Cessna 210B - Let-Down; Landing; Cold Weather Operation; Hand-Cranking the Engine

Operating Details
this airplane . Should an inadvertent
spin occur, standard light plane re-
covery techniques should be employ-
ed.
LET-DOWN.
Let-downs should be initiated suf-
fiCiently before the destination is
reached to permit a gradual rate of
descent at cruising speed, using just
enough power to hold engine tem-
perature in the green arc range.
BEFOR'E LANDI NG .
In view of the relatively low drag
of the extended landing gear and the
high allowable gear down speed (160
MPH), the landing gear should be
extended before entering the traffic
pattern.
This practice will allow you more
time to confirm that the landing
gear is down and locked. A.s a further
precaution, leave the landing gear
extended in go-around procedures
or traffic patterns for touch-and-go-
landing.
Landing gear extension can be de-
tected by a slight bump as the gear
locks down, illumination of the gear
down indicator light (green), absence
of a gear warning horn with the throt-
tle retarded below 12 inches of mani-
fold pressure and visual inspection
of the main gear position. Should
the gear indicator light fail to il-
luminate, the light should be checked
for a burned out bulb by pushing to
test. A burned-out bulb can be re-
placed in flight with the bulb from
the compass light or the landing gear
up (red) indicator light.
LANDING.
Landings are simple and Clll'VI Ii
tional in all respects. Ei th er Ill' ..... ,
off
or power-approach type IDndll1
can be executed with any fla p twill"
Although power-off appr oa chNl \I. Iii
full flaps are adequately s teep,
are permissible if neces sary.
Apprwch speeds should be apl"""
mat ely 85 - 95 MPH wi th flUII
and 75 - 85 MPH with fl aps ex ll ',lIl,
The landing normall y sholiid I
made on the main wh ee ls will,
little braking as practi cal durt III
landing roll.
COLD WEATH ER OPERAJI
When very cold tempe r atu 1'1
antiCipated, the oil shou ld be tllltli
before stopping the en gi ne U /,,,,,,, - 11
pre-heat is net available . T hl .Iftj
ing procedure is nor m al, .11I1 " i\I~r
starting can be expedit ed l)y -'Wllt I
ing the auxiliary fuel pum ps I" .I ill
position for a few sec ond s.
The use of an external pr.l h •• 1
and an external power souret. II· I,
ommended whenever po s silJh, ,..-.
duce wear and abuse to ti ll' III, I
and the electrical sy ste m. III \0-1
tion , pre-heat will tha w th(.' rill I.
ped in the oil cooler, whi ch 1"(~' ; iI
will be congealed pr ior Itl .. t 1111
in extremely cold tem peratllf,
exte rn al pre-heat is u sed, lh,
up should be held to a m 1111111111
prevent recongealing tho nil II,
oil cooler.
In very cold weat h er, II tl .>11 1
perature indicatio n ne ed hi "lIll
before take-off. Aft er 14 IIlIlt
warm-up period (2 to 5 1II III III
I eM III RPM), the airplane Is ready for
' Ilk.' - off if it accelerates smoothly
111 1 the oil pressure is normal and
It . ad y.
U ll rl ng let-down, observe engine
' nlllpc ratures cl~ely and carry sui-
II d" lll power to maintain them in
11, .. r Cl c ommended operating range.
1"llr continuous operation in tem-
I"·,,at ures conSistently below 20° F,
tllI l Ca ssna winterization kit, avail-
hi,· r rom your Cessna Dealer , should
I PI ' I nH talled to improve engine opera-
11 1111 .
HA ND-CRANKING THE ENGINE.
When no external power is avail-
II II! , and the battery does not have
II rtlc ient power to turn the engine,
Ih" 'm gine may be started by tu_ rning
Ihn p ropeller by hand. When hand-
I'rilnk ing, it is important to use the
rullu wing procedure:
( ' ) Push master switch on momen-
I II Il ly, then check that battery power
I " "lIrri< :ient to close the battery sole-
Il ilid fu xl manual starting is possible.
1' 111 1'0 Is evidenced by operation of the
htt-I q uantity indicators . If battery
" "WI' I· is insu fficient to close the
.oI'·lIoid, hand starting is impossible
II .... • the starting vibrator requires
!kllit'l'y power.
(al Be sure to use wheel chocks
" II va ilable, and test and set the
h rnko s .
(: 1) S et controls and switches for a
lIorma l start, except leave the ign-
II hnlswitch "OFF".
( .. ) Pull propeller through at least
' WIl Cull revolutions to prime each
yJl l1dc r (ignition switch still "OFF").
Operating Details
NOTE
With the auxiliary fuel pump op-
erating, engine flooding is pos-
sible. Avoid prolonged use of the
pump in the priming operation.
(5) With ignition switch held in the
"START" position (do not push in as
this will engage the starter) , hand-
crank the engine.
IMPORTANT
Do not hand-crank with the Ign-
ition switch on "BOTH", "L",
or ''R''. In these positions, kick-
back or reverse rotation may
occur, since the magnetos do not
have impulse couplings to retard
the spark. Retarded spark can be
obtained only in the "START"
position of the ignition switch.
(6) As soon as the engine fires,
im mediately release the spring-
loaded ignition switch to "BOTH"
for beUer engine acceleration.
OIL DILUTION SYSTEM.
If your airplane is equipped with
an oil dilution system and very low
temperatures are antiCipated, dilute
the oil prior to engine shut down by
energizing the oil dilution switch
with the engine operating at 1000
RPM, and with the auxiliary fuel
pump switch in the " LO" position.
(Refer to figure 3-2 for dilution time
for the antiCipated temperature).
While diluting the oil , the oil pres-
sure should be watched for any un-
usual fluctuations that might indi-
3-9
3-8