Cessna 210B - Engine Systems and Instruments; Ignition-Starter Switch; Engine Instruments; Fuel System

Description
to select either filtered cold air from
the induction air scoop or heated air
from the right exhaust manifold. In
the unlikely event that ice should
form in the induction system, as
evidenced by an unexplained drop in
manifold pressure, pull the induc-
tion hot air knob full out. Do not use
an intermediate position.
IGNITION-ST ARTER SWITCH.
The combination starter and igni-
tion switch is key-operated. When
the key is turned to the extreme
clockwise " START-PUSH" position,
the right magneto is inoperative and
a
series of high-voltage, retarded
a starting vibrator used in conjunc-
tion with the left magneto. Pushing
in on the key, while holding it in th e
extreme clockwise position, engage s
the starter. When the key is releas ed
from the "START-PUSH" positio n,
it automatically returns to "BO TH . "
Refer to page 3-9 for discussion 0
the use of the ignition-starter switch
during hand-cranking.
ENGINE INSTRUMEN TS.
FUEL flOW INDICATOR.
The fuel flow indicator use d willi
the Continental fuel injecti on sy!
tem is a fuel pressure gage ca ll
sparks are furnished for starting by
brated to indicate the app ro x in lil li
MINIMUM OPERATING A
FUEl PRESSURE
\
NORMAL
~III~ i~~~~
FU EL FLOW
SET TING
/ \\46~~
I
/o 15 P5I 10 \,
CRUISE 12
FUEl POWER 14 ~-
flOW =-\\
\ GAL. / HR . FUL~000i61' 8~~0
\ POWER I
,
. ~ a . .ooo~ - t:
18 '-IL ;z "-
S. l. ........ .000 ~ Q
15 .15 PSI 20' ~ ~ FT ~;:
2~ \ ,';/ ,,0':::
,,_ I ~ \ .... ~"\SE" ~ ~
--=\ - LEVEL v~ ~ .;:-
i-\~ TAKE-OFF
t<'o'" AND CLIMB
POWER RANGE
FUEl
gallons per hour of fuel being metered
to the engine.
The indicator dial is marked with
red radials at the minimum and
maximum allowable operating fuel
pressures. The low flow range of
the indicator has a green arc for
normal cruise fuel flows while the
high flow portion has white radial
lines for take-off and climb settings
for full power at various altitudes.
The full power markings represent
maximum performance mixtures for
the altitudes shown, making it prac-
tical to lean the mixture on a high
altitude take- off and during full
power climbs for maximum power
and performance.
In the cruise power range the green
arc covers the normal lean fuel flow
required from 45 to 75% power.
Your Cessna Power Computer or the
cruise performance tables on pages
7-4 thru 7-8 show the normal lean
fuel flow for cruising power settings.
NOTE
Best power mixture can be ob-
tained for any power setting shown
on you.r
Cessna Power Computer
by adding 1 GPH to the normal
lean fuel flow on the computer.
Cruising climbs (page 3-5) should
be conducted at approximately 15
GPH up to 7000 feet and at 1 GPH
more than the normal lean fuel flow
shown on the Power Computer at
higher altitudes and lower powers.
COWL FLAPS.
Cowl flaps , adjusted to the need ,
Description
will meter enough air for the ade-
quate cooling and maximum effi-
ciency of the engine under varying
conditions. Opening the cowl flaps,
while on the ground, steps up the
volume of air necessary for engine
cooling. In flight , closing the cowl
flaps , as required, restricts the
flow of air through the engine com-
partment, thereby redUCing the cool-
ing and cowl flap drag to a minimum.
The cowl flaps are controlled by a
lever on the control pedestal. Nine
pOSitions, including full open and full
closed, are provided by means of
lOCking holes in the lever mechanism.
To change the cowl flap settings ,
move the lever to the left, out of the
locking hole, then reposition. Make
sure the lever moves into the locking
hole at the new setting.
FUEL SYSTEM.
Fuel is supplied to the engine from
two tanks, one in each wing (refer to
figure 1- 3). From each tank, fuel
flows by gravity through a fuel reser-
voir tank to the fuel selector valve.
Depending upon the setting of the
selector valve, fuel from the left or
right tank flows through a fuel
strainer and check valve to the
engine-driven fuel pump, by-passing
two electric fuel pumps when they
are not operating. Pressurized fuel
from the fuel pump then flows through
a
fuel unit to a distributor manifold
which disperses the fuel to a fuel
nozzle on each engine cylinder. Vapor
and excess fuel from the engine-
driven fuel pump and fuel unit are
returned to the main tank being used
by way of the selector valve and
1-2
1-3