. Tachonicter 19. Fuel Quantity Indicators and Ammeter 20. Cylinder Head Temperature, Oil Temperature, and Oil Pressure Cages 21. Secondary Altimeter 22. Suction Gage (Opt.) 23. Flight Hour Recorder (Opt.) 24. Over-Yollage Warning Light 25. Optional Radio or Instrument Space 26. Map Compartment 27. Defroster Control Knob 28. Auxiliary Cabin Air Control Knob 29. Cabin Heat and Cabin Air Control Knobs 30. Cigar Lighter 31. Wing Flap Switch and Indicator 32, Wing De-Ice Switch and Light (Opt.) 33. Mixture Contrul Koob 34. Propeller Control Knob Figure 2-1. 43. Engine Primer (Opt.) 44. Elevator Trim Control Wheel 45. Landing Gear Control Handle and Position Lights 46. Electrical Switches 47. Alternate Static Source Valve (Opt.) 48. Parking Brake Handle 40. Radio and Instrument Panel Light Rheostat Control Knobs 50. Circuit Breakers 51. Ignition Switch 52. Phone and Auxiliary Mike Jack Locations 53. Auxiliary Fuel Pump Switch 54. Ice Detector Light Switch (Opt.) 55. Master Switch FUEL SYSTEM. Fuel is supplied to the engine from two integral fuel tanks, one in each wing. Usable fuel in each tank, for all flight conditions, is 267 lbs when completely filled (534 lbs total usable in both tanks). The fuel capacity of this aircraft has been designed to provide the owner with a choice of long range capability with partial cabin loading or reduced range with full cabin loading. For example, with full cabin load- ing, it normally will be necessary to reduce the fuel load to keep the air- crait within approved weight and balance limits. (Refer to Section IV for weight and balance control procedures.) For a reduced fuel load of 192 lbs of usable fuel in each tank, fill each tank to the bottom edge of the fuel filler collar, thus giving a total usable reduced fuel load of 384 lbs. NOTE Unusable fuel is at a minimum due to the design of the fuel system. However, when the fuel tanks are 1/4 full or less, prolonged uncoordinated flight such as slips or skids can uncover the fuel tank outlets, caus- ing fuel starvation and engine stoppage. Therefore, with low fuel reserves, do not allow the aircraft to remain in uncoordinated flight for periods in excess of one minute. Fuel from each wing fuel tank flows through a reservoir tank to the fuel selector valve. Depending upon the setting of the selector valve, fuel 1-8 2-1 • 2-2 FUEL SYSTEM VENTED FILLER CAPS FUEL LEFT FUEL TANK VENT CHECK VALVE 24. FUEL SELECTOR VALVE RESERVOIR TANKS AUXILIARY FUEL PUMP AUXILIARY FUEL PUMP SWITCH FUEL STRAINER ENGINE FUEL PUMP FUEL CONTROL UNIT FUEL MANIFOLD. FUEL INJECTION NOZZLE FUEL FLOW INDICATOR (Right Half of Dual Instrument) Figure 2-2. SCHEMATIC RICHT FUEL TANK CHECK VALVE CHECK VALVE (FUEL RETURN) THROTTLE 14 MIXTURE CONTROL VENT CODE FUEL SUPPLY CHIE EXCESS FUEL & VAPOR RETURN | VENT from the left or right fuel tank and reservoir tank flows through a by-p in the electric auxiliary fuel pump (when it is not operating) and the fu strainer to the engine-driven fuel pump. From here fuel is distributed to the engine cylinders via a control unit and manifold. NOTE Fuel cannot be used from both fuel tanks simultaneously. Vapor and excess fuel from the engine-driven fuel pump and fuel contr unit are returned by way of the selector valve to the reservoir tank of wing fuel tank system being used. AUXILIARY FUEL PUMP SWITCH. The auxiliary fuel pump switch is located on the left side of the in- strument panel and is a yellow and red split-rocker type switch. The yellow right half of the switch is labeled START, and its uppe ON position is used for normal starting, minor vapor purging and con- tinued engine operation in the event of an engine-driven fuel pump fail: With the right half of the switch in the ON position, the pump operates one of two flow rates that are dependent upon the setting of the throttle With the throttle open to a cruise setting, the pump operates at a high enough capacity to supply sufficient fuel flow to maintain flight with an inoperative engine-driven fuel pump. When the throttle is moved towa the closed position (as during letdown, landing, and taxiing), the fuel pump flow rate is automatically reduced, preventing an excessively ri mixture during these periods of reduced engine speed. NOTE If the engine-driven fuel pump is functioning and the auxiliary fuel pump switch is placed in the ON posi- tion, a fuel/air ratio considerably richer than best power is produced unless the mixture is leaned. Therefore, this switch should be turned off during take-off. NOTE If the auxiliary fuel pump switch is accidentally placed in the ON position with the master switch on and the engine stopped, the intake manifolds will be flooded. The red left half of the switch is labeled EMERG, and its upper HI po- sition is used in the event of an engine-driven fuel pump failure during take-off or high power operation. The HI position may also be used for extreme vapor purging. Maximum fuel flow is produced when the left half of the switch is held in the spring-loaded HI position. In this position, an interlock within the switch automatically trips the right half of the switch to the ON position. When the spring-loaded left half of the switch is re- leased, the right half will remain in the ON position until manually return- ed to the off position. If it is desired to completely exhaust a fuel tank quantity in flight, the auxiliary fuel pump will be needed to assist in restarting the engine when fuel exhaustion occurs. Therefore, it is recommended that proper opera- tion of the auxiliary fuel pump be verified prior to running a fuel tank dry by turning the auxiliary fuel pump ON momentarily and checking for a slight rise in fuel flow indication. To ensure a prompt engine restart in flight after running a fuel tank dry, immediately switch to the tank containing fuel at the first indication of fuel pressure fluctuation and/or power loss. Then place the right half of the auxiliary fuel pump switch in the ON position momentarily (3 to 5 seconds) with the throttle at least 1/2 open. Excessive use of the ON po- sition at high altitude and full rich mixture can cause flooding of the en- gine as indicated by a short (1 to 2 seconds) period of power followed by a loss of power. This can later be detected by a fuel flow indication ac- companied by a lack of power. If flooding does occur, turn off the auxili- ary fuel pump switch, and normal propeller windmilling should start the engine in 1 to 2 seconds. If the propeller should stop (possible at very low airspeeds) before the tank containing fuel is selected, place the auxiliary fuel pump switch in the ON position and advance the throttle promptly until the fuel flow indicator registers approximately 1/2 way into the green arc for 1 to 2 seconds duration. Then retard the throttle, turn off the auxiliary fuel pump, and use the starter to turn the engine over until a start is obtained. FUEL SYSTEM QUICK-DRAIN VALVES. Each fuel tank sump is equipped with a fuel quick-drain valve to facili- tate draining and/or examination of fuel for contamination and grade. The valve extends through the lower surface of the wing just outboard of the cabin door. A sampler cup stored in the aircraft is used to examine the fuel. Insert the probe in the sampler cup into the center of the quick-drain valve and push. Fuel will drain from the tank sump into the sampler cup 2-4 until pressure on the valve is released. The fuel reservoir tanks, located under the floorboards near the fr of the cabin doors, are also equipped with quick-drain valves. The val are located under plug buttons in the aircraft belly skin; and are used to facilitate purging of the fuel system in the event water is discovered dur- ing the preflight fuel system inspection. ELECTRICAL SYSTEM. Electrical energy is supplied by a 28-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). The 24-volt battery is located on the upper left-hand forward portion of the firewall. Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having gener al electrical system circuits. Both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronics bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the transistors in the electronics equipment. MASTER SWITCH. The master switch is a split-rocker type switch labeled MASTER, and is ON in the up position and off in the down position. The right half of the switch, labeled BAT, controls all electrical power to the aircraft. The left half, labeled ALT, controls the alternator. Normally, both sides of the master switch should be used simulta- neously; however, the BAT side of the switch could be turned ON sepa- rately to check equipment while on the ground. The ALT side of the switch, when placed in the off position, removes the alternator from the electrical system. With this switch in the off position, the entire electri- cal load is placed on the battery. Continued operation with the alternator switch turned off will reduce battery power low enough to open the battery. restart. contactor, remove power from the alternator field, and prevent alternator AMMETER. The ammeter indicates flow of current, in amperes, from the alterna- 2-5 ELECTRICAL SYSTEM SCHEMATIC REGULATOR TO PROPELLER ANTICE SYSTEM-4 SALTCRUCIRCUIT BREAKER LOPTI. LOG LIGHTS ALTERNATOR LIGHTS 10 LANCING & TAX LISH15 -TO NAVIGATION LICKS, ELECTROLUMINESCENT PANELS, &CTIONAL CONTAGL REEL MAP LIGHT TO TRANSMITTER RELAY TO HEATED PITOT & STALL WARNING SYSTEM (OP) OVER VOLTAGE WARNING LICKT OVER VOLTAGE WARNING UNIT MASTER SWITCH CIGAN LIGHTER (WITH CIRCUIT 2513 ALT ATOT HEAT TO FUEL QUANTITY ING & CYL HEAD TEMP. GAGE CIRCUIT BREAKER AMMETER +TO ALT REG REVERSE POLARITY CONTACTOR STARTER CONTACTOR, STARTER SERVICE PLUG GROUND RECEPTACLE [01] 時 CLOCK PRESSURE SATTERY CONTACTOR SWITCH 10 11 BATTERY SPLIT BUS CONTACTOR INSANALLY CLOSED FLIGHT HOUR RECORDER 10-11 TO CODE C) CIRCUIT BREAKER-10) TUSE DIODE RESISTOR + CAPACITOR ENGIE FILTER) CIRCUIT BREAKER SWITCH INSTRUMENT CIRCUIT BREAKER IGNITION UNITEX 1931 INST TO LANDING GEAR ING LIGHTS PRESS TO TEST FUNCTION ONLY) TO IGNITION SWITCH TO ELECTRIC ELEVATOR TRON CONTROL PEDESTAL) IPT ELEC TR+4 TO INSTAUMENT, RADIO, & CLARE SHIELD-LOUNTED LIGHTS TO SLARE SHIELD MOUNTED MAP LIGHT TO COVE LIGHT, LAGGAGE LIGHT, & OPTIONAL COURTESY LIGHTS TO OVERHEAD CONSOLE FLOOD LIGHTS TO COMPASS LIGHT CASIN 10 CE DETECTION LIGHT (OPT) LIGHTS 10 OPTIONAL POST LIGHTING TO WING FLAP SYSTEM FLAP FUEL PU TO AUXILIARY FUEL PULP ①TO LANDING GEAR SYSTEM, CEAR POSITION INDICATOR LIGHTS. LOG CEAN & GEAR WARNING SYSTEM DCM TO FLASHING SEASON DTO LANDING GEAR HYDRAULIC PUMP MOTOR K03349 NON CONTROL PEDESTALS FULL OFF PACIOL MACHOZ EDOVE AUTOFILOR AUD AMP HAV TO RACIO OR TRANSPONDER AND ENCODING ALTIMETER (OPT) 100 (CPT) TO RADIO (OPT) TO 20 (OPT) 10 AUTOMATIC PILOT (OPE TO AUDIO AMPLIFIER OP TO AREA NAVIGATION SYSTEM ION CONTROL PEDESTAL ICP -FREM PRIMARY SUS 00 TANC DE ICE S ocace ALT ACC TURN COORD TO MASTER STON TO TURN COORDINATOR OR GITIGNAL TURN & BANK INDICATOR 0TO STALL WARNING SYSTEM MAGNETOS STALL WARY TO STROBE LIGHTS (GPT) Sue LICHE Figure 2-3. AB tor to the battery or from the battery to the aircraft electrical system. When the engine is operating and the master switch is ON, the ammeter indicates the charging rate applied to the battery. In the event the alter- nator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. OVER-VOLTAGE SENSOR AND WARNING LIGHT. The aircraft is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel right side of the instrument panel. and a red warning light, labeled HIGH VOLTAGE, located on the upper In the event an over-voltage condition occurs, the over-voltage sen- sor automatically removes alternator field current and shuts down the al- ternator. The red warning light will then turn on, indicating to the pilot all electrical power. that the alternator is not operating and the aircraft battery is supplying The over-voltage sensor may be reset by turning the master switch off and back on again. If the warning light does not illuminate, normal alternator charging has resumed; however, if the light does illuminate soon as practical. again, a malfunction has occurred, and the flight should be terminated as The over-voltage warning light may be tested by momentarily turning turned on. off the ALT portion of the master switch and leaving the BAT portion CIRCUIT BREAKERS AND FUSES. Most electrical circuits in the aircraft are protected by "push-to- reset" circuit breakers mounted on the left side of the instrument panel. Exceptions to this are the battery contactor closing (external power) cir- cuit which has a fuse mounted near the ground service plug receptacle, and the clock and optional flight hour recorder circuits which have a fuse mounted near the battery. Also, the cigar lighter is protected by a man- ually-reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. The hydraulic pump for the landing gear sys- tem is protected by a switch type circuit breaker mounted on the control pedestal. The optional electric elevator trim system is protected by a push-to-reset circuit breaker on the control pedestal. A push-to-reset circuit breaker, mounted on the control pedestal, protects the optional 2-6 2-7 F 1 area navigation system. Optional propeller anti-icing circuitry is pro- tected by an automatic resetting circuit breaker built into the back of the anti-ice switch on the instrument panel. When more than one radio is installed, the radio transmitter relay (which is a part of the radio installation) is protected by the navigation lights circuit breaker labeled NAV LIGHTS. It is important to remember that any malfunction in the navigation lights system which causes the cir- cuit breaker to open will de-activate both the navigation lights and the transmitter relay. In this event, the navigation light switch should be turned off to isolate the circuit; then reset the circuit breaker to re-acti- vate the transmitter relay and permit its usage. Do not turn on the navi- gation lights switch until the malfunction has been corrected. LIGHTING EQUIPMENT. EXTERIOR LIGHTING. Standard exterior lighting consists of navigation lights on the wing tips and stinger, and landing and taxi lights mounted in the nose cap. Op- tional lighting includes a strobe light on each wing tip, a flashing beacon on top of the vertical fin, and a courtesy light under each wing just out- board of the cabin. The courtesy lights are operated by a switch, labeled UTILITY LIGHTS, on the aft side of the left rear door post. To turn on the courtesy lights, push up on the switch. All exterior lights, except the courtesy lights, are controlled by rocker type switches on the left switch and control panel. The switches are ON in the up position and off in the down position. The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. The two high intensity strobe lights will enhance anti-collision pro- tection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during night flight through clouds, fog or haze. INTERIOR LIGHTING. 2-8 Instrument and control panel lighting is provided by electrolumines- cent lighting, flood lighting, optional post lighting, and integral lighting. Two concentric rheostat control knobs, labeled LWR PANEL, ENG- RADIO, and a rheostat control knob labeled INSTRUMENTS control the intensity of instrument and control panel lighting. A rocker-type switch labeled POST-FLOOD LIGHTS is used to select either standard flood lighting or optional post lighting. These controls are located on the left switch and control panel. Switches and controls on the lower part of the instrument panel are lighted by electroluminescent panels which do not require light bulbs for illumination. To operate this lighting, turn on the NAV LIGHTS switch and adjust light intensity with the inner control knob labeled LWR PANEL. Instrument panel flood lighting consists of four lights located in the glare shield above the instrument panel and two lights in the overhead console. To use flood lighting, place the POST-FLOOD LIGHTS selec- tor switch in the FLOOD LIGHTS position and adjust light intensity with the INSTRUMENTS control knob. The instrument panel may be equipped with optional post lights which are mounted at the edge of each instrument or control and provide direct lighting. The lights are operated by placing the POST-FLOOD LIGHTS selector switch in the POST position and adjusting intensity with the INSTRUMENTS control knob. Switching to post lights will automatically turn off flood lighting. The magnetic compass, engine instrument cluster, radios and radio selector switches have integral lighting and operate independently of post or flood lighting. Compass light intensity is controlled by the INSTRU- MENTS control knob. Integral lighting in the engine instrument cluster, and radios, is controlled by the ENG-RADIO control knob. For informa- tion concerning radio selector switch lighting, refer to Section VII. The control pedestal has two integral lights and the optional overhead oxygen console is equipped with post lights. This lighting is controlled by the ENG-RADIO control knob. Map lighting may be provided by three different sources: standard overhead console map lights, a standard glare shield mounted map light, and an optional control wheel map light. The console, map lights operate in conjunction with instrument panel flood lighting and consist of two ad- ditional openings just aft of the overhead flood light openings. These openings have sliding covers controlled by small round knobs. To use the map lights, slide the covers open by moving the two knobs toward 2-9 2 2 2 2 each other. Close the covers when the map lights are no longer required. A map light, mounted in the lower surface of the glare shield, is used for illuminating approach plates or other charts when using a control wheel mounted approach plate clip. The map light switch, labeled MAP LIGHT is located adjacent to the light. To use the light, turn on the MAP LIGHT switch and adjust intensity with the INSTRUMENTS control knob. The optional map light mounted on the bottom of the pilot's control wheel illu- minates the lower portion of the cabin in front of the pilot, and is used when checking maps and other flight data during night operation. To op- erate the light, turn on the NAV LIGHTS switch and adjust map light in- tensity with the rheostat control knob on the bottom of the control wheel pad on the right side. The cabin interior is lighted by a dome light in the ceiling of the cabin area and a baggage compartment light above the baggage area as an aid to loading the aircraft during night operations. The lights are operated by a switch adjacent to the dome light. vals. To facilitate checking and filling the system, a dipstick and filler are located on the right side of the hydraulic pump behind a snap-out cover panel on the right side of the pedestal. The top (cap end) of the dipstick employs an over-center locking device, and serves as the cap for the filler. When the fluid level is at or below the line marked ADD on the dipstick, hydraulic fluid (MIL-H-5606) should be added to the system LANDING GEAR POSITION HANDLE. The gear position handle has two positions: gear up and gear down, which give a mechanical indication of the gear position selected. From the up or down position, the handle must be pulled out to clear a detent before it can be repositioned. Operation of the gear and doors will not begin until the handle has been repositioned. To retract or extend the landing gear, pull out on the gear handle and move it to the desired position. Pressure is created in the system by the position. electrically-driven hydraulic pump and the gear is actuated to the selected LANDING GEAR SYSTEM. The retractable tricycle landing gear is retracted and extended by hydraulic actuators, powered by an electrically-driven hydraulic pump. The nose gear hydraulic actuator also operates a mechanical down lock upon extension of the nose gear. A positive mechanical uplock is actu- ated by a separate hydraulic actuator when the nose gear is retracted. The main gear has positive mechanical up and down locks, operated by separate hydraulic actuators. Two position-indicator lights show that the gear is either up or down and locked. The lights are the press-to-test type. The gear-down indi- cator light (green) has two test positions; with the light pushed in half-way (throttle pulled out) the gear warning horn should sound intermittently, and with the light pushed full in, the light should illuminate. The gear-up indicator light (amber) has only one test position; with the light pushed full for night operation. in, it should illuminate. The indicator lights contain dimming shutters As an additional reminder that the gear is retracted, a warning horn sounds intermittently whenever the throttle is retarded with the gear up. The hydraulic system fluid level should be checked at 25 hour inter- 2-10 IMPORTANT If for any reason the hydraulic pump continues to run after gear cycle completion (up or down), the 30 amp. circuit breaker switch labeled HYD PUMP should be pulled out. This will shut off the hydraulic system and prevent damage to the hydraulic pump and motor. Refer to Section III for complete emergency procedures. During a normal cycle, the gear locks up or down and the position indicator light comes on. When the light illuminates, hydraulic pressure is switched from the gear actuators to the door actuators to close the gear doors. When the doors are closed, pressure will continue to build until a pressure switch in the door closing system turns off the hydraulic pump. The gear doors are held in the closed position by hydraulic pressure. The landing gear safety switch, actuated by the nose gear strut, pre- vents inadvertent retraction whenever the nose gear strut is compressed by the weight of the aircraft. A switch type circuit breaker, mounted on the control pedestal, should be used for safety during maintenance. With the switch pulled out, landing gear operation cannot occur. After main- tenance is completed; and prior to flight, the switch should be pushed back in. 2-11 EMERGENCY HAND PUMP. A hand-operated hydraulic pump, located between the pilot and copilot seats, is provided for extension of the landing gear in the event of a hy- draulic system failure. Refer to Section III for emergency use of the hand pump. For practice manual gear extensions, pull out the HYD PUMP circuit breaker before placing the landing gear handle in the GEAR DOWN posi- tion. After the practice manual extension is completed, push the circuit breaker in to restore normal gear operation. OPERATION OF LANDING GEAR DOORS (AIRCRAFT ON GROUND). For inspection purposes, the landing gear doors may be opened and closed while the aircraft is on the ground with the engine stopped. Oper- ate the doors with the landing gear handle in the down position. To open the doors, turn off the master switch, pull out the hydraulic motor cir- cuit breaker switch, and operate the hand pump until the doors open. To close the doors, check that the landing gear handle is down, push the hydraulic motor circuit breaker switch in, and turn on the master switch. IMPORTANT Safety placards are installed on each wheel well door to warn against any maintenance in the wheel well areas with the circuit breaker switch pushed in. NOTE The position of the master switch for gear door oper- ation is casily remembered by the following rule: OPEN circuit OPEN doors CLOSED circuit = CLOSED doors ! RETRACTABLE CABIN ENTRY STEP. The aircraft is equipped with a retractable cabin entry step located on the right side of the aircraft below.the cabin door. The step cycles directly with the landing gear, and is spring loaded to the extended posi- tion. A cable attached to the nose gear hydraulic actuator thru-bolt re- tracts the step as the nose gear is retracted. 2-12 CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull CABIN HEAT and CABIN AIR knobs. When partial cabin heat is desired, blending warm and cold air will result in improved ventilation and heat distribution throughout the cabin. Additional outside air for summer ventilation is provided through the heat and vent system by operation of the push-pull AUX CABIN AIR knob. The rotary type DEFROST knob regulates the air- flow for windshield defrosting. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet at the front door post at floor level. Windshield defrost air is also supplied by a duct leading from the cabin manifold. Additional cabin air is supplied by two fully adjustable ventilators mounted in the forward and aft overhead consoles, and one ventilator in each console located above the rear side windows. Each ventilator outlet can be adjusted in any desired direction by moving the entire outlet to direct the airflow forward or aft, and by moving a tab, protruding from the center of the vent, left or right to obtain left or right air flow. The outlets be closed off completely, or partially closed according to the amount of airflow desired, by rotating an adjustment wheel near the vent. may SHOULDER HARNESSES AND SEAT BELTS. Shoulder harnesses are provided as standard equipment for the pilot and front seat passenger, and as optional equipment for the center and aft seat passengers. Seat belts are standard equipment for all passengers. Each standard front seat harness is attached to a rear door post just above window line and is stowed behind a stowage sheath above each cabin door. The optional center and aft seat shoulder harnesses are attached above and aft of the side windows. Each harness is stowed behind a stow- age sheath above the side windows. To use a standard front or optional rear seat shoulder harness, fasten and adjust the seat belt first. Remove the harness from the stowed posi- tion, and lengthen as required by pulling on the end of the harness and the 2-13 narrow release strap. Snap the harness metal stud firmly into the retain- ing slot adjacent to the seat belt buckle. Then adjust to length by pulling down on the free end of the harness. A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect but is tight enough to prevent excessive forward movement and contact with objects during sudden deceleration. Also, the pilot will want the freedom to reach all controls easily. Releasing and removing the shoulder harness is accomplished by pulling upward on the narrow release strap, and removing the harness stud from the slot in the seat belt buckle. In an emergency, the shoulder harness may be removed by releasing the seat belt first, and then pulling the harness over the head by pulling up on the release strap. INTEGRATED SEAT BELT/SHOULDER HARNESSES WITH INERTIA REELS. Optional integrated seat belt/shoulder harnesses with inertia reels are available for the pilot and front seat passenger. The seat belt/shoulder harnesses extend from inertia reels in the cabin ceiling to attach points inboard of the two front seats. A separate seat belt half and buckle is lo- cated outboard of the seats. The inertia reels are located in the aft over- head console, and are labeled PILOT and COPILOT. Inertia reels allow complete freedom of body movement. However, in the event of a sudden deceleration, they will lock up automatically to protect the occupants. To use the seat belt/shoulder harness, adjust the metal buckle half on the harness up far enough to allow it to be drawn across the lap of the occupant and be fastened into the outboard seat belt buckle. Adjust seat belt tension by pulling up on the shoulder harness. To remove the seat belt/shoulder harness, release the seat belt buckle and allow the inertia reel to draw the harness to the inboard side of the seat. STARTING ENGINE. Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in Section I should be followed closely as it is effective under nearly all operating conditions. 2-14 Conventional full rich mixture and high RPM propeller settings are used for starting; the throttle, however, should be fully closed initially. When ready to start, place the auxiliary fuel pump switch in the ON posi- tion and advance the throttle to obtain 50-60 lbs./hr fuel flow. Then, promptly return the throttle to idle and turn off the auxiliary fuel pump. Place the ignition switch in the START position. While cranking, slowly advance the throttle until the engine starts. Slow throttle advancement is .essential since the engine will start readily when the correct fuel/air ratio is obtained. When the engine has started, reset the throttle to the desired idle speed. When the engine is hot or outside air temperatures are high, the en- gine may die after running several seconds because the mixture became either too lean due to fuel vapor, or too rich due to excessive prime fuel. The following procedure will prevent over-priming and alleviate fuel va- por in the system: (1) Set the throttle 1/3 to 1/2 open. (2) When the ignition key is in the BOTH position and you are ready to engage the starter, place the right half of the auxiliary fuel pump switch in the ON position until the indicated fuel flow comes up to 25 to 35 lbs./hr.; then turn the switch off. NOTE During a restart after a brief shutdown in extremely hot weather, the presence of fuel vapor may require the use of the auxiliary fuel pump switch in the ON position for up to 1 minute or more before the vapor is cleared suffi- ciently to obtain 25 to 35 lbs./hr. for starting. If the above procedure does not obtain sufficient fuel flow, fully depress and hold the left half of the switch in the HI posi- tion to obtain additional fuel pump capability. (3) Without hesitation, engage the starter and the engine should start in 3 to 5 revolutions. Adjust throttle for 1200 to 1400 RPM. (4) If there is fuel vapor in the lines, it will pass into the injector nozzles in 2 to 3 seconds and the engine will gradually slow down and stop. When engine speed starts to decrease, hold the left half of the auxiliary fuel pump switch in the HI position for approximately one second to clear out the vapor. Intermittent use of the HI position of the switch is necessary since prolonged use of the HI position after vapor is cleared will flood out the engine during a starting operation. (5) Let the engine run at 1200 to 1400 RPM until the vapor is elimi- nated and the engine idles normally. 2-15