Cessna 210B - Operating Details; Preflight Check

Operating Check List
CRUISING.
(1) Power -- 15-24 inches of manifold pressure and 2200-245 0 RJI~I
(2) Cowl Flaps -- Adjust to maintain normal cylinder head t emp' ,
ature.
(3) Elevator and Rudder Trim - - Adjust.
(4) Mixture -- Lean for cruise fuel flow as determined fro m VI"1
Cessna Power Computer or from the tables on pages 7 -4 thr u 7- U
LET -DOWN.
(1) Mixture -- Rich.
(2) Power -- As desired.
BEFORE LANDING.
(1) Fuel Selector -- Fullest tank.
(2) Landing Gear Lever -- " DOWN" (below 160 MPH).
(3) Landing Gear Light -- Green.
(4) Flaps -- Down 10
0
(below 160 MPH).
(5) Mixture -- Rich.
(6) Airspeed -- 85-95 MPH (flaps retracted).
(7) Propeller -- High RPM.
(8) Flaps -- Down 10
0
-
40
0
(below 110 MPH).
(9) Airspeed -- 75 - 85 MPH (flaps extended).
(10) El eva tor and Rudder Trim -- Adjust.
NORMAL LANDING.
(1) Touch Down -- Main wheels first.
(2) Landing Roll -- Lower nosewheel ge ntly.
(3) Braking -- Minimum required.
AF TER LANDING.
(1) Cowl Flaps -- "OPEN. "
(2)
Wing Flaps -- Retract.
(3) Mixture -- Idle cut-off.
(4) Ignition Switch -- "OFF."
(5) Master Switch -- Off.
(6)
Brakes -- Set.
•••
D etails
The following paragraphs cover in somewhat greater detail the items
•' 1I 11' red as a Check List in Section II. Not every item in the list is discussed
ii i' I" '. Only those items of the Check List that require further explanation
"'1 11 he fou nd in this section.
PREFLIGHT CHECK.
Th e exterior inspection described
III Sl'c tion II is recommended for the
I ll'Ii l flight of the day. Inspection
I' ro ('cdure s for subsequent flights
IIl1 rmally are limited to brief checks
", Ihe tail surface hinges, fuel and
"U quantity, and security of fuel and
1111 riller caps. If the airplane has
11" " 11 subjected to long-term storage,
I' l'C 't lllt major maintenance, or q>era-
11 11 11 from marginal airports, a more
I,,,tullsive exterior inspection is rec-
11111 mended.
Al ler major maintenance has been
lI "dc )rmed, the flight and trim con-
Ir ols should be double- checked for
'I j'I' and correct movement.
'I' hl ! security of all inspection plates
Oil Ihe airplane should be checked
1 11 11 o wing periodic inspections. If
th.' a irplane has been waxed and pol-
I Hllt' d, it is a good practice to check
Ihi' (!xternal static pressure source
hili (> s for stoppage.
If the airplane has been exposed to
11I 1I1: h ground handling in a crowded
h .11I K ar, it should be checked for
11 1' nl o and scratches on wings, fuse-
lage, and tail surfaces, as well as
damage to navigation and landing
lights, and radio antennas. Outside
storage for long periods may result
in water and obstructions in the air-
speed system lines, condensation
in fuel tanks, and dust and dirt on
the intake air filters and engine cool-
ing fins.
If the airplane has been operated
from muddy fields or in snow and
slush, it is necessary to check the
nosewheel and main gear wheel wells
for obstructions and cleanliness.
Operation from a gravel or cinder
field will require extra attention to
propeller tips and abrasion on lead-
ing edges ci the hOrizental tail. Stone
damage to the outer six inches of the
propeller tips can seriously reduce
the fatigue life of the blades.
Airplanes that are operated from
rough fields, especially at high aUi-
tudes, are subjected to abnormal
landing gear abuse. A frequent check
of all components of the landing gear
retracting mechanisms, shock strut,
tires, and brakes is important.
The inte rior inspection will vary
according to the miSSion and the
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