Cessna 210B - After Take-Off

Operating Details
tips . When take-offs must be made
over a gravel surface, it is very
important that the throttle be ad-
vanced slowly. This allows the air-
plane to start rolling before high
RPM is developed, and the gravel
will be blown back of the propeller
rather than pulled into it.
BEF 0 R'E T A K E-OFF.
Most of the warm up will have been
conducted
during taxi, and additional
warm up before take-off should be
restricted to the checks outlined in
Section
IT. Since the engine is close-
ly cowled for efficient in-flight cool-
ing, precautions should be taken to
avoid overheating on the ground. Full
throttle checks on , the ground are
not recommended unless the pilot
has good reason to suspect that the
engine is not turning up properly.
If the ignition system check pro-
duces an engine speed drop greater
than 125 RPM, the warm-up should
be continued a minute or two longer
prior to rechecking the system. If
there is doubt concerning the opera-
tion of the ignition system, checks
at higher engine speed may confirm
the seriousness of the deficiency.
A drop in excess of 125 RPM with
more than 50 RPM differential be-
tween magnetos with a warm engine
at 1700 RPM is considered excessive.
If instrument or night flights are
contemplated, a careful check should
be
made of vacuum pump operation.
A suction of 4.5 inches of mercury
is desirable for gyro instruments .
However , a range of 3.75 to 5.0
inches of mercury is considered
acceptable. The condition of the
generator is also importa nt R ill ' "
satisfactory operation of a ll "".11.,
equipment and electrical ins tru It II 'h i
is essential to instrument r li l' III
The condition of the gene r a-t il' I
checked by noting that the amnII II ,
is not showing a discharge w il l; Iii
engine speed above 1000 RPM
A
simple last-minute re c h t" ~ I, I.J
important items should incilid . Li
g
lance to see that the mi xt UI 'l' ,1f1(1
propeller pitch knobs are fu ll ill . I!I
flight controls have free an d COl ' , , i
movement, and the fuel s e l~' t' l 'Ii
on the fullest tarue
TAKE-OFF.
It is important to check full- I ll. "III
engine operation early in l ilt , I"
off run . Any signs of r ou gh tlllW
operation or sluggish en gi l1l' , II ~f l
eration is good cause for cti f; l' 1l1l1 illl!
ing the take-off.
For maximum engine pOWI I , ' III
mixture should be adju st ed II II! il
the initial take-off roll iu l it , I
flow corresponding to the f ll 1 01 • I
vation. The power inc rea sl' I
nificant above 3000 feel ,111 01
procedure always sho ul d I"
ployed for field elevati on ~ ~', I ' r ~ "
than 5000 feet abov e s ea I j' ~, I
Using 20
0
wing flaps r edull
ground run and total dis t ullt I
the obstacle by approxi nl li l t
per cent. Soft field tak e f ill
performed with 20
0
flaps I JY II
the nosewheel off the grnu nr l I
as practical and leavi ng I hl'
in a slightly tail-low atti tulh'
ever, the airplane sh ould I", It
off immediately to a ccolt't ltl,
safe climb speed of 70 M Pli
!"Ilco-
nffs into strong crosswinds
1111 1' IIm lly are performed with the
1111 II I III 11m flap setting necessary for
\I II' Ci r. ld length, to minimize the
;Irlfl angle immediately after take-
" , The airplane is accelerated
i" . 1 sp eed slightly highe r than nor-
hwl, lhen pulled off abruptly to pre-
v"11 1 possible settling back to the
III II WOIY while drifting. When clear
" I I h,· ground, make a coordinated
' lirn into the windto correct for drift.
( ,Il lldlng gear retraction normally
I .- " tarted after reaching the point
!l v.·r the runway where a wheels-
,tllWIl , forced landing on that runway
wUlI ld become impractlcal. Since
lh l! landing gear swings downward
Jlpr oximately two feet as it starts
Ih .. retractlon cycle, damage can
rall ult by retracting it before ob-
1 .l lling at least that much ground
,· Il'ar ance. In addition, the landing
"ill" would extend slowly in the event
"' 1lI1 engine failure during take-off,
Iltt mlght not be completely down
w hile a wheels-down landing could
11 11 be made on the runway.
AFTER TAKE-OFF.
To set up the airplane in climb
t'llnf lguration, retract the landing
1'.1 r, adjust power for climb, re-
11 .11' 1 the wing flaps at a safe alti-
i \1111 ) and airspeed, and adjust the
ml x lure for the power setting se-
\I 'dI' d.
I"l wcr reduction will vary accord-
11110: to the reqUirements of the traffic
... Iltc·rn, surrounding terrain, gross
w"I~l ht, field elevation, temperature,
It 1111 e. ngine condition. However, a
nllrm al "after-take-off' power set-
Operating Details
ting is 24 inches of manifold pres-
sure and 2450 RPM.
Before retracting the landing gear,
the brakes should be applied mom-
entarily to stq> wheel rotation. Cen-
trifugal force caused by the rapidly-
spinning wheel expands the diameter
of the tire. If there is an accumula-
tion of mud or ice in the wheel wells,
the rotating wheel may rub as it is
retracted into the wheel well.
IMPORTANT
The landing gear pOSition handle
should be returned to neutral man-
ually if a malfunction occurs in
the hydraulic system which pre-
vents the g ear position handle from
returning to neutral aft er an ex-
tension or retraction cycle has
been completed. Continuous op-
eration with the handle out of
neutral keeps the system pres-
surized and will eventually result
in overheatin g and damage.
CLIMB.
A cruising climb at 24 inches of
manifold pressure, 2450 RPM (ap-
proximately 75% power) and 120 to
140 MPH is recommended to save
time and fuel for the overall trip.
In addition, this type of climb pro-
vides better engine cooling, less
engine wear, and more passenger
comfort due to lower noise level.
The mixture should be leaned as
necessary for the lower powers
available at altitude.
If it is necessary to climb rapidly
to clear mountains or reach favor-
able winds at high altitudes, the best
rate -of -clim b spe ed should be used
3-4
3-5