Cessna 210B - Page 35

Optional Systems
circuit, motor driven servo with to the aileron bellcrank and the
electro-magnetic clutch connected necessary wiring.
OPER A TI NG CHECK LIST
TAKE-OFF.
(2) Adjust LATERAL TRIM TAB
as required to level aircraft.
(1) NAV-O-MATIC "OFF-ON" (3) Push in "PULL-TURN' knob
switch in OFF position.
to engage heading hold.
(4) Make fine adjustments to hold
CRUISE.
heading by use of the "TRIM" knob.
After each new trim setting, disen-
A. TO ENGAGE AUTOPILOT.
gage and re-engage "PULL-TURN'
knob.
(1) Trim the aircraft for straight (5) To turn to new heading, pull
flight.
out "PULL-TURN' knob and rotate
(2) Center LATERAL TRIM TAB
it in the desired direction. Center
(located below "PULL-TURN" knob).
knob and push in when aircraft is on
(3)
Center "PULL-TURN" knob.
new
heading and wings are level.
(4) Center "HEADING TRIM" knob.
(5)
Turn NAV-O-MATIC "OFF-
BEFORE LA N DIN G.
ON" switch ON.
(1) NAV - 0 - MATIC "OFF - ON'
B. OPERATION OF AUTOPILOT.
switch in OFF position before enter-
ing traffic pattern.
(1) Pull out "PULL-TURN' knob.
OPE RA TIN G DET A ILS
It is recommended that the NAV-
when the aircraft's master switch is
O-MATIC not be engaged prior to
on. It is not mandatory that the pro-
take-off. Forces applied to the con-
cedure listed in the Operating Check
trol system by the autopilot are easily
List for engaging the autopilot be
overpowered; however, these forces
used, but it will result in the smooth-
could significantly alter the "feel" of
est engagement. If the setting of
the aircraft controls.
the autopilot is different from the
The NAV-O-MATIC requires no
trim of the aircraft at the time the
warm~up period before engagement
autopilot is engaged, it will cause
since the system employs transis-
a brisk change of attitude; however,
tors and the rate gyro is operating
no excessive loads will be imposed
Optional Systems
"II lite airplane.
and airplane heading deviations,
A II hmgh the autopilot may be easi ly
allowing the new trim signal to be
,
wl 'l" powered at any time, this prac-
transmitted more rapidly to the
III '" should be minimized since some
autopilot servos.
"r vo clutch wear will result from
ItllIK periods of manually overpower-
NOTE
1111'. the system.
Wi th the aircraft trimmed and the
An aircraft out of trim condition
NA V-O-MATIC engaged, as outlined
will result in the NAV-O-MATIC
111 Ute check list, the NAV-O-MATIC
causing the aircraft to fly with one
...111 then be adjusted to hold a heading,
wing low to maintain a heading.
II , a fter a short period, the aircraft
If objectionable, this can be cor-
1 '1 found to be drifting from heading,
rected by centering the ball in the
lilt' "HEADING TRIM" knob is used
turn and bank indicator with the
h) (:ompensate for this. Once the rudder pedals or the rudder trim
o wner is experienced with the proper
control.
Ir 'l m ming of the heading hold circuit,
it will be easy to find a setting that
The "PULL-TURN" knob can be
w ill allow the NAV -O- MA TIC to hold
used to turn to a new heading by pul-
I he ading. Heading adjustment with
ling out to disengage the heading
IIw "TRIM" knob can be expedited by
hold cir cuit and turning in the de-
l ll !-; c ngaging and re-engaging the sired direction. When the aircraft
" P ULL- TURN" knob after each new
is on the new heading, center the
1I '\m setting. This action erases
knob and push in to re- engage the
th .. memory of previous trim settings heading circuit.
EMERG ENC Y PROCE DUR ES
II' a malfunction should occur in any
autopilot may be disengaged by turn-
.. I Ule autopilot units, it can be over-
ing the NAV-O-MATtC "OFF-ON"
' Iu den merely with pressure on the
switch OFF.
! II I1' mal flight controls, and the entire
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