Cessna 210B - Taxiing; Section III - Operating Details

Operating Details
optimal equipment installed. Before
high altitude flights, it is important
to check the condition and quantity of
oxygen face masks and hoses. The
oxygen supply system shoold be func-
tionally checked to insure that it is in
working
order. The oxygen pressure
gage should indicate between 300 and
1800 psi, depending upon the antici-
pated requirements.
Satisfactory operation of the pitot
tube and stall warning transmitter
heating elements is determined by
turning on the heater and cautiously
feeling the heat of both devices.
If night flying is anticipated, all
exterior and interior lights should
be checked for proper illumination.
STARTING ENGINE.
Since each engine cylinder is fired
by a single spark plug with starter
engaged (refer to page 1-2), it is
important to release the spring-
loaded ignition and starter switch
to the "BOTH" position immedi-
ately after the engine fires. This
autom atically provides dual igni-
tion for better engine acceleration.
The starting system on this air-
plane requires a special procedure
for hand-cranking the engine, Re-
fer to page 3-9 for details.
The use of an external power source
is recommended for starting in cold
weather, Before connecting a gen-
erator type external power source it
is important that the master switch
be turned on. This will enable the
battery to absorb transient voltages
which otherwise might damage the
transistors in the audio amplifier.
When using a battery type cart the
master switch should be turn ed , d I
Unlike a carburetor, wh i ch dUJI
plies no fuel to the engine unt il ".
airflow has been induced by CI',IIII
ing, the continuous-flow fuel lnll I
tion system will start spr ayin a 11( , I
in the intake ports as sO On <UI III
throttle and mixture cont ro)!1 . 11'
opened and the auxiliary pU lll Jl I
turned on. Thus, the fuel- in Jl'j'III''1
engine needs no primer; at th e IIUII'
time, if the auxiliary pump is bll" " ,1
on aCCidentally while the en glrl' I
stopped, with the throttle OPI'II 11,.1
the mixture rich, solid fuel will I "I
lect in the intake manifolds, the ' llI,'"
tity depending on the amou nt or 1 111 ,,1
tle opening and the len g th 01 II if'
the pump has been op eraUll t!, I
this happens, it is advis a bl~ tn y. .il
a few minutes until this fu el I II i In
away before starting the en gl lH .,
avoid flooding, be sure you arl ' I I III
to crank the engine as so(nl , I
steady fuel flow of 2 to 4 gl1 1 II , I
obtained.
In hot weather with a hot ell j', l11
fluctuating fuel flow slightl y I"
than normal may be obtain ed. I 'Ii
is an indication of vapori zed 1\1 1 I '
the starter should not be cn" 1i I
until a steady fuel flow is , ,101 1111'1
by purging the system. To I" I ;! j
flooding the engine whil e Pi li ' Ii i
set the mixture control in !t I ll 1.\ '1
off and close the throt ll. ' '!' Ii
turn the auxiliary fuel pU ll lP mV11
to "HI" ; the auxiliary fu('1 PI. II EI
will run with a deep gro wlinl' PI I d
tling sound until the vapor i:, 1'\' I
After purging, open th e tI )I'ull l,
inch, engage the starter an c! I "l "II
mix"iure control to full riCh <\;
the engine starts, turn tlle 1 111 II I
1111, 1 pump switch to "LO." It may
III' necessary to readjust the mixture
IN,t ween full rich and idle cut-off for
11't' ('!eration of the engine to 1000-
I: WO RPM. To assure complete
.'l llIlination of vapor under severe
" tl nditions, idle the engine 800-1000
I( PM with the auxiliary fuel pump
IV ilc h on "LO" and with full rich
'" l.'I lure until there is no sign of
I' a por.
~ ngine mis-starts characterized
tty weak, intermittent explosions
f nll uwed by puffs of black smoke from
Illl' exhausts are caused by over-
IJrl ming or flooding. This situation
hi more apt to develop in hot weath-
I' r. or when the engine is hot. If it
[w (:urs, repeat the starting routine
w ith the throttle approximately 1/2-
"IIc'n, the mixture in idle cut-off and
Ih tl auxiliary pump off. As the en-
Ki ne fires, move the mixture con-
l t' nl to full rich and decrease the
I h rottle to idle.
If the engine is under-primed, as
Iliay occur in cold weather with a
\'1, 111 engine, repeat the starting pro-
""d ure with the auxiliary fuel pump
W Ilch on "Ill" until the engine fires.
If prolonged cranking is necessary,
.a llow the starter motor to cool at
fre quent intervals, since excessive
11I'a l may damage the armature.
TAXIING.
T he induction hot air knob should
lie ' pushed full in during all ground
flpf' rations unless heat is absolutely
'ljO('( 'ssary for smooth engine opera-
11 011. When the knob is pulled out to
II ... heat pOSition, air entering the
.'lIitl lle is not filtered,
Operating Details
Release the parking brake before
taxiing and use the minimum amount
of power necessary to start the air-
plane moving. During taxi, and es-
pecially when taxiing downwind, the
RPM should be held down to prevent
excessi ve taxi speeds. Taxiing
should be done at a speed slow enough
to make the use of brakes almost
entirely unnecessary. USing the
brakes as sparingly as possible will
prevent undue wear and strain on
tires, brakes, and landing gear.
Normal steering is accomplished by
app'lying pressure to the rudder pedal
in the direction the airplane is to be
turned. For smaller radius turns,
at slow speed, the brakes may be
used on the inside wheel. At slow
taxi speed, this airplane may be
pivoted about the outboard strut fit-
ting without sliding the tires. When
taxiing in crosswinds it is important
that speed and use of brakes be held
to a minimum and that all controls
be utilized to maintain directional
control and balance.
NOTE
Caution should be used when taxi-
ing over rough fields to avoid ex-
cessive loads on the nosewheel.
Rough use of brakes and power
also add to nosewheel load. A
good rule of thumb: "Use mini-
mum speed, power, and brakes."
Taxiing over loose gravel or cin-
ders should be done at low engine
speed to avoid abrasion and stone
damage to the propeller tips. Full
throttle run-ups over loose gravel
are especially harmful to propeller
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3-3