D2057 3 13 S 210 & T210 SERIES (1977 THRU 1984) Cessna_210_T210_1977_1984_MM_D2057 Cessna 1977 1984 MM

User Manual: Cessna_210_T210_1977_1984_MM_D2057-3-13

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Cessna
ATextron
Company
SERVICE
MANUAL
1977
thru
1984
MODEL
210
&
T210
SERIES
Member
of
GAMA
FAA
APPROVAL
HAS
BEEN
OBTAINED
ON
TECHNICAL
DATA
IN
THIS
PUBLICATION
THAT
AFFECTS
AIRPLANE
DESIGN.
REVISION
3
INCORPORATES
TEMPORARY
REVISIONS
1,2,
AND
3,
DATED
1
DECEMBER
1992,
1
APRIL
1993,
AND
3
OCTOBER
1994.
COPYRIGHT©1996
10
SEPTEMBER
1982
CESSNA
AIRCRAFT
COMPANY
WICHITA.
KANSAS.
USA
REVISION
3
1
MARCH
1996
D2057-3-13
(RGI-50-7/02)
Cessna
A Toxtro
CompJny
TEMPORARY
REVISION
NUMBER
8
DATE
5
April
2004
Model
210
&
T210
Series
1977
Thru
1984
Service
Manual
MANUAL
NUMBER
-
PAPER
COPY
MANUAL
NUMBER
-
AEROFICHE
TEMPORARY
REVISION
NUMBER
MANUAL
DATE
10
September
1982
D2057-3-13
D2057-3-13AF
D2057-3TR8
REVISION NUMBER
3
DATE
1
March
1996
This
Temporary
Revision
consists
of
the
following
pages,
which
affect
and
replace
existing
pages
in
the
paper
copy
manual
and
supersede
aerofiche
information.
AEROFICHE
FICHE/FRAME
1/B22
1/C03
AEROFICHE
SECTION
PAGE
FICHE/FRAME
REASON
FOR
TEMPORARY
REVISION
1.
To
add
the
cleaning
interval
of
the
engine
fuel
injection
nozzles.
FILING
INSTRUCTIONS
FOR
THIS TEMPORARY
REVISION
1.
For
Paper
Publications, file
this
cover
sheet behind
the
publication's
title
page
to
identify
the
inclusion
of
the
Temporary
Revision
into the
manual.
Insert
the
new
pages
into
the
publication
at
the
appropriate locations
and
remove
and
discard
the
superseded
pages.
2.
For
Aerofiche
Publications,
draw
a
line
with
permanent
red
ink
marker,
through
any
aerofiche
frame
(page)
affected
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Temporary
Revision.
This
will
be
a
visual
identifier
that
the
information
on
the
frame
(page)
is
no
longer
valid
and
the
Temporary
Revision
should
be
referenced.
For
"added"
pages
in
a
Temporary
Revision,
draw
a
vertical
line
between
the
applicable
frames.
Line
should
be
wide enough
to
show
on the
edges
of
the
pages.
Temporary
Revisions
should
be
collected
and
maintained
in
a
notebook
or
binder
near
the
aerofiche
library
for quick reference.
©
Cessna Aircraft
Company
MANUAL
TITLE
SECTION
2
2
PAGE
27
32
cessna
A
Textron
Company
TEMPORARY
REVISION NUMBER
7
DATE
7
October
2002
MANUAL TITLE
Model
210
& T210
Series
1977
Thru
1984
Service
Manual
MANUAL
NUMBER
-
PAPER
COPY D2057-3-13
MANUAL
NUMBER
-
AEROFICHE
D2057-3-13AF
TEMPORARY
REVISION NUMBER D2057-3TR7
MANUAL
DATE
10
September
1982 REVISION
NUMBER
3 DATE
1
March
1996
This Temporary
Revision
consists
of
the
following
pages, which
affect
and
replace existing
pages
in
the
paper
copy
manual and
supersede
aerofiche information.
AEROFICHE
AEROFICHE
SECTION
PAGE
FICHE/FRAME
SECTION PAGE FICHE/FRAME
2
28
1/B23
2
28A/Deleted
NA
2
29
1/B24
2
30
1/C01
2
31
1/C02
2
32
1/C03
2
32A/Deleted
NA
2
33
Added
2
34
Added
2
35 Added
2
36
Added
16
22C
Added
16
22D
Added
REASON
FOR
TEMPORARY
REVISION
1.
To
include the
requirement to
inspect
all
fluid
carrying
lines
and
hoses
in
the
cabin
and
wing
areas.
Revise
the
Special Inspection
Items
section
and
add
a
Component
Time
Limits
section
and
a fuel
quantity
indicating
system operational test.
FILING
INSTRUCTIONS
FOR
THIS TEMPORARY
REVISION
1.
For
Paper
Publications,
file
this
cover
sheet
behind
the publication's
title
page
to
identify the
inclusion
of
the
Temporary
Revision
into
the
manual.
Insert
the
new
pages
into
the
publication
at
the appropriate
locations
and
remove
and
discard
the superseded
pages.
2.
For
Aerofiche Publications,
draw
a
line
with
permanent
red
ink marker,
through
any
aerofiche
frame
(page)
affected
by
the Temporary
Revision.
This
will
be a
visual identifier
that
the
information
on
the frame
(page)
is
no
longer
valid
and
the Temporary Revision
should
be
referenced.
For
"added"
pages
in
a
Temporary
Revision,
draw
a
vertical
line
between
the
applicable
frames.
Line
should
be
wide enough
to
show
on
the
edges
of
the
pages.
Temporary
Revisions should
be
collected
and
maintained
in
a
notebook
or
binder near
the
aerofiche
library
for
quick
reference.
COPYRIGHT @
2002
CESSNA
AIRCRAFT COMPANY
WICHITA,
KANSAS, USA
TEMPORARY
REVISION
NUMBER
6
DATED
7
January
2000
MANUAL
TITLE
MODEL
210
&
T210 SERIES
1977
THRU
1984
SERVICE
MANUAL
MANUAL
NUMBER
-
PAPER
COPY
D2057-3-13
AEROFICHE
D2057-3-13AF
TEMPORARY
REVISION NUMBER
PAPER
COPY
D2057-3TR6
AEROFICHE
N/A
MANUAL
DATE
10
SEPTEMBER 1982
REVISION
NUMBER
3
DATE
1 MARCH
1996
This Temporary
Revision
consists
of
the
following
pages,
which
affect
existing
pages
in
the
paper
copy
manual
and
supersede
aerofiche
information.
AEROFICHE
AEROFICHE
SECTION
PAGE
FICHE/FRAME
SECTION
PAGE
FICHE/FRAME
2
28A
Added
2
32A
Added
REASON
FOR
TEMPORARY
REVISION
To
include
the
inspection
requirements
of
Cessna
Service
Bulletin
SEB99-18.
FILING
INSTRUCTIONS
FOR
THIS
TEMPORARY
REVISION
For
Paper Publications:
File
this
cover
sheet
behind
the
publication's
title
page
to
identify
the
inclusion
of
the
Temporary
Revision
into
the
manual. Insert
the
new
pages
into
the
publication
at
the
appropriate
locations.
Draw
a
line,
with
a
permanent
red ink
marker,
through
any
superceded
information.
For
Aerofiche
Publications:
Draw
a
line
through
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aerofiche
frame
(page)
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the
Temporary
Revision
with
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ink
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This
will
be
a
visual
identifier
that
the
information
on
the
frame
(page)
is
no
longer
valid
and
the
Temporary
Revision
should
be
referenced.
For
"added"
pages
in
a
Temporary Revision, draw
a
vertical
line
between
the
applicable
frames
which
is
wide
enough
to
show
on
the
edges
of the
pages.
Temporary
Revisions
should
be
collected
and
maintained
in
a
notebook or
binder
near
the
aerofiche
library
for
quick
reference.
COPYRIGHT
a
2000
CESSNA
AIRCRAFT
COMPANY
WICHITA,
KANSAS,
USA
TEMPORARY
REVISION
NUMBER
5
DATED
2
March,
1998
MANUAL
TITLE
MODEL
210
SERIES
1977
THRU 1984 SERVICE
MANUAL
MANUAL
NUMBER
-
PAPER COPY
D2057-3-13
AEROFICHE
D2057-3-13AF
TEMPORARY
REVISION
NUMBER
-
PAPER
COPY
D2057-3TR5-13
AEROFICHE
N/A
MANUAL
DATE
10
September,
1982
REVISION NUMBER
3
DATE
1
March,
1996
This
Temporary
Revision
consists
of
the
following
pages,
which affect
and
replace
existing
pages
in
the
paper
copy
manual
and
supersede aerofiche information.
CHAPTER/ CHAPTER/
SECTION/ AEROFICHE SECTION/ AEROFICHE
SUBJECT
PAGE
FICHE/FRAME
SUBJECT
PAGE
FICHE/FRAME
2
30
1
C-01
2
31
1
C-02
2
32
1
C-03
REASON
FOR
TEMPORARY
REVISION
To
add Parker
Hannifin Vacuum Manifold
Check
Valve
inspection/replacement
times
to
inspection section.
FILING
INSTRUCTIONS
FOR
THIS
TEMPORARY
REVISION
For
Paper
Publications:
File
this
cover
sheet behind
the
publication's title
page
to
identify
inclusion
of the
temporary revision
in
the
manual.
Insert
the
new
pages
in
the
publication
at
the
appropriate
locations
and
remove and
discard
the
superseded
pages.
For
Aerofiche
Publications:
Draw
a
line,
with
a
permanent
red
ink
marker,
through
any aerofiche
frame
(page)
affected
by
the
temporary
revision.
This
will be
a
visual identifier that
the
information
on the
frame
(page)
is
no
longer
valid
and
the
temporary
revision
should
be
referenced.
For
"added"
pages
in
a
temporary
revision,
draw
a
vertical
line
between the
applicable
frames.
Line
should
be
wide
enough
to
show
on
the
edges
of
the
pages.
Temporary
revisions
should
be
collected
and
maintained
in
a
notebook
or
binder
near
the
aerofiche
library
for quick
reference.
COPYRIGHT ©
1998
CESSNA
AIRCRAFT COMPANY
WICHITA,
KANSAS,
USA
TEMPORARY
REVISION
NUMBER
4
DATED
October
1,
1997
MANUAL
TITLE
Model
210,
And
T210
Series
1977
Thru
1984
Service
Manual
MANUAL
NUMBER
-
PAPER
COPY
D2057-3-13
AEROFICHE
D2057-3-13AF
TEMPORARY
REVISION
NUMBER -
PAPER
COPY
D2057-3TR4-13
AEROFICHE
N/A
MANUAL
DATE
10
September
1982
REVISION
NUMBER
3
DATE
1
March
1996
This
Temporary Revision
consists
of
the following
pages,
which
affect
and
replace
existing
pages
in
the
paper
copy
manual
and
supersede
aerofiche
information.
CHAPTER/
CHAPTER/
SECTION/
AEROFICHE
SECTION/ AEROFICHE
SUBJECT
PAGE
FICHE/FRAME
SUBJECT
PAGE
FICHE/FRAME
1
5
1A14
1
6
1A15
1
7
Added
1 8
Added
1 9
Added
1
10
Added
1
11
Added
1
12
Added
1
13
Added
1
14
Added
1
15
Added
1
16
Added
1
17
Added
1
18
Added
1
19
Added
1
20
Added
1
21
Added
1
22 Added
14
3
2H10
REASON
FOR
TEMPORARY
REVISION
1.
To add
wet
torque
values for
McCauley
propeller
hub
bolts
and
add
standard
torque
value
tables.
FILING
INSTRUCTIONS
FOR
THIS
TEMPORARY
REVISION
For Paper
Publications:
File
this
cover
sheet
behind
the
publication's title
page
to
identify
inclusion
of
the temporary
revision
in
the
manual.
Insert the
new
pages
in
the publication
at
the appropriate
locations
and
remove and
discard
the
superseded
pages.
For
Aerofiche Publications:
Draw
a
line,
with
a
permanent
red
ink
marker,
through
any aerofiche frame
(page)
affected
by
the
temporary
revision.
This
will
be
a
visual
identifier
that
the
information
on
the frame
(page)
is
no
longer
valid
and the
temporary
revision should
be
referenced.
For
"added"
pages
in a
temporary
revision,
draw
a
vertical line
between
the
applicable
frames.
Line
should
be
wide
enough
to
show
on
the
edges of
the
pages.
Temporary
revisions
should
be
collected
and
maintained
in a
notebook
or
binder
near
the
aerofiche library
for
quick
*^
~
reference.
COPYRIGHT
©
1997
CESSNA
AIRCRAFT
COMPANY
WICHITA,
KANSAS,
USA
LIST
OF
EFFECTIVE
PAGE
1
INSERT
LATEST
REVISED
PAGES,
DESTROY
SUPERSEDED
PAGES.
NOTE:
The
portion
of
the
text
affected
by
the
changes
is
indicated
by
a
vertical
line
in
the
outer
margins
of
the
page.
Changes
to
illustrations
are
indicated
by
miniature
pointing hands.
Dates
of
issue
for
original
and
revised
pages are:
2
Original
......
0.......
10
September
1982
Revision
......
1.......
3
October
1983
Revision
......
2
.......
29
November
1983
Revision
......
3
.......
1
March
1996
TOTAL
NUMBER
OF
PAGES
IN
THIS
PUBLICATION
IS
802,
CONSISTING
OF
THE FOLLOWING:
Page
Revision
Page
Revision
Page
Revision
No. No.
No. No.
No.
No.
*Title
......................
3
5-11 .......................
2
*5A-11Athru5A-11D
.......
3
*AthruB
..................
3
5-12
.......................
0
*5A-12
Blank
...............
3
C
Blank
...................
2
*5-13
thru
5-14
.............
3
*5A-13
thru
5A-16
..........
3
*
i
thru
iv
...................
3
5-15
thru
5-20 ..............
0
5A-17
thru
5A-18
..........
0
1-1
thru
1-6
................
2
*5-20A
.....................
3
5A-18A
...................
0
*2-1
........................
3
5-20B
Blank
...............
0
*5A-18B
...................
3
2.2
........................
0
5-21
thru
5-22
..............
0
5A-19
thru
5A-21
..........
0
2-3
thru
2-4
................
2
*5-22A
.....................
3
*5A-22
thru
5A-27
..........
3
2-5
thru
2-7
................
0
5-22B
.....................
0
5A-28
thru
5A-29
..........
2
*2-8
........................
3
5-23
thru
5-25 ..............
0
*5A-30
.....................
3
2-9
........................
0
*5-26
......................
3
5A-31
thru
5A
34
..........
0
2-10
.......................
2
5-26A
thru
5-26B
...........
0
5A-35
.....................
2
2-11
thru
2-12
..............
0
*5-27
......................
3
*5A-36
.....................
3
2-13
.......................
2
5-28
.......................
0
5A-37
thru
5A-38
..........
0
2-14
.......................
0
*5-29 ......................
3
*6-1
thru
6-2
................
3
2-15
....................... 1
5-30
thru
5-31
..............
2
6-3
........................
0
2-16
.......................
2
5-32
.......................
0
*6-4
........................
3
2-17
.......................
0
*5-33
thru
5-34
.............
3
6-5 ........................
0
2-18
.......................
2
*5-34A
.....................
3
*6-6
........................
3
2-19
.......................
0
5-34B
Blank
...............
2
6-7
thru
6-8
................
0
2-20
.......................
2
5-35
thru
5-37 ..............
0
*6-9
thru
6-11
...............
3
2-21
thru
2-23
..............
0
*5-38
......................
3
6-12
Blank
................
2
*2-24
......................
3
5-39
thru
5-43 ..............
0
*7-1
thru
7-2
................
3
2-25
.......................
0
5-44
.......................
2
7-3
thru
7-5
................
0
2-26
....................... 1
*5-45
......................
3
*7-6
thru
7-7
................
3
*2-27
......................
3
5-46
.......................
2
7-8
........................
0
2-28
.......................
0
5-47
thru
5-49
..............
0
*7-9
........................
3
*2-29
......................
3
*5-50
thru
5-52
.............
3
7-10
Blank
................
2
2-30
....................... 1
*5-52A
.....................
3
*8-1
thru
8-3
................
3
*2-31
thru
2-32
.............
3
*5-52B
Blank
...............
3
8-4
thru
8-6 ................
0
*3-1 ........................
3
5-53
.......................
0
*8-7 ........................
3
3-2
thru
3-7
................
0
5-54
.......................
2
8-8
Blank
..................
2
3-8
........................
2
*5-55
thru
5-60 .............
3
*9-1
thru
9-2
................
3
*3-9
thru
3-10
...............
3
*5-60A
.....................
3
9-3
........................
0
3-11
thru3-15
..............
0
*5-60B
Blank
...............
3
*9-4
........................
3
3-16
.......................
2
5-61
thru
5-65 ..............
2
9-5
thru
9-9
................
0
3-17
thru
3-31 ..............
0
*5-66thru5-68
.............
3
*9-10
......................
3
3-32
Blank
................
0
5-69
thru
5-72
..............
2
9-11
thru
9-16
..............
0
4-1
thru
4-2
................
0
*5-73
......................
3
*10-1
......................
3
*4-3 ........................
3
5-74
thru
5-94
..............
2
10-2
thru
10-8
.............
0
4-4
thru
4-6
................
0
*5A-1
thru
5A-2
.............
3
*11-1 ......................
3
*5-lthru5-3
................
3
5A-3
thru
5A-7
.............
0
11-2
thru
11-3
..............
0
5-4
thru
5-10
...............
0
*5A-8thru5A-11
...........
3
11-4
.......................
2
Upon
receipt
of
the
second
and
subsequent revisions
to this
book,
personnel
responsible for
maintaining
this
publication
in
current
status
should
ascertain
that
all
previous revisions
have
been
received
and
incorporated.
*
The
asterisk
indicates
pages
revised,
added,
or
deleted
by
the
current
revision.
A
Revision
3
LIST
OF
EFFECTIVE
PAGES,
Cont.
-
Page
Revision
Page
Revision
Page
Revision
No.
No.
No.
No.
No. No.
*12-1
......................
3
14-2A
Blank
...............
0
*17-66
thru
17-68
...........
3
12-2
..............
........
0
14-2B
.....................
0
*17-68A
....................
3
12-2A
....................
2
14-3
thru
14-5
..............
2
*17-68B
Blank
..............
3
12-2B
Blank
...............
2
14-6
thru
14-7 ..............
0
*17-69
thru
17-71
...........
3
12-3
thru
12-8 ..............
0
*14-8 ......................
3
17-72
thru
17-73 ...........
0
*12-9
.....................
3
*15-1
thru
15-2
.............
3
17-74
thru
17-75
...........
3
12-10
.....................
0
15-2A
.....................
0
17-76
thru
17-77
...........
0
12-11
.....................
2
15-2BBlank
...............
0
17-78thru17-80
...........
2
12-12
thru
12-13
...........
0
15-3thru
15-10
............
0
18-1
......................
3
12-14
Blank
...............
0
15-11thru15-15...........1
18-2
................. ......
0
12-15
..................
2
*15-16
.....
.............
3
18-3
thru
18-4
..............
2
*12-16
....................
3 15-17
..................... 1 18-5
.
......................
0
12-17thru12-18
...........
2
15-18
.....................
0
18-6
Blank
................
0
*12-18A
....................
3
15-19
thru
15-21
.......
..
1
18-6A
thru
18-6C
...........
2
12-18B
Blank
.............
2
15-22 .....................
2
18-6D
.....................
3
12-19
.....................
0 15-23
thru
15-30
...........
1
18-7
thru
18-12
............
2
12-20 .....................
2
15-31
thru
15-32
...........
3
18-12A
....................
2
12-21
thru
12-27
...........
0
15-33thru
15-34
...........
2
18-12B
Blank
..............
2
12-28
Blank
............
...
0
1534A
....................
2
18-13
thru
18-17
...........
0
12-29
thru
12-30
...........
2
15-34B
Blank
..............
2
18-18 .....................
2
12-31
thru
12-38 ...........
0
15-35
thru
15-40
........... 1
18-19
thru
18-26
...........
0
*12A-1
thru
12A-2 ..........
3
15-40A
thru
15-40E
........ 1
18-27
.....................
3
12A-3
.....................
2
15-40F
....................
2
18-28thru
18-29 ...........
0
12A-4 .....................
0
15-41
.....................
3 18-30
Blank
...............
0
12A-4A ...................
0
15-42thru15-46
...........
0
19-1
......................
3
12A-4B
Blank
.............
0
*1547
thru
15-49
...........
3
19-2
thru
19-4 .............
0
12A-5
thru
12A-9
..........
0
15-50
Blank
...............
0
19-5
thru
19-6
.............
3
*12A-10
....................
3
*16-1
......................
3
20-1
thru
20-2
.............
3
12A-11
thru
12A-13
........
0
16-2
.......................
0
20-2A .....................
2
12A-14
Blank
.............
0
*16-3
......................
3
20-2B
Blank
...............
2
12A-15
thru
12A-16
........
0
16-4
thru
16-9 ..............
0
20-3 .......................
0
12A-16A
thru
12A-16B
.....
2
16-10 ..................... 1
20-4
......................
2
12A-17thrul2A-18
........
2
16-11
.....................
0
20-5
thru20-29
............
0
12A-18A
..................
2
16-12
thru
16-13
...........
2
20-30
thru
20-32
...........
2
12A-18B
Blank
............
2
16-14
.....................
0
20-32A
...................
2
12A-19
thru
12A-30
........
0
16-15
thru
16-16
...........
2
20-32B
Blank
..............
2
12A-31
....................
2
16-17
.....................
0
20-33
thru
20-34
...........
0
12A-32
thru
12A-33
........
0
*16-18
.....................
3
20-35
thru
20-38
...........
2
12A-34
Blank
..............
0 16-19
.....................
0
20-38A
thru
20-38B
........
2
13-1
thru
13-4
............
.
0
16-20
thru
16-22
...........
3
20-39
.....................
2
*13-5
thru
13-6
.............
3
*16-22A
....................
3
20-40
thru
20-102
..........
0
13-7
thru
13-8
..............
0
*16-22B
Blank
..............
3
20-103
....................
2
13-9
......................
2
16-23
thru
16-29
...........
0
20-104
...................
0
13-10
thru
13-14
...........
0
16-30
thru
16-32
...........
2
20-105
thru
20-106
.........
2
13-15
thru
13-16 ...........
2
*17-1
thru
17-2 .............
3
20-107
thru
20-129
.........
0
13-17
thru
13-23
..........
0
17-3
thru
17-8 ..............
0
20-130
thru
20-132
.........
2
13-24
.....................
2
*17-9
thru
17-10
............
3
20-132A
...................
2
13-25
thru
13-30
...........
0
17-11
thru
17-28 ...........
0
20-132B
Blank
.............
2
13-31
.....................
*17.29
thru
17-30
...........
3
20-133
thru
20-147
.........
0
13-32
thru
13-33
...........
0
17-31
thru
17-49
...........
0
20-148
....................
2
13-34
Blank
.
.....
.........
0
17-50
.....................
2
20-149thru
20-157
.........
0
*14-1
.....................
3
17-51
thru
17-65
.........
0
20-158Blank
..............
0
14-2
................. 0....
0
*
The
asterisk
indicates
pages
revised,
added,
or
deleted
by
the
current
revision.
Revision3
B/(C
blank)
MODEL
210
&
T210
SERIES SERVICE
MANUAL
TABLE
OF
CONTENTS
SECTION
PAGE
NO.
AEROFICHE/MANUAL
1.
GENERAL
DESCRIPTION
..........
.....
............ ....
1A10
1-1
2.
GROUND
HANDLING,
SERVICING.
CLEANING,
LUBRICATION AND
INSPECTION
..........................
1A20/2-1
3.
FUSELAGE
......................................... ...
1C9/3-1
4.
WINGS
AND
EMPENNAGE
............................. 1...
D20/4-1
5.
LANDING
GEAR,
BRAKES
AND HYDRAULIC
SYSTEM
(THRU
1978
MODELS)
..................................
1E5/-1
5A.
LANDING
GEAR,
BRAKES
AND
HYDRAULIC
SYSTEM
(BEGINNING
WITH
1979
MODELS)
.........
1......1115/5A-1
6.
AILERON
CONTROL
SYSTEM
.............................
1K16/6-1
|
7.
WING
FLAP
CONTROL SYSTEM
...........................
1L3/7-1
8.
ELEVATOR
CONTROL SYSTEM
...........................
2A2/8-1
9.
ELEVATOR
TRIM TAB CONTROL
SYSTEM
.....................
2A17/9-1
10.
RUDDER
CONTROL
SYSTEM
...............................
2B13/10-1
11.
RUDDER
TRIM
CONTROL
SYSTEM
..........................
2C1/11-1
12.
ENGINE
(NORMALLY
ASPIRATED)
..........................
2C13/12-1
12A.
ENGINE
(TURBOCHARGED)
............................
2E6/12A-1
13.
FUEL SYSTEM
........................ ....
2F19/13-1
14.
PROPELLERS
AND
PROPELLER
GOVERNORS
.................
2H6/14-1
15.
UTILITY
SYSTEMS
...................................
2H16/15-1
16.
INSTRUMENTS
AND
INSTRUMENT
SYSTEMS
..................
2K1/16-1
17.
ELECTRICAL
SYSTEMS
...................................
3A2/17-1
18.
STRUCTURAL
REPAIR
....................................
3D11/18-1
19.
EXTERIOR
PAINTING
....................................
3E21/19-1
20.
WIRING
DIAGRAMS
..................
...........
3F5/20-1
WARNING
When
performing
any
inspection
or
maintenance
that
requires
turning
on
the
master
switch,
installing
a
battery,
or
pulling
the propeller
through
by
hand,
treat
the
propeller
as
if
the
ignition
switch
were
ON.
Do
not
stand
nor allow
anyone
else
to
stand,
within
the
arc
of
the
propeller,
since
a
loose or
broken
wire
or
a
component
malfunction
could
cause
the
propeller
to
rotate.
Revision
3
i
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
CROSS
REFERENCE
LISTING
OF
POPULAR
NAME
VS.
MODEL
NUMBERS
AND
SERIALS
All
aircraft,
regardless
of
manufacturer,
are
certified
under
model
number
designations.
However,
popular
names
are
often
used
for
marketing
purposes.
To
provide
a
consistent
method
of
referring
to
these
aircraft,
the
model
number will
be
used
in
this
publication
unless
the
popular
name
is
necessary to
differentiate
between
ver-
sions
of
the
same
basic
model. The
following
table provides
a
list-
ing
of
popular
name,
model
number
and
serial
number.
MODEL
SERIAL
POPULAR
NAME
YEAR
MODEL
BEGINNING
ENDING
CENTURION
1977
210M
21061574
21062273
TURBO
CENTURION
1977
T210M
21061574
21062273
CENTURION
II
1977
210M
21061574
21062273
TURBO
CENTURION
II
1977
T210M
21061574
21062273
CENTURION
1978 210M
21062274
21062954
TURBO
CENTURION
1978
T210M
21062274
21062954
CENTURION
II
1978
210M
21062274
21062954
TURBO
CENTURION
1978 T210M
21062274
21062954
CENTURION
1979
210M
21062955
21063640
TURBO
CENTURION
1979 T210M
21062955
21063640
CENTURION
II
1979
210M
21062955
21063640
TURBO
CENTURION
I
1979 T210M
21062955
21063640
CENTURION
1980 210M
21063641
21064135
TURBO
CENTURION
1980 T210M
21063641
21064135
CENTURION
II
1980 210M
21063641
21064135
TURBO
CENTURION
II
1980
T210M
21063641
21064135
CENTURION
1981
210N
21064136
21064535
TURBO
CENTURION
1981
T210N
21064136
21064535
CENTURION
II
1981
210N 21064136
21064535
TURBO
CENTURION
I
1981
T210N
21064136
21064535
CENTURION
1982
210N
21064536
21064772
TURBO
CENTURION
1982
T210N
21064536
21064772
CENTURION
I 1982
210N
21064536
21064772
TURBO
CENTURION
II
1982
T210N
21064536
21064772
CENTURION
1983
210N 21064773
21064822
TURBO
CENTURION
1983
T210N
21064773
21064822
CENTURION
II
1983
210N
21064773
21064822
TURBO
CENTURION
II
1983
T210N
21064773
21064822
CENTURION
1984
210N
21064823
21064897
TURBO
CENTURION
1984
T210N
21064823
21064897
CENTURION
II
1984
210N
21064823
21064897
TURBO
CENTURION
II
1984
T210N
21064823
21064897
ii
Revision
3
MODEL
210 &T210
SERIES
SERVICE
MANUAL
INTRODUCTION
This
manual
contains
factory-recommended
procedures
and
instructions
for
ground
handling,
servicing,
and
maintaining
Cessna 210
Series
Models.
The
210
and
T210
Series
Models
covered
in
this manual are
identical,
except
the
Model T210
is
turbocharged.
Besides
serving
as
a
reference
for
the experienced
mechanic,
this
book
also
covers
step-by-step
procedures
for
the
less
experienced.
This
service
manual
is
designed
for
aerofiche
presentation.
To
facilitate
the
use
of
the
aerofiche,
refer
to
the
aerofiche
header
for
basic
information.
IMPORTANT INFORMATION
CONCERNING
KEEPING
CESSNA
PUBLICATIONS
CURRENT
The
information in
this
publication
is
based
on
data
available
at
the
time
of
publication
and
is
updated,
supplemented,
and
automatically
amended
by
all
information issued
in Service
News
Letters,
Service
Bulletins, Supplier
Service
Notices,
Publication Changes,
Revisions, Reissues
and
Temporary
Revisions.
All
such
amendments
become
part
of
and
are
specifically
incorporated
within
this
publication.
Users
are
urged
to
keep
abreast
of
the
latest
amendments
to
this
publication
through
the
Cessna
Product
Support
subscription
services.
Cessna
Service
Stations
have
also
been
supplied with
a
group
of
supplier
publications
which
provide
disassembly,
overhaul,
and
parts
breakdowns
for
some
of
the
various
supplier
equipment
items.
Suppliers
publications
are
updated, supplemented,
and
specifically
amended
by
supplier
issued
revisions
and
service
information
which
may be
reissued
by
Cessna;
thereby
automatically
amending
this
publication
and
is
communicated
to
the
field
through
Cessna's Authorized
Service
Stations
and/or
through
Cessna's
subscription
services.
IWARNING
ALL
INSPECTION
INTERVALS,
REPLACEMENT
TIME
LIMITS,
OVERHAUL
TIME
LIMITS,
THE
METHOD
OF
INSPECTION,
LIFE
LIMITS,
CYCLE
LIMITS,
ETC.,
RECOMMENDED
BY
CESSNA ARE
SOLELY
BASED
ON
THE
USE
OF
NEW,
REMANUFACTURED,
OR
OVERHAULED
CESSNA
APPROVED
PARTS.
IF
PARTS ARE
DESIGNED,
MANUFACTURED,
REMANUFACTURED,
OVERHAULED,
PURCHASED,
AND/OR
APPROVED
BY
ENTITIES
OTHER
THAN
CESSNA,
THEN THE
DATA
IN
CESSNA'S MAINTENANCE/SERVICE
MANUALS AND
PARTS
CATALOGS
ARE
NO
LONGER
APPLICABLE
AND
THE
PURCHASER
IS
WARNED
NOT
TO
RELY
ON
SUCH
DATA
FOR
NON-CESSNA
PARTS.
ALL
INSPECTION
INTERVALS,
REPLACEMENT TIME
LIMITS,
OVERHAUL
TIME
LIMITS,
THE
METHOD
OF
INSPECTION,
LIFE
LIMITS,
CYCLE
LIMITS,
ETC.,
FOR
SUCH
NON-CESSNA
PARTS
MUST
BE
OBTAINED
FROM
THE MANUFACTURER
AND/OR
SELLER
OF
SUCH
NON-CESSNA
PARTS.
1.
REVISIONS/CHANGES.
Revisions/changes
are
issued
for
this
publication
as
required
and
include
only
pages
that
require
updating.
2.
REISSUE.
A
reissue
is
issued as
required,
and
is
a
complete
manual
incorporating
all
the
latest
|
information
and outstanding
revisions/changes.
It
supersedes
and
replaces
previous issue(s).
REVISIONS/CHANGES
and
REISSUES
can
be
purchased
from
a
Cessna
Service
Station
or
directly
from
Cessna
Parts
Distribution
(CPD
2),
Dept.
701,
Cessna Aircraft
Company,
P.
O.
Box
949,
Wichita,
Kansas
67201
(walk-in
address:
5800
East
Pawnee,
Wichita,
Kansas
67218).
All
supplemental
service
information
concerning
this
manual
is
supplied
to
all appropriate
Cessna Service
Stations
so
that
they
have
the
latest authoritative
recommendations
for
servicing
these
Cessna
airplanes.
Therefore,
it
is
recommended
that
Cessna
owners
utilize
the
knowledge
and
experience
of
the factory-trained
Service
Station
Organization.
Revision 3
iii
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
CUSTOMER
CARE
SUPPLIES
AND
PUBLICATIONS
CATALOG
A
Customer
Care
Supplies
and
Publications
Catalog is
available
from
a
Cessna
Service
Station
or
directly
from
Cessna
Parts
Distribution
(CPD
2),
Dept.
701,
Cessna
Aircraft
Company,
P.
0.
Box
949,
Wichita,
Kansas
67201
(walk-in
address:
5800
East
Pawnee,
Wichita,
Kansas
67218).
This
catalog
lists
all
publications
and
Customer Care
Supplies available
from
Cessna
for
prior
year
models
as
well
as
new
products.
To
maintain
this
catalog
in
a
current
status,
it
is
revised
quarterly
and
issued
on
Aerofiche
with
the
quarterly
Service
Information
Summaries.
A
listing
of
all
available publications
is
issued
periodically
by
the
Cessna Propeller
Product
Support
Department.
SUPPLEMENTAL
TYPE
CERTIFICATE
INSTALLATIONS
Inspection, maintenance, and
parts
requirements
for
supplemental
type
certificate
(STC)
installations
are
not
included in
this
manual.
When
an
STC
installation
is
incorporated
on
the
airplane,
those portions
of
the
airplane
affected
by
the
installation
must
be
inspected
in
accordance
with
the
inspection
program
published
by
the
owner
of
the
STC.
Since
STC
installations
may
change
systems
interface, operating
characteristics,
and
component
loads
or
stresses
on
adjacent
structures,
Cessna
provided
inspection
criteria
may
not
be
valid
for
airplanes
with
STC
installations.
CUSTOMER
COMMENTS ON
MANUAL
Cessna
Aircraft
Company
has
endeavored
to
furnish
you
with
an
accurate,
useful,
up-to-date
manual.
This
manual
can
be
improved
with
your
help. Please
use
the
return
card,
provided
with
your
manual,
to
report
any
errors,
discrepancies,
and
omissions
in
this manual
as
well
as
any
general
comments you
wish
to
make.
iv
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
1
GENERAL
DESCRIPTION
Page
No.
Aerofiche/Manual
GENERAL
DESCRIPTION
.......
1A10/1-1
Aircraft
Specifications
..
A10/1-1
Model
210
Series
. .......
1A10/1-1
Stations
.......... 1A10/1-1
Description
.........
1A10/1-1 Bolt
Torques.
.......
1A14/1-5
1-3.
GENERAL
DESCRIPTION.
1-2.
MODEL
210-SERIES.
1-4.
AIRCRAFT
SPECIFICATIONS.
Leading
parti-
culars
of
these
aircraft,
with
dimensions
based
on
1-3.
DESCRIPTION.
The
Cessna
Centurion,
gross
weight,
are
given
in
figure
1-1.
If
these
dimen-
Centurion
II,
Turbo
Centurion, and Turbo
sions
are
used
for
constructing
a
hangar
on
computing
Centurion
II
(Model
210
Series)
aircraft,
described
clearances,
remember
that
such
factors
as nose
gear
in
this
manual,
are
single-engine,
high-wing
strut
inflation,
tire
pressures,
tire
sizes,
and
load
monoplanes
of
all
metal,
semimonocoque
construc-
distribution
may
result
in
some
dimensions
that
are
tion.
Wings
are
full
cantilever,
with
sealed
sections
considerably
different
from
those
listed.
forming
fuel
bays.
The
fully-retractable
tricycle
landing
gear
consists
of
tublar
spring-steel
main
1-5.
STATIONS.
A
station diagram
is
shown in
fig-
gear
struts
and
a steerable
nose
gear
with
an
air-
ure
1-2
to
assist
in
locating
equipment
when
a
written
hydraulic
fluid
shock
strut.
The
six
place
seating
description
is
inadequate
or
impractical
arrangement
is
of
conventional,
forward
facing
type.
Powering
the
Model
210
Series
is
a
Continental,
hor-
izontally-opposed,
air-cooled,
six-cylinder,
fuel-
injected
engine
driving
an
all-metal,
constant-speed
propeller.
A
more
desirable
higher performance
aircraft,
is
offered
in
the
turbocharged
version
of
the
Model 210
Series.
Revision
2
1-1
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
AND
T210
SERIES
MAXIMUM
WEIGHT
-
210
Ramp
............................
3812
lbs.
Takeoff
or
Landing
......................
3800
Ibs.
STANDARD
EMPTY
WEIGHT
-
210
Centurion
..........................
.
2173
lbs.
Centurion
II ..................... ..
2223
lbs.
MAXIMUM
USEFUL
LOAD
-
210
Centurion
.........................
1639
lbs.
Centurion
II
.........................
1589
bs.
MAXIMUM
WEIGHT
-
T210
Ramp
........... ..........
4016
lbs.
Takeoff
..........................
.
4000
lbs.
Landing
.................. ........
3800
lbs.
STANDARD
EMPTY
WEIGHT
-
T210
Turbo
Centurion
......................
.
2263
lbs.
Turbo
Centurion
II
......................
2311
lbs.
MAXIMUM
USEFUL
LOAD
-
T210
Turbo
Centurion
.......................
1753
lbs.
Turbo
Centurion
II
......................
1705
lbs.
FUEL
CAPACITY
Total
.................
........
...
90
gal.
Usable
-
Thru
Serial
21064535
. .
..............
.89
gal.
Usable
-
Beginning with
Serial
21064536
...........
87
gal
OIL CAPACITY
................ .........
10
qt.
With
External
Oil
Filter
and
All
Turbocharged
Engines
................
11
qt.
ENGINE
MODEL
210
(Refer to
Section
121for
Engine
Data)
..........
.
CONTINENTAL
10-520
T210
(Refer to
Section
12A
for
Engine
Data)
...........
CONTINENTAL
TSIO-520
PROPELLER
(Constant-Speed)
(Three
Blades)
................... ....
80"
McCAULEY
LANDING
GEAR
(Retractable,
Hydraulically-Actuated)
........
Tricycle
MAIN
WHEEL TIRES
.......................
6.00
x
6
Pressure
..
....
.. .
.......
... .
....
.
55
psi
NOSE
WHEEL
TIRE
210
........ ..............
5.00
x
5,
6ply
Pressure
.............. ........
50
psi
T210
(THRU
T21062954)
...................
5.00
x
5,
6
ply
Pressure
.........
.
.............
50
psi
T210
(BEGINNING
WITH
T21062955)
.............
5.00
x
5,
10
ply
Pressure
... .
........
.
....
88
psi
Figure
1-1.
Aircraft
Specifications
(Sheet
1
of
2)
1-2
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
AND
T210
SERIES
NOSE
GEAR
STRUT
PRESSURE
(Strut
Extended)
..........
90
psi
WHEEL
ALIGNMENT
Camber
.
......... ........... .....
4
°
1
°
30'
Toe-in
..................
...
.....
0"
to
.
06"
AILERON
TRAVEL
Up
.
.............. ......
.
20°
±2
°
Down
................... ....
15°
±2
°
WING
FLAP
TRAVEL
(Electrically-Actuated)
............
0°
±0
°
to
30°
, +1
°
-2
°
RUDDER
TRAVEL
(Measured
parallel
to
water
line)
Right
......................
24
°± 1°
Left.
24°±
1°
RUDDER
TRAVEL
(Measured
perpendicular to
hinge line)
Right
..
....
. . . . . ... .... . .... .....
27°
13'
± 1°
Left
............................
27°
13' ±
1°
ELEVATOR
TRAVEL
Up
.............................
23
° ± 1°
Down
. . .. ....... . . .. . . . . . .. . . . . . .
17°
± 1°
ELEVATOR
TRIM
TAB
TRAVEL
Up
.............................
25
°
±
1°
Down
............... .............
10
°±
1°
PRINCIPAL
DIMENSIONS
Wing
Span ....................... . . .
441.75"
Tail
Span
.. .. . . . .. ..... .. . .... . . . . .
156.32"
Length
.................. ........
337.96"
Fin
Height
(Maximum
with
Nose
Gear
Depressed
and
Flashing
Beacon
Installed
on
Fin)
..............
112.92"
Track
Width
................. . ......
104.20"
BATTERY
LOCATION
....................
Left
Side
of
Firewall
Figure
1-1.
Aircraft
Specifications
(Sheet
2
of
2)
Revision
2
1-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
SERIES
25.25
54.00
3.8
70.8
112.0
152.2
209.0
7
68.00
0.0
44.0 55.6
*106.0
*124.6
7796.00
*
INDICATES
CANTED
BULKHEAD
~
~
°°11. 00
138.
00
Fure 1-2.
Reference
Stations0
~~~1-4 Revis~~i~~on 2~~189.00
206.00
3.8
70.8
112,0
152.2
209.0
18.0I _90o.o
/
138.0
180.
6
8.1
67.2
98.0
109.6*
166.4
194.8
23o.
8
0.0
44
0
55.6
3
106.0
'124.6
77.0
*INDICATES
CANTED
BULKHEAD
Figure
1-2.
Reference
Stations
1-4 Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1-6.
MATERIALAND
TOOL
CAUTIONS-
GENERAL
Solvents
are
hazardous
to
work
with
because
of
their
flammability,
rate
of
evaporation
and
reaction
to
A.
Mercury
oxidizers.
Solvents
can
also
be
an
irritant
to
the
skin
CAUTION
and
eyes.
THERMOMETERS
AND
OTHER
TEST
A
single
spark,
a
smoldering
cigarette,
or
even
EQUIPMENT
CONTAINING
MERCURY,
MUST
atmospheric
conditions
can
ignite
solvent
vapors.
The
NOT
BE
USED
ON
THE
AIRPLANE.
lower
the
flash
point
of
the
chemical,
the
more
likely
it
is
to
become
flammable.
Generally, flash
points
of
less
Mercury,
by
the
amalgamation
process,
can
penetrate
than
100°F
(37.8°C)
are
considered
flammables.
any
break
in
the finish,
paint
or sealing
coating
of
a
Examples
of
solvent
flash
points
are
shown
below:
metal
structural element.
An
oxide
coating
on
a
dry
metallic
surface
will
tend
to
inhibit
an
immediate
SOLVENT
FLASH-POINT
action
while
a
bright,
polished,
shining
or scratched
surface
will
hasten
the
process.
Moisture
will
also
Methyl
Propyl Ketone
45°F
(7.2°
C)
promote
the
amalgamation
process.
Soils,
greases
or
other
inert
contaminants,
present
on
the
metal
Touluene
39°F
(3.9°
C)
surfaces,
will
prevent the
start
of
the
action.
The
corrosion
and
embrittlement
which
results
from
an
Isopropyl
Alcohol
53.6°F
(12°C)
initial
penetration,
can
be
extremely
rapid
in
structural
members
under
load.
Once
it
has
begun,
Acetone
1.4
°
(-17°C)
there
is
no
known
method
of
stopping
it.
Complete
destruction
of
the
load
carrying capacity
of
the
metal
The
rate
of
evaporation
is closely
tied
to
flammability,
will
result.
because
normally
the
vapors must
be
present
to
ignite
the
liquid.
Vaporization
also
allows
solvents,
even
those
that
b.
Maintenance
Precautions
are
not
flammable,
to
get
into
the
air
and
into
the
body's
blood
stream
through the
lungs.
WARNING
Solvents
can
also
react
explosively
with
oxidizers
(chemicals
which
release
oxygen).
A
very
violent
and
uncontrollable
reaction
takes
place
which
generates
heat
DURING
MAINTENANCE,
REPAIR
AND
rapidly.
For
this
reason,
it
is
very
important
for
each
SERVICING
OF
THE
AIRPLANE,
MANY
person
to
be
aware
of
specific
chemicals in
use
in
the
work
SUBSTANCES
AND
ENVIRONMENTS
area,
and
to
adhere
to
the labeling
of
containers.
Chemical
ENCOUNTERED
MAY
CAUSE
INJURY IF
manufacturers are
required
to
label
each
container
with
a
PROPER
PRECAUTIONS
ARE
NOT
diamond
shaped
symbol:
red
forflammable
and
yellow
for
OBSERVED.
oxidizers.
Carefully
read
and
follow
all
instructions,
and
Solvents
can
also
damage
the
hands
and
skin. Solvents
especially
adhere
to
all
cautions
and
warnings
dry
out
skin and
dissolve
the
natural
oils.
The
condition
provided
by
the
manufacturer
of
the
product
being
can
develop
into
an
irritation,
or
if
left
untreated
with
used.
Use
appropriate
safety
equipment
as
required
continuous
exposure,
it
may
progress
to
a
dermatitis.
including
goggles,
face shields,
breathing
apparatus,
Damaged
skin
allows
other
contaminants
to
worsen
the
protective
clothing
and
gloves.
Fuel,
engine
oil, condition,
because
the
contaminants
have
easier
access
to
solvents,
volatile
chemicals,
adhesives,
paints
and
the
deeper
levels
of
the
skin.
In
serious
cases,
blood
strong
cleaning
agents
may
cause
injury
when
poisoning
is
also
possible.
contacting
the
skin
or
eyes,
or
when
vapors
are
breathed.
When
sanding
composites
or
metals
or
The
best
defense
against
skin
irritation
is
not
to
be
otherwise
working
in
an
area
where
dust particles
exposed.
If
exposure
is
unavoidable,
steps
should
betaken
may
be
produced,
the
area
should
be
ventilated
and
to
limit
exposure
times.
Prolonged
exposure
to
these
the appropriate
respirator
must
be
used.
irritants
can
lead
to
long
term
liver
damage.
c. General
Usage
Solvents
General
usage
solvents
include
the
following:
Methyl
Propyl
Ketone
Toluene
Isopropyl
Alcohol
Acetone
Methylene Chloride
1,1,1-Trichloroethane
Naptha
Trichloroethylene
These
chemicals/solvents
are
generally
colorless,
evaporate
quicker
than
water,
and
tend
to
give
off
vapors
in
higher
quantities
as
their
temperature
increases.
The
vapors
are
generally
heavier
than
air,
which
causes
them
to
collect
in
low lying
areas
or
push
normal
oxygen
and
air
out
of
a
confined
area.
This
situation
can
lead
to
Temporary
Revision
Number
4
1-5
October
1,1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1-7.
TORQUE
DATA-
MAINTENANCE
PRACTICES
f.
Countersunk
washers
used
with
close
tolerance
bolts
must
be
installed
correctly
to
ensure
proper
To
ensure
security
of
installation
and
prevent
over
torquing
(refer
to
Figure
1-5).
stressing
of
components
during installation,
thetorque
values
outlined
in
this
section and
other
applicable Tighten
accessible
nuts
torque
values
Table
chapters of this manual
should
be
used~
during
g.
Tighten
accessible
nutsto
torque
values per
Table
installation
and
repair
of
components
1-1.
Screws
attached
to
nutplates,
or
screws
with
installation
and repair of components.
threads
not
listed
in
Table
201
should
be
tightened
The
torque
value tables,
listed in
this
section,
are
firmly,
but
not
to
a
specific
torque
value.
Screws
standard
torque
values
for
the nut
and
bolt
used
with
dimpled
washers
should
not
be
drawn
combinations shown. If
a
component
requires
special
tight
enough
to
eliminate
the
washer crown.
torque
values,
those
values
will
be
listed in
the
applicable
maintenance
practices
section
h.
Table
1-1
is
not
applicable
to
bolts,
nuts
and
screws
.
used
in
control
systems
or
installations
where
the
Torque
is
typically
applied
and measured
using
a
required
torque
would
cause
binding
or
would
torquewrench.
Differentadapters,
used
inconjunction
interfere
with
proper
operation
of
parts.
On
these
with
the
torque
wrench,
may
produce
an
actual
torque
to
the
nut
or
bolt
which
is
different
from
the
torque
installations,
the
assembly
should
be
firm
but
not
reading.
Figure
1-4
is
provided
to
help
calculate actual
binding.
torque
in
relation
to
specific
adaptors
used
with
the
torquewrench
i.
Castellated
Nuts.
Free
Running
Torque
Value
Self-locking
and non
self-locking
castellated
nuts,
Free
running
torque
value
is
the
torque
vale
tightened
to
the
minimum
torque
value
shown
in
required
to rotate a
nut
on
a
threaded
shaft,
h
11
The
torque
may
increased
nallth
without
tightening.
Free
running
torque
value
does
Table
1-1.
The
torque
may
be
increased
to
install
the
not
represent
the
torque
values
listed
in
the
tables
cotter
pin,
but
this
increase
must
not
exceed
the
of
this
section.
Torque
values
listed
in
the
tables
alternatetorque
values.
represent
the
torque
values
above
free
running
torque.
MS17826
self-locking,
castellated
nuts
shall
be
torqued
per
Table
1-1.
EXAMPLE
The
end
of
the
bolt
or
screw
should extend
through
If
finaltorque
required
is
to
be
150
inch-pounds and
the
nut
at
least
two
full
threads
including
the
the
free
running
torque
is
25
inch-pounds,
then
the
chamfer.
free
running
torque
must be
added
to
the
required
torque
to
achieve
final
torque
of
150
+25
=
175
inch-pounds.
Breakaway
torque
value
is
the
value
of
torque
required
to
start
a
nut
rotating
on
a
thread
shaft,
and
does
not
represent
free
running
torque
value.
It
should
be
noted
that
on
some
installations
the
breakaway
torque
value
cannot
be
measured.
General
Torquing
Notes:
a.
These
requirements
do
not
apply
to
threaded
parts
used
for
adjustment,
such
as
turnbuckles
and
rod
ends.
b.
Torque values
shown
are
for
clean,
nonlubricated
parts.
Threads
should
be
free
of
dust,
metal
filings,
etc.
Lubricants,
other
than
that
on
the nut
as
purchased,
should
not
be
used
on
any
bolt
installation
unless
specified.
c.
Assembly
of
threaded
fasteners,
such
as
bolts,
screws
and
nuts,
should
conform
to
torque
values
shown
in
Table
1-1.
d.
When
necessary
to
tighten
from
the
bolt
head,
increase
maximum
torque
value
by
an
amount
equal
to
shank
friction.
Measure
shank
friction
with
a torque
wrench.
e.
Sheet
metal
screws
should
be
tightened
firmly,
but
notto
a
specifictorquevalue.
Temporary
Revision
Number
4
1-6
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE:
WHEN
USING
A
TORQUE
WRENCH
ADAPTER
WHICH
CHANGES
THE
DISTANCE
FROM
THE
TORQUE
WRENCH
DRIVE
TO
THE
ADAPTER
DRIVE,
APPLY
THE
FOLLOW-
ING
FORMULAS
TO
OBTAIN
THE
CORRECTED
TORQUE
READING.
SHORT
OPEN
END
ADAPTER
WRENCH
TORQUE HANDGRIP
DRIVE
WRENCH
CENTERLINE
ADAPTER CENTERLINE
(PREDETERMINED)
DRIVE
CENTERLINE
--
SETSCREW-
ADAPTER
FORMULA
TL
y
L+E
EXAMPLE
(WITH
"E"
AS
PLUS
DIMENSION)
T
=
135IN-LB
y-
135x10
=117.39
Y
=
UNKNOWN
10+1.5
HOSE
CLAMP
E
=
1.5
IN
Y
=
117
IN-LB
ADAPTER
L
=
10.0
IN
LEGEND
T
=
ACTUAL
(DESIRED)
TORQUE
< )\
~Qk)
~Y
=
APPARENT(INDICATED)
TORQUE
L
=
EFFECTIVE
LENGTH
LEVER
<~~~--~~ ~E
=
EFFECTIVE
LENGTH
OF
EXTENSION
ADAPTER
OPEN-END
WRENCH
DRIVE
HANDGRIP
ADAPTER
WRENCH CENTERLINE
CENTERLINE
DRIVE
(PREDETERMINED)
CENTERLINE-
FLARE
NUT
WRENCH
ADAPTER
TORQUE
FORMULA
WRENCH
__ ^
~~~EXAMPLE
(WITH
"E"
AS
MINUS
DIMENSION)
T
=
135
IN-LB
y
135
x
10
=
1350
=
158.82
Y
=
UNKNOWN 10
-.5
SPANNER
WRENCH
L
=
10.0
IN
ADAPTER
E
=
1.5IN
Y
=
159
IN-LB
4^^.~~~~~h~~~~~~ ssss~5598C2005
Torque Wrench
and
Adapter
Formulas
Figure
1-4
Sheet
1
Temporary
Revision
Number
4
1-7
October
1,1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
EXTERNAL
WRENCHING
HEAD
CORRECT
INSTALLATION
INSTALL
WASHER WITH COUNTERSUNK
FACE
NEXT
TO
BOLT
HEAD
RADIUS
INTERNAL
WRENCHING
HEAD
I
STANDARD COUNTERSUNK
WASHER WASHER
INCORRECT
INSTALLATION
CAUTION:
NEVER
INSTALL
STANDARD
WASHER OR
COUNTERSUNK
WASHER
IN
REVERSE
WHEN
USING
BOLTS WITH
RADIUS
UNDER
THE
HEAD
5598C1004
5598C1004A
Washer
Installation
Close
Tolerance
Bolts
Figure
1-5
Sheet
1
Temporary
Revision
Number
4
1-8
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Torque
Requirements
for
Hi-Lok
Fasteners
Use
Table
1-2
to
determine
torque
requirements
for
Hi-Lok
fasteners.
NOTE:
Thistable
is
used
in
conjunction
with
MS21042
self-locking
nuts.
Table
1-2.
Torque
Values
Hi-Lok
Fasteners
(Used
with
MS21042
Self-Locking
Nuts)
NOMINAL
ALLOY
STEEL
ALLOY
STEEL
FASTENER
180-
200
KSI
180-
200
KSI
DIAMETER
(INCH
POUNDS)
(NEWTON
METERS)
6-32
8to
10
0.9to
1.1
8-32
12to
15
1.4to
1.7
10-32
20to
25
2.3to
2.8
1/4-28
50
to
70
5.6
to
7.9
5/16-24
100
to
140 11.3
to
15.8
3/8-24
160to
190
18.1
to
21.5
7/16-20
450
to
500 50.8
to
56.5
1/2-20
480
to
690
54.2
to
78.0
Torque
Requirements
for
Electrical
Current
Carrying
And
Airframe
Ground
Fasteners
Use
Table
1-3
to
determine
torque
requirements
for
threaded electrical
current
carrying
fasteners.
Torque
values
shown are
clean,
nonlubricated
parts.
Threads
shall
be
free
of
dust
and
metal
filings.
Lubricants,
other
than
on
the
nut
as
purchased,
shall
not
be
used
on
any
bolt
installations
unless
specified
in
the
applicable
chapters
of
this
manual.
All threaded
electrical
current
carrying
fasteners
for
relay
terminals,
shunt
terminals,
fuse
limiter
mount
block
terminals
and
bus
bar
attaching
hardware
shall be
torqued
per
Table
1-3.
NOTE:
There
is
no
satisfactory
method
of
determining the
torque
previously
applied
to
a
threaded
fastener.
When
retorquing,
always back
off
approximately
1/4
turn
or
more
before
reapplying
torque.
Use
Table
1-4to
determine
torque
requirements
for
threaded
fasteners
used
as
airframe
electrical
ground
terminals.
Table
1-3.
Torque
Values
Electrical
Current
Carrying
Fasteners
FASTENER
TORQUE
VALUE
TORQUE
VALUE
DIAMETER
(INCH
POUNDS)
(NEWTON
METERS)
6-32
8to
12
0.9to
1.4
8-32
13to
17
1.5to
1.9
10-32
20
to
30
2.3
to
3.4
3/16
20
to30
2.3
to3.4
1/4
40
to
60
4.5to
6.8
5/16
80to
100 9.0
to
11.3
3/8
105to
125
11.9to
14.1
1/2
130to
150
14.7
to
16.9
Temporary
Revision
Number
4
1-10
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Table
1-4.
Torque
Values
Airframe
Electrical
Ground
Terminals
FASTENER
TORQUE
VALUE TORQUE
VALUE
DIAMETER
(INCH
POUNDS)
(NEWTON
METERS)
5/16
130
to
150 14.7
to
16.9
3/8
160
to
190
18.1
to
21.5
Torque
Requirements
for
Rigid
Tubing and
Hoses
Use
Table
1-5
to
determine
torque
requirements
fortubes
and
hoses.
Table
1-5.
Tubing/HoseTorque
Limits (Inch-Pounds)
Flared
or
Flareless
Fitting
with
Hose
Tubing
Aluminum
or
Annealed
Stainless
Steel
Flared
or
Flareless
Fitting
with
Steel
Size
O.D.
Tubing,
and
Hose
with
Aluminum
Inserts
Tubing,
and
Hose
with
Steel
Inserts
Min
Max
Min
Max
-2
1/8
45
55
65
75
-3
3/16
75
85 95
105
-4
1/4
105
115
135
150
-5
5/16
135
145
180
200
-6
3/8
160 175
260
285
-8
1/2
265 290
475
525
-10
5/8
340 375 665
735
-12
3/4
425
470
855 945
-16
1
710
785
1140
1260
Table
1-5.
Tubing/HoseTorque
Limits
(Newton
Meters)
Flared
or
Flareless
Fitting
with
Hose
Tubing
Aluminum
or
Annealed
Stainless
Steel
Flared
or
Flareless
Fitting
with
Steel
Size O.D.
Tubing,
and
Hose
with
Aluminum
Inserts
Tubing,
and
Hose
with
Steel
Inserts
Min
Max
Min
Max
-2
1/8
5.1
6.2
7.3
8.5
-3
3/16
8.5
9.6
10.7
11.9
-4
1/4
11.5 13.0
15.3
16.9
-5
5/16
15.3
16.4
20.3
22.6
-6
3/8
18.1
19.8
29.4
32.2
-8
1/2
29.9
32.8
53.7
59.3
-10
5/8
38.4
42.4
75.1
83.0
-12
3/4
48.0
53.1
96.6
106.8
-16
1
80.2 88.7
128.8
142.4
Temporary
Revision
Number4
1-11
October
1,
1997
MODEL
210
&T210
SERIES
SERVICE
MANUAL
1-8.
SAFETYING
-
MAINTENANCE
PRACTICES
Safety
Wire
Installation
(Refer
to
Figure
1-6).
Safety
Wire
Inconel
(Uncoated),
Monel
(Uncoated). CAUTION
Used
for
general
safety
wiring
purposes.
Safety
wiring
CAUTION
is
the application
of
wireto
prevent relative
movement
of
structural
or
other
critical
components
subjected
to
SCREWS
IN
CLOSELY
SPACED
GEOMETRIC
vibration,
tension,
torque,
etc.
Monel
to
be
used
at
PATTERNS
WHICH
SECURE
HYDRAULIC
OR
temperatures
up
to
700°F
(370ºC)
and
inconel
to
be
AIR
SEALS, HOLD HYDRAULIC
PRESSURE,
OR
used
at
temperatures
up
to
1500
F
(815°C).
Identified
USED
IN
CRITICAL
AREAS
SHOULD
USE
THE
by
the
color
of
the
finish,
monel
and
inconel
color
is
USED
CRITICAL
OF
SAFETY
WIRING
natural
wire
color.
DOUBLE
TWIST
METHOD
OF
SAFETY
WIRING.
Copper,
is
cadmium
plated
and
dyed
yellow
in accordance
Single
wire
method
of
safety
wiring
shall
use
the
largest
with
FED-STD
595.
nominal
size
wire
listed
in
Table
1-6,
which
will
fit
the
This
wire
will
be
used
for
shear
and
seal
wiring
hole.
applications.
Shear
applications
are
those
where
it
is
The
double
twist
method
of
safety
wiring
shall
be
used
as
necessary
to
purposely
break
or
shear
the
wire
to The
double
twist
method
of
safety
wiring
shall
be
used
as
necessary
to
purposely break or
shear
the
wire
to
permit operation
or
actuation
of
emergency
devices.
the
common
method
of
safety
wiring.
It
is
really
one
wire
Seal
applications
are
those
where
the
wire
is
used
with
twisted
on
itself
several
times.
The
single
wire
method
of
a
lead
seal
to
prevent
tampering
or
use
of
a
device
safety
wiring
may be
used
in
a
closely
spaced, closed
without
indication.
Identified
bythe
color
of
the
finish,
geometrical
pattern (triangle,
square,
circle,
etc.),
on
copper
wire
is
dyed
yellow,
parts
in
electrical
systems,
and
in
places
that
would
make
Aluminum
Alloy
(Alclad
5056),
is
anodized
and
dyed
blue
the
single
wire
method
more
advisable.
Closely
spaced
in accordance
with
FED-STD
595.
shall
be
considered
a
maximum
of
two
inches
between
centers.
This
wire
will
be
used
exclusively
for
safety
wiring
magnesium
parts.
Use
single
wire
method
for
shear
and
seal
wiring
NOTE
application.
Make
sure
the
wire
is
installed
so
that
it
can
be
easily
broken
when
required
in
an
emergency
Surface
treatments which
obscure visual
identification
situation.
For
securing
emergency
devices
where
it
is
of
safety
wire
is
prohibited.
necessary
to
break
the
wire
quickly,
use
copper
only.
Inconel
or
monel,
wire
can
be
substituted
for
same
Safety
wiring
by
the
double
twist
method
shall
be
done
as
diameter
and
length
of
carbon steel
or
corrosion resistant
follows:
wire.
Wires are
visually
identifiable
by
their
colors:
natural
for
One
end
of
the
safety
wire
shall
be
inserted
through
inconel
and
monel,
yellow
for
copper,
and
blue
for
one
set
of
safety
wire
holes
in
the
bolt
head.
The
other
aluminum.
end
of
the
safety
wire
shall
preferably
be
looped
firmly
around
the
head
to
the
next
set
of
safety
wire
holes
in
Cotter
Pin.
the
same
unit
and inserted
through this
set
of
safety
The
selection
of
material
shall
be
in
accordance
with wire
holes.
The
"otherend"
may
go
overthe
head
when
temperature,
atmosphere
and
service
limitations,
the
clearances
around
the
head
are
obstructed
by
Safety
Wire
adjacent
parts.
The
size
of
the
safety
wire
shall
be
in
accordance
with
The
strands,
while
taut,
shall
be
twisted
until
the
the
requirements
of
Table
1-6.
twisted part
is
just
short
of
the
nearest
safety
wire
hole
in
the
next
unit.
The
twisted
portion
shall
be
within
1/8
0.032
inch
diameter
safety
wire
is
for
general
inch
of
the
holes
in
each
unit.
The
actual number
of
purpose
use;
however,
0.020
inch
diameter
safety
twists
will
depend
upon
the
wire diameter,
with
wire
may
be
used
on
arts having
a
nominal
hole
smaller
diameters
being
able
to
have
more
twists than
nominal
te
of
less
than
between
0.045
parts
having
a
larger
diameters.
The
twisting
shall keep
the
wire
taut
nominal
hole
diameter between
0.045
and
0.062
inch
with
spacing
between
parts
of
less
than
two
without
over
stressing
or
allowing it
to
become
nicked,
inches,
or
on
closely
spaced
screws
and
bolts
of
0.25
kinked
or
mutilated.
Abrasions
from
commercially
inch
diameter
and smaller.
available
twist
pliers
shall
be
acceptable.
0.020
inch
diameter
copper
wire
shall
be
used
for
shear
and
seal
wire
applications.
When
employing
the
single
wire
method
of
locking,
the
largest
nominal
size
wire
for
the
applicable
material or
part
in
which
the
hole
will
accommodateshallbe
used.
Temporary
Revision
Number
4
1-12
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
STEP
1.
INSERT
WIRE
THROUGH
BOLT A
AND
_BEND
AROUND
BOLT
(IF
NECESSARY,
BEND
WIRE
ACROSS
BOLT
HEAD).
TWIST WIRES CLOCKWISE
UNTIL
-
~
THEY
REACH
BOLT
B.
STEP
2.
INSERT
ONE
END
OF
WIRE
THROUGH
BOLT
B.
BEND
OTHER
END
AROUND
BOLT
(IF
NECESSARY,
BEND
WIRE
ACROSS
HEAD
OF
BOLT).
TWIST
WIRES
COUNTERCLOCKWISE
1/2
INCH
OR
SIX
TWISTS.
CLIP
ENDS.
BEND
PIGTAIL
BACK
AGAINST
PART.
NOTE:
RIGHT
THREADED PARTS SHOWN:
REVERSE
DIRECTIONS
FOR
LEFT PARTS.
BOLT
B
CLOCKWISE
DOUBLE-WIRE
SAFETYING
COUNTER-
CLOCKWISE
^
^^CLOCKWISE
COUNTER-
^
CLOCKWISE
~
^-CLOCKWISE
MULTIPLE
FASTENER
APPLICATION DOUBLE
TWIST -
MULTIPLE
DOUBLE-TWIST
SAFETYING
HOLE
METHOD.
SINGLE HOLE METHOD
5598C2001
5599C2001
6598C1029
Lockwire
Safetying
Figure
1-6,
Sheet
1
Temporary
Revision
Number
4
1-13
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
EXTERNAL
SNAP
RING
SINGLE-WIRE
METHOD
BOLTS
IN
CLOSELY
SPACED,
CLOSED
GEOMETRICAL
PATTERN,
SINGLE
WIRE
METHOD
SINGLE
FASTENER
APPLICATION
DOUBLE-TWIST
METHOD
SMALL
SCREWS
IN
CLOSELY SPACED, CLOSED
GEOMETRICAL
PATTERN,
SINGLE
WIRE
METHOD
NOTE:
RIGHT
THREADED
PARTS
SHOWN.
REVERSE
DIRECTION
FOR
LEFT
THREADS
5598C1
003
5598C1024
5598C1024
_^^~~~~~~~~~~~ ~~5598C1024
Lockwire
Safetying
Figure
1-6,
Sheet
2
Temporary
Revision
Number
4
1-14
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Lockwire
Safetying
Figure
1-6,
Sheet
3
Temporary
Revision
Number
4
1-15
October
1,
1997
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Table
1-6.
Safety
Wire
MATERIAL
SIZE AND
NUMBER
(MS20995-XXX)
0.015
0.020 0.032
0.040
0.041
0.047 0.051
0.091
Ni-Cu
Alloy
_
NC20
NC32
NC40
_
NC51
NC91
(Monel)
Ni-Cr-Fe
Alloy
_
N20
N32 N40 N51
N91
(Inconel)
Carbon
Steel
_
F20
F32
_
F41
F47
F91
Corrosion
Resistant
C15
C20
C32
_C41
C47
C91
Steel
Aluminum
Alloy
_
AB20
AB32
_
AB41
AB47
_AB91
(Blue)
Copper
(Yellow)
CY15
CY20
The
wire
shall
be
twisted
to
form
a
pigtail
of
3
to
5
Usage
twists
after
wiring
the
last
unit.
The
excess
wire
shall
A
pigtail
of
0.25
to
0.50
inch
(3
to
5
twists)
shall
be
be
cut
off.
The
pigtail
shall
be
bent
toward
the
part
to
made
at
the
end
of
the
wiring.
This
pigtail
shall
be
bent
prevent
it
from
becoming
a
snag.
Safety
wiring
back
or
under
to
prevent
it
from
becoming
a
snag.
multiple
groups
by
the
double
twist
double
hole
method
shall
be
the
same
as
the
previous
double
twist
Safety
wire
shall
be
new upon
each
application.
single hole
method
except
the
twist
direction
between
When
castellated
nuts
are
to
be
secured
with
safety
subsequent
fasteners
may
be
clockwise
or
wire,
tighten
the nut
to
the low
side
of
the
selected
counterclockwise.
torque
range,
unless
otherwise
specified,
and
if
Spacing
necessary,
continue
tightening
until
a
slot
aligns
with
the
hole.
When safety
wiring
widely
spaced
multiple
groups
by
the
double
twist
method,
three
units
shall
be
the
In
blind tapped
hole
applications
of
bolts
or
castellated
maximum
number
in
a
series.
nuts
on
studs,
the
safety
wiring
shall be
as
described
in
these
instructions.
When
safety
wiring
closely
spaced
multiple
groups,
the
number
of
units
that
can
be
safety
wired
by
a
Hollow
head
bolts
are
safetied
in
the
manner
twenty
four
inch
length
of
wire
shall
be
the
maximum prescribed
for
regular
bolts.
number
in
a
series.
Drain
plugs
and
pet
cocks
may
be
safetied
to
a
bolt,
nut
Widely
spaced
multiple
groups
shall mean
those
in
or
other part
having
a
free
lock
hole
in
accordance
with
which
the fastenings
are
from
four
to
six
inches
apart.
the
instructions
described
in
this text.
Safety
wiring
shall
not
be
used
to
secure
fasteners
or
External
snap
rings
may be
locked,
if
necessary,
in
fittings
which
are
spaced
more
than
six
inches
apart,
accordance
with
the
general
locking
principles
as
unless
the
points
are
provided
on
adjacent
parts
to
described
and
illustrated. Internal
snap
rings
shall
not
shorten
the
span
of
the
safety
wire
to
less
than
six
be
safety
wired.
inches.
When
safety
wiring
is
required
on electrical connectors
Tension
which
use
threaded
coupling
rings,
or
on
plugs
which
Parts
shall
be
safety
wired
in
such
a
manner
that
the
employ
screws
or
rings
to
fasten
the
individualparts
of
safety
wire
shall be
put
in
tension when
the
part
tends
the
plug
together,
they
shall
be
safety
wired
with
0.020
to
loosen.
The
safety
wire
should
always
be
installed
inch
diameter wire
in
accordance
with
the
safety
and
twisted
so
that
the
loop
around
the
head
stays
wiring
principles
as
described
and
illustrated.
It
is
down
and does
not
tend
to
come
up
over
the
bolt
head
preferable
to
safety
wire
all electrical
connectors
and
leave
a
slack
loop.
individually.
Do
not
safety
wire
one connector
to
another
unless
it
is
necessary
to
do
so.
NOTE
~~~~~~NOTE
~Drilled
head
bolts
and
screws
need
not
be
safety
wired
This
does
not
necessarily
apply
to
castellated
nuts
if
installed
into
self-locking
nuts
or
installed
with
lock
when
the
slot
is
close
to
the top
of
the nut, the
wire
washers.
Castellated
nuts
with
cotter
pins
or
safety
will
be
more
secure
if
it is made
to
pass
along
the wire
are
preferred
on
bolts
or
studs
with
drilled
shanks
side
ofthe
stud.
but
self-locking
nuts
are
permissible
within
the
limitations
of
MS33588.
Care
shall
be
exercised
when installing
safety
wire
to
ensure
that
it
is
tight
but
not
over
stressed.
Temporary
Revision
Number
4
1-16
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Safetying
Turnbuckles
Larger
assemblies,
such
as
hydraulic
cylinder
heads
Safetying
Turnbuckles
for
which
safety
wiring
is
required
but
not
specified,
Use
of
Safety
Wire.
shall
be
safety
wired
as
described
in
these
instructions.
Some
turnbuckles
are
secured
using
safety
wire.
These
Safety
wire
shall
not
be
used
to
secure
nor
shall
safety
safetying
procedures
are
detailed
and
illustrated
in
wire
be
dependent
upon
fracture
as
the
basis
for
Federal
Publication
AC
43-13.1A,
Safety
Methods
For
operation
of
emergency
devices
such
as
handles,
switches,
guards
covering
handles,
etc.,
that
operate
turnbuckles.
emergency
mechanism
such
as
emergency exits,
fire
Use
of
Locking
Clips
extinguishers,
emergency
cabin
pressure release,
emergency
landing
gear
release
and
the
like.
General
instruction
for
the
selection
and
application
of
However,
where
existing
structural
equipment
or
locking
clips(RefertoFigures
1-8and
1-9).
safety
of
flight
emergency
devices
require
shear
wire
to
secure
equipment
while
not
in
use,
but
which
are
Prior
to
safetying,
both
threaded terminals
should
be
dependent
upon
shearing
or breaking
of
the
safety
screwed
an
equal
distance
into
the
turnbuckle
barrel,
wireforsuccessful
emergency
operation
of
equipment,
and should
be
screwed
in,
at
a
minimum,
so
no
more
particular
care
shall
be
exercised
to
that
wiring
under
than three
threads
of
any
terminal
are exposed
outside
these circumstances
shall
not
prevent
emergency
the
body
operations
of
these
devices.
Cotter
Pin
Installation
After
the turnbuckle
has
been
adjusted
to
its
locking
position,
with
the
groove
on
terminals
and
slot
General
instruction
for
the
selection
and
application
of
indicator
notch
on
barrel
aligned,
insert
the
end
of
the
cotter
pins
(Referto
Figure
1-7).
locking
clip
into
the
terminal
and
barrel
until
the
"U"
Select
cotter
pin
material
in
accordance
with
curved
end
of
the
locking
clip
is
over
the
hole
in
the
temperature,
atmosphere
and
service
limitations.
center
of
the
barrel.
Cotter
pins
shall be
new upon
each
application.
a.
Press
the
locking
clip
into
the
hole
to
its
full
extent.
When
nuts
areto
be
secured
to
thefastenerwith
cotter
b.
The
curved
end
of
the
locking
clip
will
latch
in
the
pins,
tighten
the nut
to
the
low
side
(minimum)
of
the
hole
in
the
barrel.
applicable
specified or
selected
torque
range,
unless
otherwise
specified,
and
if
necessary,
continue
c.
To
check
proper
seating
of
locking
clip,
attempt
to
tightening
until
the
slot
aligns
with
the
hole.
In
no
remove
pressed
"U"
end
from barrel hole
with
case
shall
the
high
side
(maximum)
torque
range
be
fingers
only.
exceeded.
NOTE
Castellated
nuts
mounted
on
bolts
may
be
safetied
withcotterpinsorsafetywire.Thepreferredmethodis
Do
not
use
a
tool
as
the
locking
clip
could
be
with the
cotter
pin.
An
alternate
method
where
the distorted.
cotter pin
is
mounted normal
to
the
axis
of
the
bolt
may
be
used
where
the cotter
pin
in
the
preferred
Locking
clips
are
for
one
time
use
only
and
should
not
method
is
apt
to
become
a
snag. be
reused.
In
the
event
of
more
than
50
percent
of
the cotter
pin
Both
locking
clips may
be
inserted
in
the
same
hole
of
diameter
is above
the
nut
castellation,
a
washer
the turnbuckle
barrel
or
in
opposite
holes
of
the
should
be
used
under
the
nut
or
a
shorter
fastener
turnbuckle
barrel.
should
be
used.
A
maximum
of
two
washers
may
be
permitted
under
a
nut.
The
largest
nominal
diameter cotter
pin
listed
in
MS24665,
which
the
hole
and
slots
will
accommodate,
shall be
used;
but
in no
application
to
a
nut,
bolt
or
screw
shall
the
pin
size
be
less
than
the
sizes
described
in
Figure
1-7.
Install
the cotter
pin
with
the
head
firmly
in
the
slot
of
the
nut
with
the
axis
of
the
eye
at
right
angles
to
the
bolt
shank,
and
bend
prongs
so
that
the
head
and
upper
prong
are
firmly
seated
against
the
bolt.
In
the
pin
applications,
install
the
cotter pin
with
the
axis
of
the
eye
parallel
to
the
shank
of
the
clevis
pin
or
rod
end.
Bend
the
prongs
around
the
shank
of
the
pin
or
rod
end.
Cadmium
plated
cotter
pins
shall
not
be
used
in
applications
bringing them
in
contact
with
fuel,
hydraulic
fluid
or
synthetic lubricants.
Temporary
Revision
Number
4
1-17
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TO
PROVIDE
CLEARANCE
PRONG
MAY
BE
CUT
HERE
CASTELLATED
NUT
ON
BOLT
CASTELLATED
NUT
ON
BOLT
ALTERNATE
METHOD
PREFERRED
METHOD
TANGENT
MINIMUM
TO
PIN
PIN
SIZE
MAXIMUM
THREAD
SIZE
(INCH)
COTTER
PIN
6
0.028
LENGTH
8
0.044
\ ~
60
DEGREES
10
0.044
1/4
0.044
5/16
0.044
60
DEGREES
3/8
0.072
7/16
0.072
1/2
0.072
MINIMUM
COTTER
PIN
9/16
0/086
9/16
0.086
LENGTH
5/8
0.086
3/4
0.086
7/8
0.086
1
0.086
11/8
0.116
1
1/4
0.116
1
3/8 0.116
1
1/2
0.116
PIN
APPLICATION
5598C1025
5598C1025
5598C1025
_~~~~~~~~~~~ ~5598C1025
Cotter
Pin
Safetying
Figure
1-7,
Sheet
1
Temporary
Revision
Number 4
1-18
October
1,1997
MODEL
210
&T210
SERIES
SERVICE
MANUAL
STRAIGHT
END
*
~HOOK
SHOULDER
END
LOOP
HOOK
LIP
HOOK
LOOP
n
PULL
FOR
INSPECTION
PULL
FOR
INSPECTION
55982002
Safetying
Tumbuckle Assemblies
Figure
1-8,
Sheet
1
Temporary
Revision
Number
4
1-19
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TURNBUCKLE
LOCKING
CLIP TURNBUCKLE
EYE
CLEVIS
MS21256
CABLE
THIMBLE
TURNBUCKLE
BARREL
LOCKING
CLIP
MS21251
MS21
256
TYPICAL
TURNBUCKLE ASSEMBLY
SWAGED
TERMINAL
METHOD
OF
ASSEMBLING
LOCKING
CLIPS,
TURNBUCKLE
BARREL
AND
TERMINALS
LOCKING
CLIP
TURNBUCKLE
NOMINAL
THREAD
MS21256
BODY
CABLE
DIA.
UNF-3
(NOTE
1)
MS21251
1/16
No.
6-40
-1
-2S
3/32
No.
10-32
-1
-3s
-2 -3L
-1
-4S
1/8
-2
-4L
5/32
1/4-28
-1
-5S
-2
-5L
-1
-6S
3/16 5/16-24
-2
-6L
7/32
-2 -7L
1/4
3/8-24
-2 -8L
9/32
7/16-20
-3
-9L
5/16
1/2-20
-3
-10L
NOTE
1:
TWO
LOCKING CLIPS
REQUIRED
FOR
EACH
TURNBUCKLE.
5598C1023
5598C1023
Safetying
Turnbuckle
Assemblies
Figure
1-9,
Sheet
1
Temporary
Revision
Number
4
1-20
October
1,1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1-9. CONTROL
CABLE
WIRE
BREAKAGE
AND
Wire
breakage
criteria
for
cables
in
flap,
aileron,
1-9.
CONTROL
CABLE
WIRE
BREAKAGE
AND
CORROSION
LIMITATIONS
rudder,
and
elevator
systems
are
as
follows:
.
of. Control^ Cables.~ ~Individual
broken
wires
at random locations
are
Examination of Control
Cables.
acceptable
in
primary
and secondary
control
cables
Control
cable
assemblies
are
subject
to
a
variety
of
when there
are no
more
than
six
broken
wires
in
environmental
conditions
and
forms
of deterioration.
any
given
ten-inch
cable
length.
Some
deterioration,
such
as
wire
or
strand
breakage,
is
Corrosion
easy
to
recognize.
Other
deterioration,
such
as
internal
corrosion
or
cable
distortion,
is
harder
to
identify.
The
Carefully
examine any
cable
for
corrosion
that
has
a
following
information
will
aid
in
detecting
these
cable
broken
wire
in
a
section
not
in
contact
with
wear-
conditions. producing airframe
components,
such
as
pulleys,
Broken
Wire
Examination
(Referto
Figure
1-9).
remove
and
bend
cable
to
properly
inspect
it
for
Examine
cables
for
broken
wires
by
passing
a
cloth
internal
strand
corrosion,
as
this
condition
is
usually
along
length
of
cable.
This
will
detect
broken
wires,
if
not
evident
on
outer
surface
of
cable.
Replace
cable
if
cloth
snags
on
cable.
Critical
areas
for
wire
breakage
internal
corrosion
is
found.
If
a
cable
has
been
wiped
are
those
sections
of
cable
which
pass
through
clean
of
its
corrosion-preventive
lubricant
and
metal-
fairleads,
across
rub
blocks,
and
around
pulleys.
If
no
brightened,
the
cable
shall
be
examined
closely
for
snags
are
found,
then
no
further
inspection
is
required.
corrosion.
If
snags
are
found
or
broken
wires
are suspected,
then
a
more
detailed
inspection
is
necessary,
which
requires
that
the
cable
be
bent
in
a
loop
to
confirm
broken
wires.
Loosen
or
remove
cable
to
allow
itto
be
bent
in
a
loop
as
shown.
While
rotating
cable,
inspect
bent
area
for
broken
wires.
Temporary
Revision
Number
4
1-21
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
BROKEN
WIRE
UNDETECTED
BY
WIPING CLOTH ALONG
CABLE
BROKEN WIRE
DETECTED
VISUALLY
WHEN
CABLE
WAS
REMOVED
AND
BENT
DO
NOT
BEND
INTO
LOOP
SMALLER
THAN
50
CABLE DIAMETERS
NORMAL
TECHNIQUE
FOR
BENDING
CABLE
AND
CHECKING
FOR
BROKEN WIRES
Cable
Broken
Wire
Examination
Figure
1-9
Sheet
1
Temporary
Revision
Number
4
1-22
October
1,
1997
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
2
GROUND
HANDLING,
SERVICING,
CLEANING,
LUBRICATION
AND
INSPECTION
WARNING
When
performing
any
inspection
or
maintenance
that
requires
turning
on
the
master
switch,
installing
a
battery,
or
pulling
the
propeller
through
by
hand,
treat
the
propeller
as
if
the
ignition
switch
were
ON.
Do
not
stand
nor
allow
anyone
else
to
stand,
within
the
arc
of
the
propeller,
since
a
loose
or
broken
wire or
a
component
malfunction
could
cause
the
propeller
to
rotate.
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
GROUND
HANDLING ........
1A21/2-2
Nose
Gear
Shimmy
Dampener
.. .
1B6/2-11
Towing
...........
.
1A21/2-2
Hydraulic Brake
Systems
...
.1B6/2-11
Hoisting
...... .....
1A21/2-2
Landing
Gear
Hydraulic
Retraction
Jacking
............
1A21/2-2
System
.......
1B6/2-11
Leveling
........
...
1A21/2-2
Hydraulic Fluid
Sampling
and
Weighing
..........
A21/2-2
Contamination
Check
......
1B7/2-12
Parking
....
... .
1A22/2-3
Oxygen
System.
.
...
.....
1B7/2-12
Tie-Down
..........
1A22/2-3
Face
Masks
.........
1.
.
B7/2-12
Flyable
Storage
....
..
1A22/2-3
CLEANING
.. .... . . . .
1B7/2-12
Returning
Aircraft
to
Service
. ..
1A22/2-3
General
Description
.. .
....
1B7/2-12
Temporary
Storage
. . .
.1A22/2-3
Upholstery
and
Interior
... ..
.1B7/2-12
Inspection
During
Storage
....
.
1B1/2-6
Plastic
Trim
.......
...
1B7/2-12
Returning
Aircraft
to
Service
. . .
B1/2-6
Windshield
and
Windows.
.. .
.1B7/2-12
Indefinite Storage
... ...
1B1/2-6
Aluminum
Surfaces
. .. .
.1B7/2-12
Inspection
During
Storage
.....
1B2/2-7
Painted Surfaces
.........
1B7/2-12
Returning
Aircraft
to
Service
.. .
1B2/2-7 Engine
and
Engine
Compartment
. .
1B8/2-13
SERVICING
.
.......
1B3/2-8
Propeller
........
1B9/2-14
Description
.....
1B3/2-8
Wheels
............
1B9/2-14
Fuel
Bays ...
....
1B3/2-8
LUBRICATION
.
......
1B9/2-14.
Fuel
Additives
for
Cold
Weather
General
Description
.....
.1B9/2-14
Operation
.
.....................
1B3/2-8
Nose
Gear
Torque
Links
.....
1B9/2-14
Fuel
Drains
.
.............
1B4/2-9
Tachometer
Drive
Shaft
.. ..
.1B9/2-14
Engine
Oil
.... .................
1B4/2-9
Wheel
Bearing
Lubrication-
.· .
1B9/2-14
Engine
Induction
Air
Filter
.......
1B4/2-9
Wing
Flap
Actuator........
1B9/2-14
Vacuum
System
Air
Filter
........ 1B5/2-10
Rod
End
Bearings
.. .. ..
1B9/2-14
Battery
.........
...............
1B5/2-10
INSPECTION
...........
1B18/2-23
Tires
.
.................
1B6/2.11
Nose
Gear
Strut
.............
1B6/2-11
Revision
3
2-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
2-1.
GROUND
HANDLING.
fuselage
at
the
first
bulkhead
forward
of
the
leading
edge
of
the
stabilizer.
If
the
optional
hoisting
rings
2-2.
TOWING.
Moving
the
aircraft
by hand
is
ac-
are
used,
a
minimum
cable length
of
60
inches
for
complished
by
using
the
landing
gear
struts
as
push
each
cable
is
required
to
prevent
bending
of
the
eye-
points.
A
tow
bar
attached
to
the
nose
gear
should
be
bolt
type
hoisting
rings.
If
desired,
a
spreader
jig
used
for
steering
and
maneuvering
the
aircraft.
may
be
fabricated
to
apply
vertical
force
to
the
eye-
When
no
tow
bar
is
available,
press
down
at
the
hori-
bolts.
zontal
stabilizer
front
spar,
adjacent
to
the
fuselage,
to
raise
the nose
wheel off
the
ground.
With
the
nose
2-4.
JACKING.
Refer
to
figure
2-2
for
jacking
pro-
wheel
clear
of the
ground,
the
aircraft
can
be
turned
cedures.
CAUTION
I
CAUTION-
When
using
the
landing
gear
strut
jack
pad,
flexibility
of
the
gear
strut
will
cause the
When
towing
the
aircraft,
never
turn
the
nose
main
wheel
to
slide
inboard
as
the
wheel
is
wheel
more
than
35
degrees
either
side
of
raised,
tilting
the
jack.
The
jack
must
then
center
or
the
nose
gear
will
be
damaged.
Do be
lowered
for
a
second
jacking
operation.
not
push
on
control
surfaces
or
outboard
em-
Jacking
both
wheels
simultaneously
with
pennage
surfaces.
When
pushing
on
the
tail-
landing
gear
strut
jack
pad
is
not
recom-
cone,
always
apply
pressure at
a
bulkhead
to
mended
avoid
buckling
the
skin.
2-4A.
LEVELING.
Longitudinally
leveling
of
the
2-3.
HOISTING.
The
aircraft
may be
hoisted
with
a
aircraft
is
accomplished by
backing
out
the
two
hoist
of
two-ton
capacity,
either
by
using
hoisting
screws
on
the
left side
of
the fuselage
and
then
rings
(optional
equipment)
or
by
using
suitable
slings.
placing
a
level
across
the
screws.
Corresponding
The
front
sling
should
be
hooked
to
the
engine
lifting points
on
either
the
upper
or
lower
main
door
sills
eye,
and
the
aft
sling
should
be
positioned
around
the
may
be
used
to
level
the
aircraft
laterally.
2-4B.
WEIGHING
AIRCRAFT.
Refer
to
Pilot's
Operating
Handbook.
SHOP
NOTES:
2-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
.
|
TOW
BAR:
PART
NUMBER
0501019-1,
IS
AVAIL-
ABLE
FROM
THE
CESSNA
SUPPLY
DIVISION.
Figure
2-1.
Typical
Tow
Bar
2-5.
PARKING.
Parking
precautions
depend
prin-
Oil
(Military
Specification
MIL-C-6529,
cipally
on
local conditions.
As
a
general
precaution,
Type
II).
This
engine
oil
is a
blend
of
avi-
it is
wise
to
set
the
parking
brake
or
chock
the
ation
grade
straight
mineral
oil
and
a
corro-
wheels,
and
install
the
control
lock.
In
severe
sion
preventive
compound.
This
engine
oil
weather,
and
high
wind
conditions,
tie
down
the
air-
should
be
used
for
the
first
25
hours
of
engine
craft
as
outlined
in
paragraph
2-6
if
a
hangar
is
not
operation.
In
the
event
it is
necessary
to
add
available.
oil
during
the
first
25
hours
of
operation
use
only
aviation grade
straight
mineral
oil
of
the
2-6.
TIE-DOWN. When
mooring
the
aircraft
in
the
correct
viscosity.
open,
head
into
the
wind
if
possible.
Secure
control
surfaces
with
the
internal
control
lock and
set
brakes.
During
the
30
day
non-operational
storage
or
the
first
25
hours
of
intermittent
engine
operation,
every
sev-
CAUTION
enth
day
the
propeller
shall
be
rotated
by
hand
without
running
the
engine.
After
rotating
the engine five
revo-
Do
not
set
parking
brakes
when
they
are
lutions,
stop
the
propeller
45º
to
90*
from
the
position
overheated
or
during
cold
weather
when
it
was
in.
If
the
aircraft
is
stored
outside,
tie-down
accumulated
moisture
may
freeze
them.
in
accordance
with
paragraph 2-8.
In
addition,
the
pitot
tube,
static
air
vents,
air
vents,
openings
in
the
a.
Tie
ropes,
cables
or
chains
to
the
wing
tie-down
engine
cowling,
and
other
similar
openings
shall
have
fittings
located mid-wing
in
line
with
the
outboard
protective covers
installed
to
prevent
entry
of
foreign
edge
of
the
flaps.
Secure
the opposite ends
of
ropes
material.
If
at
the
end
of
thirty
(30)
days
aircraft
cables or
chains
to
ground
anchors.
will
not
be
removed
from
storage,
the
engine
shall
b.
Secure
a
tie-down
rope
(no
chains
or
cables)
be
started
and
run.
The
preferred
method
would
be
to
upper
trunnion
of
the
nose
gear,
and
secure
oppo-
to
fly the
aircraft
for
thirty
(30)
minutes,
and
up
to,
site
end
of
rope
to
ground
anchor.
but
not exceeding
normal
oil
and
cylinder
tempera-
c.
Secure
the middle
of
a
rope
to the
tail
tie-down
tures.
ring.
Pull
each end
of
rope
away
at
a
45-degree
angle
and
secure
to
ground
anchors
at
each
side
of
CAUTION
tail.
d.
Secure
control
lock
on
pilot
control
column.
If
Excessive
ground
operation
shall
be
avoided.
control
lock
is
not
available,
tie
pilot
control
wheel
back
with
front
seat
belt.
2-8.
RETURNING
AIRCRAFT
TO
SERVICE.
After
e.
These
aircraft
are
equipped
with
a
spring-loaded
flyable
storage,
returning
the
aircraft
to
service
is
steering
bungee
which
affords
protection
against
nor- accomplished
by
performing
a
thorough
pre-flight
in-
mal
wind
gusts.
However,
if
extremely
high
wind
spection.
At
the
end
of
the
first
25
hours
of
engine
gusts
are
anticipated,
additional
locks
may
be
install-
operation,
drain
engine
oil
and
clean
oil
pressure
ed.
screen
(or
change
external
oil
filter
element).
Ser-
vice
engine
with
correct
grade
and
quantity
of
oil.
2-7.
FLYABLE
STORAGE.
Flyable
storage
is
de-
Refer
to
figure
2-4
and
paragraph
2-20
for
correct
fined
as
a
maximum
of
30
days
non-operational
stor-
grade
of
engine
oil.
age
and/or
the
first
25
hours
of
intermittent
engine
operation.
2-9.
TEMPORARY
STORAGE.
Temporary
storage
is
defined
as aircraft
in
a
non-operational
status
for
NOTE
a
maximum
of
90
days.
The
aircraft
is
constructed
The
aircraft
is
delivered
from Cessna
with
a
Corrosion
preventive
Aircraft
Engine
Revision
2
2-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES SERVICE
MANUAL
JACKING AIRCRAFT
1.
Lower
the
aircraft
tail
so
that
wing
jack
and
stands
can
be
placed
at
wing
jack
points.
2.
Raise
aircraft
tail
and
attach tail
stand
to
tail
tie-down
ring.
BE
SURE
the
tail
stand
weighs
enough
to
keep the
tail
down
under
all
conditions
and
that
it is
strong
enough
to
support
any
weight
that
may
be
placed
upon
it.
3.
Raise
jacks
evenly
until
desired
height
is
reached.
When
jacking
the
aircraft,
the
main
landing
gear
wheels
must
be
a
minimum
of
16"
above
shop
floor for
landing
gear
retraction.
4.
The
jack
point
on
the
bottom
of
the
step
may be
used
to
raise
only
one
main
wheel.
Do
not
use
brake
casting
as
a
jack
point.
5.
The
nose
may
be
raised
by
weighting
down
the
tail.
Place
weight
on
each
side
of
stabilizer,
next
to
fuselage.
6.
Whenever
the landing
gear
is
to
be
operated
in
the
shop,
use
the
wing
jack
and
tail
jack
points
to
raise
the
aircraft.
7.
The
aircraft
may
be
hoisted
as
outlined in
paragraph
2-3.
REMOVING
AIRCRAFT
FROM
JACKS
1.
Place
landin
gear
control
handle
in
gear
down
position.
2.
Operate
ground
hydraulic
power
source
or
aircraft
emergency
hydraulic
hand
pump
until
landing
gear
is
down
and
locked
and
the
green
indicator
light
is
observed.
3.
Disconnect ground
hydraulic
power
source
and/or
stow
emergency
hydraulic
hand
pump
handle.
4.
Ascertain
that green
(DOWN)
light
is
illuminated;
then
place
master
switch
in
OFF
position.
5.
Lower
jacks
evenly
until
aircraft
rests
on
the
landing
gear
and
remove
wing
jacks
and
tail
stand.
6.
Compress
nose
landing
gear
shock
strut
to
static
position.
SHOP
NOTES:
Figure
2-2.
Jacking Details
(Sheet
2
of
2)
2-5
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
of
corrosion-resistant
alclad
aluminum,
which
will
1.
Apply
preservative
oil
to
the
engin
interior
by
last
indefinitely
under
normal
conditions
if
kept
spraying
approximately
two
ounces of
the
preserva-
clean.
However,
these
alloys
are
subject
to
oxida-
tive
oil
through
the
oil
filler
tube.
tion.
The
first
indication
of
corrosion
on
unpainted
m.
Seal
all
engine
openings
exposed to
the
atmos-
surfaces
is
in
the
form
of
white
deposits
or
spots.
phere,
using
suitable
plugs or
non-hygroscopic
tape.
On
painted
surfaces,
the
paint
is
discolored or
blis-
Attach
a
red
streamer
at
each
point
that
a
plug
or
tered.
Storage
in
a
dry
hangar
is
essential
to
good
tape
is
installed.
preservation
and
should be
procured,
if
possible.
n.
If
the
aircraft
is
to
be
stored
outside,
perform
Varying
conditions
will
alter
the
measures
of
preser-
the
procedures
outlined
in
paragraph
2-6.
In
addi-
vation,
but
under
normal
conditions
in a
dry
hangar,
tion,
the
pitot
tube,
static
source
vents,
air
vents,
and
for
storage periods
not
to
exceed
90
days, the openings
in
the
engine
cowling,
and
other
similar
following
methods
of
treatment
are
suggested.
openings should
have
protective
covers
installed
to
a.
Fill
fuel
bays
with
correct
grade
of
gasoline.
prevent
entry
of
foreign
material.
b.
Clean
and
wax
aircraft
thoroughly.
o.
Attach
a
warning
placard
to
the
propeller
to
the
c.
Clean
any
oil
or grease
from
tires,
and
coat
effect that
the
propeller
shall
not
be
moved
while
the
tires
with
a
tire
preservative.
Cover
tires
to
pro-
engine
is in
storage.
tect
against grease
or
oil.
d.
Either
block
up
fuselage
to
relieve
pressure
on
2-10.
INSPECTION
DURING
STORAGE.
tires
or
rotate
wheels
every
30
days
to
prevent
flat
a.
Inspect
airframe
for
corrosion
at
least
once
a
spotting
the
tires,
month. Remove
dust collections
as
frequently
as
e.
Lubricate
all
airframe
items
and
seal
or
cover
possible.
Clean
and
wax
aircraft
as
required.
all
openings
which
could allow
moisture
and/or
dust
b.
Inspect the
interior
of
at
least
one
cylinder
to
enter.
through
the
spark
plug
hole
for
corrosion
at
least
once
each
month.
NOTE
NOTE
The
aircraft
battery
serial
number
is
recorded
in
the
aircraft
equipment
list.
To
assure
ac-
Do
not
move
crankshaft
when
inspecting
curate
warranty
records,
the
battery
should
interior
of
cylinder for
corrosion.
be
reinstalled
in
the
same
aircraft
from
which
it
was
removed.
If
the
battery
is
returned
to
c.
If
at
the
end
of
the
90
day
period,
the
aircraft
service
in
a
different
aircraft,
appropriate
is
to
be
continued
in
non-operational
storage,
repeat
record
changes
must
be
made
and
notification the
procedural
steps
"g"
thru
"o"
of
paragraph
2-9.
sent
to
the
Cessna
Claims
Department.
RETURNING
AIRCRAFT
SERVICE.
After
2-11.
RETURNING
AIRCRAFT
TO
SERVICE. After
f.
Remove
battery
and
store
in
a
cool,
dry place;
temporary
storage,
use
the
following
procedure
to
service
battery
periodically
and
charge
as
required.
return
the
aircraft
to
service.
a.
Remove
aircraft
from
blocks.
Check
tires
for
NOTE
proper
inflation.
b.
Check and
install
battery.
An
engine
treated
in
accordance
with
the
fol-
c.
Check
that
oil
sump
has
proper
grade
and
quan-
lowing
may be
considered
being
protected
tity
of
engine
oil.
against
normal
atmospheric
corrosion
for
a
d.
Service
induction
air
filter
and remove
warning
period
not to
exceed
90
days.
placard
from
propeller.
e.
Remove-
materials
used
to-cover
openings.
g.
Disconnect
spark
plug
leads
and
remove
upper
f.
Remove,
clean
and
gap
spark
plugs.
and
lower
spark
plugs
from
each
cylinder.
g.
While
spark
plugs
are
removed,
rotate
propeller
several
revolutions
to
clear
excess
rust
preventive
NOTE
oil
from
cylinders.
h.
Install
spark
plugs
and
torque
to
values
listed
The
preservative
oil
must
be
Lubricating
in
Section
12
or
12A
of
this
manual.
Oil-Contact
and
Volatile,
Corrosion
In-
i.
Check
fuel
strainer.
Remove
and
clean
filter
hibited,
MIL-L-46002,
Grade
1,
or
equiva-
screen,
if
necessary.
Check
fuel
bays
and
fuel
lines
lent.
for moisture
and
sediment.
Drain
enough
fuel
to
eliminate
moisture
and
sediment.
j.
Perform
a thorough
pre-flight
inspection,
then
h.
Using
a
portable
pressure
sprayer,
spray
pre-
start
and
warm-up
engine.
servative
oil
through
the upper
spark
plug
hole
of
each cylinder
with
the
piston
in
a
down
position.
Ro-
2-12.
INDEFINITE
STORAGE.
Indefinite
storage
is
tate
crankshaft
as
each
pair
of
cylinders
is
sprayed.
defined
as
aircraft
in
a
non-operational status
for
an
i.
After
completing
step
"h,
"
rotate
crankshaft
so
indefinite
period
of
time.
Engines
treated
in
accor-
that
no
piston
is
at
a
top
position.
dance
with
the
following
may
be
considered
protected
j.
Again,
spray
each
cylinder
without
moving
the
against
normal
atmospheric
corrosion,
provided
the
crankshaft,
to
thoroughly
cover
all
interior
surfaces procedures
outlined
in
paragraph
2-13
are
performed
of
the
cylinder
above
the
piston.
at
the
intervals
specified.
k.
Install spark
plugs
and
connect
spark
plug
leads.
2-6
MODEL
210
&
T210
SERIES SERVICE
MANUAL
a.
Operate
engine
until
oil
temperature reaches
NOTE
normal
operating
range.
Drain
engine
oil
sump
and
reinstall
&
safety
drain
plug.
Attach
a
red
streamer
to
each place
plugs
or
b.
Fill
oil
sump
to
normal operating
capacity
with
tape
is
installed.
Either
attach
red
streamers
corrosion
preventive
mixture
which
has
been
thor-
outside
of
the
sealed
area
with
tape
or
to the
oughly
mixed.
inside
of
the
sealed
area
with
safety
wire
to
prevent
wicking
of
moisture
into
the
sealed
NOTE
area.
Corrosion
preventive
mixture
consists
of
one
n.
Drain
corrosion-preventive
mixture
from
engine
part
compound
MIL-C-6529,
Type
I.
mixed sump
and
reinstall
drain
plug.
with
three
parts
new
lubricating
oil
of
the
grade
recommended
for
service.
NOTE
c.
Immediately
after
filling
the
oil
sump
with
cor-
The
corrosion-preventive
mixture
is harmful
rosion
preventive
mixture.
fly
the
aircraft
for
a
to
paint
and
should
be
wiped
from painted
sur-
period
of
time
not
to
exceed
a maximum
of
30
min-
faces
immediately.
utes.
d.
With engine
operating
at
1200
to
1500
rpm
and
o.
Attach
a warning
placard
on
the
throttle
control
induction
air
filter
removed,
spray corrosion
pre-
knob,
to
the
effect
that
the
engine
contains
no
lubri-
ventive
mixt-re
into
induction
airbox,
at
the
rate
of
cating
oil.
Placard
the
propeller
to
the
effect
that
it
one-half
gallon
per
minute,
until
heavy
smoke
comes
should
not
be
moved
while
the
engine
is
in
storage.
from
exhaust
stack,
then
increase
the
spray until
the
p.
Prepare
airframe
for
storage
as
outlined
in
engine
is
stopped.
paragraph
2-9
thru
step
"f."
CAUTION
NOTE
Injecting
corrosion-preventive
mixture
too
As
an
altermate
method
of
indefinite
storage,
fast
can
cause
a
hydrostatic
lock.
the
aircraft
may
be
serviced
in
accordance
with
paragraph
2-9
providing
the
aircraft
is
e.
Do
not
rotate
propeller
after
completing
step
run
up
at
maximun
intervals
of 90
days
and
"d.
"
then
reserviced
per
paragraph
2-9.
f.
Remove
all spark
plugs
and
spray
corrosion-
preventive
mixture,
which
has
been
pre-heated
2-13.
INSPECTION
DURING
STORAGE.
Aircraft
in
(221
°
to
2500F,)
into
all
spark
plug
holes
to
thor-
an
indefinite
storage
shall
be
inspected
as
follows:
oughly
cover
interior surfaces
of
cylinders.
a.
Inspect
cylinder
protex
plugs
each
7
days.
b.
Change
protex
plugs
if
their
color
indicates
an
NOTE
unsafe
condition.
c.
If
the
dehydrator
plugs
have
changed
color
in
one
To
thoroughly
cover
all
surfaces
of
the
cylin-
half
of
the
cylinders,
all
desiccant
material
in
the
der
interior,
move
the
nozzle
of
the
spray
gun
engine
shall
be
replaced
with
new
material.
from
the
top
to
the
bottom
of the
cylinder.
If
d.
Every
6
months
respray
the
cylinder
interiors
by
accident
the
propeller
is
rotated
following
with
corrosion-preventive
mixture
and
replace
all
this
spraying,
respray
the
cylinders
to
insure
desiccant
and
protex
plugs.
an
unbroken
coverage
on
all
surfaces.
NOTE
g.
Install
lower
spark
plugs
or
install
solid
plugs, Before
spraying,
inspect
the
interior
of
one
and
install
dehydrator
plugs
in
upper
spark
plug
cylinder
for
corrosion
through
the
spark
holes.
Be
sure
that
dehydrator
plugs
are
blue
in
plug
hole
and
remove at
least
one
rocker
box
color
when
installed.
cover
and
inspect
the
valve
mechanism.
h.
Cover
spark
plug
lead
terminals
with
shipping
plugs
(AN4060-1)
or
other
suitable
covers.
2-14.
RETURNING
AIRCRAFT
TO
SERVICE.
i.
With
throttle
in
full
open
position,
place
a
bag
After indefinite
storage,
use
the
following
procedure
of
desiccant
in
the
induction
air
intake
and
seal
to
return
the
aircraft
to
service.
opening with
moisture
resistant
paper
and
tape.
a.
Remove
aircraft
from
blocks
and
check
tires
for
j.
Place
a
bag
of
desiccant
in
the
exhaust
tail-
correct
inflation.
Check
for
correct
nose
gear
strut
pipe(s)
and
seal
openings
with
moisture
resistant
inflation
tape.
b.
Check
battery
and
install.
k.
Seal cold
air
inlet
to
the
heater
muff
with
mois-
c.
Remove
all
materials
used
o
seal
and
cover
ture
resistant
tape.
openings
1.
Seal
engine
breather
by
inserting
a
protex
plug
d.
Remove warning
placards
posted at
throttle
and
in
the
breather
hose
and
clamping
in
place.
propeller
m.
Seal
all
other
engine
openings
exposed
to
atmos-
Remove
and
clean
engine
oil
screen.
then
re-
phere
using
suitable
plugs
or non-hygroscopic tape.
install
and
safety.
On
aircraft
that
are
equipped
with
an
external
oil
filter.
install
new
filter
element.
2-7
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
f.
Remove
oil
sump
drain
plug
and
drain
sump.
While
these
conditions
are
quite
rare
and
will
not
Install
and
safety
drain
plug
and
fill
engine
with oil.
normally
pose
a
problem
to
owners
and
operators,
they
do
exist
in
certain
areas
of
the
world
and
con-
NOTE
sequently
must
be
dealt
with
when
encountered.
The
corrosion-preventive
mixture
will
mix
Therefore,
to
alleviate
the
possibility
of
fuel
icing
with
the
engine
lubrication
oil,
so
flushing
occurring
under
these
unusual
conditions
it
is
per-
the
oil
system
is
not
necessary.
Draining
missible
to
add
isopropyl
alcohol
or
ethyelene
glycol
the
oil
sump
will
remove
enough
of
the
monomethyl
ether
(EGME)
compound
to
the
fuel
sup-
corrosion-preventive
mixture.
ply.
See
Figure
2-3
for
fuel
additive
mixing
ratio.
g.
Service
and
install
the
induction
air
filter.
CAUTION
h.
Remove dehydrator
plugs
and
spark
plugs
or
plugs
installed
in
spark
plug
holes
and
rotate
Diethylene
glycol
monomethyl
ether
propeller
by
hand
several
revolutions
to
clear
(DiEGME)
has
NOT been
approved
by
engine
corrosion-preventive
mixture
from
cylinders.
manufacturer
for
use
with
propeller
single
i.
Clean. gap
and
install
spark
plugs.
Torque
engine aircraft
plugs
to
value
listed
in
Section
12
or
12A.
j.
Check
fuel
strainer.
Remove
and
clean
filter
The
introduction
of
alcohol
or
EGME
compound
into
screen.
Check
fuel
tanks
and
fuel
lines
for
the
fuel provides
two
distinct
effects:
1)
it
absorbs
moisture and
sediment,
and
drain
enough
fuel
to
the
dissolved
water
from
the
gasoline
and
2)
alcohol
eliminate.
has
a
freezing
temperature depressant
effect.
k.
Perform
a
thorough
pre-flight
inspection.
then
start
and
warm-up
engine.
Alcohol,
if
used,
is
to
be
blended
with
the
fuel
in a
1.
Thoroughly
clean
aircraft
and
flight
test
concentration
of
1%
by
volume.
Concentrations
aircraft.
greater
than
1%
are
not
recommended
since
they
can
be
detrimental
to
fuel tank
materials.
2-15.
DELETED.
The
manner
in which
the
alcohol
is
added
to
the
fuel
2-16.
SERVICING.
is significant
because
alcohol
is
most
effective
when
it is
completely
dissolved
in
the
fuel.
To
insure
2-17.
DESCRIPTION.
Servicing
requirements
are
proper
mixing
the
following is
recommended.
shown
in
figure
2-4.
The
following
paragraphs
supplement
this
figure by
adding
details
not
1.
For
best
results
the
alcohol
should
be
added
included
in
the
figure.
during
the
fueling
operation
by
pouring
the
alcohol
directly
on
the
fuel
stream
issuing
from
the
fuel
2-18.
FUEL
BAYS.
An
area
of
each
wing
is
sealed
nozzle.
to
form
an
integral
fuel
bay.
Recommended
fuel
2.
An
alternate
method
that
may
be
used
is
to
premix the
complete
alcohol dosage
with
some
fuel
grades
are
listed
in
figure
2-4.
Fuel
bays
should
be
in
a
separate
clean
container
l
dosage
with
some
fuel
in
a
separate
clean
container
(approximately
2-3
filled
immediately
after
flight
to
lessen
condensation
gallon
capacity)
and
then
transfer
this
mixture
to the
in
bays
and
lines.
-~~~in bays and lines.
^tank
prior
to
the
fuel
operation.
NOTE
Any
high
quality
isopropyl
alcohol
may
be
used,
such
Beginning
with
Serial
21064536,
before
re-
as: Anti-icing
fluid
(MIL-F-5566)
or
Isopropyl
alco-
fueling
or
when
the
aircraft
is
parked
on
a
hol
(Federal
Specification
TT-I-735a).
slope,
place
the
fuel
selector
handle
in the
LEFT
ON
or
RIGHT
ON
position,
whichever
Ethylene
glycol monomethyl
ether
(EGME)
compound
corresponds
to
the
low
wing.
This will
mini-
in
compliance
with MIL-1-27686
or Phillips
PFA-
mize
crossfeeding
from
the
fuller
bay
and
.
55MB,
if
used,
must
be
carefully
mixed
with
the
fuel
reduce
fuel
seepage
from
the wing
vents.
in
concentrations
not
to
exceed
0.15o
by
volume.
2-18A.
USE
OF
FUEL
ADDITIVES
FOR
COLD
ICAUTION1
WEATHER
OPERATION.
Strict
adherence
to
recom-
mended
preflight
draining
instructions
will
eliminate
Mixing
of
the
EGiME
compound
with
the
fuel
any
free water
accumulations
from
the
tank
sumps.
is
extremely
important
because
concentra-
While
small
amounts
of
water
may
still
remain
in
tion
in
excess
of
that
recommended
(0.15
solution
in
the
gasoine,
it
will
normally
be
consumed
percent
by
volume
maximum)
will
result
in
and
go
unnoticed
in
the
operation
of
the
engine.
detrimental
affects
to
the
fuel
tanks,
such
as
deterioration
of
protective
primer
and
One
exception
co
this can be
encountered
when
oper-
sealants
and
damage
to
O-rings
and
seals
acing
under
the
combined
effect
of:
1)
use
of
certain
in
the
fuel
system
and
engine
components.
fuels,
with
2)
high
humidity
conditions
on
the
ground
Use
only
blending
equipment that
is
recom-
3;
followed
by
flight
at high
altitude
and
low
tempera-
mended
by
the
manufacturer
to
obtain
proper
ture.
Under
these
unusual
conditions
small
amounts
proportioning.
of
water
in
solution
can
precipitate
from
the fuel
stream
and
freeze
in
sufficient
quantities
to
induce
Do
not
allow
the
concentrated
EGIME
com-
partial
icing
of
the
engine
fuel
system.
pound to
come
in
contact
with
the
airplane
finish
or
fuel
cell as
damage
can
result.
2-8
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
times.
A
new
filter
should
be
installed
When
changing
engine
oil,
remove
and
clean
oil
pressure
screen
or
install
a
new
filter
element
on
after
using
500
hours
of
engine
operating
aircraft
equipped
with
an
external
oil
filter.
To
time
or
oneyear,
whichever
should
occur
drain oil, proceed
as
follows:
first.
However,
a
new
filter
should
be
installed anytime
the
existing
filter
is
a.
Operate
engine
until
oil
temperature
is at
normal
operating
temperature.
damaged.
A
damaged
filter
may
have
b.
Remove oil
drain plug
from
engine
sump
and
sharp or
broken
edges
in
the
filtering
allow oil
to
drain into
a
container.
panels
which would
allow
unfiltered air
c.
After engine
oil
has
drained,
install
and
safety
to
enter
the
induction,
system.
Any
filter
drain
plug.
that
appears
doubtful,
shall
have
a
new
d.
Remove
and
clean
oil
pressure
screen
or
filter
installed
in
its
place.
change
external
oil
filter
element.
e.
Service
engine
with correct
quantity
and
d.
After
washing,
rinse
filter
with
clear
water
viscosity
of
aviation grade
engine
oil.
until
rinse
water
draining
from
filter
is
clear.
Allow
water
to
drain
from
filter
and
dry
with
NOTE
compressed
air
(not
over
100
psi).
Refer
to
inspection
charts
for
intervals
NOTE
for
changing engine
oil
and
external
filter
elements.
Refer to
figure
2-4
for
correct
The
filtering
panels
of
the
filter
may
viscosities
and
capacities
of
aviation
become
distorted
when
wet,
but
they
will
grade
engine oil.
return
to
their
original
shape
when
dry.
2-21.
ENGINE
INDUCTION
AIR
FILTER.
The
e.
Be
sure
airbox
is
clean,
and
inspect
filter.
If
induction
air
filter
keeps
dust
and
dirt
from
filter
is
damaged,
a
new
filter should
be
installed.
entering
the
induction
system.
The
value
of
f.
Install
filter
at
entrance
to
airbox
with
gasket
maintaining
the
air
filter
in
a
good
clean
condition
on
aft
face
of
filter
frame
and
with
flow
arrows
on
can
never
be
over-stressed.
More
engine wear
is
filter
frame
pointed
in
the
correct
direction.
caused
through
the
use
of
a
dirty
or
damaged
air
filter than
is
generally
believed.
The
frequency
with which
the
filter
should
be
removed,
inspected
2-22.
VACUUM
SYSTEM
AIR
FILTER.
The
vacuum
and
cleaned
will
be
determined
primarily
by
system
central
air
filter
keeps
dust
and
dirt
from
aircraft
operating
conditions.
A
good
general
rule,
entering
the
vacuum
operated
instruments.
Inspect
however.
is
to
remove,
inspect
and clean
the
filter
filter
every
200
hours for
damage.
Replace
filter
at
least
every
50
hours
of
engine
operating
time,
when
damaged,
every
500
hours
of
operation
or
when-
and
more
frequently
if
warranted
by
operating
ever
it
becomes
sufficiently
clogged
to
cause
suction
conditions.
Under
extremely
dusty
conditions,
daily
gage
readings
to
drop
below
4. 6
in Hg.
Do
not
oper-
servicing
of
the
filter
is
recommended.
To
service
ate
the
vacuum
system
with
the
filter
removed
or
a
the
induction
filter,
proceed
as
follows:
a.
Remove
filter
from
aircraft.
vacuum line
disconnected
as
particles
of
dust
or
other
foreign
matter
may
enter
the
system
and
damage
the
vacuum-operated
instruments.
NOTE
Use
care to
prevent
damage
to
filter
element
when
cleaning
filter
with
Excessive
smoking
will
cause
premature
compressed
air.
filter
clogging.
b.
Clean
filter
by
blowing
with compressed
air
(not
over
100
psi)
from
direction
opposite
of
normal
air
flow.
Arrows
on
filter
case
indicate
direction
of
normal air
flow.
2-23.
BATTERY.
Battery
servicing
involves
CAUTION
adding
distilled
water
to
maintain
the
electrolyte
even
with
the
horizontal
baffle
plate
or
split
ring
at
Do
not
use
solvent
or cleaning
fluids
to
the
bottom
of
the
filler
holes,
checking
cable
wash
filter.
Use
only
a
water
and
connections,
and
neutralizing
and
cleaning
off
any
household detergent
solution
when
spilled
electrolyte
or
corrosion.
Use
bicarbonate
of
washing
the
filter.
soda
(baking
soda)
and
clean
water
to
neutralize
electrolyte
or
corrosion.
Follow
with
a
thorough
c.
After
cleaning as
outlined
in
step
"b",
the
flushing
with
clean
water.
Do
not
allow
filter
may
be
washed,
if
necessary,
in
a
solution
of
bicarbonate
of
soda to
enter
battery.
Brighten
warm
water
and
a
mild
household
detergent.
A
cable and
terminal
connection
with
a
wire
brush,
cold
water
solution may
be
used.
then
coat
with
petroleum
jelly
before
connecting.
Check
the
battery every
50
hours
(or
at least every
NOTE
30
days),
oftener
in
hot
weather.
Add
only
distilled
water,
not
acid
or
"rejuvenators."
to
maintain
The
filter assembly
may
be
cleaned
with
electrolyte level
in
the
battery.
Inspect
the
battery
compressed
air
a
maximum
of
30
times
or
box
and
clean and remove
any
evidence
of
it
may
be
washed
a
maximum
of
20
corrosion.
2-10
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
2-24.
TIRES. Maintain
tire
pressure
at
the
value
NOTE
specified
in
Section
1.
When
checking
pressure,
examine
tire
for
wear,
cuts,
bruises
and
slippage.
the
wire
insertion
is
less
than
3-13/16
inches.
the
floating
piston
is
lodged
in the
NOTE
shaft.
If
the
wire
cannot
be
used
to
free
the
piston,
the
rod
assembly
and
piston
Recommended
tire pressure
should
be
main-
should
be
replaced.
tained.
Especially
in
cold
weather,
remember
that
any
drop
in
temperature
of
the
air
inside
Service
the
shimmy dampener
as
follows:
a
tire
causes
a
corresponding
drop
in
pressure.
a.
Remove
filler
plug
from
dampener.
b.
Move
piston
completely
to
opposite
end
from
2-25.
NOSE
GEAR
STRUT.
The nose
gear
strut
filler
plug.
requires
periodic checking
to
ascertain
that
the
c
Fill
dampener
with
clean
hydraulic
fluid
d.
Reinstall
filler
plug
and
safety.
strut
is
filled
with
hydraulic fluid
and
is
inflated
to
Wash
a
dampener
in
solvent
and
wipe
dry
with
a
the
correct
air
pressure.
To
fill
the
nose
gear
strut
cloth
with
hydraulic
fluid
and
air,
proceed
as
follows:
f.
Reinstall
shimmy
dampener
in
aircraft.
a.
Remove
valve
cap
and
release
all air.
b.
Remove
valve
housing
assembly.
NOTE
c.
Compress
strut
completely
(stops
in
contact
with
outer
barrel
hub).
Keep
shimmy
dampener,
especially
the
d.
Oil
leveL
exposed
portions
of
the
dampener
piston
1.
Fluid
used
should
comply
with
Specification
shaft,
clean
to
prevent
collection
of
dust
MIL-H-5606.
and
grit
which
could
cut
the
seals
in
the
2.
Fill
strut
to
bottom
of
valve
installation
dampener
barrel.
Keep
machined
hole.
surfaces
wiped
free
of
dirt
and
dust, using
3.
Maintain
oil
level
at
bottom
of
valve
installa-
a
clean
lint-free
cloth
saturated
with
tion
hole.
hydraulic
fluid
(MIL-H-5606) or
e.
Fully
extend
strut.
kerosene.
All
surfaces
should
be
wiped
f.
Replace
valve
housing
assembly.
free
of
excessive
hydraulic
fluid.
g.
With
strut
fully
extended
and
nose
wheel
clear
of
ground,
inflate
strut
to
90
PSI.
2-27.
HYDRAULIC
BRAKE
SYSTEMS.
Check
brake master
cylinders
and
refill
with
hydraulic
NOTE
fluid as specified
in
the
inspection
charts.
Bleed
the
brake
system
of
entrapped
air
whenever
there
The
nose
landing
gear shock
strut
will
is a
spongy
response
to the
brake
pedals.
Refer
to
normally
require
only
a
minimum
Section
5
for
filling
and
bleeding
the
brake
system.
amount
of
service.
Maintain
the
strut
extension
pressure
as
shown
in
figure
1-
2-28.
LANDING
GEAR
HYDRAULIC
RETRACTION
1.
Lubricate
landing
gear
as
shown
in
SYSTEM.
Draining,
filling
and
bleeding
of
the
land-
figure
2-5.
Check
the
landing
gear
daily
ing
gear
hydraulic
system
can be
accomplished
by
for
general
cleanliness,
security
of
the
following method.
mounting,
and
for
hydraulic
fluid
a.
Place
aircraft
master
switch
in
OFF
position
leakage.
Keep
machined
surfaces
wiped
and
place
aircraft
on
jacks as
shown
in
figure
2-2.
free
of
dirt
and
dust,
using
a
clean
lint-
Bleed
pressure
from
system
by
moving
landing
gear
free
cloth
Saturated
with
hydraulic
fluid
selector
valve
to
gear
UP
position.
(MIL-H-5606)
or
kerosene.
All
surfaces selector
valve
to
gear
UP
position.
should
be
wiped
free
of
excessive
hydraulic
fluid.
CAUTION
2-26.
NOSE
GEAR
SHIMMY
DAMPENER. The
Do
not
turn
master
switch
ON
while
hydraulic
shimmy
dampener
should
be
serviced at
least
system
is
open
to
atmosphere.
The
pump
every
100
hours.
The
dampener
must
be
filled
will
automatically
start,
causing
hydraulic
completely with
hydraulic fluid,
free
of
entrapped
fluid
to
spray
from
any open
line.
air
with
the
compensating
piston
bottomed
in
the
rod.
Check
that
piston
is
completely
bottomed
as
b. Drain
system
by
removing
cap
from
elbow on.
follows:
right
side
of
power pack (behind
access
cover)
and
a. Remove
shimmy
dampener
from
the
aircraft.
attaching
a
drain
hose
to
the
elbow.
Place
end
of
b.
While
holding
the
shimmy
dampener
in
a
hose
in
a
container
of
at
least
one
gallon
capacity
vertical
position
with the
filler
plug
pointed
and
using
emergency
hand
pump, pump
fluid
into
con-
upward, loosen
the
filler plug.
tainer.
When
power pack
reservoir
is
empty,
re-
c.
Allow
the
spring
to
bottom
out
the
floating
place
cap.
piston
inside
the
shimmy dampener
rod.
c.
Fill
power
pack
reservoir
with
MIL-H-5606
hv-
d.
When
the
fluid
stops
flowing,
insert
a
length
of
draulic
fluid
by
inserting
a
funnel
or
filler
hose
in
stiff
wire
through
the
air
bleed
hole
in
the
setscrew
dipstick
opening
on
top
of
power
pack
body.
at
the
end
of
the
piston
rod
until
it
touches
the
floating
piston.
The
depth
should
be
3-13/16
inches.
2-11
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
d.
Bleed
system
by
cycling
landing
gear
through
e.
Oily
spots
and
stains
may
be
cleaned
with
house-
several
cycles.
Refill
power
pack
reservoir
with hold
spot
removers,
used
sparingly.
Before
using
MIL-H-5606
hydraulic
fluid
and
remove
aircraft
any
solvent,
read
the
instructions
on
the
container
from
jacks.
and
test
it
on an
obscure
place
in
the
fabric
to
be
cleaned.
Never
saturate
the
fabric
with
a
volatile
2-29.
HYDRAULIC
FLUID
SAMPLING
AND
CON-
solvent;
it
may
damage
the
packing and backing
TAMINATION CHECK.
At
the
first
50
and
first
100
material.
hour
inspection
and
thereafter
at
each
500
hour
in-
f.
Scrape
off
sticky
materials
with
a
dull
knife.
spection
or
one
year, whichever
should
occur
first,
then
spot
clean
the
area.
a
sample
of
fluid
should
be
taken
and
examined
for
sediment
and
discoloration. This
may
be
done
as
2-35.
PLASTIC TRIM.
The
instrument
panel,
follows:
plastic
trim
and
control
knobs
need
only
be
wiped
a.
Place
aircraft
master
switch
in
OFF
position
off
with
a
damp
cloth.
Oil
and
grease
on
the
con-
and
replace
aircraft
on
jacks
as
shown
in
figure
2-2.
trol
wheel
and
control
knobs
can
be
removed
with
Bleed
pressure
from
system
by
moving
landing
gear
a
cloth
moistened with Stoddard solvent.
selector
valve
to
gear
UP
position.
2-36.
WINDSHIELD AND
WINDOWS.
These
surfaces
CAUTION
should
be
cleaned
carefully
with
plenty
of
fresh
water
and
a
mild
detergent,
using
the
palm
of
the
hand
to
Do
not
turn
master
switch
ON
while
hydraulic
feel
and
dislodge
any
caked
dirt
or
mud.
A
sponge,
system
is
open
to
atmosphere.
The
pump
soft
cloth,
or
chamois
may
be
used,
but
only
as
a
will
automatically
start,
causing
hydraulic
means
of
carrying water
to
the
plastic.
Rinse
fluid
to
spray
from
any
open
line.
thoroughly,
then
dry
with
a
clean
moist
chamois.
Do
not
rub
the
plastic
with
a
dry
cloth
as
this
builds
b.
Remove
cap
from
elbow
on
right
side
of
power
up
an
electrostatic
charge
which
attracts
dust.
Oil
pack
(behind
access
cover)
and
place
a
nonmetal
con-
and
grease
may
be
removed
by
rubbing
lightly
with
tainer
below opening.
a
soft
cloth
moistened
with
Stoddard
solvent
c.
Place
landing
gear selector
valve
in
DOWN
posi-
--
tion
and
operate
emergency
hand
pump
to
pump
fluid
CAUTION
into
container.
d.
If
the
drain
fluid
is
clear
and
not
appreciably
Do
not
use
gasoline,
alcohol,
benzene,
darker
in
color
than
new
fluid, continue
to
use
the
acetone,
carbon
tetrachloride,
fire
ex-
present
fluid.
tinguisher
fluid,
de-icer
fluid,
lacquer
e.
If
the fluid
color
is
doubtful,
place
a
fluid
sam-
thinner
or
glass
window
cleaning
spray.
ple
in
a
nonmetallic
container
and
insert
a
strip
of
These solvents
will
soften
and
craze
the
polished copper
in
the
fluid.
plastic.
f.
Keep
copper
in
the fluid
for
six
hours
at
a
tem-
perature
of
70*F
or more.
A
slight
darkening
of
the
After
washing,
the
plastic
windshield
and
windows
copper
is
permissible,
but
there
should
be
no
pitting
should
be
cleaned
with
an
aircraft
windshield
cleaner.
or
etching
visible
up
to
20X
magnification.
If
pitting
Apply
the
cleaner
with
soft
cloths
and
rub
with
mod-
or
etching
is
evident,
drain
fluid
from
power pack
erate
pressure.
Allow
the
cleaner
to
dry,
then
wipe
reservoir.
Fill
power pack
with
MIL-H-5606
hy-
it
off
with
soft
flannel
cloths.
A
thin,
even
coat
of
draulic
fluid
and
bleed
air
from
system.
wax,
polished
out
by
hand
with
soft
flannel
cloths,
will
fill
in
minor
scratches
and
help
prevent further
2-30.
OXYGEN
SYSTEM.
Refer
to
Section
15.
scratching.
Do
not
use
a
canvas
cover
on
the
wind-
shield
or
windows
unless
freezing
rain
or
sleet
is
2-31.
FACE
MASKS.
Refer
to
Section
15.
anticipated
since
the
cover
may
scratch
the
plastic
surface.
2-32.
CLEANING.
2-37.
ALUMINUM
SURFACES.
The
aluminum
sur-
2-33.
GENERAL DESCRIPTION.
Keeping
the
air-
faces
require
a
minimum
of
care,
but
should never
craft
clean
is
important. Besides
maintaining
the
be
neglected.
The
aircraft
maybe
washed
with
non-
trim
appearance
of
the
aircraft,
cleaning
lessens
the
alkaline
grease
solvents
to
remove
oil and/or grease.
possibility
of
corrosion
and
makes inspection
and
Household-type
detergent
soap
powders
are
effective
maintenance
easier.
cleaners,
but
should
be
used
cautiously
since
some
of
them
are
strongly
alkaline.
Many
good
aluminum
2-34.
UPHOLSTERY
AND
INTERIOR.
Cleaning
cleaners,
polishes
and
waxes
are
available from
com-
prolongs
the
life
of
upholstery
fabrics
and
interior
mercial suppliers
of
aircraft
products.
trim.
To
clean
the
interior,
proceed
as
follows:
a.
Empty
all
the
ashtrays.
2-38.
PAINTED
SURFACES.
The
painted
exterior
b.
Brush
out
or
vacuum
clean
the
upholstery
and
surfaces
of
your
new
Cessna
have
a
durable,
long
carpeting
to
remove
dirt.
lasting finish.
Approximately
10
days
are
required
c.
Wipe
leather
and
plastic
surfaces
with
a
for
the
paint
to
cure
completely;
in
most
cases.
the
damp
cloth.
curing period will
have
been
completed
prior
to
de-
d.
Soiled
upholstery
fabrics
and
carpet
may
livery
of
the
airplane.
In
the
event
that polishing
or
be
cleaned
with
a
foam-type
detergent,
used
buffing
is
required
within
the
curing
period,
it
is
according
to the
manufacturer's
instructions.
recommended
that
the
work
be
done
by
someone
ex-
2-12
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
perienced
in
handling
uncured
paint.
Any
Cessna
CAUTION
Dealer
can
accomplish
this
work.
W ^
Do
not
attempt
to
wash
an
engine
which
is
still
Generally,
the
painted
surfaces
can
be
kept
bright
by
hot
or
running.
Allow
the
engine
to
cool
before
washing
with
water
and
mild
soap,
followed
by
a
rinse
cleaning
with
water
and
drying
with
cloths
or
a
chamots.
Harsh
or
abrasive
soaps
or
detergents
which
cause
corrosion
or
scratches
should
never
be
used.
Remove
a
Remove
engine cowling
in
accordance
with
Para-
stubborn
oil
and
grease
with
a
cloth
moistened
with
graph
12-3.
Stoddard
solvent.
b.
Carefully
cover
the
coupling
area
between
the
vacuum
pump
and
the
engine
drive
shaft
so
that
no
To
seal
any
minor
surface
chips
or scratches
and
cleaning
solvent
can
reach
the
coupling
or
seal.
protect
against
corrosion,
the
airplane
should
be
c.
Cover
the
open end
of
the
vacuum
discharge
tube.
waxed
regularly
with
a good
automotive
wax
applied
d.
Cover
the
vacuum
relief
valve
filter,
if
installed
in
accordance
with
the
manufacturer's
instructions.
in
the
engine
compartment.
If
the
airplane
Is
operated
in
a
seacoast
or
other
salt
e.
Use
fresh
water
for
wash
down
when
the
engine
is
water
environment,
it
must
be washed
and
waxed
contaminated
with
salt
or
corrosive
chemicals.
A
more
frequently
to
assure
adequate
protection.
Spe-
cleaning
agent
such
as
described
previously
may
then
cial
care
should
be
taken
to
seal
around
rivet
heads
be
used
to
remove
oil
and
grime.
and
skin
laps,
which
are
the
areas
most susceptible
_
--
to
corrosion.
A
heavier
coating
of
wax
on
the
leading
CAUTION
edges
of
the
wings,
and
tail
and
on
the
cowl
nose
cap
and
propeller
spinner
will
help reduce
the abrasion Care
should
be
exercised
to
not
direct
cleaning
encountered
in
these
areas.
Reapplication
of wax
will
agents
or
water
streams
at
openings
on
the
generally
be
necessary
after
cleaning
with
soap
solu-
starter,
magnetos,
alternator,
vacuum
pump
tions
or
after
chemical
de-icing
operations.
or
turbocharger
relief
valve.
2-39.
ENGINE
AND
ENGINE
COMPARTMENT.
An
f.
Thoroughly
rinse
with
clean
warm
water
to
re-
engine
and
accessories
wash
down
should
be
accom-
move
all
traces
of
cleaning
agents.
plished
during
each
100-hour
inspection
to
remove
CAUTION
might
conceal
component
defects
during
inspection.
Also,
periodic
cleaning
can be
very effective
in
pre-
Cleaning
agents
should
never
be
left
on
engine
ventive
maintenance.
components
for
an
extended
period
of
time.
Failure
to remove
them
may
cause
damage
Precautions
should
he
taken
when
working
with
clean-
to
components,
such
as
neoprene
seals
and
ing
agents
such
as
wearing
of
rubber gloves,
an
apron
silicone
fire
sleeves,
and
could
cause
addi-
tional
corrosion.
or
coveralls
and
a
face
shield
or
goggles.
Use
the
tioal
corrosion.
least
toxic
of
available
cleaning
agents
that
will
satis-
factorily
accomplish
the
work.
These
cleaning
agents
g.
Completely
dry
engine
and
accessories
using
include:
(1)
Stoddard
Solvent
(Specification P-D-680 clean,
dry
compressed
air.
type
D),
(2)
A
water
alkaline
detergent cleaner
(MIL-
h.
Remove
the
cover
over
the
coupling
area.
C-25769J)
mixed,
1
part
cleaner,
2
to
3
parts
water
i.
Remove
the
cover
from
the
vacuum
discharge
and
8
to
12
parts
Stoddard
solvent
or
(3)
A
solvent
tube.
base
emulsion
cleaner
(MIL-C-4361B) mixed
1
part
j. Remove
the
cover
from
the
vacuum
relief
valve
cleaner
and
3
parts
Stoddard
solvent.
filter,
if
installed.
k.
If
desired,
engine
cowling
may
be
washed
with
CAUTION
the
same cleaning
agents,
then
rinsed
thoroughly
and
wiped
dry.
After
cleaning
engine,
relubricate
all
Do
not
use
gasoline
or
other
highly
flammable
control
arms
and
moving
parts
as
required.
substances
for
washdown.
L
Reinstall
engine
cowling.
Perform
all
cleaning
operations
in
well
ventilated
WARNING-
work
areas
and
ensure
that
adequate
firefighting
and safety
equipment
is
available.
Do
not
smoke
For
maximum
safety, check
that
the
magneto
or
expose
a
flame, within
100
feet
of
the
cleaning
switches
are
OFF,
the
throttle
is closed,
the
area.
Compressed
air,
used
for
cleaning
agent,
mixture
control
is
in
the
idle
cut-off
position,
application
or
drying, should
be
regulated
to the
and
the
airplane is
secured
before
rotating
the
lowest
practical
pressure.
Use
of
a
stiff
bristle
propeller
by
hand.
Do
not
stand
within the
arc
brush
rather
than
a
steel
brush
is
recommended
of the
propeller blades
while
turning
the
pro-
if
cleaning agents
do
not
remove
excess
grease
and
peller.
grime
during
spraying.
m.
Before
starting
engine
rotate
the
propeller
by
A
recommended
procedure
for
cleaning
an
engine
and
hand
no
less
than
four
complete
revolutions.
accessories
is
as
follows:
Revision
2 2-13
MODEL
210
&
T210
SERIES SERVICE
MANUAL
2-40.
PROPELLER. The
propeller
should
be
or
under
seacoast
conditions, clean
and
lubricate
wiped
occasionally
with
an
oily
cloth
to
remove
wheel
bearings
at
each
100-hour
inspection.
grass
and
bug
stains.
In
salt
water
areas,
this
will
assist
in
corrosion-proofing
the
propeller.
2-47.
WING
FLAP
ACTUATOR.
Clean
and
lubricate
wing
flap
actuator
jack
screw
each
100
2-41.
WHEELS.
The
wheels
should
be
washed
hours
as
follows:
periodically
and
examined
for
corrosion,
chipped
a.
Expose
jack
screw
by
operating
flaps
to
full-
paint,
and
cracks
or
dents
in
the
wheel
halves
or
in
down
position.
the
flanges
or
hubs.-
If
defects
are
found
remove
b.
Clean
jack
screw
threads
with
solvent
rag
and
and
repair
in
accordance with
Section
5.
Discard
dry
with
compressed
air.
cracked
wheel
halves,
flanges
or
hubs
and
install
new
parts.
2-42.
LUBRICATION.
It is
not
necessary
to
remove
actuator
from
aircraft
to
clean or lubricate
threads.
2-43.
GENERAL
DESCRIPTION.
Lubrication
requirements
are
outlined
in
figure
2-5.
Before With
oil
can,
apply
light
coat
of No.
10
weight,
requirements
are
outlined
in
figure
2-5.
Before
non-detergent
oil
to
threads
of
jack
screw
adding
lubricant
to
a
fitting,
wipe the
fitting
free
of
non-detergent
oil
to
threds
of
jack
screw
dirt.
Lubricate
until
grease
appears
around
part
2-48.
RODEND
BEARINGS.
Periodic inspection
being
lubricated
and
wipe
excess
grease
from
being
lubricated
and
wipe
excess
grease
from
and
lubrication
is
required
to
prevent
corrosion
of
parts.
The
following
paragraphs
supplement
the bearing
in
the
rod
end.
At
each
100-hour
figure
2-5
by
adding
details
not shown
in
the
figure.
inspection,
disconnect
the
control
rods
at
the
inspection,
disconnect
the control
rods
at
the
2-44.
NOSE
GEAR
TORQUE
LINKS.
Lubricate
aileron
and
inspect
each
rod
end
for
corrosion.
If
torque
links
every
50
hours.
When
operating
in
no
corrosion
is
found,
wipe
the
surface
of
the
rod
dusty
conditions,
more
frequent
lubrication
is
end
balls
with
general
purpose
oil
and
rotate
ball
recommended
,
more
frequent freely
to
distribute
the
oil
over
its
entire surface
and
connect
the
control
rods
to
the
aileron.
If
2-45.
TACHOMETER
DRIVE
SHAFT.
Refer
to
corrosion
is
detected
during
inspection,
install
new
2-45.
TACHOMETER
DRIVE
SHAFT.
Refer
to
Section
16
rod
ends
2-46.
WHEEL
BEARING
LUBRICATION.
Clean
and
repack
wheel
bearings
at
the
first
100-hour
inspection
and
at
each
500-hour
inspection
thereafter.
If
more
than
the
usual
number
of
take-
off
and
landings are
made.
extensive
taxiing
is
required
or
the
aircraft
is
operated
in
dusty
areas
2-14
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
HYDRAULIC
FLUID:
SPEC.
NO.
MIL-H-5606
OXYGEN:
SPEC.
NO.
MIL-0-27210.
SPECIFIED
AVIATION GRADE
FUELS;
WARNING
ONLY AVIATION GRADE
FUELS
ARE
APPROVED
FOR
USE.
ENGINE
MODEL
APPROVED
FUEL
GRADES
NOTE
Continental
IO-520-L
&
TSIO-520-R
100LL (blue) 1
100
(green)
(formerly
100/130)
1
NOTE
1.
Compliance
with
Continental
Aircraft
Engine
Service
Bulletin
M82-8 and
all
supplements
or
revisions
thereto,
must
be
accomplished.
SPECIFIED
AVIATION
GRADE
OIL:
AVERAGE
AMBIENT
TEMPERATURE
(°F)
/
OIL
GRADE
00
10º
20º
30º
40º 50º
600
70° 80°
90º
SAE30
SAE5
*
SAE
30
| |
SAE
253-60
.
SAE
15W-50
SAE
20W-50
Aviation
grade
ashless dispersant
oil,
conforming
to
Continental
Motors
Specification
MHS-24.
and
all
revisions
or
supplements
thereto,
must
be
used
except
as
noted
in
paragraph 2-20,
herein.
Refer
to
Continental
Aircraft
Engine
Service
Bulletin
M82-8,
and
any
superseding
bulletins,
revisions
or supplements
thereto,
for
further recom-
mendations.
Oil
capacities for
the
aircraft are
given
in
the
following
chart.
To
minimize
loss
of
oil through
the
breather,
fill
to
specified
oil
level
on
dipstick
for
normal
operation
(flight
of
less
than
three
hours
duration).
For
extended
flight,
fill
to
FULL
mark
on
dipstick.
Do
not
operate
with
less
than
MINIMUM
FOR
FLIGHT
quantities
listed.
If
an
external
oil
filter
is
installed,
one
additional
quart
of
oil
is
required
when
filter
is
changed.
CAPACITY
CAPACITY
(TOTAL
NORMAL
MINIMUM
(TOTAL)
WITH
FILTER)
OPERATION
FOR
FLIGHT
10
11 8
7
Figure
2-4.
Servicing
(Sheet
2
of
4)
2-16
Revision
2
MODEL
210
&
T210
SERIES SERVICE
MANUAL
DAILY
.
1
FUEL
BAYS:
Service
after
each
flight.
Keep
full
to
retard
condensation.
Refer to
paragraph
2-18
for
details.
6
FUEL
BAY
SUMP
DRAINS:
Drain
off
any
water
and
sediment
before
first
flight
of
the
day.
19
FUEL
STRAINER:
Drain
off
any
water
and
sediment
before
first
flight
of
the
day.
15
OIL
DIPSTICK:
Check
on
preflight.
Add
oil
as
necessary.
Refer
to
paragraph
2-20
for
details.
Check
that
filler
cap
is
tight
and
oil
filler
is
secure.
8
PITOT
AND
STATIC
PORTS:
Check
for
obstructions
before
first
flight
of
the
day.
7
OXYGEN
CYLINDERS:
Check
for
anticipated
requirements
before
each
flight.
Refer
to
Section
15
for
details.
17
NOSE
GEAR
SHOCK
STRUT:
Check
on
preflight.
Check
inner
barrel
showing
below
outer
barrel
to
be
1.00-2.00
(approxi-
mately 1.20)
inches
after
bouncing.
Deviation
from
these
dimensions
is
cause
to
check
and
service
strut
per
paragraph
2-25.
25
HOURS
16
ENGINE
OIL
SYSTEM:
FIRST
25
HOURS
Drain
engine
oil
and
change
external
oil
filter
(if
equipped).
Refill
engine
with
ashless
dispersant
oil.
21
HYDRAULIC
POWER
PACK
Check
every
25
hours
and
after
a
gear
ext
ension
which
uses
the
hydraulic hand
pump.
50
HOURS
4
INDUCTION
AIR
FILTER:
Clean
filter
per
paragraph
2-21.
Replace
as
required.
13
BATTERY:
Check
electrolyte
level
and
clean
battery
compartment
each
50
hours
or
each
30
days.
16
ENGINE
OIL
SYSTEM:
Change
oil
each
50
hours
if
engine
is
NOT
equipped with
external
filter;
if
equipped
with
external
oil
filter,
change
oil
and
filter
each
100
hours
or
every
6
months,
whichever
occurs
first.
18
SHIMMY
DAMPENER:
Check
fluid
level
and
refill
as
required
in
accordance
with
paragraph
2-26.
10
TIRES:
Maintain
correct
tire
inflation
as
listed
in
Section
1.
Refer
to
paragraph
2-24
for
details.
17
NOSE
GEAR SHOCK
STRUT:
Keep
strut
filled
and
inflated
to
correct
pressure.
Refer to
paragraph
2-25
for
details.
2
HYDRAULIC
FLUID
RESERVOIR:
At
first
50
and
first
100
hours,
thereafter
at
each
500
hours
or
one
year,
whichever
comes
first,
a
sample
of
hydraulic
fluid
should
be
examined
for sediment
and
discoloration
as
outlined
in
paragraph
2-29.
Figure
2-4.
Servicing
(Sheet
3
of
4)
2-17
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
D-
100
HOURS
2
HYDRAULIC
FLUID RESERVOIR:
At
first
50
and
first
100
hours,
thereafter
at
each
500
hours
or
one
year,
whichever
comes
first,
a
sample
of
hydraulic
fluid
should
be
examined
for
sediment
and
discoloration
as
outlined
in
paragraph
2-29.
3
FUEL/AIR
CONTROL
UNIT
SCREEN:
Remove
and
clean
screen.
5
VACUUM
RELIEF
VALVE
FILTER:
Replace
each
100
hours.
16
ENGINE
OIL
SYSTEM:
Change
oil
and
filter
each
100
hours
or
every
6
months,
whichever
occurs
first.
19
FUEL
STRAINER:
Disassemble
and
clean
strainer
bowl
and
screen.
-
200
HOURS
11
VACUUM
SYSTEM
CENTRAL
AIR
FILTER:
Inspect
filter
element
for
damage.
Refer to
paragraph
2-22.
6
FUEL
BAY
SUMP
DRAINS:
Drain
off
any
water
or
sediment.
9
FUEL
RESERVOIR
DRAIN:
Open
drain
valve(s)
and
drain
off
water
and
sediment.
12
BRAKE
MASTER
CYLINDERS:
Check
fluid
level
and
fill
as
required
with
hydraulic
fluid.
< >
500
HOURS
l
11
VACUUM
SYSTEM
CENTRAL
AIR
FILTER:
Replace
every
500
hours.
Refer
to
paragraph
2-22.
2
HYDRAULIC
FLUID
RESERVOIR:
At
first
50
and
first
100
hours,
thereafter
at
each
500
hours
or
one
year,
whichever
comes
first,
a
sample
of
hydraulic
fluid
should
be
examined
for
sediment
and
discoloration
as
outlined
in
paragraph
2-29.
4
INDUCTION
AIR
FILTER:
Replace
every
500
hours
or
annually.
Refer
to
paragraph
2-21.
A
AS
REQUIRED
14
GROUND
SERVICE
RECEPTACLE
Connect
to
24-volt, D.C.
negative-ground
power
unit
for
cold
weather
starting
and
lengthy ground
maintenance
of
the
aircraft's
electrical
equipment
with
the
exception
of
electronic
equipment.
Master
switch
should
be.
turned
on
before
connecting
a
generator-type
or
battery-type
external
power
source.
Refer
to
Section
17.
Figure
2-4.
Servicing
(Sheet
4
of
4)
2-18
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
FREQUENCY
(HOURS)
METHOD
OF
APPLICATION
HAND
GREASE
OIL
SYRINGE
GUN
CAN
(FOR
POWDERED
WHERE
NO INTERVAL
IS
SPECIFIED,
GRAPHITE)
LUBRICATE
AS
REQUIRED
AND
WHEN
ASSEMBLED OR
INSTALLED.
NOTE
The
military
specifications
listed
below
are
not
mandatory,
but
are
intended
as
guides
in
choosing
satisfactory materials.
Products
of
most reputable
manufacturers meet
or
exceed
these
specifications.
LUBRICANTS
PG
SS-G-659
.............
POWDERED
GRAPHITE
GR
MIL-G-81322A
..........
GENERAL
PURPOSE
GREASE
GH
MIL-G-23827A
.....
AIRCRAFT
AND
INSTRUMENT GREASE
GL
MIL-G-21164C
..........
HIGH
AND
LOW
TEMPERATURE
GREASE
OG
MIL-L-7870A
..........
GENERAL
PURPOSE
OIL
PL
VV-P-236
.............
PETROLATUM
GT
.............. .
NO.
10WT
NON-DETERGENT
OIL
OL
VV-L-800A
............
LIGHT
OIL
NEEDLE
BEARINGS
DAMPENER
ALSO
REFER TO
PIVOTS
OG
PARAGRAPH
2-44
TORQUE
LINKS
^ NEEDLE
BEARING
.
>;
S.G
(STEERING
COLLAR)
" ^
"REFER
TO
PARA-
if//
\MAN
GEAR
Mi ^^y / \ 6^ N
-REFER
TO
j^\»\~ / -^MAIN
WHEEL
PARAGRAPH
2-47
NOSE
GEAR
NOSE
WHEEL
BEARINGS
BEARINGS
Figure
2-5.
Lubrication
(Sheet
1
of
4)
2-19
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
DO
NOT
OIL
IF
OPERATING
IN
ELECTRIC
FLAP
EXTREMELY
DUSTY
CONDITIONS.
DRIVE
MECHANISM
AILERON
BELLCRANKS
ALSO
REFER
TO
PARAGRAPH
2-48
SCREW
JACK
THREADS
ROD
ENDS
NEEDLE
NEEDLE
BEARING BEARINGS
ROLLERS
6R
FLAP
BELLCRANKS
AND
DRIVE
PULLEYS
CONTROL
COLUMN
THRUST
BEARINGS
ROD
ENDS
NEEDLE
BEARINGS
NEEDLE
BEARINGS
6R
NEEDLE
BEARING
PARKING
BRAKE
HANDLE
SHAFT
RUDDER
BARS AND
PEDALS
BEARING
BLOCK
OG
HALVES
GEAR
WARNING
AND
FUEL
PUMP
SWITCH
OILITE
BEARINGS
(RUDDER
BAR
ENDS)
ALL
LINKAGE
OL
POINT PIVOTS
OG
ENGINE
CONTROLS
Figure
2-5.
Lubrication
(Sheet
2
of
4)
2-20
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SPRAY
BOTH
SIDES
OF
SHADED
AREAS
WITH
ELECTROFILM
LUBRI-BOND
"A"
WHICH
IS
AVAILABLE
IN
AEROSOL SPRAY
CANS,
OR
AN
EQUIVALENT
LUBRICANT.
TORQUE
ATTACHING
BOLT
TO
10-20 LB-IN.
-
._-
NOSE
GEAR
friction
point
obviously
needing
lubrication,
with
general
purpose
oil
every
1000
hours
or
oftener,
if
required.
Paraffin
wax
rubbed
on
seat
rails
will
ease
sliding the
seats
fore
and
aft.
Lubricate
door
latching
mechanism
with
MIL-S-8660
silicone
compound
or
equivalent
lubricant,
applied
sparingly
to
friction
points,
every
1000
hours
or
oftener
if
binding
occurs.
No
lubrication
is
recommended
for
the
rotary
clutch.
Apply
DOOR-EZE
lubricant
to
latch
bolt.
Figure
2-5.
Lubrication
(Sheet
4
of
4)
2-22
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
I
INSPECTION REQUIREMENTS.
As
required
by
Federal
Aviation Regulations,
all
civil
aircraft
of
U.S.
registry
must
undergo
a
COMPLETE INSPECTION
(ANNUAL)
each
twelve
calendar
months.
In
addition
to
the
required
ANNUAL
inspection,
aircraft
operated
commercially
(for
hire)
must
also
have
a
COMPLETE
AIRCRAFT
INSPECTION
every
100
hours
of
operation.
In
lieu
of
the
above
requirements,
an
aircraft
may
be
inspected
in
accordance
with
a
progressive
inspection
schedule,
which
allows
the work
load
to
be
divided
into
smaller
operations
that
can
be
accomplished
in
shorter
time
periods.
Therefore,
the Cessna
Aircraft
Company
recommends
PROGRESSIVE
CARE
for
aircraft
that
are
being
flown
200
hours or
more per
year,
and-the
100
HOUR
inspection
for
all
other
aircraft.
II
INSPECTION
CHARTS.
The
following
charts
show
the
recommended
intervals at
which
items
are
to
be
inspected.
As shown
in
the
charts,
there
are
items
to be
checked
each
50
hours,
each
100
hours,
each
200
hours,
and also
Special Inspection
items
which
require
servicing
or
inspection
at
intervals
other
than
50,
100
or
200
hours.
a.
When
conducting
an
inspection
at
50
hours,
all
items
marked
under
EACH
50
HOURS
would
be
inspected,
serviced or
otherwise accomplished
as
necessary
to
insure
continuous
airworthiness.
b.
At
each
100
hours,
the
50
hour
items
would
be
accomplished
in
addition
to
the
items
marked
under
EACH
100
HOURS
as
necessary
to
insure
continuous
airworthiness.
c.
An
inspection
conducted
at
200
hour
intervals
would
likewise include
the
50
hour
items
and
100
hour
items
in
addition
to
those
at
EACH
200
HOURS.
d.
The
numbers appearing
in
the
SPECIAL
INSPECTION
ITEMS
column
refer
to
data
listed
at
the
end
of
the
inspection
charts.
These
items
should
be checked
at
each
inspection
interval
to
insure
that
applicable
servicing
and
inspection
requirements are
accomplished
at
the
specified
intervals.
e.
A
COMPLETE
AIRCRAFT
INSPECTION
includes
all
50,
100
and
200
hour
items
plus
those
Special
Inspection
Items
which
are
due
at
the
time
of
the
inspection.
III
INSPECTION
PROGRAM
SELECTION.
AS
A
GUIDE
FOR
SELECTING
THE
INSPECTION
PROGRAM
THAT
BEST
SUITS
THE
OPERATION
OF
THE
AIRCRAFT,
THE
FOLLOWING
IS
PROVIDED.
1. IF
THE
AIRCRAFT
IS
FLOWN
LESS
THAN
200
HOURS
ANNUALLY.
a.
IF
FLOWN
FOR
HIRE
An
aircraft
operating
in
this category
must
have
a COMPLETE
AIRCRAFT
INSPECTION
each
100
hours
and
each
12
calendar
months
of
operation.
A
COMPLETE
AIRCRAFT
INSPECTION
consists
of
all
50,
100,
200
and
Special
Inspection
Items
shown
in
the in-
spection
charts
as
defined in
paragraph
II
above.
b.
IF
NOT
FLOWN
FOR
HIRE
An
aircraft
operating
in
this category
must
have
a COMPLETE
AIRCRAFT
INSPECTION
each
12
calendar
months
(ANNUAL).
A
COMPLETE
AIRCRAFT
INSPECTION
consists
of
all
50,
100,
200
and
Special Inspection
Items
shown
in
the
inspection
charts
as
defined
in
paragraph
II
above.
In
addition,
it is
recommended that
between
annual
inspections,
all
items
be
inspected
at
the
intervals
specified
in
the
inspection
charts.
2-23
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
2.
IF
THE
AIRCRAFT
IS
FLOWN
MORE THAN
200
HOURS
ANNUALLY.
Whether flown
for
hire
or
not,
it is
recommended
that
aircraft
operating
in
this
category
be
placed
on
the
CESSNA
PROGRESSIVE
CARE
PROGRAM.
However,
if
not
placed
on
Progressive
Care,
the
inspection
requirements
for
aircraft
in
this
category
are
the
same
as
those
defined
under
paragraph
III
1.
(a)
and
(b).
Cessna
Progressive
Care
may
be
utilized
as
a
total
concept
program
which
insures
that
the
inspection
intervals
in
the
inspection
charts
are
not
exceeded.
Manuals
and
forms
which
are
required
for
conducting
Progressive
Care
inspections
are
available
from
Cessna
Parts
Distribution
(CPD
2)
through
Cessna Service
Stations.
IV
INSPECTION
GUIDE
LINES.
(a)
MOVABLE
PARTS
for:
lubrication,
servicing, security
of
attachment,
binding,
excessive
wear,
safetying,
proper
operation,
proper
adjustment,
correct
travel,
cracked
fittings,
security
of
hinges,
defective
bearings,
cleanliness,
corrosion,
deformation, sealing
and
tension.
(b)
FLUID
LINES
AND
HOSES
for:
leaks,
cracks,
dents,
kinks,
chafing,
proper
radius,
security,
corrosion,
deterioration,
obstruction
and
foreign
matter.
(c)
METAL
PARTS
for;
security
of
attachment,
cracks, metal distortion,
broken
spotwelds,
corrosion,
condition
of
paint
and
any
other
apparent
damage.
(d) WIRING
for:
security,
chafing,
burning,
defective
insulation,
loose
or
broken
terminals,
heat
deterioration
and
corroded
terminals.
(e)
BOLTS
IN
CRITICAL
AREAS
for:
correct
torque
in
accordance
with
torque values
given
in
the
chart
in
Section
1,
when
installed
or
when
visual
inspection
indicates
the
need
for
a
torque
check.
NOTE
Torque
values
listed
in
Section
1
are
derived
from
oil-free
cadmium-plated
threads,
and
are
recommended
for
all
installation
procedures
contained in
this
book
except
where
other
values
are
stipulated.
They
are
not
to
be
used
for
checking
tightness
of
installed
parts
during
service.
(f)
FILTERS,
SCREENS
&
FLUIDS
for:
cleanliness,
contamination
and/or
replacement
at
specified
intervals.
(g)
AIRCRAFT
FILE.
Miscellaneous
data,
information
and
licenses
are
a
part
of
the
aircraft
file.
Check
that
the
following
documents
are up-to-date
and
in accordance
with
current
Federal
Aviation
Regulations.
Most
of
the
items
listed
are
required
by
the
United
States
Federal
Aviation
Regulations.
Since
the
regulations
of
other
nations
may
require
other
documents
and
data,
owners
of
exported
aircraft
should
check
with
their
own
aviation
officials
to
determine
their
individual
requirements.
To
be
displayed
in the
aircraft
at
all times:
1.
Aircraft Airworthiness
Certificate
(FAA
Form
8100-2).
2.
Aircraft
Registration Certificate
(FAA
Form
8050-3).
3.
Aircraft
Radio
Station
License,
if
transmitter
is
installed
(FCC
Form
556).
To
be
carried
in
the
aircraft
at
all
times:
1.
Weight
and
Balance,
and
associated
papers
(Latest
copy
of
the
Repair
and
Alteration
Form,
FAA
Form
337,
if applicable).
2.
Aircraft
Equipment
List.
3.
Pilot's
Operating
Handbook.
To
be
made
available
upon
request:
1.
Aircraft
Log
Book
and
Engine
Log
Book.
2-24
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
(h)
ENGINE
RUN-UP.
Before
beginning
the
step-by-step
inspection,
start,
run
up
and
shut
down
the
engine
in
accordance
with
instructions
in
the
Pilot's
Operating
Handbook.
During the
run-up
observe
the
following,
making note
of
any
discrepancies
or
abnormalities:
1.
Engine
temperatures
and
pressures.
2.
Static
rpm.
(Also
refer
to
Section
12
or
12A
of
this
Manual.)
3.
Magneto
drop.
(Also
refer
to
Section
12
or
12A
of
this
Manual).
4.
Engine
response
to
changes in power.
5.
Any
unusual
engine
noises.
6.
Fuel
selector
and/or
shut-off
valve;
operate
engine(s)
on
each
tank
(or
cell)
position
and
OFF
position
long
enough
to
ensure
shut-off
and/or
selector
valve
functions
properly.
7.
Idling
speed
and
mixture;
proper
idle
cut-off.
8.
Alternator
and
ammeter.
9.
Suction gage.
10.
Fuel
flow
indicator.
After
the
inspection
has
been
completed,
an
engine
run-up
should
again
be
performed
to
determine
that
any
discrepancies
or
abnormalities
have
been
corrected.
SHOP
NOTES:
2-25
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SPECIAL
INSPECTION
ITEM
IMPORTANT
EACH
200
HOURS
EACH
100
HOURS
READ
ALL
INSPECTION
REQUIRE
MENTS
PARAGRAPHS
PRIOR
TO
EACH
50
HOURS
USING
THESE
CHARTS.
PROPELLER
1.
Spinner
.......................
.
2.
Spinner
bulkhead
..........................
3.
Blades
..
...................................
4.
Bolts and nuts
.. . . ... . .. .. . . . .. . . .
.....
.
5.
Hub
... . . . . ....... .
6.
Governor
and
control
........
..
........... .........
7.
Anti-Ice
electrical
wiring
..
........... ...............
8.
Anti-Ice
brushes,
slip
ring
and
boots
.......... .......
ENGINE
COMPARTMENT
Check
for
evidence
of
oil
and
fuel
leaks,
then
clean
entire
engine
and
compartment,
if
needed,
prior
to
inspection.
1.
Engine oil
screen
filler
cap,
dipstick,
drain
plug
and
external
filter
element
..................................
2.
Oil
cooler
. ... . . . . . ....................... ..
3.
Induction
air
filter
...................
..
..... ......
4.
Induction
airbox,
air
valves,
doors
and
controls
................
..
5.
Cold
and
hot
air
hoses
... . . .. . ............. . . . . .....
6.
Engine
baffles
............ .... ..............
. .
7.
Cylinders,
rocker
box
covers
and
push
rod
housings
................
8.
Crankcase,
oil
sump,
accessory
section
and
front
crank
shaft
seal
...........
9.
Hoses,
metal lines
and
fittings
................................
3
10.
Intake
and
exhaust
systems
..............
.
...........
•
4
11.
Ignition
harness
.. .. .............. .. .. ...... . ..
12.
Spark
plugs . . . . . . . . . . ...... . . . . . . . . . . . ....... .
13.
Compression
check .. .. . .. . ..
.....
...
.....
. .. .. . ..
14.
Crankcase
and
vacuum
system
breather
lines
...................
15.
Electrical
wiring
. ....................... .. . ..
16.
Vacuum
pump
... . . . . . . . .. . . . . . . . ... ........ . ..
2-26
Revision
1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SPECIAL
INSPECTION
ITEM
EACH
200
HOURS
EACH 100
HOURS
EACH
50 HOURS
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
Engine
controls
and
linkage
.....................................................
Engine
shock
mounts,
mount
structure
and
ground
straps
...........................
Cabin
heat
valves,
doors
and
controls
...........................................
Starter,
solenoid
and
electrical
connections
........................................
Starter
brushes,
brush
leads and
commutator
......................................
Alternator
and
electrical
connections
..............................................
Alternator brushes,
brush
leads,
commutator
or
slip
ring
.............................
Voltage regulator mounting
and
electrical
leads
....................................
Magnetos (external)
and
electrical
connections.....................................
Magneto
timing
............................
....................................
Fuel-air
(metering)
control
unit
...................................................
Firewall.......................................................................
Fuel
injection
system
...........................................................
Engine cowl
flaps
and
controls
.........
..........................................
Engine
cowling
................................................................
Turbocharger
.................................................................
All
oil
lines to
turbocharger
waste
gate
and
controller
................................
Waste
gate,
actuator
and
controller
...............................................
Turbocharger
pressurized
vent
lines to fuel pump,
discharge
nozzles
and
fuel flow gage
.
Turbocharger
mounting
brackets
and
linkage
......................................
Alternator support bracket
for
security
...........................................
Fuel
manifold
valves,
valve
covers,
and
fuel
system.................................
Fuel
injection
nozzles...........................................................
FUEL SYSTEM
1.
Fuel
strainer,
drain
valve
and
control,
fuel
bay
vents,
caps
and
placards
...............
2.
Fuel
strainer
screen
and
bowl
....................................................
3.
Fuel
injector
screen
............................................................
4.
Fuel
reservoir(s)
...............................................................
5.
Drain
fuel
and
check
bay
interior,
attachment
and
outlet screens
......................
6.
Fuel
bays
and
sump
drains
.....................................................
D2057-3-13
Temporary Revision Number
8
-
Apr
5/2004
©
Cessna
Aircraft
Company
6
21
7
8
.
.
9
22
31
34
23
27
.
29
Revision
3
2-27
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SPECIAL
INSPECTION
ITEM
EACH
200
HOURS
EACH
100
HOURS
EACH
50
HOURS
7.
Fuel
selector valve
and
placards
.................................................
8.
Auxiliary
fuel
pump
and
throttle
switches
..........................................
9.
Engine-driven
fuel
pump
...............................
.....................
10.
Fuel
quantity indicators
and
sensing units
.......................................
11.
Fuel
lines,
check
valve
and
vapor
return line
...........
............................
.
24
12.
Turbocharger
vent
system
.......................................................
13.
Engine
primer
................................................................. ·
14.
Perform
a
fuel
quantity indicating
system operational
test.
Refer
to
Section
16
for detailed
accomplishment
instructions
................................
32
LANDING
GEAR
1.
Brake
fluid,
lines
and
hose, linings,
discs,
brake
assemblies
and
master cylinders
....... 19
2.
Main
gear
wheels
..............................................................
3.
Wheel
bearings................................................................
10
4.
Main
gear
springs
..............................................................
5.
Tires
.........................................................................
6.
Torque
link
lubrication
.........................................................
7.
Parking brake system
........................................................ ..
8.
Nose
gear
strut
and
shimmy
dampener (service
as
required)
. ......................
.
9.
Nose gear
wheel
..........................................................
......
10.
Nose gear
fork
............................ ........... ..........
11.
Nose
gear
steering
system
......... .. .........................
12.
Parking brake and
toe
brakes operational test
......................................
LANDING
GEAR
RETRACTION SYSTEM
NOTE
When performing
an
inspection
of
the
landing
gear
retraction
system, the
aircraft
must
be
placed
on
jacks
and
an
external
power
source
of at
least
60
Amps
should
be
used
to
prevent
drain
on
the
aircraft
battery
when
operating
the
system.
1.
Operate
the
landing
gear
through
five
fault-free cycles
..............................
2.
Check
landing
gear
doors
for positive clearance
with
any
part
of
the
landing
gear during operation,
and
for
proper
fit
when
closed.
........................
3.
Check
all
hydraulic
system
components
for
security,
hydraulic leaks
and
any
apparent
damage
to
components
or
mounting
structure
......... .......................
19
2-28
D2057-3-13
Temporary
Revision Number
7
-.
Oct
7/2002
©
Cessna
Aircraft Company
MODEL 210
&
T210
SERIES
SERVICE
MANUAL
SPECIAL
INSPECTION
ITEM
EACH
200
HOURS
EACH
100
HOURS
EACH
50
HOURS
4.
Check
doors, hinges, hinge
pins
and
linkage
for
evidence
of wear,
other
damage
and
security
of
attachment.
.....................................
5.
Inspect
internal
wheel
well
structure
for
cracks,
dents,
loose
rivets,
bolts
and
nuts
corrosion
or
other
damage
..............................................
6.
Check electrical
wiring
and
switches
for
security
of
connections,
and
switch
operation.
Check position
indicator
lights
for
proper
operation.
Check wiring
for
proper
routing
and
support
..................
......................
7.
Perform
operational
check
and
ensure
proper
rigging
of
all
systems
and
components including downlocks, uplocks,
doors,
switches,
actuators
and
power
pack
(observing
cycle
time).
...........................................
8.
Check
main
gear
strut
to
pivot
attachment..........................................
9.
Check condition
of
all
springs.
...................................................
10.
Hydraulic
fluid
contamination
check
.............................................
12
11.
Clean
power
pack
self-relieving
check
valve
filter
..................................
12.
Landing
gear
and
door
manifold
solenoids
(mounted
on
top
of gear
and
door
manifolds)
.............................................................
28
13.
Hydraulic Pressure
check
primary
and
thermal
relief
valves
and
pressure
switch.
.......
30
AIRFRAME
1.
Aircraft
exterior
................................................................
2.
Aircraft
structure
...............................................................
3.
Windows, windshield,
doors
and
seals
............................................
4.
Seat
stops,
seat
rails,
upholstery,
structure
and
mounting
............................
26
5. Seat
belts and
shoulder
harnesses
...............................................
6. Control
column
bearings,
sprockets,
pulleys,
cables,
chains
and
turnbuckles
...........
7.
Control
lock,
control
wheel and
control
column
mechanism
...........................
8.
Instruments
and
markings
.......................................................
9.
Vacuum
system
air
filter.........................................................
13
10.
Magnetic
compass
compensation
................................................
29
11.
Instrument
wiring
and
plumbing
..................................................
12.
Instrument
panel,
shock
mounts,
ground straps,
cover, decals
and
labeling.............
13.
Defrosting,
heating
and
ventilating systems
and
controls .............................
14.
Cabin
upholstery,
trim, sun
visors
and
ashtrays
.....................................
15.
Area
beneath
floor,
lines,
hose,
wires
and
control
cables
.............................
16.
Lights,
switches,
circuit
breakers,
fuses,
and
spare
fuses
............................
Temporary
Revision Number
7
7 October
2002
©
2002
Cessna Aircraft Company
Revision
3
2-29
MODEL 210
&
T210
SERIES
SERVICE
MANUAL
SPECIAL INSPECTION
ITEM
EACH
200
HOURS
EACH
100
HOURS
EACH
50
HOURS
17.
Exterior
lights
.....................................................................
18.
Pitot
and
static
systems .........................................................
19.
Stall
warning
unit
and
pitot
heater
.................................................
20.
Radios,
radio
controls,
avionics
and
flight
instruments
...............................
21.
Antennas
and
cables
...........................................................
22.
Battery, battery
box
and
battery
cables
............................................
23. Battery
electrolyte
......................................
1.
.....................
14
24.
Emergency locator
transmitter ...................................................
15
25.
Oxygen
system
................................................................
26.
Oxygen
supply,
masks
and
hose
.................................................
16
27.
De-ice system
plumbing
.........................................................
28. De-ice
system
components
......................................................
29.
De-ice system
boots
...........................................................
30.
Vacuum
Relief
valve filter........................................................
5
31.
Vacuum
manifold
check
valve
(If
so
equipped)
....................................
33
32.
Inspect
all
fluid-carrying
lines
and hoses
in
the
cabin
and
wing
areas
for
leaks,
damage, abrasion,
and
corrosion
.........................................
CONTROL
SYSTEMS
In
addition
to
the
items
listed
below,
always
check
for
correct
direction
of
movement,
correct
travel
and
correct
cable tension.
1.
Cables,
terminals, pulleys, pulley
brackets, cable
guards,
turnbuckles
and
fairleads......
2.
Chains,
terminals,
sprockets
and chain
guards
.....................................
3.
Trim
control wheels,
indicators,
actuator
and bungee
................................
25
4.
Travel
stops
...................................................................
5.
Decals and
labeling.............................................................
6.
Flap
control
switch,
rollers,
tracks,
and
position indicator
.............................
7.
Flap
motor,
transmission,
limit
switches,
structure,
linkage,
bellcranks
etc
..............
8.
Flap
actuator
jackscrew
threads
............ ................................
17
9.
Elevator and
trim
tab
hinges
and
push-pull
tubes ...................................
10.
Elevator
trim
tab
actuator
free
play
inspection
......................................
18
11.
Elevator
trim
tab actuator
lubrication
inspection
.....................................
18
12.
Rudder
pedal
assemblies
and
linkage
......... .............................
13.
External
skins
of
control
surfaces
and
tabs .........................................
2
14.
Ailerons, hinges, and
control
rods
.................................................
15.
Internal
structure
of
control
surfaces
..............................................
16.
Balance
weight
attachment
......................................................
Temporary
Revision
Number
7
2-30
Revision
3
2002
Cessna
Aircraft
Company 7
October
2002
MODEL
210
&
T210
SERIES SERVICE MANUAL
SPECIAL
INSPECTION
ITEMS
1.
First
25
hours:
Use
mineral
oil
confirming
with
MIL-C-6529
Type
II
for
the
first
25
hours
of
operation
or
until
oil
consumption
has
stabilized,
or
six
months,
whichever occurs
first.
If
oil
consumption
has
not
stabilized
in
this time,
drain
and
replenish
the
oil
and
replace
the oil
filter.
After the
oil
consumption
has
stabilized, change
to
an
ashless
dispersant
oil.
Refer to
Teledyne
Continental
Service
Information
Letter SIL99-2
or
latest
revision
for
a
current listing
of
lubricants
authorized
by
TCM.
Change
oil
each
25
hours
if
engine
is
NOT
equipped
with
external
oil
filter.
If
it
is
equipped
with
an
external
oil
filter,
change
oil
filter element
and
oil
at
each
50
hours
of
operation
or
every
six
months,
whichever occurs
first.
Refer
to
the
latest
edition
of
the
TCM
engine
operator/maintenance
manual for
the
latest
oil
change intervals
and
inspection
procedures.
2.
Clean
filter
per
paragraph
2-21.
Replace
as
required.
3.
Replace engine
compartment
hoses
per
the
following
schedule:
A.
Cessna-Installed
Flexible Fluid-Carrying
Rubber
Hoses,
replace
every
5
years
or
at
engine
overhaul,
whichever occurs
first.
B.
Cessna-Installed
Flexible Fluid-Carrying
Teflon
Hoses,
replace
every
10
years or
at
engine
overhaul,
whichever occurs
first.
C.
TCM-Installed
Engine
Compartment Flexible
Fluid-Carrying
Hoses,
refer
to
Teledyne Continental
Service
Bulletin SB97-6
or
latest
revision
for
hose
replacement
intervals.
4.
General
inspection
every
50
hours.
Refer
to
Section
12
for
Special
100-hour
inspection for
10-520
exhaust
system.
Refer
to
Section
12A
for
50-hour
inspection
for
turbocharged airplanes.
5.
Change
each
100
hours.
6.
Each
50
hours
for
general
condition
and
freedom
of
movement.
These
controls
are
not
repairable.
Replace
at
each
engine
overhaul
or
sooner,
if
required.
7.
Inspect each
50
hours.
8.
Internal
timing
and
magneto-to-engine
timing
limits
are
described
in
detail
in
Section
12.
9.
Remove
insulation
blanket
or
heat
shield
and
inspect
for burned
area,
bulges
or
cracks.
Remove
tailpipe
and
ducting; inspect turbine
for
coking, carbonization,
oil
deposits
and
impeller damage.
10.
First
100
hours and each 500 hours
thereafter.
More
often
if
operated
under
prevailing
wet
or
dusty
conditions.
Refer
to
Section
5
of
this
manual
for
inspection procedures.
11.
If
leakage
is
evident,
refer
to
McCauley
Governor
Service
Manual.
12.
At
first
50
hours,
first
100
hours,
and
thereafter
each
500
hours or
one
year,
whichever occurs
first.
13.
Inspect
for damage
every
200
hours.
Replace every
500
hours.
Refer
to paragraph
2-22.
14.
Check
electrolyte
level
and
clean battery
compartment
each
50
hours or
each
30
days,
whichever
occurs
first.
15.
Refer
to
Section
17
of
this manual.
16.
Inspect
masks,
hose
and
fittings
for
condition,
routing
and
support.
Test,
operate and
check
for
leaks.
17.
Refer
to
paragraph 2-47
for detailed
instruction.
2057-3-13
Temporary
Revision Number
7
-
Oct
7/2002
Revision
3
2-31
©
Cessna
Aircraft
ComDanv
D2
MODEL
210
&
T210
SERIES SERVICE
MANUAL
18.
Replacement
or
overhaul
of
the
actuator
is
required
each 1,000 hours
and/or
3
years,
whichever
comes
first.
Refer
to
figure
2-5
for
grease
specifications.
NOTE:
Refer
to
Section
9
of
this service
manual
and
Cessna
Single
Engine
Service
Letter SE73-25,
or
latest revision,
for free-play
limits,
inspection,
replacement
and/or
repair
information.
19.
Each
5
years, overhaul
all
retraction
and
brake
system
components.
Check
for wear,
and
replace
all
rubber
packings
and
backups
and hydraulic hoses.
20.
Refer
to
paragraph
2-48
for
ball rod
end
inspection.
21.
Refer to
Section
17
of
this
manual
for
belt
tension check
procedures.
22.
Replace
check
valve
in
the
turbocharger
oil
line
every 1,000
hours.
23.
Beginning
with
T210,
21063661 and
earlier airplanes
modified
by
SK210-93.
Check fuel
strainer
insulation
for
security.
24.
Beginning
with
T210,
21063661
and
earlier
airplanes
modified
by
SK210-93. Check that the
fuel
line
insulation
in
the
nose
gear
tunnel
is
in
good
condition.
All
fuel
lines
and
vapor
return
lines are
as
far from
the
exhaust
system
components
as
the
installation
will
permit.
25.
Compliance
with
Cessna Service
Letter
SE80-65
is
required.
26.
Inspect
seat
rails
for
cracks
every
50
hours.
Refer
to
Section
3.
27.
Compliance
with
Cessna
Single
Engine
Customer
Care,
Service
Information Letter SE82-36
and
Owner
Advisory
SE82-36A
is
required.
28.
Disassemble,
clean
and
reassemble every
100 hours
or
5
years, and
whenever
the
solenoid
is
accessible.
29.
Each
1,000
hours, or
to
coincide
with
engine overhaul.
30.
Can be
operationally
pressure
checked
in
the
airplane
without
power
pack removal from the
airplane
(refer
to
paragraph
5A-5A).
To
determine
if
the
relief
valve
disassembly
or
adjustment
is
necessary,
relief
valves
can
be
bench
checked
after removal
from
power
pack
(refer
to
paragraph
5A-11A).
31.
Each
100 hours
or
whenever
fuel flow
fluctuation
is
encountered,
inspect
fuel
manifold valves,
valve
covers,
and
fuel
system
components
and
lines
for signs
of
leaks.
Refer
to
Teledyne Continental
Motors
Service
Bulletin SB95-7.
32.
Fuel
quantity indicating
system
operational
test
is
required
every
12
months. Refer
to
Section
15
for
detailed
accomplishment
instructions.
33.
Check
condition
and
operation
of
check valve
manifold, beginning
five
years
from
date
of
manufacture,
and
every
twelve months
thereafter.
Replace
check
valve
manifold
ten
years
from
date
of
manufacture.
Refer
to
Airborne
Products Reference
Memo
#39
for manufacture
date
information.
34.
At
the
first
100-hour
inspection
on
new,
rebuilt
or
overhauled
engines,
remove
and
clean
the
fuel
injection
nozzles.
Thereafter, the
fuel
injection
nozzles
must
be
cleaned
at
300-hour
intervals
or
more
frequently
if
fuel
stains
are
found.
2-32 Revision
3
D2057-3-13
Temporary
Revision
Number
8
-
Apr
5/2004
@
Cessna Aircraft
Company
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
2-45.
COMPONENT
TIME
LIMITS
1.
General
A.
Most
components
listed
throughout
Section
2
should
be
inspected
as detailed
elsewhere
in
this
section
and repaired,
overhauled
or
replaced
as
required.
Some
components,
however,
have
a
time
or
life
limit,
and
must
be
overhauled or
replaced
on
or
before
the
specified time
limit.
NOTE:
The
terms overhaul
and
replacement
as
used
within
this section
are
defined
as
follows:
Overhaul
-
Item
may
be
overhauled
as
defined
in
FAR
43.2
or
it
can
be
replaced.
Replacement
-
Item
must
be
replaced
with
a
new
item
or
a
serviceable
item
that
is
within
its
service
life
and
time
limits
or has
been
rebuilt
as
defined
in
FAR
43.2.
B.
This
section
provides
a
list
of
items
which
must
be
overhauled
or
replaced
at
specific
time
limits.
Table
1
lists
those
items
which
Cessna
has
mandated
must
be
overhauled or replaced
at
specific
time
limits.
Table
2
lists
component
time limits which have
been
established
by
a
supplier
to
Cessna
for
the
supplier's
product.
C.
In
addition
to
these time
limits,
the
components
listed
herein
are
also inspected at regular
time
intervals
set
forth
in
the
Inspection
Charts,
and
may
require
overhaul/replacement
before
the
time
limit
is
reached based
on
service
usage
and
inspection
results.
2.
Cessna-Established
Replacement
Time
Limits
A.
The
following component
time limits have
been
established
by
Cessna Aircraft
Company.
Table
1:
Cessna-Established
Replacement
Time
Limits
REPLACEMENT
COMPONENT
TIME
OVERHAUL
Restraint Assembly
Pilot,
Copilot,
10
years
NO
and
Passenger
Seats
Trim
Tab Actuator 1,000
hours
or
3
years,
YES
whichever occurs
first
Vacuum
System
Filter
500
hours
NO
Vacuum
System Hoses
10
years
NO
Pitot and
Static
System
Hoses
10
years
NO
Vacuum
Relief/Regulator
Valve Filter
500
hours
NO
(If
Installed)
Engine
Compartment
Flexible Fluid
10
years
or
engine overhaul,
NO
Carrying
Teflon
Hoses
(Cessna-
whichever occurs
first
Installed)
Except
Drain
Hoses
(Note
1)
(Drain
hoses
are
replaced
on
condition)
Temporary
Revision
Number
7
7
October
2002
©2002
Cessna
Aircraft
Company
2-33
MODEL
210
&
T210 SERIES SERVICE
MANUAL
REPLACEMENT
COMPONENT
TIME OVERHAUL
Engine
Compartment Flexible
Fluid-
5
years
or
engine overhaul,
NO
Carrying Rubber
Hoses
(Cessna-
whichever
occurs
first
Installed)
Except
Drain
Hoses (Note
1)
(Drain
hoses
are
replaced
on
condition)
Engine
Air
Filter
500
hours or
36
months,
NO
whichever
occurs
first
(Note
9)
Engine
Mixture,
and
Throttle,
At
engine TBO
NO
Controls
Oxygen
Bottle
-
Light
Weight
Steel Every
24
years or
4,380
cycles,
NO
(ICC-3HT, DOT-3HT)
whichever
occurs first
Oxygen
Bottle
-
Composite
Every
15
years
NO
(DOT-E8162)
Engine-Driven
Dry
Vacuum
Pump 6
years
or
at
vacuum
NO
Drive
Coupling pump
replacement,
(Not
lubricated
with
engine
oil)
whichever
occurs first
Engine-Driven
Dry
Vacuum
Pump
500
hours
NO
(Not
lubricated
with
engine
oil)
(Note
10)
Standby
Dry
Vacuum
Pump
500
hours
or
10
years,
NO
whichever
occurs
first
(Note
10)
Check
Valve (Turbocharger
Every
1,000
hours
of
NO
Oil
Line
Check
Valve) operation
(Note
11)
3.
Supplier-Established Replacement Time
Limits
A.
The
following
component
time
limits have
been
established
by
specific
suppliers
and
are
reproduced
as
follows:
Table
2:
Supplier-Established Replacement
Time
Limits
REPLACEMENT
COMPONENT
TIME
OVERHAUL
ELT
Battery
(Note
3)
NO
Vacuum
Manifold
(Note
4)
NO
Magnetos (Note
5)
YES
Engine
(Note
6)
YES
Engine
Flexible Hoses
(Note
2)
NO
(TCM-Installed)
Auxiliary
Electric
Fuel
Pump (Note
7)
YES
Propeller
(Note
8)
YES
12-34~~~~~~~~~~~ ~~ ~Temporary
Revision
Number 7
2-34
@
2002
Cessna Aircraft Company
7
October
2002
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTES:
Note
1:
This
life
limit
is
not intended
to
allow
flexible
fluid-carrying
Teflon or rubber hoses
in
a
deteriorated
or
damaged condition
to
remain
in
service.
Replace engine
compartment
flexible
Teflon
(AE3663819BXXXX
series
hose) fluid-carrying hoses
(Cessna-installed
only)
every
ten
years
or
at
engine
overhaul,
whichever
occurs
first. Replace
engine
compartment
flexible
rubber fluid-carrying
hoses
(Cessna-installed
only)
every
five
years
or
at
engine
overhaul, whichever
occurs
first
(this
does
not include drain hoses).
Hoses
which are
beyond
these limits
and
are
in
a
serviceable
condition,
must
be
placed
on
order
immediately and
then
be
replaced within
120
days after receiving
the new hose
from Cessna.
Note
2:
Refer to Teledyne
Continental
Service
Bulletin
SB97-6,
or
latest
revision.
Note
3:
Refer
to
FAR
91.207
for
battery
replacement
time
limits.
Note
4:
Refer
to
Airborne Air
&
Fuel
Product
Reference
Memo
No.
39,
or
latest
revision,
for
replacement
time
limits.
Note
5:
For
airplanes
equipped
with
Slick
magnetos,
refer to
Slick
Service
Bulletin
SB2-80C,
or
latest
revision,
for
time
limits.
For
airplanes
equipped
with
TCM/Bendix magnetos, refer to
Teledyne
Continental
Motors
Service
Bulletin
No.
643,
or
latest
revision, for
time
limits.
Note
6:
Refer
to
Teledyne
Continental
Service Information
Letter
SIL98-9,
or latest
revision,
for
time
limits.
Note
7:
Refer to Cessna
Service
Bulletin
SEB94-7
Revision 1/Dukes
Inc.
Service
Bulletin
NO.
0003,
or
latest revision.
Note
8:
Refer
to
the
applicable
McCauley
Service
Bulletins and
Overhaul
Manual
for replacement
and
~
overhaul
information.
Note
9:
The
air
filter
may
be
cleaned,
refer
to
Section
2 of
this
service
manual and
for
airplanes equipped
with
an
air
filter
manufactured
by
Donaldson,
Refer
to Donaldson
Aircraft
Filters
Service
Instructions P46-9075
for
detailed
servicing
instructions.
The
address
for
Donaldson
Aircraft
Filters
is:
Customer
Service
115
E.
Steels
Corners
RD
Stow
OH.
44224
Do
not overservice the
air
filter;
overservicing
increases
the
risk
of
damage
to
the
air
filter
from
excessive
handling. A damaged/worn
air
filter
may
expose
the engine
to
unfiltered
air
and
result
in
damage/excessive
wear
to
the
engine.
Note
10:
Replace
engine-driven
dry
vacuum
pump
not
equipped
with
a
wear
indicator every
500
hours
of
operation,
or
replace
according
to
the
vacuum pump
manufacturer's
recommended
inspection
and
replacement
interval,
whichever
occurs
first.
Replace
standby vacuum
pump
not
equipped
with
a
wear
indicator
every
500
hours
of
operation
or
10
years,
whichever
occurs
first,
or
replace
according
to
the
vacuum
pump
manufacturer's
recommended inspection
and
replacement interval,
whichever
occurs
first.
For
a
vacuum
pump equipped
with
a
wear
indicator,
replace pump
according
to
the
vacuum
pump
manufacturer's recommended
inspection
and
replacement
intervals.
Note
11:
Replace
the
turbocharger
oil
line
check valve
every 1,000
hours
of
operation (Refer
to
Cessna
Service
Bulletin
SEB91-7
Revision
1,
or
latest
revision).
Temporary
Revision Number
7
7
October
2002
©
2002
Cessna
Aircraft
Company
2-35
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
THIS
PAGE
INTENTIONALLY
LEFT BLANK
2-36
Temporary
Revision
Number
7
2-36
©
2002
Cessna
Aircraft
Company
7
October
2002
MODEL
210
&
T210
SERIES SERVICE
MANUAL
SECTION
3
FUSELAGE
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
FUSELAGE
............
.1C9/3-1
Removal
and
Installation
..
1C23/3-15
Windshield
and
Windows
.....
.
1C9/3-1
Sealing
... ....
1C23/3-15
Description
........
.1C9/3-1
Scupper
Drain
Installation
. .
1C23/3-15
Cleaning.
..........
1C9/3-1
Seats
.
..........
1C23/3-15
Waxing
...........
1C9/3-1
Pilot
.
.....
... .
1C23/3-15
Repair
...........
1C11/3-3
Copilot
........
1C23/3-15
Scratches
......
.
.1C11/3-3
3rd
and
4th
... .
.1C23/3-15
Cracks
.........
lC11/3-3
Description
.......
1C23/3-15
Sealing
.........
.
.1C14/3-6
Removal
andInstallation.
.
1C23/3-15
Windshield.
..........
..
1C14/3-6
Bench
(5th and 6th).
.....
1C24/3-16
Removal.
..........
1C14/3-6
Description
.......
1C24/3-16
Installation
.....
..
.1C14/3-6
Removal
and
Installation.
.1C24/3-16
Windows
..........
.
1C14/3-6
Repair
.
.........
1C24/3-16
Movable
...........
1C14/3-6
Cabin
Upholstery.
.........
1C24/3-16
Removal
and
Installation
.
1C14/3-6
Materials
a
d
Tools
......
.
1D9/3-25
Wrap-Around
Rear
......
1C14/3-6
Soundproofing
...
........
1D9/3-25
Removal
and
Installation
..
1C14/3-6
Cabin
Headliner
........
..
1D9/3-25
Fixed
............
1C14/3-6
Removal
..........
D9/3-25
Cabin
Structure
........
.
1C14/3-6
Installation
.........
1D9/3-25
Sealing
...........
1C14/3-6
Upholstery
Panels
........
D10/3-26
Cabin
Doors
.
.........
.1C14/3-6
Removal
and
Installation
. . .
1D10/3-26
Removal
and
Installation
.-
..
1C14/3-6
Carpeting
...........
1D10/3-26
|
Wedge
Adjustment
.....
1C14/3-6
Removal
and
Installation
..
1D10/3-26
Weatherstrip
...
1C14/3-6
Safety
Provisions.
.......
1D10/3-26
Sealing
...........
1C14/3-6
Baggage
Retaining
Net
.....
1D10/3-26
Latches
.
..........
1C14/3-6
Description
.......
1D10/3-26
Description
... .
.1C14/3-6
Safety
Belts
........
.D10/3-26
Adjustment
(Thru
21063640)
1C17/3-9
Description
.
.....
..
D10/3-26
Lock
...........
1C17/3-9
Shoulder
Harness
......
1D11/3-27
Indexing
Inside
Handle
(Thru
Description
.......
1D11/3-27
21063640)
....
.
.1C17/3-9
Inertia
Reel
Harness
...
D111/3-27
Installation
of
Lock
Assembly Description
......
1D11/3-27
(Beginning
with
21063641)
.
1C17/3-9
Removal
and
Installation.
1D11/3-27
Installation
of
Latch
Assembly
Glider
Tow-Hook
.....
..
1D11/3-27
(Beginning
with
21063641)
..
1C17/3-9
Description
........
1D11/3-27
Installation
of
Cable
Assembly
Rear
View
Mirror
.. . . . ..
D11/3-27
(Beginning
with
21063641)
.
1C17/3-9
Description
.........
1D11/3-27
Rigging
Cable
Assembly
Stretcher
........
.
1D11/3-27
(Beginning
with
21063641)
.
1C17/3-9
Description
..
.....
1D11/3-27
Rigging
Inside
Door Handle
Removal
and
Installation
. . . 1D11/3-27
(Beginning
with
21063641)
.
1C21/3-13
Cabin
Step
Installation
... .
1.
D13/3-29
Door
Pull
Handle
.
......
1C23/3-15
Description
.........
1D13/3-29
Removal
and
Installation
.
.1C23/3-15
Removal
and
Installation
. . .
1D13/3-29
Baggage
Door.
........
C23/3-15
Seat
Rail
Inspection
......
.
.1D14/3-30
3-1.
FUSELAGE.
junction with
a
felt
seal, is
applied
to
all
edges
of
the
windshield
and
windows
with
exception
of
the
wing
3-2.
WINDSHIELD
AND
WINDOWS..
(See
figure
3-2.)
root
area.
The wing
root
fairing
has
a
heavy
felt
strip
which
completes
the
windshield
sealing.
3-3.
DESCRIPTION.
The
windshield
and
windows
are
single-piece
acrylic
plastic
panels set
in
sealing
3-4.
CLEANING.
(Refer
to
Section
2.)
strips
and
help
in
place
by
formed
retaining
strips
secured
to
the
fuselage
with
screws
and
rivets.
3-5.
WAXING.
Waxing
will
fill
in
minor
scratches
Inmont
Corp.
579.6
sealing
compound
used
in
con-
in
clear plastic
and
help
protect
the
surface
from
Revision
3
3-1
MODEL
210
&
T210
SERIES
SERVICE MANUAL
further
abrasion.
Use
a
good
grade
of
commercial
finer grade
abrasives
until the
scratches disappear.
wax
applied
in
a
thin,
even
coat. Bring the
wax
to
a
c.
When
the
scratches
have been
removed,
wash
high
polish
by
rubbing
lightly
with
a
clean,
dry
flan-
area
thoroughly
with
clean
water
to
remove
all
the
nel
cloth.
gritty
particles.
The
entire
sanded
area
will
be
clouded
with
minute
scratches
which
must
be
re-
3-6.
REPAIR.
Replace
extensively
damaged
trans-
moved
to
restore
the
transparency.
parent
plastic
rather
than
repair
whenever
possible,
d.
Apply
fresh
tallow
or
buffing
compound
to
a
since
even
a
carefully
patched
part
is
not
the
equal
motor-driven
buffing
wheel.
Hold
wheel
against
of
a
new
section.
either
optically
or
structurally.
plastic
surface.
moving
it
constantly
over
the
dam-
At
the
first
sign
of
crack
development,
drill
a
small
aged
area
until
cloudy
appearance
disappears.
A
hole
at
the
extreme
end
of
the
crack
as
shown
in
2000-foot-per-minute
surface
speed
is
recommended
figure
3-1.
This
serves
to
localize
the
cracks
and
to
prevent
overheating
and
distortion.
(Example:
to
prevent
furtilzer
splitting
by
distributing
the
strain
750
rpm
polishing
machine
with
a
10
inch buffing
over
a
large
area.
If
the
cracks
are
small,
stopping
bonnet.)
them
with
drilled
i
holes will
usually
suffice
until
re-
placement
or
more
permanent
repair
can
be
made.
NOTE
The
following
repairs
are
permissible;
however,
they
are
not
to
be
located
in
the
pilot's
line
of
vision
dur- Polishing
can
be
accomplished
by
hand
but
ing landing
or
normal
flight.
will
require
a
considerabley
longer
period
a.
SURFACE PATCH.
If
a
surface
patch
is
to
be
of
time
to attain
the
same
result
as
pro-
installed,
trim
away
the
damaged
area
and
round
all
duced
by
a
buffing
wheel.
corners.
Cut
a
piece
of
plastic
of
sufficient
size
to
cover
the
damaged
area
and
extend
at
least
3/4-inch
e.
When
buffing
is
finished,
wash
the
area
thor-
on
each
side
of
the
crack
or
hole.
Bevel
the
edges
oughly
and
dry
with
a
soft
flannel cloth.
Allow
sur-
as
shown
in
figure
3-1.
If
the
section
to
be
repaired
face
to
cool
and
inspect
the
area
to
determine
if
full
is
curved,
shape
the
patch
to
the
same
contour
by
transparency
has
been
restored.
Apply
a thin
coat
heating
it
in
an
oil
bath
at
a
temperature
of
248º
to
of
hard
wax
and
polish
the
surface
lightly
with
a
clean
302°F.,
or
it
may
be
heated
on
a
hot
plate
until
soft.
flannel
cloth.
Boiling
water
should
not
be
used
for
heating.
Coat
the
patch
evenly
with
plastic
solvent adhesive
and
NOTE
place
immediately
over
the hole.
Maintain
a
uniform
pressure
of
from
5
to
10
psi
on
the
patch
for
a
mini-
Rubbing
the plastic
surface
with
a
dry
cloth
mum
of
three
hours.
Allow
the
patch
to
dry
24
to
36
will
build
up
an
electrostatic
charge
which
hours
before
sanding
or
polishing
is
attempted.
attracts
dirt
particles
and
may
eventaully
b.
PLUG PATCH.
In
using
inserted
patches
to
cause
scratching
of
surface.
After
wax
has
repair
holes in
plastic
structures,
trim
the
holes
to
hardened,
dissipate
this
charge
by
rubbing
a
perfect
circle
or
oval
and
bevel
the
edges
slightly.
the
surface
with
a
slightly
damp
chamois.
Make
the
patch
slightly
thicker
than the
material
This
will
also
remove
dust
particles
which
being
repaired,
and
similarly
bevel
the edges.
In- have
collected
while
the
wax
is
hardening.
stall
patches
in
accordance
with
procedure
illustrated
in
figure
3-1.
Heat
the plug
until
soft
and
press
into
f.
Minute
hairline
scratches
can
often
be
removed
the
hole
without
cement
and
allow
to
cool
to
make
a
by
rubbing
with
commercial
automobile
body
cleaner
perfect
fit.
Remove the
plug,
coat
the
edges
with
or
fine-grade
rubbing
compound.
Apply
with
a
soft,
adhesive,
and
then
reinsert
in
the hole.
Maintain
a
clean,
dry
cloth
or
imitation
chamois.
firm
light
pressure
until
the
cement
has
set,
then
sand
or
file
the edges
level
with
the
surface;
buff
and
3-8.
CRACKS.
(See
figure
3-1.)
polish.
a.
When
a
crack
appears
in
a
panel,
drill
a
hole
at
the
end
of
crack
to
prevent
further
spreading.
The
3-7.
SCRATCHES.
Scratches
on
clear
plastic
sur-
hole
should
be
approximately
1/8
inch
in
diameter,
faces
can
be
removed
by
hand-sanding
operations
depending
on
length
of
the
crack
and
thickness
of
the
followed
by
buffing
and
polishing,
if
steps
below
are
material.
followed
carefully.
b.
Temporary
repairs
to
flat
surfaces
can
be
ac-
a. Wrap
a
piece
of
No.
320
(or
finer)
sandpaper
or
complished by
placing
a
thin
strip
of
wood
over
each
abrasive
cloth
around
a
rubber
pad
or
wood
block.
side
of
the
surface
and
inserting
small
bolts
through
Rub
surface
around
the
scratch
with
a
circular
mo-
the
wood
and
plastic.
A
cushion
of
sheet
rubber
or
tion,
keeping
abrasive
constantly
wet with
clean
aircraft
fabric
should
be
placed
between
the
wood
and
water
to
prevent scratching
the
surface further.
Use
plastic
on
both
sides.
minimum
pressure
and
cover
an
area
large
enough
c.
A
temporary
repair
can be
made
on
a
curved
sur-
to
prevent
the
formation
of
"bull's-eyes"
or
other face
by
placing
fabric
patches
over
the
affected
areas.
optical
distortions.
Secure
the
patches
with
aircraft
dope,
Specification
No.
.MIL-D-5549;
or
lacquer,
Specification
No.
MIL-L-
CAUTION
7178.
Lacquer
thinner,
Specification
No.
Mil-T-6094
can
also
be
used
to
secure
the
patch.
Do
not
use
a
coarse
grade
of
abrasive.
No.
320
is
of
maximum
coarseness.
b.
Continue
sanding
operation,
using
progressively
3-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15
19
NOTE
*
When
cabin
top
skin
has
been
removed.
seal
between
skin
(15)
and
radius
formed
MODEL
210
&
T210
SERIES SERVICE
MANUAL
3-9.
SEALING.
(See
figure
3-2.)
3-18.
FIXED.
(See
Figure
3-2.)
Fixed
windows.
mounted in
sealing
strips
and
sealing
compound,
are
3-10.
WINDSHIELD.
(See
figure
3-2.)
held
in
place
by
various
retainer
strips.
To
replace
the
side
windows,
remove
upholstery
and
trim
panels
3-11.
REMOVAL.
as
necessary
and
drill
out
the
rivets
securing
retain-
a.
Drill
out
rivets securing
top
retainer
strip.
ers.
Except
for
the
left
door,
rear
window
and
wind-
b.
Remove
screws
securing
front
retainer
strip,
shield,
the
aircraft
is
equipped
with
double
windows.
c.
Remove
wing
fairings
over
windshield
edges.
Apply
felt
strip
and
sealing
compound
to
all
edges
of
the
window
to
prevent
leaks.
Check
fit
and
carefully
NOTE
file
or
grind
away
excess plastic.
Use
care
not
to
crack
the
window
when
installing.
Remove
and
tape
compass
and
outside
air
temperature
gage
clear
of
work
area.
Do
3-19.
CABIN
STRUCTURE. (See
figure
3-2.)
not
disconnect
electrical
wiring.
3-20.
SEALING.
(See
figure
3-2.)
d. Pull
windshield
straight
forward,
out
of
side
and
top
retainers.
3-21.
CABIN DOORS.
(See
figures
3-3
thru
3-4A.)
3-12.
INSTALLATION.
3-22.
REMOVAL
AND
INSTALLATION.
Removal
of
a.
Apply
felt
strip
and
sealing
compound
or
sealing
cabin
doors
is
accomplished
by
removing
the
screws
tape
to
all
edges
of
windshield
to
prevent
leaks.
attaching
the
hinges
and
door stop,
or
by
removing
b.
Reverse
steps
in
preceding
paragraph for
re-
the
hinge
pins attaching
the
door
and
door
stop.
If
installation.
permanent
hinge
pins
are
removed
from
the
door
c.
When
installing
a
new
windshield,
check
fit
and
hinges,
they
may
be
replaced
by
clevis
pins
secured
carefully
file
or
grind
away
excess
plastic,
with
cotter
pins,
or
new
hinge
pins
may
be
installed
d.
Use
care
not
to
crack
windshield
when
installing.
by
inserting
pin
through
both
hinge
halves
and
chuck-
Starting
at
upper
corner
and
gradually working
wind-
ing
a
rivet
set
in
a
hand
drill,
hold one
end of
pin
and
shield
into
position
is
recommended.
form
head
on
opposite
end.
Reverse
pin
and
repeat
3-13.
WINDOWS.
process.
3-14.
MOVABLE.
(See
figure
3-3.)
A
movable
.3-23.
WEDGE
ADJUSTMENT.
Wedges,
at
upper
for-
3-14.window,
hinged
at
the
top,
is
instal
led
in
the
left
cabn
ward
edge
of
the
door
aid
in
preventing
air
leaks
at
window,
hinged
at
the
top,
is
installed
in
the
this
point.
They
engage
as
the
door
is
closed.
Sev-
door
on
all aircraft
and
may
also
be
installed
in
the
eral
attaching
holes
are
located
in
the
wedges
and
the
right
door
as
a
customer
option.
set
of holes
giving
best
results
should
be
selected.
3-15.
REMOVAL
AND
INSTALLATION.
a.
Disconnect
window
stop
(5).
3-24.
WEATHERSTRIP.
Weatherstrip
is
bonded
b.
Remove pins
from.
window
hinges
(6).
around
the edges
of
the
cabin door
and
the movable
c.
Reverse
preceding
steps
for
reinstallation.
To
window
opening.
A
hollow
center,
fluted
type
seal
is
remove
frame
from
plastic
panel,
drill
out blind
used.
When
replacing door
seals,
ens
ure
mating
sur-
rivets
at
frame
splice.
When
replacing
plastic
panel
faces
are
clean,
dry
and
free
of
oil
and
grease.
Po-
in
frame,
ensure
sealing
strip
and
an
adequate
coat-
sition
butt
ends
of
seal
at
door
low
point and
cut
a
ing
of
Presstite
No.
579.
6
sealing
compound
is
used
small
notch
in
seal
at
this
point
for
drainage.
Apply
around
all
edges
of
panel.
a
thin, even
coat
of
EC-880
adhesive
(3-M
Co.)
or
equivalent
to
each
surface
and
allow
to
dry
until
tacky
3-16.
WRAP-AROUND
REAR.
(See
figure
3-2.)
before
pressing
into
place.
The
rear
window
is
a
one-piece
acrylic
plastic
panel
set
in
sealing
strips
and
held
in
place
by
retaining
3-25.
SEALING.
(See
figure
3-3.)
strips.
3-26.
LATCHES.
(See
figure
3-4.)
3-17.
REMOVAL
AND
INSTALLATION.
3-26.
LATCHES.
(See
figure
3-4.)
a.
Remove
upholstery
as
necessary
to
expose
re-
3-27.
DESCRIPTION. (See
figures
3-4,
3-4A and
3-5.)
tainer
strips
inside
cabin. Through
21063640,
The
cabin
door
latch
is a
push-
b.
Drill
out
rivets
as
necessary
to
remove
the
re-
pull
bolt
type,
utilizing
a
rotary
clutch
for
positive
tainers
on
both
sides
and
the
lower
edge
of
window.
bolt
engagement.
As
the
door
is
closed,
teeth
on
un-
c.
Remove
window
by
starting
at
aft
edge
and
pull-
derside
of
bolt
engages
gear
teeth
on
clutch.
The
ing
window
into
the
cabin
area.
clutch
gear
rotates
in
one
direction
only, and
holds
d.
Reverse
preceding
steps
for
reinstallation.
Ap-
door
until
handle
is
moved
to
LOCK
position,
driving
ply
sealing
strips
and
an
adequate
coating
of
sealing
bolt
into
slot.
Beginning
with
21063641,
the
rotary
compound
to
prevent
leaks.
When
installing
a
new
clutch
is
replaced
with a
spring-
loaded
latch
pin.
As
window,
check
fit
and
carefully
file
or
grind
away
ex-
the
door
is
closed,
(see
figure
3-4A),
push
rod
(14)
cess
plastic.
rides
up
on
actuator
(45),
causing
bolt
(13)
to disen-
e.
Use
care
not
to
crack
the
window
when
installing.
gage
from
catch
(20),
driving
bolt
into
slot.
As
the
Door
is
opened,
by
pulling
outboard
on
the
handle
(21),
bolt
(13)
is
pulled
out
of
slot,
engaging
spring-loaded
catch
(20).
3-6
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
37
28
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
3-28.
ADJUSTMENT.
(Thru
21063640.)
(Refer to
3-32.
INSTALLATION
OF
LATCH
ASSEMBLY.
figure
3-4.)
Vertical
adjustment
of
rotary
clutch
is
(Beginning
with
21063641.)
(Refer
to
figure
3-4A.)
|
afforded
by
slotted
holes
which
ensure
sufficient gear-to-
bolt
engagement
and
proper alignment. Adjustment
for
NOTE
bolt
(2)
extension
is
accomplished
by
loosening
the
four
bolt
adjustment
screws
(26)
sufficiently
to
move
side
bolt
Install with
latch
in
CLOSED
position.
guide
(3)
forward
in
the
slotted
holes
to
retract
the
bolt,
and
aft
to
extend
the
bolt.
Carefully
close
door
after
a.
Install
latch
assembly
between
door
pan
and
door
adjustment
to
check
bolt
extension and
clearance
with
skin.
doorjamb
and alignment
with
clutch
assembly.
b.
Cable
assembly
should
be
forward of
latch
base
attach
plate,
and
inboard
of
latch
base cup.
NOTE
c.
Extend
latch
handle
through cutout
in
door
skin.
This
will
pull
latch
bolt
back
far
enough
to
allow
latch
to
Lubricate
the
door
latch
per
Section
2.
No
fall
into
place.
lubrication
is
recommended
for
the
rotary
d.
Push latch
assembly
aft
so
that
bolt
(13)
and
push
clutch.
rod (14)
extend
through
their
respective
holes.
e.
Trip
push
rod
(14)
so
that
bolt
(13)
is
fully
extended
3.29.
LOCK.
In
addition
to
interior
locks,
a
cylinder
and
outside
handle
(21)
is
flush.
and
key
type
lock
is
installed
on
the
left
door.
If
the
lock
f.
Secure
latch
to
door
pan
with
four
NAS220-5
screws
is
to
be
replaced,
the
new
one
may
be
modified
to
accept
through
base assembly
(23)
and
two
AN525-10R6
screws
the
original
key.
This is
desirable,
as
the
same key
is
through aft
flange
of
door
pan.
used
for
the
ignition
switch
and
the
cabin
door
lock.
g.
Drill
eleven
.128-inch
holes
to
align
with
latch
base
After
removing
the
old
lock
from
door,
proceed
as
follows:
assembly
(23).
a.
Remove
the
lock
cylinder
from
new
housing.
b.
Insert
the
original
key
into
the
new
cylinder
and
file
NOTE
off
any
protruding tumblers
flush
with
cylinder.
Without
removing
key,
check
that
cylinder
rotates
freely
in
the
Do
not
oversize holes
in
the
latch
base,
and do
housing.
not
rivet
base
to
skin
at
this
time.
c.
Install
the
lock
assembly
in
door,
and
check
lock
operation
with the
door
open.
3-33.
INSTALLING
CABLE
ASSEMBLY.
(Beginning
d.
Destroy
the
new
key
and
disregard
the
code
number
with
21063641.)
(Refer
to
figure
3-4A.)
on
cylinder.
NOTE
3-30.
INDEXING
INSIDE
HANDLE.
(Thru
21063640.)
(Refer
to
Figure
3-4.)
When
the
inside
Remove
cover
assembly
(41).
handle
(12)
is
removed,
reinstall
in
relation
to
position
of
bolt
(2),
which
should be
in
LOCK
position,
when
following
these
procedures.
a.
On
pin
end
of
cable assembly
(25),
attach
clamp
(26)
a.
Temporarily
install
inside handle
(12)
on
shaft
and
self-locking
clip-on
nut
(34),
one-inch
from
end
of
assembly
(16),
aligning
horizontally with
arm rest.
casing,
as
shown
in Detail
A.
b.
Move
inside
handle
(12)
back
and
forth
slightly
to
b.
Insert
pin
end
of
cable
between
door
pan and
door
ensure
mechanism
is
centered in
LOCK
position.
skin
at
aft
end
of
door.
Push
pin
end
of
cable
to
top
of
c.
Set inside
handle
adjustment
screw
(27)
as
required
door.
to
align handle
parallel
to
centerline
of
handle
axis.
c.
Remove
plug
button
(29)
and
align
pin
on
cable
with
d.
Without
rotating
shaft
assembly
(16),
remove pin
guide
(31),
and
insert
pin
through
guide.
Access
is
handle,
and
install
placard
(10)
with
LOCK
index
gained
through
.875-inch
hole
(33).
forward
and aligned
horizontally
with arm
rest.
d.
Align
clamp
on
cable
casing with
hole
located
one-
e.
Install inside
handle
(12)
to
align
with
LOCK
index
inch
below
.875-inch
hole
(33),
and
install
screw.
on
placard
(10),
and
install
handle-retaining
screw
(13).
e.
Check
operation
of
cable.
If
sluggish
operation
of
f.
Ensure
bolt
(2)
clears
door
post and
teeth
engage
cable
is
encountered, add
S-1450-24A-0762
washers
(27)
clutch
gear
when
handle is in
CLOSE
position.
to
self-locking
clip-on
nut
(34)
to
facilitate
smoother
cable
operation.
3-31.
INSTALLATION
OF
LOCK
ASSEMBLY
ON
LATCH
ASSEMBLY.
(Beginning
with
21063641.)
NOTE
(Refer
to
figure
3-4A.)
a.
Assembly
locking
arm
(3)
with
pin
(5).
Washers
are
to
be
bonded
to
clip-on
nut
with
b.
Place
pin
(5)
in
1/8-inch hole
of
latch
base assembly
579.6
sealer
(Inmont
Corp.,
St.
Louis,
Missouri),
(23). or
equivalent.
c.
Align
.099-inch
hole
of
locking
arm
(3)
with
.094-inch
| hole
in
latch base assembly
(23),
and
install
pin
(4).
3-34.
RIGGING
CABLE
ASSEMBLY.
(Beginning
with
d.
Assemble
cam
assembly
(1) to
locking
arm
(3).
Cam
21063641.)
(Refer
to
figure
3-4A.)
should
be
on
latch
side
of
locking
arm
(3).
e.
Use
washers
between
cam
assembly
(1)
and
cotter
pin
(2),
and
install
cotter
pin
on
clevis
bolt.
Revision
3 3-9
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
Refer
to paragraph
3-28
for
bolt
(2)
adjustment.
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES SERVICE
MANUAL
52
51
49
48
47
46
to
correctly
adjust
striker
plate
(49),
replace
those
(50)
shims
with
one
#1212151-1
shim
(53).
When
using
one
#1212151-1
shim
(53),
also
use
two
(50)
shims,
one
between
the
#1212151-1
shim
(53)
and
the
doorpost
channel,
and
one
between
the
#1212151-1
shim
(53)
and
striker
plate
(49).
Where
two
or
more
#1212151-1
shims
(53)
are
needed,
use
shims
(50)
as
described
above,
plus,
add
one
shim
(50)
be-
tween
each
#1212151-1
shim
(53)
used.
In
all
cases,
when
shimming
striker
plate
(49),
be
sure
to retain
minimal
dis-
tance
between
striker
plate
(49)
and
cabin door
latch
bolt.
Never
grind
the
end
of
latch
bolt to
clear
striker
plate.
Always
remove
shims
as required
to
maintain minimal
clearance.
NOTE
If
cabin
door
is
located
forward
such
that
the
door
latch will
not
operate,
this
will
not
allow
the
latch
assembly
push
rod
to
ride
up
on
the
actuator
and
trigger
the
latch
bolt.
Install
1212150
shims as
required
beneath
the
actua-
45.
Actuator
tor,
located
on
the
cover
assembly.
46.
#1212150-1
Shim
47.
Doorpost
Jamb
48.
Striker
Plate
Cover
49.
Striker
Plate
50.
#1212147-1
Shim
51.
Channel
52.
Channel
53.
#1212151-1
Shim
Figure
3-4A. Cabin
Door
and
Latch
Assembly
(Sheet
3
of
3)
3-14
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
e. Rivet
latch
base
(23)
to
door
skin
with
MS20426A4-
3
rivets.
Cabin
door
latch
must
be
in
OPEN
position.
f.
Attach lock
assembly
casing
(36)
to
door
skin
(37)
Latch
must
operate
smoothly
and
freely.
with
nut
(38)
provided.
g.
Install
tumblers
(35)
and
attach
cam
(1)
to
tum-
1.
Adjust
striker
plate
(49)
forward
by
instal-
blers
with
screw
and
lock
washer
provided
(40)
and
ling
1212147-1
shims
(50)
as
required,
so
that
there
(39)
is a
minimal
clearance
between
bolt
(13)
and
striker
(49).
h.
Operate
lock
several
times
to
assure
that
all
parts
function
properly.
NOTE
NOTE
This
adjustment
will
ensure that
when
the
door
Steps
"f",
"g"
and
"h"
apply
to left-hand
is
opened
from
the
outside,
the
bolt will
engage
doors
only.
the
latch
catch,
and
the
exterior
handle
will
stay
open
until
the
door
is
closed
again. 3-36.
DOOR
PULL
HANDLE.
(See
figure
3-3.)
NOTE
~~~NOTE ~3-37.
REMOVAL
AND
INSTALLATION.
(See
fig-
If
cabin
door
is
located
too
far
forward
such
ure
3-3,
sheet
2.)
The
figure
may
be
used
as
a
guide
for
removal
and
installation
of
the
door
pull
that
the
door
latch
will
not
operate,
this
will
handle.
not allow
latch
assembly
push
rod
(14)
to
ride
up
on
actuator
(45)
and
trigger
the latch
3-38.
BAGGAGE DOOR
(See
figure
3-5.)
bolt
(13),
install
1212150-1
shims
(46)
as
re-
3-38.
BAGGAGE DOOR
See
figure 3-5.)
quired
beneath
actuator
(45),
located
on
cover
3-39.
REMOVAL
AND
INSTALLATION.
assembly
(48).
a.
Disconnect
door
stop.
2.
Close
the
cabin door
from
inside
the
aircraft.
b.
Remove
hinge
pin.
When
latch
is
overcentered,
the
exterior
handle
c.
Reverse
preceding
steps
for reinstallation.
should
pull
flush.
If
it
does
not
pull
flush,
the
con-
necting
push
rod
from
the
door
latch
to
the inside
3-40.
SEALING.
(See
figure
3-5.)
handle
assembly
should
be
lengthened,
adjus-
ted
"out". 3-41.
SCUPPER
DRAIN
INSTALLATION.
(See
fig-
3.
On
aircraft
which
have
not
been
modified
per
ure
3-5.)
Mod
Kit
1209062,
when
adjusting
push
rod
(43),
it
a.
Parts
and
materials
required
may
be
obtained
need
only
be
adjusted
1/2
turn.
To
accomplish
this,
from
the
Cessna
Supply
Division.
base
plate
assembly
(44)
should
be
removed.
b.
Installation
is
accomplished
with
trim
panel
under
baggage
door
removed
and
carpet
loosened
NOTE
along
left
side
of
floor.
c.
Remove
sealant
from
intersection
of
bulkhead
When
making
this
adjustment
on
the
over-
(44),
floor
(45),
and
at
lower
left
forward
corner
of
centering
of
the
latch,
it
may
be
noticed
compartment
for
drain
to
lower
fuselage.
that
there
is a
sharp,
loud
canning
noise
d.
Drill
.250"
drain
hole
(46)
in
lower
left
forward
when
the
inside
handle
is
pushed
down.
It
corner
of
baggage
compartment
per
detail
F.
is
preferred
that
the
outside
door
handle
e.
Install
scupper
(47)
in
lower
left
side
of
baggage
be
flush,
even
if
the
canning
noise
is
compartment
by
bonding
scupper
to
floor
and
at
both
noticeable,
ends
with
General
Electric
RTV-102
sealant.
f.
Drill
four
number
40
holes
through
scupper
(47)
4.
To
make
1/2
turn adjustment,
remove
smaller
and
floor
(45),
equally
spaced,
starting
2.5"
from
end
of
push
rod
(43)
and
turn
it
over
(1800).
Then
re-
forward
end.
Install
four
sheetmetal
screws
(48).
install
base
plate
assembly.
g.
Reinstall
trim
panel
and
carpet.
5.
When
closing
cabin
door
from
the
outside,
by
using
a
large,
sharp
force
on
the
outside
handle,
it
is
3-42.
SEATS.
(See
figure
3-6.)
possible to
overcenter
the
inside
handle,
thus
locking
one's
self
out
To
prevent
this
from
occurring
on
3-43.
PILOT. (See
figure
3-6,
sheet
1
of
3.)
aircraft
modified
per
Mod
Kit
1209062,
when
adjust-
a.
Articulating
recline/vertical
adjust.
ing
the push
rod
in
step
"2",
adjust
the
push
rod
so
there
is
a
sufficient
force
(6
to
12
pounds)
against
the
3-44.
COPILOT. (See
figure
3-6,
sheet
1
of
3.)
inside
handle
to
prevent
it
from overcentering
when
a.
Articulating
recline.
closing the
door
from
the
outside.
(Refer
to
para-
b.
Articulating
recline/vertical
adjust.
graph
3-35.)
6.
Do
not
file,
grind
or
sand
any
portion
of
the
3-45.
3RD
AND
4TH.
bolt
a.
Articulating
recline.
7.
Recheck
clamps
that
secure
cable.
There
3-46.
DESCRIPTION.
These
seats
are
manually-
must
not
be
any
slippage
between
cable casing
and
operated
throughout
their
full
range
of
operation.
clamp.
Seat stops
are
provided
to
limit
fore-and-aft
travel.
8.
After
overcenter
adjustment has
been
made,
install
cotter
pin
(10)
in
clevis
pin
(9).
3-47.
REMOVAL
AND
INSTALLATION.
3-15
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
a.
Remove
seat
stops.
3-50.
REMOVAL
AND
INSTALLATION.
b. Disengage the
seat
adjustment
pin.
a.
Pull up
on knob
(1)
to
unlatch
seat
back.
c.
Slide
seat
fore-and-aft
to
disengage
seat
rollers
b.
Remove
pin
(10)
from
guide
(8)
on each
side
of
from
rails.
seat
back.
d.
Lift
seat
out.
c.
Remove
bolts
(14)
from
the
three
seat
legs.
e.
Reverse
preceding
steps
for
reinstallation.
En-
d.
Remove
bolts
(9)
from
both
sides
of
seat
bottom.
sure
all
seat
stops
are
reinstalled.
WARNING
NOTE
Bolts
(9)
are
located inside the main
gear
It is
extremely
important
that
the
pilot's
seat
wheel
well.
stops
are installed.
Acceleration
and
deceler-
ation
could
possibly
permit
seat
to
become e.
With
the
seat
back
folded
down,
use
care
and
disengaged
from the
seat
rails
and
create
a
slide
the
two
inside
seat
belts
out
from
between
the
hazardous
situation, especially
during
take-off
seat
back
and
bottom.
Remove
seat
from
aircraft.
and
landing.
f.
Reverse
preceding
steps
for
reinstallation.
3-48.
BENCH.
(See
figure
3-6,
sheet
3
of
3
and
fig-
3-51.
REPAIR.
Replacement
of
defective
parts
is
ure
3-6B.)
recommended
in
repair
of
seats.
3-49.
DESCRIPTION.
These
seats
incorporate
no
3-52.
CABIN
UPHOLSTERY.
Due
to
the
wide
selec-
adjustment provisions
and
are
bolted
to the
cabin
tion
of
fabrics,
styles
and
colors,
it is
impossible
to
structure.
The
seat
back
folds
down
to
provide
depict
each
particular
type
of
upholstery.
The
follow-
additional
storage
space
on
top
of
the
main
gear
ing
paragraphs
describe
general
procedures
which
wheel
well
and
on
top
of
the
seat
back.
Beginning
will
serve
as
a
guide
in
removal
and
replacement
of
with
serial
21064773,
the
seat
bottom
may
be
re-
upholstery.
Major
work, if
possible,
should
be
done
moved
from the
frame
by
removing
two
bolts.
SHOP
NOTES:
3-16
Revision
2
MODEL
210
&
T210
SERIES SERVICE
MANUAL
1.
Shim
22.
Baggage
Door
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1.
Vertical
Adjustment
Handle
*
21061574
THRU
21063178
2.
Fore/Aft
adjustment
Handle
3.
Adjustment
Pin
21061574
THRU
21064135
4.
Spring
5.
Seat
Bottom
*BEGINNING
WITH 21064136
6.
Articulating
Adjustment
Handle
7.
Adjustment Screw
*
21061574
THRU 21062874
8.
Bellcrank
9.
Seat Back
10.
Spacer
8
11.
Channel
12.
Torque
Tube
13.
Seat
Structure
9
14.
Roller
6
15.
Stiffener
16.
Trim
17.
Seat
Belt
Retainer
18.
Guide
19.
Collar
*2
4
19
2
4
16
Detail
C
Detail
A
11
12
Detail
B
INFINITELY-ADJUSTABLE
PILOT
AND
COPILOT
SEAT
Figure
3-6.
Seat
Installation
(Sheet
1
of
3)
3-20
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
4
WINGS
AND
EMPENNAGE
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
WINGS
AND
EMPENNAGE.
.......
1D20/4-1
Installation
........
..
D21/4-2
Wings
............
.
1D20/4-1
Horizontal
Stabilizer
........
1D21/4-2
Description
..........
1D20/4-1
Description
..........
1D21/4-2
Removal
............
D20/4-1
Removal
....
.......
1D22/4-3
Repair
...........
.
1
21/4-2
Repair
.
...........
1D22/4-3
Installation
..........
ID21/4-2
Installation
.........
.
D22/4-3
Adjustment
..........
1
D21/4-2
Stabilizer
Abrasion
Boots
......
1D22/4-3
Vertical Fin
............
1D21/4-2
Description
..........
1D22/4-3
Description
..........
.
D21/4-2
Removal
...........
1D22/4-3
Removal
...........
1D21/4-2
Installation
..........
1D22/4-3
Repair.............
1D21/4-2
4-1.
WINGS
AND
EMPENNAGE.
e.
Disconnect:
1.
Electrical
wires
at
wing
root
disconnects.
4-2.
WINGS.
(See
figure
4-1.)
2.
Fuel
lines
at
wing
root.
3.
Pitot
line
(left
wing
only)
at
wing
root.
4-3.
DESCRIPTION.
Each
all-metal
wing
panel
is
4.
Cabin
ventilator
hose
at
wing
root.
a
full
cantilever
type,
with
a
single
main
spar,
two
5.
Aileron
carry-thru
cable
and
aileron
direct
fuel
spars,
formed
ribs
and
stringers.
The front
cables
of wing
being
removed,
at
turnbuckles
behind
fuel
spar
also
serves
as
an
auxiliary
spar
and
pro-
headliner front
shield
and
doorpost
shield.
vides
the
forward attachment
point
for
the
wing.
An
inboard
section
of
the
wing,
forward
of
the
main
spar,
NOTE
is
sealed
to
form
an
integral
fuel
bay
area.
Stres-
sed skin
is
riveted
to
the
spars,
ribs
and
stringers
To
ease
rerouting
the
cables,
a
guide
wire
to
complete
the
structure.
An
all-metal,
balanced
may
be
attached
to
each
cable
before it
is
aileron,
flap,
and
a
detachable
wing
tip
are
part
of
pulled
free
from
the
wing.
Then
disconnect
each
wing
assembly.
A
navigation
light
is
mounted
cable
from
wire
and
leave
the
guide
wire
in
each
wing
tip. routed
through
the
wing;
it
may
be
attached
again
to
the
cable
during
reinstallation
and
4-4.
REMOVAL.
Wing
panel
removal
is
most
easily
used
to
pull
the
cable
into
place.
accomplished
if
four
men
are
available
to
handle
the
wing.
Otherwise,
the
wing
should
be
supported
with
f. If
right
wing
is
being
removed,
disconnect
flap
a
sling
or
maintanance
stand
when
the
fastenings
are
cables
from
right
flap
drive
pulley,
and
remove
cable
loosened.
guards
and/or
pulleys
as
required
to pull
flap
cables
a.
Remove wing
gap
fairings
and
fillets.
into
right
wing
root
area.
b.
Drain
fuel
from
wing
being
removed.
(Observe
g.
If
left
wing
is
being
removed,
relieve
tension
on
precautions
outlined
in
Section
13.)
right
flap
cables
at
right
flap
drive
pulley.
Disconnect
c.
Remove
cabin
headliner
in
accordance
with
pro- right
flap
cables
at
flap
actuator
in
left
wing
and
re-
cedures
outlined
in
Section
3.
move
pulleys
to
pull
flap
cables
into
left
wing
root
area.
WARNING
NOTE
Oil,
grease or
other
lubricants
in
contact
with
high-pressure
oxygen,
create
a
seri-
Rigging
of
flap
actuator
and
components
in
ous
fire
hazard
and
such
contact
should
be
left
wing
need
not
be
disturbed
to
remove
avoided.
Do
not
permit
smoking
or
open
either
wing.
It
is
recommended
that
flap
flame
in
or
near
aircraft
while
work
is
per-
be
secured
in
streamlined
position
with
formed
on
oxygen
systems,
tape
during
wing
removal
to prevent
damage,
since
flap
will
swing
freely.
d.
(Refer
to
Section
15.)
Rotate valves
on
three
cylinders
clockwise
to
shut
off
filler
line
pressure;
h.
Remove
nut,
washer
and
bolt
attaching
front
fuel
the
quick-release
adapter
on
the
cylinder-regulator
spar
to
fuselage.
assembly
will
retain
pressure
within
the
cylinder.
i.
Remove
bolts,
washers
and
retainers
holding
Disconnect
oxygen
filler
line
at
first
tee upstream
main
spar
dowel
pins
in
position.
from
filler
valve.
j.
Support
wing
at
inboard
and outboard ends, and
4-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
remove
dowel
pins
that
attach
main
wing
spar
to
NOTE
fuselage.
It
is
recommended
to
remove
the
top
dow-
el
pin
first,
then lower
outboard
end
of
wing
before
If
a
new
wing
is
being
installed,
it
will
removing
bottom
dowel
pin.
be
necessary
to
calibrate
the
fuel
control
monitor
in
the
cabin ceiling
area.
Refer
NOTE to
Section
16
for
calibration
procedure.
It
may
be
necessary
to
use
a
long
punch
to
h.
Check
operation
of
navigation,
courtesy
and
drive
out
main wing
spar
attaching
dowel
landing
lights.
pins,
or
to
rock
wing
slightly
while
removing
i.
Check
operation
of
fuel
quantity
indicator.
pins.
Care
must
be
taken
not
to
damage
j.
Install
wing
gap
fairings
and
fillets.
dowel
pins,
spar
fittings
or
spar
carry-thru
fittings
as
these
are
reamed
holes
and
close
NOTE
tolerance
dowel
pins.
Be
sure
to
install
soundproofing
panel
in
k.
Remove
wing
and
lay
on
padded
stand.
wing
gap
before
replacing fairing.
4-5.
REPAIR.
A
damaged
wing
panel
may
be
re-
k.
Install
headliner,
interior
panels, upholstery
paired
in
accordance
with
instructions
outlined
in
and
inspection
plates.
Section
18.
Extensive
repairs
of
wing
skin
or struc-
1.
Test
operation
of
flap
and
aileron
systems.
ture
are
best
accomplished
by
using
the
wing
repair
jig,
which
may
be
obtained
from
Cessna.
The
jig
4-7.
ADJUSTMENT
(CORRECTING
"WING-HEAVY"
serves
not
only
as
a
holding
fixture,
making work
on
CONDITION).
If
considerable
control
wheel
pressure
the
wing
easier,
but
also
assures
absolute alignment
is
required
to
keep the
wings
level
in
normal
flight,
of
the
repaired
wing.
a
wing-heavy condition
exists.
Refer
to
Section
6
for
adjustment
of
aileron
tabs.
4-6.
INSTALLATION.
4-8.
VERTICAL
FIN.
(See
figure
4-2.)
NOTE
4-9.
DESCRIPTION.
The
fin
is
primarily
of
metal
Refer
to
figure
4-1
for
lubrication
of
dowel
construction,
consisting
of
ribs
and
spars
covered
pins
prior
to
installation.
with
skin.
Fin
tips
are
glass
fiber/ABS
construction.
Hinge
brackets at
the
rear
spar attach
the
rudder.
a.
Hold
wing
in
position
with wing
tip
low.
b.
Install:
4-10.
REMOVAL.
The
fin
may
be
removedwithout
1.
Dowel
pins
attaching
main
spar
to
fuselage.
first
removing
the
rudder.
However,
for
access
and
(Install
bottom
pin
first,
then
rotate
wing
tip
up,
and
ease
of
handling,
the
rudder
may
be
removed
if
de-
install
top
pin.)
sired,
following
the
procedures
outlined
in
Section
10.
2.
Bolts,
washers
and
nuts
that
hold
main
spar
a.
Remove
fairings
on both
sides
of
fin.
attach
dowel
pins
in
position.
b.
Disconnect
flashing
beacon
lead,
tail
navigation
3.
Front
fuel
spar
attach
bolt,
washer
and
nut.
light
lead, antennas
and
antenna
leads
and
rudder
c.
Route
flap
and
aileron
cables
and
make
proper cables
if
rudder
has
not
been
removed.
connections.
c.
Remove
screws
attaching
dorsal
fin to fuselage.
d.
Connect:
d.
Remove
bolts
attaching
fin
front
and
rear
spars
1.
Electric
wires
at
wing
root
disconnects.
to fuselage.
2.
Fuel
lines
at
wing
root.
e.
Remove
fin.
3.
Pitot
line
(if
left
wing
is
being
installed.
)
4.
Cabin
ventilator
hose
at
wing
root.
4-11.
REPAIR.
A
damaged fin
may
be
repaired
in
5.
Oxygen
filler
line
at
tee
in
cabin
top
area.
accordance
with
applicable
instructions
outlined
in
Section
18.
-CAUTION
4-12.
INSTALLATION.
Reverse
procedures
out-
Be
sure
to
turn
valves counterclockwise
on
lined
in
paragraph
4-10
to
install
the
fin.
Be
sure
to
three
oxygen
cylinders
to
turn
on
filler
line
check
and
reset
rudder
and
elevator
travel
if
any
pressure.
Refer
to
Section
15
for
a
cor-
stop
bolts
were
removed
or settings
distrubed.
Re-
plete
oxygen
system
leak
test
prior
to
in-
fer
to
Sections
8
and
10
respectively
for
setting
ele-
stalling
headliner.
vator
and
rudder
travel.
Refer
to
figure
1-1 for
control
surface
travels.
e.
Rig
aileron system
(Section
6).
f.
Rig
flap
system
(Section
7).
4-13.
HORIZONTAL
STABILIZER.
(See
figure
4-3.)
g.
Refill
wing
fuel
bays
and
check
all
connections
for
leaks.
4-14.
DESCRIPTION.
The
horizontal
stabilizer
is
4-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
primarily
of
metal
construction,
consisting
of
ribs
4-21.
INSTALLATION.
Install
abrasion
boots
as
and
a
front
and
rear
spar
which
extends
throughout
outlined
in
the
following
procedures.
the
full
span
of
the
stabilizer.
The
skin
is
riveted
to
a.
Trim
boots
to
desired
length.
both
spars
and
ribs.
Stabilizer
tips
are
constructed
b.
Mask
off boot
area
on
leading
edge
of
stabilizer
of
ABS.
The
elevator
tab
actuator
screw
is
contained
with
one-inch
masking
tape.
allowing
1/4-inch
mar-
within
the
horizontal
stabilizer
assembly,
and
is
sup-
gin.
ported
by a
bracket
riveted
to
the
rear
spar.
The
c.
Clean
metal
surfaces
of
stabilizer.
where
boot
underside
of
the
stabilizer
contains
an
opening
which
is
to
be
installed,
with
Methyl-Ethyl-Ketone.
provides
access
to
the
elevator
tab
actuator
screw.
d.
Clean
inside
of
abrasion
boot
with
Methyl-Ethyl-
Hinges
on
the
rear
spar
support
the
elevator.
Ketone
and
a
Scotch
Brite
pad
to
ensure
complete
removal
of
paraffin/talc.
Then
a
normal
wipe
down
4-15. REMOVAL.
with MEK
on
a cloth will
leave
surface
suitable
for
a.
Remove
elevators
and
rudder
in
accordance
with
bonding
to
the
aluminum.
procedures
outlined
in
Sections
8
and
10.
b.
Remove
vertical
fin
in
accordance
with
proce-
NOTE
dures
outlined
in
paragraph
4-10.
c.
Disconnect
elevator
trim
control
cables
at clevis,
Boots
may
be
applied
over
epoxy
primer,
turnbuckle
and
clamps inside tailcone, remove
pulleys
but
if
the
surface
has
been painted.
the
which
route
the
aft
cables
into
horizontal
stabilizer,
paint
shall
be
removed
from
the
bond
area.
and
pull
cables
out
of
tailcone.
This
shall
be
done
by
wiping the
surfaces
d.
Remove
bolts
securing
horizontal
stabilizer
to
with
a
clean,
lint-free
rag,
soaked
with
fuselage.
solvent,
and
then
wiping
the
surfaces
dry,
e.
Remove
horizontal
stabilizer.
before
the
solvent
has
time
to
evaporate,
with
a
clean,
dry
lint-free
rag.
4-16. REPAIR.
A
damaged
horizontal
stabilizer
may
be
repaired
in
accordance
with
applicable
in-
e.
Stir
cement
(EC-1300,
Minnesota
Mining
and
structions
outlined
in
Section
18.
Manufacturing
Co.)
thoroughly.
f.
Apply one
even
brush
coat
to
the
metal
and
the
4-17.
INSTALLATION.
Reverse
the
procedures
inner
surface
of
the boot. Allow
cement
to
air-dry
outlined
in
paragraph
4-15
to
install
the
horizontal
fora
minimum
of
30
minutes,
and
then
apply
a
sec-
stabilizer.
Rig
the
control
systems
as
necessary,
ond
coat
to
each
surface.
Allow
at
least
30
minutes
following
instructions
outlined
in
applicable
sections.
(preferably
one
hour)
for
drying.
Set
control surface
travels
to
values
listed
in
figure
g.
After
the
cement
has
thoroughly
dried,
reacti-
1-1.
vate
the
surface
of
the
cement
on the
stabilizer,
and
boot,
using
a
clean,
lint-free
cloth,
heavily
moistened
4-18.
STABILIZER
ABRASION BOOTS.
with
Toluol.
Avoid
excess
rubbing,
which
would
re-
move
the
cement
from
the
surfaces.
NOTE
h.
Position
the
boot
against
leading edge,
exercising
care
not
to
trap air
between
boot
and
stabilizer.
Accessory
Kit
AK182-217
is
no
longer available
NOTE
from
Cessna
for
installation
of
abrasion
boots.
Order
two
abrasion
boots (P/N
1232040-5)
and
one
cement
(P/N
EC1300LP),
available
from
with
a
quick
motion,
and
Cessna
Parts
Distribution
(CPD
2)
through
immediately with
a
quick
motion,
and
Cessna
Service
Stations,
for
installation
of
reposition
it
properly.
abrasion
boots
on
aircraft
not
so
equipped.
i.
Press
roll
entire
surface
of
boot
to
assure
posi-
tive
contact
between
the
two
surfaces.
4-19.
DESCRIPTION.
The
aircraft
may
be
equipped
.
Apply
a coat
of
GACO
N700A
sealer, or
equiva-
with
two
extruded
rubber abrasion
boots,
one on
the
lent,
conforming
to
MIL-C-21067
alon
the
tailing
leading
edge
of
each
horizontal
stabilizer.
These
edges
of
the
boot
to
the
surface
of
the
skin
to
form
a
boots
are
installed
to
protect
the
stabilizer
leading
neat,
straight
fillet
edge
from
damage
caused
by
rocks
thrown
back
by
k.
Remove
masking
tape
and
clean
stabilizer
of
ex-
the
propeller.
cess
material
1.
Mask to the
edge
of
the
boot
for
painting
stabilize
4-20.
REMOVAL.
The
abrasion
boots
can
be
re-
moved
by
loosening
one
end
of
the
boot
and
pulling
it
off
the
stabilizer
with
an
even
pressure.
Excess
ad-
hesive
or
rubber
can be
removed
with
Methyl-Ethyl-
Keytone.
Revision
3
4-3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
4
2
3-
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
5
LANDING
GEAR.
BRAKES AND
HYDRAULIC
SYSTEM
(THRU
1978
MODELS)
IWARNING
When performing
any
inspection
or
maintenance
that
requires
turning
on
the
master
switch,
installing
a
battery,
or
pulling
the
propeller
through
by
hand,
treat
the
propeller
as
if
the
ignition
switch
were
ON.
Do
not
stand
nor
allow
anyone
else to
stand,
within
the
arc
of
the
propeller,
since
a
loose
or
broken
wire or
a
component
malfunction
could
cause the
propeller
to
rotate.
NOTE
Beginning
with
1979
models,
major
changes
were
made
in
the
aircraft
hydraulic
system.
To
avoid
the
confusion
of
serialization,
Section
5A
has
been
added
following
this
section.
Section
5A
covers
1979
and
ON
changes.
However
Section
5
contains
information
which
is
still
applicable
to
the
aircraft
described
in
Section
5A.
To
avoid
repetition
of
information
in
Section
5A,
the
reader
is
referred
back
to
this
section.
Page
No.
TABLE
OF
CONTENTS Aerofiche/Manual
Main Landing
Gear
Door
System
1F2/5-21
LANDING
GEAR
SYSTEM
.........
1E7/5-3
Description
...............
1F2/5-21
Description
.................
1E7/5-3
Removal/Installation
of
System
Operation
(Thru
Strut
and
Wheel
Doors
....
1F2/5-21
21062273)
.................
1E8/5-4
Strut
Door
Actuator
System
Operation
(Beginning Removal/Installation
.....
1F2/5-21
with
21062274)
.............
1E8/5-4
Strut
Door
Actuator
Trouble
Shooting
............
1E9/5-4
Disassembly
...........
1F2/5-21
Main
Landing Gear
.............
1E16/5-12
Inspection
..............
1F2/5-21
Description
...............
1E16/5-12
Reassembly
............
1F2/5-21
Main
Gear
Strut
Removal
....
17/5-13
Wheel
Door
Actuator
Main
Gear
Strut
Installation
..
1E17/5-13
Removal
................
1F2/5-21
Main Landing
Gear
Actuator
.1E17/5-13
Disassembly
(Thru
Removal
.................
1E17/5-13
21062273)
............
1F2/5-21
Disassembly
..............
1E17/5-13
Inspection
(Thru
Inspection
of
Parts
........
1E17/5-13
21062273)
............
1F2/5-21
Parts
Repair/Replacement
.
1E19/5-15
Reassembly
(Thru
Reassembly
..............
1E19/5-15
21062273)
...........
1F4/5-22A
Installation
...............
1E20/5-16
Disassembly
(Beginning
Strut-to-Actuator
Linkage
....
1E21/5-17
with
21062274)
........
1F4/5-22A
Description
...............
1E21/5-17
Inspection
(Beginning
Pivot
Assembly
Removal
...
1E21/5-17
with
21062274
........
1F4/5-22A
Pivot
Assembly
Installation
1E21/5-17
Reassembly
(Beginning
Main
Gear
Uplock
Mechanism
1E21/5-17
with
21062274)
........
1F4/5-22A
Description
...............
1E21/5-17
Main
Wheel
and
Tire
Assembly
1F4/5-22A
Removal/Installation
......
1E21/5-17
Description
...............-
1F4/5-22A
Uplock
Actuator
..........
1E21/5-17
Removal
..................
1F4/5-22A
Disassembly
...........
1E21/5-17
Cleveland
Main
Wheel
Inspection
of
Parts
......
1E22/5-18
and
Tire Disassembly ..
1F7/5-24
Reassembly
............
1E22/5-18
Inspection/Repair
....
1F7/5-24
Main Gear
Downlock
Reassembly
.........
1F9/5-26
Mechanism
................
1E23/5-19
McCauley
Two-Piece
Description
...............
1E23/5-19
Main
Wheel
and
Tire
Removal/Installation
Disassembly
..........
1F9/5-26
of
Components
...........
1E23/5-19
Inspection/Repair
....
1F9/5-26
Downlock
Actuator
........
1F1/5-20A
Reassembly
.........
1F9/5-26
Disassembly
..........
1F1/5-20A
McCauley
Three-Piece
Inspection/Repair
......
1F1/5-20A
Main
Wheel
and
Tire
Reassembly
............
1F1/5-20A
Disassembly
..........
1F11/5-26B
Revision
3
5-1
MODEL
210
&T210
SERIES
SERVICE
MANUAL
Page
No.
Torque
Links
................
1G3/5-41
TABLE
OF
CONTENTS
Aerofiche/Manual
Description
...............
1G3/5-41
Removal
..................
1G4/5-42
Inspection/Repair
....
1F11/5-26B
Disassembly/Reassembly
...
1G4/5-42
Reassembly
.........
1F11/5-26B
Installation
...............
1G4/5-42
Installation
.........
1F11/5-26B
Nose
Gear
Uplock Mechanism
.
1G5/5-43
Main
Wheel
Door
Close
System
Description
...............
1G5/5-43
Accumulator
...............
1F12/5-27
Removal
..................
1G5/5-43
Description
...............
1F12/5-27
Installation
...............
1G5/5-43
Removal
.
............
1F12/5-27 Nose
Gear
Downlock Mechanism
1G5/5-43
Disassembly/Reassembly
..
1F12/5-27
Description
...............
1G5/5-43
Installation
...............
1F12/5-27
Removal/Installation
......
1G5/5-43
Main
Wheel Door
Close
System
Nose
Gear
Actuator
..........
1G5/5-43
Accumulator
...............
1F12/5-27
Description
...............
1G5/5-43
Description
...............
1F12/5-27
Removal
..................
1G7/5-45
Removal
..................
1F12/5-27
Disassembly
..............
1G7/5-45
Disassembly/Reassembly ..
1F12/5-27
Inspection/Repair
of
Parts
..
1G7/5-45
Installation
...............
1F12/5-27
Assembly
.................
1G8/5-46
Main
Wheel
and
Axle
Removal 1F12/5-27
Installation
...............
1G8/5-46
Installation
...............
1F12/5-27
Uplock
and
Release
Actuator
Main
Wheel
Alignment
.......
1F14/5-29
Removal/Installation
........
1G8/5-46
Wheel
Balancing
.............
1F14/5-29
Disassembly/Inspection/
Brake
System
..................
1F14/5-29
Repair/Reassembly
.......
1G8/5-46
Description
..................
1F14/5-29
Nose
Gear
Door
System
.......
1G8/5-46
Trouble
Shooting
............
1F14/5-29
Description
...............
1G8/5-46
Brake
Master Cylinder
.......
1F16/5-31
Operation
................
1G8/5-46
Description
...............
1F16/5-31
Removal/Installation
......
1G8/5-46
Removal
..................
1F16/5-31
Door
Mechanism
Removal/
Disassembly
..............
1F17/5-32
Installation
..............
1G8/5-46
Inspection/Repair
.........
1F17/5-32
Nose
Gear
Strut
Door
Reassembly
...............
1F17/5-32
Removal/Installation
.....
1G10/5-48
Installation
...............
1F17/5-32
Nose
Wheel
Steering
System
..
1G10/5-48
Hydraulic Brake
Lines
.......
1F17/5-32
Description
...............
1G10/5-48
Description
...............
1F17/5.32
Removal/Installation
of
Wheel
Brake
Assemblies
.....
1F17/5-32
Components
.............
1G10/5-48
Description
...............
1F17/5-32
Rigging
..................
1G10/5-48
Removal
..................
1F17/5-32
Trouble
Shooting
..........
1G10/5-48
Disassembly
..............
1F17/5-32
Nose
Wheel
and
Tire
Assembly
1G10/5-48
Inspection/Repair
.........
1F17/5-32
Description
...............
1G10/5-48
Reassembly
...............
1F19/5-34
Operation
................
1G11/5-49
Installation
...............
1F19/5-34
Removal
..................
1G11/5-49
Brake
Linings
............
1F19/5-34
Cleveland
Non-Asbestos
Organic
or
Disassembly
.........
1G12/5-50
Metallic
Brake
Linings
1F19/5-34
Inspection/Repair
....
1G12/5-50
Checking
Lining
Wear
.....
1F20/5-34A
Reassembly
.........
1G12/5-50
Brake
Lining
Installation
..
1F20/5-34A
McCauley
Brake
System
Bleeding
....
1F20/5-34A
Disassembly
.........
1G12/5-50
Parking
Brake
System
.......
1F20/5-34A
Inspection/Repair
....
1G12/5-50
Description ...............
1F20/5-34A
Reassembly
.........
1G12/5-50
Removal/Installation
of
Installation
...............
1G13/5-51
Components
.............
1F20/5-34A
Hydraulic
Power
System
........
1G13/5-51
Inspection/Repair
of
General
Description
..........
1G13/5-51
Components
.............
1F22/5-36
Components
Repair
..........
1G13/5-51
Nose
Gear
System
..............
1F22/5-36
Repair
Versus
Replacement ...
1G13/5-51
Description
.................
1F22/5-36
Repair
Parts
and
Equipment
..
1G13/5-51
Operation
...................
1F22/5-36
Equipment
and
Tools
.........
1G13/5-51
Trouble
Shooting
............
1F22/5-36
Hand
Tools
...............
1G13/5-51
Nose
Gear
Assembly
Removal
.
1F22/5-36
Compressed Air
...........
1G13/5-51
Disassembly
of
Nose
Gear
Strut
1F24/5-38
Hydraulic
System
Leak Check
.
1G13/5-51
Inspection/Repair
of
Shock
Strut
1F24/5-38
Power
Pack
..................
1G14/5-52
Reassembly
.................
1F24/5-38
Description
...............
1G14/5-52
Installation
.................
1G2/5-40
On-Aircraft
Hydraulic
Power
Shimmy
Dampener
..........
1G2/5-40
Pack
Operational
Checks
.
1G14/5-52
Description
...............
1G2/5-40
Removal
..................
1G14/5-52
Removal
..................
1G2/5-40
Disassembly
..............
1G20/5-56
Disassembly
..............
1G2/5-40
Inspection/Repair
of
Inspection/Repair
.........
1G3/5-41
Components
.............
1G20/5-56
Reassembly
...............
1G3/5-41
Reassembly
...............
1G20/5-56
5-2
Revision
3
MODEL
210
&T210
SERIES
SERVICE
MANUAL
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
Inspection/Repair
....
1H3/5-61
Reassembly
.........
1H3/5-61
Installation
of
Power Pack
1G22/5-58
Adjustment
..........
1H6/5-64
Pressure
Switch
...........
1G22/5-58
Door
Manifold
Assembly
1H6/5-64
Description
............
1G22/5-58
Disassembly
.........
1H6/6-64
Disassembly
...........
1G22/5-58
Cleaning/Inspection
of
Cleaning/Inspection/
Components
........
1H6/5-64
Repair
...............
1G22/5-58
Reassembly
.........
1H6/5-64
Assembly
..............
1G22/5-58
Landing
Gear
Hand
Pump
1H6/5-64
Adjustment
............
1G23/5-59
Description
..........
1H6/5-64
Relief
Valve
and
Thermal
Removal
............
1H6/5-64
Relief
Valve
Assemblies
..
1G23/5-59
Disassembly
.........
1H6/5-64
Bench
Check of
Relief
Valve
Inspection
of
and
Thermal
Relief
Valve
1G23/5-59
Components
........
1H7/5-65
Disassembly
...........
1G24/5-60
Reassembly
.........
1H7/5-65
Inspection
.............
124/5-60
Installation
..........
1H7/5-65
Assembly
and
Adjustment
1G24/5-60
Landing
Gear
Position
Door
System
Thermal
Selector
Valve
........
1H8/5-66
Relief
Valve
.............
1G24/5-60
Removal/Installation
.
1H8/5-66
Landing
Gear
and
Door
Disassembly/Reassembly
1H8/5-66
Manifold
Assemblies
.....
1G24/5-60
Inspection
of
Parts
...
1H8/5-66
Description
............
1G24/5-60
Strut
Step
Installation
.....
1H8/5-66
Solenoids
..............
1G24/5-60
Rigging
Throttle-Operated
Disassembly
........
1G24/5-60
Microswitches
..........
1H10/5-68
Inspection/Cleaning
of
Rigging
of
Main
Landing
Gear
1H10/5-68
Components
.......
1G24/5-60
Rigging
of
Nose
Landing
Gear
1H20/5-78
Assembly
...........
1G24/5-60
Rigging
of
Nose
Gear
Doors
.
1H20/5-78
Landing
Gear
Manifold
Rigging
of
Nose
Gear
Limit
(Thru
21062273)
......
1G24/5-60
Switches
................
1H20/5.78
Disassembly
........
1G24/5-60
Rigging
of
Nose
Gear
Squat
Inspection/Repair
....
1H1/5-60A
Switch
..................
1H20/5-78
Reassembly
.........
1H3/5-61
Rigging
Retractable
Step
Landing
Gear
Manifold Cable
Assembly
..........
1H20/5-78
(Beginning
with
21062274)
1H3/5-61
Hydraulic
and
Electric
Disassembly
........
1H3/5-61
System
Schematics
.......
1H23/5-81
It
is
sometimes
necessary
to
open
the
landing
gear
doors
while
the
aircraft
is
on
the
ground
with
the
engine
stopped. Operate
the
doors
with
the
landing
gear
handle
in
the
'DOWN"
position.
Except on
aircraft
21062274
thru
21062954,
to
open the
doors,
turn
off
the
master
switch
and
operate
the
hand
pump
until the
doors
are
open.
To
close
the
doors,
turn
the
master
switch
on.
On
aircraft
21062274
thru
21062954,
the
hand
pump
is
required
to
open
and
close
the
doors.
Position
of
the
master
switch
for
gear
door
operation
is
easily
remembered
by
the
following
rule:
OPEN
CIRCUIT
=
OPEN
DOORS;
CLOSED
CIRCUIT
=
CLOSED
DOORS.
WARNING
operated,
retractable
landing
gear
is
employed
on
the
aircraft.
The
hydrdaulic
power
system
includes
equipment
required
to
provide
a
flow
of
pressurized
Before
working
landing
gear
wheel
hydraulic
fluid
to
the
landing
gear
system. The
wells,
PULL-OFF
hydraulic
pump
circuit Cessna-manufactured,
self-contained, hydro-electric
breakers.
Thru
Serial
21062273,
the
pump
pack
is
located in
the
pedestal,
with
the
hand
pump
circuit
breaker
is
locaed
in
the circuit
remotely
located
between
the two
front
seats
on
the
breaker
panel,
located
immediately
forward
floorboard.
The
gear
selector
handle
is
located
on
the
of
the
pilot's
control
wheel.
Beginning
with
lower
lefthand
switch
panel.
A
circuit
breaker,
Serial
21062274,
the
pump
circuit
breaker
protecting
the
pump,
is
located
in
the
circuit
breaker
is
located
in
the
circuit
breaker
panel,
panel,
located
immediately
forward
of
the
pilot's
located
immediately
forward
of
the
left
control
wheel
thru
Serial
21062273.
Beginning
with
forward
doorpost.
The
hydro-electric
power
Serial
21062274,
the
pump
circuit breaker
is
in
the
pack
system is
designed
to
pressurize
the
circuit
breaker
panel,
located
immediately
forward
of
landing gear
DOOR CLOSE
sytem
to
1500
the
left-hand
forward doorpost.
It
is
necessary
to pull
PSI
at
any
time
the master
switch
is
turned
out
on
the
gear
selector
handle
prior
to
moving
the
on.
Injury
might
occur
to
someone
working
handle
up
or
down.
The
handle is
fitted
with
a small
in
wheel
well
area
if
master
switch is
wheel
for easy
identification
and
assisting in
holding
turned
on
for
any
reason.
the
handle
in
rough
air.
The
right
side of
the
pedestal
cover
is
fitted
with
a
quick-removable
access
door
for
5-1.
LANDING
GEAR
SYSTEM.
checking
and
servicing
the
hydraulic
fluid
level.
The
selector
handle
controls
the
gear
position
through
an
5-2.
DESCRIPTION.
(Refer to
Hydraulic
and
Electric
electrical
switch
thru
Serial
21062273
and
by
means
of
System Schematic,
figure
5-37.)
A
hydraulically-
a
hydraulic
shuttle
valve
on
aircraft
beginning
with
Serial
21062274.
Revision
3 5-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-3.
SYSTEM OPERATION.
(
Thru
Serial
21062273
)
5-3A.
SYSTEM
OPERATION. (
Beginning
with
Serial
21062274
)
NOTE
NOTE
Refer
to
the
hydraulic
schematic
Refer
to
the
hydraulic
schematic
diagrams
diagrams
at
the
end
of
this
section
to
at
the
end
of
this
section
to
trace
the
flow
trace
the
flow
of
hydraulic
fluid
as
of
hydraulic
fluid
as
outlined
in
the
follow-
outlined
in
the
following
paragraph.
ing
paragraph.
When
the
aircraft master
switch
is
closed,
the
When
the
aircraft
master
switch
is
closed,
the
hy-
hydraulic
power pack
is
ready
to
operate.
When
draulic
power
pack
is
ready
to
operate.
When
the
the
gear-up
position
is
selected
with
the
selector
gear-up
position
is
selected
with
the
selector
handle
switch,
the
gear
valve
solenoid
connects the
gear-
the
selector
valve
connects
the
gear-up
line
to
the
up
line
to
the system
pressure,
and
the
gear-down
system
pressure,
and
the
gear-down
line
to
return.
line
to
return.
At
the
same time, the electric
motor
At
the
same
time,
the
electric
motor
that
powers
the
that
powers
the
hydraulic
pump
is
turned
on.
The
hydraulic
pump
is
turned
on.
The
hydraulic
pressure
hydraulic
pressure
is
passed
through
a
filter,
and
is
passed
through
a
filter,
and
is
then
divided
between
is
then
divided
between
the
gear
valve
and
door
the
selector
valve
and
door valve.
Before
hydraulic
valve.
Before
hydraulic
pressure
can reach
the
pressure
can
reach
the
selector
valve,
a
priority
gear
valve,
a
priority
valve
must
open.
The
valve
must
open.
The
priority
valve
can
open
only
priority
valve
can
open
only
under
two
conditions:
under
two
conditions:
1.
There
can
be
no
pressure
in
the
door
close
1.
There
can
be
no
pressure
in
the
door
close
line,
because
door close
pressure
is
applied
to
a line,
because
door
close
pressure
is
applied
to
a
piston
to
hold
priority
valve
closed. piston
to
hold
priority
valve
closed.
2.
System
pressure
must
build
up
to
750
psig
2.
System
pressure
must
build
up
to
750
psig
before
the
valve
can
open.
before
the
valve
can
open.
Pressure therefore,
must
Pressure
therefore,
must
go
to
the
door-open
line.
go
to the
door-open
line.
Pressure
in
the
door-close
Pressure
in
the
door-close
line
is
prevented
from
line
is
prevented
from
returning
by
the
door-close
returning
by
the
door-close
lock check
valve.
and
lock check valve,
and
the
valve
is
opened
by
a
piston
the
valve
is
opened
by
a
piston
that
senses
door-
that
senses
door-open
pressure.
When
the
pressure
open
pressure.
When
the
presure
reaches
400
psig,
reaches
400
psig, the
door-close
lock
check
valve
the
door-close
lock
check
valve
opens
opens
and
the
opens
and
the
doors
on
the
aircraft
open.
At
750
psig,
doors
on
the
aircraft
open.
At
750
psig.
the
the
priority
valve
opens
and
the
landing
gear
begins
to
priority
valve
opens
and
the
landing
gear
begins
to
retract.
As
soon
as
the
landing
gear
is
locked
in
the
retract. As soon
as
the
landing
gear
is
locked
in
UP
position,
the
landing
gear
up
limit
switches
se-
the
UP
position.
the
landing gear
up
limit
switches
quence
the
door
solenoid
valve
to
the
door
close
posi-
sequence
the
door solenoid
valve
to
the
door
close
tion.
When
pressure
in
the
door-close
line
reaches
position.
When
pressure
in
the
door-close
line
1500
psig,
the
pressure
switch shuts
off
the
motor
and
reaches
1500
psig.
the
pressure
switch
shuts
off
the
the
GEAR-DOWN
cycle
is
similar
to
the
GEAR-UP
motor
and
the
GEAR-DOWN
cycle
is
similar
to
the
cycle.
The
system
has
been
designed
so
that
at
any
GEAR-UP
cycle. except.
the
gear
solenoid
is
not
GEAR-UP
cycle, except
the
gear
solenoid
is
not
time
during
system
operation,
the
direction
of
system
energized during
the
gear-down
cycle.
The
system
of
operation
may
be
reversed.
Under
these
conditions,
has
been
designed
so
that
at any
time
during
the
first
operation
of
the
system
after
the
selector
system
operation.
the
direction
of
system
of handle
is
moved
is
to
completely
open
the
doors,
and
operation
may
be
reversed. Under
these
conditions,
thefirst
operation
of
the
system
after
then
move the
gear
into
the
newly-selected
position,
the
selector switch
is
moved
is
to
completely
open after
which,
the
doors
will
close
again.
There
is
no
the doors,
and
then
move the
gear
into
the
newly-
danger
of
interference
between
the
gear
and
doors
of
selected
position.
after
which,
the
doors
will
close
the
aircraft,
since the
gear
does
not
receive
hydrau-
again.
There
is
no
danger
of
interference
between
lic
pressure
unless
the
doors
are
in
the
fully-opened
the
gear
and
doors
of
the
aircraft,
since
the
gear
position.
does
not
receive
hydraulic
pressure
unless
the
doors
are
in
the
fully-opened
position.
SHOP NOTES:
5-4
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-4.
TROUBLE
SHOOTING.
Just
because
this chart
lists
a
probable cause,
proper
checkout
procedures
cannot
be
deleted
and
the
replace-
ment
of
a
part
is
not
necessarily
the
proper
solution
to
the
problem.
The
mechanic should
always
look
for
ob-
vious
problems
such
as
loose
or
broken
parts,
external
leaks,
broken
wiring,
etc.
To
find
the
exact
cause
of
a
problem,
a
mechanic
should
use
a
hand
pump,
pressure
gage
and
a
voltmeter
to
isolate
each
item
in
the
system.
Hydraulic
fluid
will
foam
if
air
is
pumped
into
system,
causing fluid
to
be
blown
overboard
thru
pack
vent
line.
The
problems
listed
are
all
with
the
systems controls
in
their
normal
operating
position:
Master
switch
ON,
hydraulic
pump
breaker
IN
and landing
gear
breaker
IN.
During
landing
gear
system
servicing,
a
power
supply
capable
of
maintaining
27.
5
volts
throughout the
gear
cycle
must
be
used
to
augment the
ship's battery.
CAUTION
Prior
to
using
Hydro-Test
unit with
power
pack,
remove
and
dry
off
filler
plug
and
dipstick.
Adjust
cap
tension
so
that
no
movement
of
cap
is
apparent.
Failure
to
accomplish
these
procedures
could
result
in
filler
cap
coming
loose from
power
pack.
TROUBLE
PROBABLE
CAUSE
REMEDY
MOTOR
PUMP
WILL
NOT
Low
voltage
(in
flight).
Check
alternator
and
wiring.
OPERATE
GEAR
BUT
EMERGENCY
HAND
PUMP
Fluid level
low in
reservoir.
Refill
reservoir.
WILL OPERATE
GEAR.
_
Motor
pump
failure.
Replace
pump.
Faulty
check
valve
Replace
valve
Loose
or
clogged
suction
screen
Remove
power pack,
disassemble
assembly
in power
pack
and
clean
suction
screen.
Check
screen
for
contamination.
deter-
mine
cause
of
contamination
and
remedy.
Replace
screen
assem-
bly
or
seal
existing
assembly.
Prime parts
to
be
assembled
with
Grade
T
Primer,
using
care
to
avoid
getting
primer
on
screen.
Seal
with
hydraulic
sealant
(
Cata-
log
#69;
Loctite
Corp.)
upon
installation.
Allow
15-30
minutes
cure
time
if
primed;
2-4
hours
if
unprimed.
NOTE
Motor
and pump
are
not
repairable
and
must
be
replaced.
Pump
frozen.
Remove
motor
and
coupling
from
top
of
power pack and
replace
pump.
Broken
pump
or
motor
drive
Remove
motor
and
pump
from
shaft
or
coupling.
top
of
power
pack
and
replace
motor,
pump
and coupling.
5-5
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont.)
TROUBLE PROBABLE
CAUSE
REMEDY
MOTOR
PUMP
WILL NOT
If
motor
was
not
turning,
Check
motor
for
loose
or
broken
OPERATE
GEAR BUT
check
wiring
and
motor.
connections; check
for
frozen
EMERGENCY
HAND
PUMP
pump
or
coupling.
Check
WILL
OPERATE
GEAR
(Cont).
circuit breaker
in
pedestal.
Bad
pump
shaft seal. Replace
pump.
External
leakage
around
top
Remove
motor
and
pump
assem-
of
pump
assembly
blies
from
top
of
power
pack
and
replace
upper
packing
and/or
back-up
rings
Air lock
in
pump
(new
pack
Remove
filter
and
intermittenly
installation
or
pump
replace-
bump
start
switch
until fluid
flows.
ment.
Replace
filter.
Bad
pump
body
O-rings
Remove
motor
and
pump
assem-
blies
from
top
of
power
pack
and
replace
lower
packing
and/or
back-up
rings
PUMP
OR
EMERGENCY
PUMP
No
fluid
in
reservoir.
Refill
reservoir.
WILL
NOT
BUILD
PRESSURE_
_
IN
SYSTEM.
Broken
hydraulic
line.
Check
for
evidence
of
leakage
and
repair
or
replace
line.
Flush
out
system
and
refill
reservoir.
Filter
in
outlet
check
valve
im-
Replace
seal
and
position
properly
positioned
in
filter
filter
in
retainer
with
body,
or
seal
between
filter
Petrolatum.
and
check
valve
improperly
positioned.
Bad
O-ring
actuator
Disconnect
line
upstream
from
piston;
O-ring
left
out
actuator
and
check
for
pressure.
after
repair.
Perform this
check
for
all
actuators
in
system.
Bad
O-ring
on
priority
valve
in
Disassemble
manifold
and
gear
manifold
assembly.
0-
replace
O-ring.
ring
left
out
or
damaged
during
repair
of
valve.
Bad
O-ring
on
gear
or
door
Replace
O-ring.
control
valve.
Thermal
relief
valve
stuck
open.
Replace valve.
DOORS
WILL
NOT
CLOSE
Master
switch
not
on.
Turn master
switch
on.
GEAR
INDICATOR LIGHT
NOT
ILLUMINATED.
Broken
or
loose
door
Locate
and
repair
or
close
hydraulic
line.
replace
defective
line.
5-6
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont)
TROUBLE
PROBABLE
CAUSE
REMEDY
DOORS
WILL
NOT
CLOSE
Defective
limit
switch
circuit.
Check
limit
switch
settings;
locate
GEAR
INDICATOR
LIGHT
and
repair
or
replace
limit
switch
NOT
ILLUMINATED.
(Cont)
circuit.
Landing
gear
did
not
lock
Check
landing
gear
uplock
into
position.
and/or
downlock
mechanism
for
proper
operation.
Broken
ground
wire
at
socket
Repair
or
replace
wire;
check
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
GEAR
UNLOCKS
BEFORE
DOORS
Restriction
in
door open
or
door
Using
pressure
gage,
check
pres-
ARE
FULLY
OPEN
close
line.
sure
in
door
open
or
door
close
line,
when
gear
unlocks.
If
pressure
is
greater
than
700
psi,
check
for
re-
strictions.
Locate
restrictions
and
remove.
If
contaminates
are
in
line,
investigate
cause
and
remedy;
flush
system.
DOORS
OPEN
BUT
GEAR
Improper
wiring.
Check
circuitry,
using
wiring
DOES
NOT
OPERATE.
diagrams
in
this
Section
or
Section
20.
Gear solenoid
jammed
or
Disassemble
valve
and
stuck
(
Thru
Serial
21062273
)
replace
defective
parts.
Shorted
gear
control
switch.
Check
switch
circuitry.
(
Thru
Serial
21062273
)
Priority
valve
setting
too
high
Check valve
componets
for
or
stuck
closed. defects.
Replace
as
necessary.
Faulty
O-rings
downstream
Locate faulty
unit
and
replace
of
priority
valve
(anywhere
0-rings.
in
system).
DOORS
OPEN
BUT
GEAR
Faulty
or
stuck
squat switch.
Check
switch
wiring
or
setting.
DOES
NOT
OPERATE
(DOWN
AND
LOCKED ONLY).
HAND
PUMP
DOES
NOT
BUILD
Check
valve
in
hand
pump
Inspect
check
valve.
PRESSURE,
BUT
ELECTRIC
sticking.
PUMP OPERATES
PROPERLY.
Defective
hand
pump
outlet
check
Replace
valve.
valve.
Main
gear
or
downlock
actuator
Disassemble
actuator
and
O-ring
leaking.
replace O-rings.
LANDING
GEAR
OPERATION
Fluid level
low
in
reservoir.
Refill
reservoir.
EXTREMELY
SLOW.
Downlock
rod
adjustment
Adjust
rod
end
to
lengthen
incorrect
(mainly
LH
rod).
actuator
one
turn.
Pump
failure.
Replace
pump.
Low
voltage
in
electrical
system.
Check
alternator
and
wiring.
Pump
motor
brushes
worn.
Replace
pump
motor.
Downlocks
not
in
full
unlock
Adjust
downlocks.
position.
Fluid
leak
in
door
or
gear
line.
Locate
and
repair
or
replace
broken
line
or
fitting
5-8
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont)
TROUBLE
PROBABLE
CAUSE
REMEDY
LANDING
GEAR
OPERATION
Air
leakage
around
pump
Either
replace
suction
screen
EXTREMELY
SLOW
(Cont)
suction
screen
assembly.
assembly
or
seal
and
install
existing
assembly
as
follows:
Prime
parts
to
be
assembled
with
Grade
T
Primer,
using
care
to
avoid
getting
primer
on
screen.
Seal
with
hydraulic
sealant
(Catalog
#69;
Loctite
Corp.)
upon
installation.
Allow
15-30
minutes
cure time
if
primed;
2-4
hours
if
unprimed.
Defective
piston
seal
in
gear
Replace
with
new
seal.
or
door
cylinder.
Excessive
internal
power
pack
Remove and
repair
or
replace
leakage.
power
pack.
PUMP
OPERATES,
DOORS
OPEN
Downlock
switch
makes
con-
Reset
downlock
actuator switches;
AND
GEAR
STARTS
TO
EXTEND.
tact
before
gear
is
down
and
replace
if
damaged.
DOORS
CLOSE
BEFORE
GEAR
locked.
IS
COMPLETELY
EXTENDED;
HAND
PUMP
WILL
NOT
PUMP
Interference
between
downlock
Remove
interference.
GEAR
DOWN.
and
gear
saddle
clamp
bolt
head.
POWER
PACK
EXTERNAL
Static
seals
(all
fittings).
Remove
and
replace O-rings
LEAKAGE.
and/or
back-up
rings
as
required.
Check
tubing
flares
for
leaks.
Gear
or
door
solenoid.
Replace
O-rings.
Transfer
tubes
between
manifold
Disassemble
power
pack
and
and
power
pack
body.
replace
O-rings.
Reservoir
cover.
Remove
power
pack
and
remove
cover;
replace
seals.
GEAR
DOWN-LOCK
WILL
NOT
Binding
in
spring
and
Check
operation
to
locate
RETURN
TO
FULL-LOCK
tube
assemblies.
binding
and
eliminate.
POSITION.
DOORS
CLOSE
BEFORE
ALL
Faulty
limit
switch.
Replace
switch_
GEARS
ARE
FULLY
LOCKED.
Short
in
wiring.
Check
wiring continuity.
Cracked
terminal
block.
Replace
terminal
block.
DOORS
WILL
OPEN BUT
Lines
between
downlock
Properly
route
lines.
GEAR
WILL
NOT
RETRACT.
actuators crossed.
Lines
crossed
at
gear
uplock
Properly
route lines.
valve.
Gear
uplock
valve
installed
backward.
Install
properly.
5-9
MODEL
210
&
T210
SERIES SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
MALFUNCTION
OF
GEAR
1.
Both
lights
on
at
same
time.
Check
ground
wire
for
proper
INDICATOR
LIGHTS.
2.
Light
will
change
from
green
connection.
to
amber
or
in
reverse
when
gear
control
switch
is
moved.
SYSTEM WORKS
NORMALLY
EX-
Leak
in
door
close
system.
Refer to
the following pro-
CEPT
MOTOR
TURNS
ON AND
cedure
and
to
figures
5-27
OFF
AT
REGULAR INTERVALS.
and
5-33A.
(GEAR
IN
EITHER
UP
OR
DOWN
POSITION).
GEAR
DOORS
SAG
WHILE
AICRAFT
IS
ON
GROUND.
ENGINE
AND
ELEC-
TRICITY
OFF.
1.
Support
aircraft
on
jacks
or
secure
tail
in
the
event
something
might
unlock
nose
wheel
and
allow
it
to
collapse.
2.
Remove
console cover
and
sheet
metal
cover
from
power
pack
support.
3.
Master
switch
OFF.
4.
Remove
cap
from
pressure
port
on
pedestal
structure
and
install
pressure
gage
to
port.
5.
Open
doors
as
required
to
bleed
any
pressure
in
system.
6.
Remove
hand
pump
line
from
power
pack
port
fitting
(left-hand
aft
fitting).
7.
Attach
flex
line
to
disconnected
line.
(have
port
open)
8.
Remove
door
close
line
from
its
fitting
on
power
pack
(left
hand
forward
fitting).
9.
Connect
flex
line
to
door
close
port
(fitting)
on
power
pack
and
pressurize
to
1500
psi
with
hand
pump.
10.
Observe
pressure
gage
for
leak-down;
pressure
should
hold
for
better
than
10
minutes.
(a)
Master
switch
OFF
-
if
leakage comes
from
hand
pump
fitting
(open)
3
or
4
drops
-
thermal
relief
valve leaking;
replace.
(b)
No
leaks
above
-
pull hydraulic
circuit
breaker
out,
master
switch
ON
-
repressurize
system
with
hand
pump
to
1500
PSI.
1.
If
hand
pump
port
leaks
in
this
configuration,
lock
out
valve
is
leaking.
11.
With
the
preceding
checks completed,
and
whether
leaks
were
found
or
not,
make
this
final
check
while working
in
this
area:
Remove
flex
line
from
door
fitting
and
attach
to door
line
and
apply
pressure
to
system.
There
might
be
a
alight
bleed-down
on
first
application
of
pressure
pump
to
1500
PSI
a
second
time.
Pressure
should
hold.
12.
The
preceding
procedure
checks
the
door
cylinders
for
leakage.
If
the
system
does
not
bleed
down,
disconnect
added equipment
and
reconnect
lines
and
pressure
cap
to
pressure port
and
reinstall
console
covers.
If
on
this
last
test,
pressure
does
not hold,
one
or
more
of
the door
cylinders
are
leaking.
They
will
have
to
be
checked individually.
TEST
SYSTEM
BEFORE
FLIGHT.
Revision
2
5-11
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont).
TROUBLE PROBABLE
CAUSE
REMEDY
UNEVEN
FALL
OF
MAIN
GEAR.
Air
in
system.
Bleed system
of
air.
Cold
operating
temperatures.
Operate
power
pack
until
fluid
has
reached
operating temperature.
Improper
snubber
adjustment.
Adjust
flow
control
valve
in
gear
manifold.
5-5.
MAIN
LANDING GEAR.
wheels
below
the
baggage
compartment. Struts
are
down
locked
by
an
overcenter lock,
actuated by
5-6.
DESCRIPTION.
The
tubular
main
landing
a
hydraulic
cylinder
for
each
strut.
Uplocks
are
gear
struts
rotate
aft
and inboard
to
stow
the
main
located
on
the
main
wheel
stowage bay
forward
SHOP
NOTES:
5-12
MODEL
210
&
T210
SERIES SERVICE
MANUAL
bulkhead.
Uplocking
the gear
pawls
here,
hold
the
5-10.
REMOVAL
OF
MAIN
GEAR
ACTUATOR.
struts
in
the stowed
position.
Rotation
of
the
a.
Remove
seats
and
peel
back
carpet
as
landing
gear
to
extend
or
retract
the
struts
is
necessary
to
gain
access
to
plate
above
actuator:
achieved
through
pivot
assemblies,
which
are
in
remove
access
plate.
turn
bolted
through
a
splined
shaft,
to
the
b.
Remove
access
plate
from
bulkhead
forward
of
hydraulic
rotary
actuators.
actuator.
c.
Disconnect
and
drain
hydraulic
brake
line
at
5-7.
MAIN
GEAR
STRUT
REMOVAL.
(See
figure
wheel
brake
cylinder.
5-1.)
d.
Place
landing gear
control
handle
UP.
with
a.
Jack aircraft
in
accordance
with
procedures
master switch
off.
and
operate
emergency
hand
outlined
in
Section
2.
pump
until
main
gear
downlocks
release.
b.
Disconnect
brake
line
(17)
at
wheel cylinder
and
e.
Disconnect
and
cap
or
plug
all
the
hydraulic
drain
brake
system
of
strut
being
removed,
lines
at
the
actuator.
c.
Place
landing
gear
handle
up,
with
master
switch
off, f.
Remove
bolts
attaching actuator mounting
and
operate
emergency
hand
pump
until
main
gear
flange
to
bulkhead forging.
downlocks
release.
g.
Work
actuator
free
of
forging
and pivot
d.
Remove
bolt
(31)
and
nut
securing
strut
to
pivot
assembly, remove actuator.
assembly
(3).
e.
Work
strut
and
wheel
from
pivot assembly
(3).
5-11.
DISASSEMBLY
OF ACTUATOR.
(Refer
to
figure
5-2.)
5-8.
MAIN
GEAR STRUT
INSTALLATION.
(Refer
to NOTE
figure
5-1.)
NOTE
Leading
particulars
of
the
actuator
are
as
follows:
The
following
procedure
installs
the
landingder
Bore
Diameter
in
gear
as
a
complete
assembly.
Refer
to
Piston
Rod
Diameter
.....
.998
in.
applicable
paragraphs
for
installation
of
Piston Stroke
...........
2.970
in
individual
components.
a.
Remove
screw
(23).
Remove
end
gland
(22)
by
a.
Lubricate
new
O-rings
(19)
ad
d
end
of
strut
(5)
with
unscrewing
end
gland
from
cylinder
body
(15).
Petrolatum
W-P-236,
hydraulic
fluid
MIL-L-5606,
or b.
Remove
end
cap
(6).
Remove
AN3164R
nuts
Corning
DC-7
(keep
DC-7
away
from
areas
to
be
painted)
(9)
if
installed
and
remove
cap
(5)
by
pulling
from
before
installation.
Install
O-rings
(19)
on
plug
(20).
cylinder
body
(15).
Using
a
small
rod,
push
piston
b.
Remove
caps
from
brake
line
fitting
(18)
and
brake
(18)
from
cylinder
body
(15).
line
(17),
attach
brake
line
(17) to
brake
line
fitting
(18),
c.
Remove
cap
(5)
from shaft
(14)
by
removing
and
work
plug
(20)
and
strut
(5)
into
pivot assembly
(3).
retainer
(2)
and
washer
(3).
d.
Remove
shaft
(14),
sector
(12)
and
washer
(11)
NOTE
from
cylinder
body
(15).
e.
Remove
setscrew
(13)
from
sector
(12).
When
installing
a
new
pivot
assembly
(3),
Remove
section
from
shaft
(14).
burnishing
the
2-100"
I.D.
bore may
be
required
to
facilitate
assembly
of
landing
NOTE
gear
strut
(5).
Unless defective,
do
not
remove
name
c.
Align
hole
in
plug
(20)
with
holes
in
pivot
assembly
plate,
bearing
(7)
and
(10)
or
roller
(8).
(3)
using
special
tool
No.
SE934.
f.
Remove
O-ring
(17)
and
back-up
ring
(16)
from
NOTE
cylinder
body
(15).
Discard
O-ring
(17).
g.
Remove
O-ring
(20)
and
back-ring
(21)
from
Special
tool No.
SE934
is
available
from
end
gland
(22).
Discard
O-ring
(20).
Cessna
Parts
Distribution
(CPD
2)
through
h.
Remove
and
discard
O-ring
(19)
from
piston
Cessna
Service
Stations.
This
tool
is
designed
(18).
to
install
strut
attaching
bolt
without
damaging
the
O-rings
in
the
plug.
5-12.
INSPECTION
OF
PARTS.
a.
Thoroughly
clean
all
parts
in
cleaning
solvent
d.
Install
the
strut
attaching
bolt
(31) by
pushing
the
(Federal
Specification
PS-661.
or
equivalent.)
SE934 tool
through the
aligned
holes
of
the
pivot
b
Inspect
all
threaded
surfaces
for
cleanliness
I
assembly
(3),
strut
(5),
and
plug
(20),
with
the
threaded
cracks(5),
washers
(3)
and
(11),
sector
end
of
the
bolt
(31).
Install
and
tighten
nut
and washer
c.
Inspect
cap
(5),
washers
(3)
and
(11),
sector
end
of
the
bolt
(31).
Install
and
tighten
nut
and
washer
(12),
shaft
(14),
piston
(18),
roller
(8). if
removed.
on
the
the
bolt
(31). system
in
accordance
with
and
cylinder
body
(15)
for
cracks,
chips,
scratches.
e.
Fill
and
bleed
brake
system in
accordance
with scoring,
wear
or
surface
irregularities
which
may
paragraph
5-77
in
this
manual.
affect
their
function
or
the
overall
operation
of
the
actuator.
5-9.
MAIN
LANDING
GEAR
ACTUATOR.
d.
Inspect
bearings
(7)
and
(10).
if
removed,
for
Revision
3
5-13
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
Lubricate
sector,
piston,
rack
gears
and
all
bearings
with
MIL-G-21164
lubricant
\
during
assembly
of
the
main
gear
actuator.
NOTE
22
21
Install
new
packings,
lubricated
with
a
film
of
Petrolatum
W-P-236,
hydraulic
fluid
MIL-
19
H-5606,
or
Dow-Corning
DC-7.
1
^>^
18 1.
Bolt
20.
O-Ring
21.
Back-Up
Ring
22.
End
Gland
23.
Screw
Figure
5-2.
Main
Landing
Gear
Actuator
Assembly
freedom
of
motion,
scores,
scratches
or
Brinnel damage
to
bearings
and
roller.
marks.
b.
If
bearing
(10)
was
removed,
press
bearing
into
cap
(5)
until
flush.
5-13.
PARTS
REPAIR/REPLACEMENT.
Repair
c.
Assemble sector
(12)
on
shaft
(14).
aligning
of
small
parts
of
the
main
landing
gear
actuator
is
index
marks
on
shaft
and
sector.
Install setscrew
impractical
Replace
all
defective
parts.
Minor
(13),
making
sure
that
setscrew
enters
shaft.
scratches
or
score
marks
may
be
removed
by
d.
Position washer
(11)
and
cap
(5)
on
shaft
(14).
polishing
with abrasive
crocus cloth
(Federal
Install
washer
(3)
and
retainer
(2)
on
shaft.
Specification
P-C-458),
providing
their
removal
e.
If
actuator
is
to
be
installed
in
aircraft.
install
does
not
affect
operation
of
the
unit.
During
cap
and
shaft
assembly
on
cylinder
body
with
bolts
assembly,
install
all
new
packings.
(1)
and
washers
(4).
If
actuator
is
not
to
be
installed
in
aircraft,
install
cap
and
shaft
assembly
5-14.
MAIN
GEAR
ACTUATOR REASSEMBLY. on
cylinder
body
with
bolts
(1).
washers
(4)
and
(Refer
to
figure
5-2.)
AN316-4R
nuts
(9).
f.
Install
back-up
ring
(16)
and
O-ring
(17)
in
NOTE
cylinder
body
bore.
Install
new
O-ring
(19)
on
piston
(18).
Use
MIL-G-2116C
lubricant
on
roller
(8),
bearings
(7)
and
(10),
if
removed,
and
NOTE
sector
(12)
when
installing
in
cylinder
body
(15).
Install
new
packings,
lubricated
with
a
film
of
Petrolatum
W-P-236,
hydraulic
fluid
MIL-
a.
It
bearings
(7)
and
roller
(8)
were
removed,
H-5606,
or
Dow-Corning
DC-7.
press
one
bearing
(7)
into
cylinder
body
(15)
until
it
is
flush.
Install
roller
(8)
and
press
second
bearing
g.
Rotate
shaft
(14)
so
that
teeth
on
sector
(12)
are
(7)
in
place
to
hold
roller.
Use
care
to
prevent
toward
cylinder
body.
5-15
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
c.
Connect
hydraulic
lines
to
actuator.
WARNING
d.
Install
access
plates
on
bulkhead
forward
of
actuator.
Before
working
in landing
gear
wheel
e.
Connect
brake
line
at
wheel
cylinder.
Fill
and
wells,
PULL-OFF
hydraulic
pump
cir-
bleed
brake
system
in
accordance with
instructions
cult
breakers.
Thru
Serial
21062273,
in
applicable
paragraph
in
this
Section.
the
pump
circuit
breaker
is
located
in
f.
Rig
landing
gear
in
accordance with
the
circuit
breaker
panel,
located
im-
procedures outlined
in
applicable
paragraph
in
this
mediately
forward
of
the
pilot's
control
Section. wheel.
Beginning
with
Serial
21062274,
g.
Remove
aircraft
from
jacks
and
install
access
the
pump
circuit
breaker
is
located
in
covers,
carpeting
and
seats
removed for
access.
the
circuit
breaker
panel,
located
im-
mediately
forward
of
the
left
forward
5-16.
MAIN
LANDING
GEAR
STRUT-TO-
doorpost.
The
hydro-electric
power
ACTUATOR
LINKAGE.
(Refer
to
figure
5-1.)
pack
system
is
designed
to
pressurize
the landing
gear
DOOR
CLOSE
system
5-7.
DESCRIPTION.
Each
main
landing
gear
to
1500
psi
at
any
time
the
master
switch
actuator
attaches
directly
to
a
pivot
assembly,
is
turned
on.
Injury
might
occur
to
which
in
turn
is
attached
to.
and
rotates
its
own
someone
working
in
wheel
well
area
if
main
landing gear
strut.
master
switch
is
turned
on
for
any
reason.
5-18.
PIVOT
ASSEMBLY
REMOVAL.
(Refer
to
figure
5-1.)
a.
Turn
master
switch
OFF
and.
using
hand
a. Remove
main
landing gear
strut
as
outlined
in
pump, open
landing
gear
doors.
paragraph
5-7.
b.
Components
of
the
main
landing gear
uplock
b.
Loosen
nut
(12)
and
telescope
pivot
shaft
(13)
system
are
readily
accessible
on
the
aft
side
of
inboard
to
free
pivot
assembly
(3)
from
bearing
(6)
canted
bulkhead
station
106.00
(refer
to
Section
1
of
in
inboard
support
(2).
this
manual.)
c.
Remove
pivot
assembly
(3),
bearing
(8) c.
Components may
be
removed
or installed
and
bearing
race
(7).
using
figure
5-4
as
a
guide.
d.
Upon
installation,
rig
uplocks
in
accordance
5-19.
PIVOT
ASSEMBLY
INSTALLATION.
with
applicable
paragraph
in
this
Section.
(Refer
to
figure
5-1.)
a.
Install
bearing
(8)
and
race
(7)
on
shaft
of
5-22A.
UPLOCK
ACTUATOR.
pivot
assembly
(3);
install
tab
washer
(11)
and
nut
(12)
on
pivot
shaft
(13).
5-23.
UPLOCK
ACTUATOR
DISASSEMBLY.
b.
Position
shaft
of
pivot
assembly
(3)
into
(Refer
to
figure
5-5.)
bearing
(6)
in
inboard
support
(2).
Lubricate
bearing
(6)
with
MIL-G-21164
grease.
Be
sure
NOTE
thrust
bearing
and
race
are
correctly
positioned.
c.
Telescope_pivot
shaft
(13)
and
fit
shaft
(13)
into
Leading
particulars
of
the
actuators
-
bushing
(16)
in
outboard
support
(4).
d.
Tighten
nut
(12)
firmly
and
safety
in
place,
bending
corresponding
tangs
of
washer
(11).
Pivot
Cylinder
Bore
Diameter
..
0.749
+.002.-.000
in.
assembly
shall
rotate freely.
Piston
Diameter
.....
0.747+.000.-.001
in.
Stroke (to
unseat
valve)
..
0.719
±
.031
in.
5-20.
MAIN
GEAR
UPLOCK
MECHANISM.
(Refer
to
figure
5-4.)
a.
Remove
fitting
(5),
spring
(7)
and
balls
(8)
and
(9).
5-21.
DESCRIPTION.
The
uplock
actuator
b.
Cut
safety
wire
and
unscrew
end
plug
(19)
cylinder
and
latches
for the
main
landing gear
are
from
barrel
and
valve
body
(12).
located
on
the aft
side
of
canted bulkhead
station
c.
If
end
fitting
(1)
is
installed,
loosen
nut
(2)
and
106.00
(refer
to
Section
1
of
this
manual.)
The
remove
end
fitting
from
barrel
and
valve
body.
latches
are
controlled
by
a
single
actuator,
located
d.
Remove
springs
(18)
and
(17)
and
push
piston
on
the
aircraft
centerline,
by
means
of
bellcrank
and
rod
(13)
from
barrel
and
valve
body.
and
linkage
assemblies.
5-22.
REMOVAL
AND
INSTALLATION
OF
MAIN
GEAR
UPLOCK
MECHANISM.
(Refer
to
figure
5-
4.)
5-17
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
CANTED
BULKHEAD
STA.
106.00
(REFER
TO FIGURE
1-1
FOR
MODEL
210
&T210
SERIES
SERVICE
MANUAL
10
10
1.
Nut
8.
Ball
2
2.
End
Fitting
9.
Piston/Rod
3.
Body
10.
O-Ring
4.
Spring
11.
Back-up
Ring
5.
Fitting
12.
Jamnut
6.
Spring
13.
Rod
End
7.
Ball
Figure
5-6A.
Main
Landing
Gear
Downlock
Actuator.
rig
the
main
landing gear
in
accordance
with
d.
Inspect
end
fitting,
piston/rod,
barrel,
valve
procedures
outlined
in
the
applicable
paragraph
in
body,
balls
and
ball
seats
for
cracks,
scratches,
this
Section. scoring,
wear
or
surface
irregularities
which
might
affect
their
function
or
the
overall
function
of
the
unit.
5-28A.
DOWNLOCK
ACTUATOR.
e.
Repair
of
most
parts
of
the
unlock
actuator
is
impractical.
Replace
defective
parts.
Minor
5-29.
DISASSEMBLY.
(Refer
to figure
5-6A.)
scratches
and
scores
may be
removed
by
polishing
a.
Loosennut
(1)
and
unscrew
end
fitting
(2)
from
body
with
fine
abrasive
crocus
cloth
(Federal
Secification
(3).
Spring
(4)
can
also
be
removed.
PC-458),
providing
their
removal
does
not affecc
b.
Remove
fitting
(5),
spring
(6),
ball
(7),
and
ball
(8)
operation
of
the
unit.
from
body
(3).
c.
Remove
piston/rod
(9)
from
body
(3).
5-29B.
REASSEMBLY.
d.
Remove
and
discard
all
packings and
back-up
rings
from
end
fitting
(2),
body (3),
and
piston/rod
(9).
NOTE
Install
new
O-rings
and
back-up
rrins
lubri-
5-29A.
INSPECTION
AND
REPAIR.
cated
with
a
film
of
Petrolatum
W-P-23
6
a.
Inspect all
threaded
surfaces
for
cleanliness
and
for
hydraulic
fluid
MIL-H-5606,
or Dow-Corn-
freedom
from
cracks
and
excessive
wear.
ing
DC-7.
b.
Inspect
spring
(6)
for evidence
of
breaks
and
*~
~~~~~~~~distortion,~
"ia.
Assemble
by
reversing
procedures
outlin.ed
in
c.
Inspect piston
spring
(4)
for
evidence
of
breaks
and paragraph
5-29.
distortion.
Revision
3
5-20A/5-20B
Blank
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-30.
MAIN
LANDING
GEAR
DOOR
SYSTEM.
c.
Repair
of
most
parts
of
the landing
gear
door
actuator
assembly
is
impractical.
Replace
5-31.
DESCRIPTION. Main
gear
doors
open
for
defective
parts
with
new
parts.
main
gear
retraction
or
extension
and
return
to
d.
Minor
scratches
may
be
removed
by
polishing
closed
positions
at
the
close
of
either
cycle.
The
with
fine
abrasive
crocus
cloth
(Federal
strut
doors
are
opened
and closed
by
a
double-
Specification
PC-458),
providing
their
removal
does
acting
hydraulic
actuator.
The
wheel
doors
are
not affect
the
operation
of
the
unit.
actuated
by
a
double-actuating
hydraulic
actuator
for each
door.
The
actuators
are held
closed
by
the
5-33C.
REASSEMBLY.
(Refer
to figure
5-8.)
door
close
system
accumulator.
NOTE
5-32.
REMOVAL AND
INSTALLATION
OF
MAIN
Lubricate
all
O-rings
and
back-up
rings
5-32.
REMOVAL AND
INSTALLATION
OF
MAIN
Petrolatum
hydraulic
with
Petrolatum
VV-P-236.
hydraulic
GEAR
STRUT
AND
WHEEL
DOORS.
(Refer
to
figure
fluid
MIL-H-5606. or
Dow
Cornin
DC-7
5-7.)
5 *)
during
assembly.
a.
Open
landing
gear
doors.
b.
Disconnect
door
from
actuator
linkage
by
a.
Install
new
O-ring
and
back-up
ring
in
gland
removing
pin
or
bolt.
and
install gland
on
piston
rod.
Use
care
to
c.
Remove
door
hinge
pins
or
bolts.
prevent
damage
to
O-rings
and
back-up
rings.
d.
Install
door
by
reversing
the
preceding steps.
b.
Install
new
0-rings
and
back-up
rings
on
e. Rig
doors
in
accordance with
applicable
piston
and
on
gland.
paragraph.
c.
Install
piston
rod
and
gland
into
cylinder
and
install
retaining
ring.
Use
care
to
prevent
damage
5-33.
MAIN
GEAR
STRUT
DOOR
ACTUATOR
to
O-rings
and
back-up
rings.
REMOVAL
AND
INSTALLATION.
WARNING
5-34.
MAIN
WHEEL
DOOR
ACTUATOR
REMOVAL.
a.
Open
landing
gear
doors.
b.
Disconnect
and
cap
or
plug
hydraulic
hoses
at
Turn
master
switch
"off"
and
pull
pump
motor
the
actuator
circuit
breaker
before
disconnecting
any hy-
Disconnect
actuator
rod
by
removing
draulic
lines
in
the landing
gear
system.
attaching
nut
and
bolt
at
door.
attaching
nut
and
bolt
at
door.
d.
Remove
nut
and
bolt
attaching
actuator
to
a.
Peel
back
carpet
as required
and
remove
access
fuselage
bracket
and
remove
actuator.
cover
in
center
of
floorboard
just
forward
of
rear
seat.
5-35.
MAIN
WHEEL
DOOR
ACTUATOR
DISASSEM-
b.
Open
doors
using
hand
pump
then
disconnect
BLY.
(Thru
Serial
21062273,
refer
to figure
5-8A.)
hydraulic
lines
at
actuator.
Cap
or
plug
lines
and a.
Loosen
check
nut
(2)
and
remove
rod
end
(1).
fittings.
b.
Remove
retaining
ring
(3)
from
end
of
cylinder
c.
Remove
bolts
at
each
end
of
actuator
attaching
(10).
rod
end
to
bellcrank
and
actuator
body
to
mounting
o.
Pull
piston
rod
(8).
gland
(6)
or
(7)
from
bracket.
Remove
actuator
from
aircraft.
cylinder
(10).
A
sharp
blast
of
air
applied
to
the
d.
Reverse
procedure
to
install
actuator.
hydraulic
port
at
bearing
end
of
cylinder
may
be
used
to
remove
piston
rod.
5-33A.
DISASSEMBLY.
(Refer
to figure
5-8.)
d.
Remove
gland
(6)
or
(7)
from
piston
rod
(8).
b.
Remove
retaining
ring
(1)
from
end
of
cylinder
e.
Remove
and discard
back-up
rings
and
O-
(6).
rings
from
gland
and
piston
rod.
c.
Pull
piston
rod
(5),
end gland
(
4
)
from
f.
Do
not
remove bearing
(9)
unless
it
is
cylinder
(6).
A
sharp
blast
of
air
applied
to
the
defective.
hydraulic
port at
bearing
end
of
cylinder
may
be
5-35A INSPECTION.
(ThruSerial21062273.)
used
to
remove
piston
rod.
a.
Inspect
all
threaded
surfaces
for
cleanliness
d.
Remove
end
gland
(4
)
from
piston
rod
(5).
and for
freedom
of
cracks and excessive wear
or
rings
from
gland
and
piston
rod.
b.
Inspect
gland
(6)
or
(7).
piston
rod
(8)
and
5-33B.
INSPECTION.
(Refer
to
figure
5-8.)
cylinder
(10)
for cracks,
chips, scratches.
scoring,
a.
Inspect
all
threaded
surfaces
for
cleanliness
wear
or
surface
irregularities
which
might
affect
and
for freedom
of
cracks
and
excessive
wear or
their
function
or
the
overall
function
of
the
door
damage.
actuator.
damage.
b.
Inspect
end
gland
(
4
),
piston
rod
(5)
and
cylinder
(6)
for
cracks,
chips,
scratches,
scoring.
wear
or
surface
irregularities
which
might
affect
their
function
or
the
overall
function
of
the
door
actuator.
5-21
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
c.
Repair
of
most
parts
of
the
landing
gear
door
with
fine
abrasive
crocus
cloth
(Federal
Spec-
actuator
assembly
is
impractical.
Replace
ification
PC-458.
providing
their
removal
does
not
defective
parts
with
new
parts.
affect
the
operation
of
the
unit.
d.
Minor
scratches
may
be
removed
by
polishing
with
fine
abrasive crocus
cloth
(Federal
5-36B.
REASSEMBLY.
(Beginning
with
Serial
Specification
PC-458),
providing
their
removal
does
21062274.)
not
affect
the
operation
of
the
unit.
a.
Install
new
O-ring
and
back-up
ring
inside
end
fitting.
Install
new
O-ring
on
outside
of
end
fitting.
5-35B. REASSEMBLY.
(Thru
Serial
21062273.)
(Refer
b.
Install
new
O-rings
and
back-up
rings
on
to
figure
5-8A.)
piston.
c.
Install
piston
in
cylinder
using
care
to
avoid
NOTE
dammaging
O-rings
and
back-up
rings.
d.
Install
end
fitting
on
piston rod
and
screw
into
Lubricate
all O-rings
and
back-up
rings with
cylinder.
Use
care
to
prevent
dammage to
O-ring
a
film
of
Petrolatum
VV-P-236,
Hydraulic
and
back-up
ring
inside
end
fitting.
fluid
MIL-H-5606,
or
Dow-Corning
DC-7.
e.
Tighten
end
fitting
and
install
new
safety
wire.
a.
Install
new
O-ring
and
back-up
ring
in
gland
NOTE
and
install
gland
on
piston
rod.
Use
care
to
prevent
damage
to
O-rings
and
back-up
rings.
If
bearing
(9)
was
removed,
install
and
b.
Install
new
O-rings
and
back-up
rings
on
stake
six
places. three
on
each
side.
piston
and
on
gland.
c.
Install
piston
rod
and
gland into
cylinder
and
5-37.
MAIN
WHEEL
AND
TIRE ASSEMBLY.
install
retaining
ring.
Use
care
to
prevent
damage
to
O-rings
and
back-up
rings.
5-38.
DESCRIPTION. The
aircraft
may
be
d.
Install
lock
nut
and
rod
end.
equipped
with
either
Cleveland
or
McCauley
wheel
and
tire
assemblies.
Separate
disassembly,
NOTE
inspection
and
reassembly
instructions
are
provided
for
each
type.
If
bearing
(9)
was
removed,
install
and
stake
six
places,
three
on
each
side.
CAUTION
5-36.
MAIN
WHEEL
DOOR
ACTUATOR
DISASSEM-
Use
of
recapped
tires
or
new
tires
not
listed
BLY.
(Beginning
with
Serial
21062274,
refer
to
on
the
aircraft
equipment
list
are
not
recom-
figure
5-8A.) mended
due
to
possible
interference
between
a.
Loosen
check
nut
(2)
and
remove
rod
end
(1).
the
tire
and
structure
when
landing
gear
is
b.
Remove
safety
wire
from
end
fitting
(11)
un-
in
the
retracted
position.
screw
end
fitting
from
actuator
cylinder
(10).
c.
Pull
piston
rod
(8)
from cylinder.
d.
Remove
and
discard
back-up
rings
and
O-rings
5-39.
REMOVAL
OF MAIN
WHEEL
AND
TIRE
from
end
fitting
and
piston
rod.
ASSEMBLY.
(Refer
to
figure
5-1.)
e.
Do
not
remove
bearing
(9)
unless
it is
defective.
5-36A.
INSPECTION.
(Beginning
with
Serial
21062274.
)
It
is not
necessary
to
remove
the main
wheel
a.
Inspect
all
threaded
surfaces
for
cleanliness
to
reline
brakes
or
remove
brake
parts,
other
and
for
freedom
of
cracks
and
excessive wear
or
than
the
brake
disc
or
torque
plate.
dammage.
b.
Inspect
end
fitting,
piston
rod
and
cylinder
for
a.
Using
thejack
point
under
step
on
main
gear
strut,
cracks,
chips,
scratches,
scoring,
wear
or
surface
jack
up
wheel
being
removed
in
accordance
with
irregularities
which
might
affect
their
function
or
procedures
outlined
in
Section
2.
the
overall
function
of
the
door
actuator.
b.
Remove
hub
caps
(25).
c.
Repair
of
most
parts
of
the
gear
door
actuator
c.
Remove
cotter
pin
(32)
and
nut
(24).
is
impractical.
Replace
defective
parts
with
new
d.
Remove bolts
and
washers
attaching
back
plate,
and
parts.
remove
back
plate
(Index
22,
figure
5-9,
Sheet
1).
d.
Minor
scratches
may
be
removed
by
polishing
e.
Pull
wheel and
tire
assembly
(23)
from
axle
(21).
Revision
3
5-22A
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
2
5
-22B
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
coating
has
been
removed,
the
area
should
be
cleaned NOTE
|
thoroughly,
primed with
nonzinc
chromate,
and
repainted
with
aluminum
lacquer.
The
bearing
cups
are
a
press
fit
in the
c.
Brake
disc
should
be
replaced
if
excessively
wheel
halves
and
should
not
be
removed
scored
or
warped.
Small
nicks
and
scratches
should
unless
replacement
is
necessary.
To
be
sanded
smooth.
See
paragraph
5-72.
remove
the
bearing
cups.
heat
the
wheel
d.
Bearing
cups
and
cones
should
be
inspected
half
in
boiling
water
for
15
minutes.
carefully
for
damage
and
discoloration.
After
Using
an
arbor
press.
if
available,
press
cleaning.
repack
cones
with
clean
aircraft
wheel
out
the
bearing
cup
and
press
in
the
new
bearing
grease
(Section
2)
before
installation
in
the
cup while
the wheel
is
still
hot.
wheel.
5-44.
INSPECTION
AND
REPAIR
OF
McCAULEY
5-42.
REASSEMBLY
OF
CLEVELAND
MAIN
TWO-PIECE
MAIN
WHEEL
AND
TIRE
ASSEMBLY
WHEEL
AND
TIRE
ASSEMBLY.
(Refer
to
figure
(
Refer
to
figure
5-9.
)
5-9.)
a.
Clean
all
metal
parts
and the
grease
seal
felts
a.
Insert
thru-bolts
through
brake
disc
and
in
solvent
and
dry
thoroughly.
position
in
the
inner
wheel
half.
using
the
bolts
to
b.
Inspect
wheel
halves
for
cracks.
Cracked
guide the
disc.
Assure
the
disc
is
bottomed
in wheel
halves
should
be
replaced. Sand
out
nicks.
wheel
half.
gouges
and
corroded
areas.
When
the
protective
b.
Position
tire
and
tube
with
the
inflation
valve
coating
has
been
removed,
the area
should
be
cleaned
through
hole
in outboard
wheel
half.
Place
inner
thoroughly,
primed with
nonzinc
chromate,
and
|
wheel
half
in
position.
Apply
a
light
force
to
bring
repainted
with
aluminum
lacquer.
wheel
halves
together.
Maintaining
the
light
force,
c.
Brake
disc
should
be
replaced
if
excessively
assemble
a
washer
and
nut
on
one
thru-bolt
and
scored
or
warped.
Small
nicks
and
scratches
should
tighten
snugly.
Assemble
remaining
washers
and
be
sanded
smooth.
See
paragraph
5-72.
nuts
on
thru-bolts
and
torque
to
150
lb-in.
d.
Bearing cups
and cones
should
be
inspected
carefully
for
damage
and
discoloration.
After
CAUTION
cleaning, repack
cones
with
clean
aircraft
wheel
bearing
grease
(Section
2)
before
installation
in the
Uneven
or improper
torque
of
thru-bolt
wheel.
nuts
may
cause
failure
of
bolts,
with
resultant
wheel
failure.
5-44A.
REASSEMBLY
OF
McCAULEY
TWO-PIECE
MAIN
WHEEL
AND
TIRE
ASSEMBLY.
(Refer
to
c.
Clean
and
repack
bearing
cones
with
clean
figure
5-9.)
aircraft
wheel
bearing
grease
(refer
to
Section
2
of
a.
Insert
thru-bolts
through
brake
disc
and
this
manual).
position
in
the
inner
wheel
half.
using
the
bolts
to
d.
Assemble bearing
cones.
grease
seal
felts
and
guide
the disc.
Assure
the
disc
is
bottomed
in
rings
into
wheel
halves.
wheel
half.
e.
Inflate
tire
to
seat
tire
beads,
then
adjust
to correct
b.
Position
tire
and
tube with
the
inflation
valve
|
pressure
specified
in
figure
1-1.
through
hole
in
outboard
wheel
half.
Place
inner
wheel
half
in
position.
Apply
a
light
force
to
bring
5-43.
DISASSEMBLY
OF
MCCAULEY
TWO-PIECE
wheel
halves
together. Maintaining
the
light
force.
*
MAIN
WHEEL
AND
TIRE
EASSEMBLY.
(Referto
assemble
a
washer
and
nut
on
one
thru-bolt
and
figure5-9,Sheet2.)
tighten
snugly.
Assemble
remaining
washers
and
nuts
on
thru-bolts-and
torque
to
150
lb-in.
a.
Deflate
tire
and
break
tire
beads
loose.
thru
bolts
and
torque
to
150
lb-in
CAUTION
CAUTION
CAUTION
Uneven
or
improper
torque
of
thru-bolt
nuts
may
cause
failure
of
bolts.
with
Avoid
damaging
wheel
flange
when
breaking
resultant
wheel
failure.
tire
beads
loose. A
scratch,
gouge,
or
nick
may
cause
wheel
failure.
c.
Clean
and
repack
bearing
cones
with clean
aircraft
wheel
bearing
grease
(refer
to
Section
2
of
b.
Remove
thru-bolts
(24)
and
separate
wheel
halves
(6)
this
manual).
and
(10),
removing
tire
(8),
tube
(9),
and
brake
disc
(13).
d.
Assemble
bearing
cones
(5),
grease
seal
felts
(3),
and
c.
Remove
grease
seal
retainers
(2)
and
(4),
grease
seal
grease
seal
retainers
(2)
and
(4)
into wheel
halves
(6)
and
felts
(3),
and
bearing
cones
(5)
from
wheel
halves
(6)
and
(10).
(10).
e.
Inflate
tire
to
seat
tire
beads,
then
adjust
to
correct
pressure.
5-26
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-45.
DISASSEMBLY
OF
McCAULEY
THREE
PIECE
c.
Sand
out smooth
nicks,
gouges
and
corroded
MAIN
WHEEL
AND
TIRE
ASSEMBLY.
(Refer
to
areas.
When
the
protective
coating
has
been
figure
5-9.
)
removed,
the
area
should
be
cleaned
thoroughly.
a.
Remove
screws
attaching
hub
cap;
remove
hub
primed
with
zinc
chromate
and
painted
with
cap.
aluminum
lacquer.
d.
Brake
disc
should
be
replaced
if
excessively
WARNING
scored
or
warped.
Small
nicks
and
scratches
should
~
be sanded
smooth.
See
paragraph
5-72.
Injury
can
result
from
attempting
to
e.
Carefully
inspect
bearing cones and
cups
for
remove
wheel
flanges
with the
tire
and
damage
and
discoloration.
After
cleaning,
pack
tube
inflated.
Avoid
damaging
wheel
bearing
grease
(refer
to
Section
2
of
this
manual)
flanges
when
breaking
tire
beads
loose.
before
installing
in
the
wheel
hub.
A
scratch,
gouge
or
nick
in
wheel
flanges 5-45B.
REASSEMBLY
OF
McCAULEY
THREE
PIECE
MAIN
WHEEL
AND
TIRE
ASSEMBLY.
(Refer
to
figure
b.
Remove
valve
core
and deflate
tire
and
5-9.
)
c.
Remove
cap
screws
b.
Place
spacer
and
wheel
flange
on
inboard
side
d.
Remove
brake
disc.
of
wheel
hub
(opposite
of
tube
inflation
stem),
then
e.
Separate
wheel
flanges
from
wheel
hub.
place
washer
under
head
of
each
capscrew
and
bearing
cones.
Retain
spacers
on
each side
of
wheel
hub.
start
capscrew
into
hub
threads.
c.
Place
spacer
and
wheel
flange
on
other
side
d.
Remove
wheel
hub
from
tire.
g. Remove retainer
rings
and
remove
and
align
valve stem
in
cutout
in
wheel Range..
grease
seal retainers, grease
seal
felts
and
d.
Place
washer under
head
of
each
capscrew
and
start
capscrews
into
hub
threads.
CAUTION
NOTE
Be
sure
that
spacers
and
wheel
flanges
The
bearing
cups (races)
are
a
press
fit
in
are
seated
on
flanges
of
wheel
hub.
the
wheel
hub
and
should
not
be
removed
Uneven
or improper
torque
of
capscrews
unless
a
new
part
is
to
be
installed.
To
can
cause failure
of
the
capscrews
or
hub
remove
the
bearing
cup,
heat
wheel hub
threads
with
resultant
wheel
failure.
in
boiling
water for
30
minutes, or
in
an
oven
not
to
exceed
121°C
(250°F).
Using
e.
Tighten
capscrews
evenly
and
torque
to
190-
an
arbor
press,
if
available,
press
out
the
200
lb
in.
bearing
cup
and
press
in
the
new
bearing
f.
Clean
and
pack
bearing
cones
with
clean
cup
while
the
wheel
is
still
hot.
aircraft
wheel
bearing grease.
Refer
to
Section
2
of
this
manual
for
grease
type.
5-45A.
INSPECTION
AND
REPAIR
OF
McCAULEY
g.
Assemble
bearing
cones,
grease
seal
felts
and
THREE
PIECE
MAIN
WHEEL
AND
TIRE
ASSEMBLY,
retainer
into
wheel
hub.
(Refer
to
figure
5-9.
)
h.
Inflate
tire
to
seat tire
beads,
then adjust
to
a.
Clean
all
metal
parts,
grease
seal
felts and
correct
pressure
specified
in
figure
1-1.
phenolic
spacers
in
cleaning
solvent
and
dry
thoroughly.
5-46 INSTALLATION
OF
MAIN
WHEEL
AND
b.
Inspect
wheel
flanges
and wheel
hub
for
TIRE
ASSEMBLY.
cracks.
Cracked
wheel
flanges
or
hub
shall
be
discarded
and
new
parts
installed.
SHOP
NOTES:
5-26B
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
a.
Place
wheel
on
axle.
WARNING
b.
Install
axle
nut
and
tighten until
a
slight
bearing
drag
is
obvious
when
the
wheel
is
rotated.
BEFORE
WORKING
IN
WHEEL
WELL
Back
off
nut
to
nearest
castellation
and
install
AREA.
PULL
HYDRAULIC
PUMP
cotter
pin.
CIRCUIT
BREAKER
OFF.
c.
Place brake
back
plate
in
position
and
secure
with
bolts
and
washers.
Safety
wire
the
bolts.
a.
Install
bolt,
washer,
spacer
and
nut
at
d.
Install
hub caps.
outboard
end
and
clamp
screw
and
nut
at
inboard
end.
5-47.
MAIN
WHEEL DOOR
CLOSE
SYSTEM
b.
Connect
hydraulic
line
at
accumulator.
ACCUMULATOR.
(Refer
to
figure
5-10.)
c.
Pressurize
accumulator
with
nitrogen
or
dry
air
to
500 +
50
psig.
Hydraulic
pressure
should
be
5-48.
DESCRIPTION.
The
accumulator
serves
zero.
two
purposes.
This
unit
maintains pressure
in
the
NOTE
door-close
system,
keeping
the
main
wheel
doors
up
and
closed.
The
accumulator
also
dampens
Adapter
hose
and
fitting
kit
(nitrogen
bottle
pressure
surge
and
serves
as
a
reservoir
to
offset
to
accumulator)
number
ZN216,
available
|normal
leak-down
in
the
system.
from
Cessna
Parts
Distribution
tCPD
2)
WARNING
through
Cessna
Service
Stations,
can
be
used
WARNING
to
charge
the
accumulator.
BEFORE
WORKING
IN
WHEEL
WELL
AREA,
PULL HYDRAULIC
PUMP
5-52.
MAIN
WHEEL
AND
AXLE
REMOVAL.
CIRCUIT
BREAKER
OFF.
(Refer
to
figure
5-1.)
a.
Remove
hub caps.
5-49.
REMOVAL OF
ACCUMULATOR.
(Refer
to
b.
Remove wheel from
axle
in
accordance
with
figure
5-10.)
procedures
outlined
in
paragraph
5-39.
c.
Disconnect,
drain
and
plug
hydraulic
brake
WARNING
line
at
the brake
cylinder.
d.
Remove
bolts,
washers,
nuts
and
stud
secruing
Filler
and
safety
valve
(8)
does
not
contain
a
axle
and
brake
components
to
fitting
at
lower
end
core.
To
release accumulator
pressure,
loosen
of
strut.
nut
on
end
of
valve.
If
the
valve
installed
contains
a
core,
the
valve
should
be
replaced
NOTE
with
a
valve
which
does
not
contain
a
core.
Injury
can
occur
if
pressure
is not
released When
removing
axle
from
strut
fitting,
properly.
note
number
and
position
of wheel
alignment
shim.
Mark
these
shims
or
a.
Open
main
gear
doors.
This
will
drop
tape
together carefully
so
they
can
be
hydraulic
pressure
to
zero.
reinstalled
in
exactly the
same
position
to
b.
Relieve
accumulator
pressure
by
turning
nut
ensure
that
wheel
alignment
is
not
on end
of
valve
approximately
1/4
turn.
disturbed.
Also.
note
position
of
stud
c.
Disconnect
and
plug
or
cap
hydraulic line
at
attaching
axle
to
fitting
so
that
the
stud
accumulator. may
be
installed
in
the
same
position.
d.
Remove bolt,
washer,
spacer
and
nut
at
Stud
is
the
uplock for the
main
gear.
outboard
end
and
remove clamp,
screw
and
nut
at
inboard
end;
remove
accumulator.
5-53.
MAIN
WHEEL AND
AXLE
INSTALLATION.
(Refer
to
figure
5-1.)
5-50.
DISASSEMBLY
AND
REASSEMBLY
OF
a.
Secure
axle
and
brake
components
to
strut
ACCUMULATOR.
(Refer to
figure
5-10.)
fitting,
making
sure
that
wheel
alignment
shims
a.
Remove
retainer
(18)
only
after
ensuring
that
and
stud
are
reinstalled
in
their
original
position.
pressure
has
been relieved.
Remove
gland
(19),
piston
| (20),
and
filler
and
safety
valve
(8)
if
required.
NOTE
b.
Remove
and
discard
packings
(22)
and
back-up
rings
(23).
Shim:
P/N
1241061-3,
available
from
Cessna
c.
Reverse
the
preceding
steps,
using
new
Parts
Distribution
(CPD
2)
through
Cessna
packings and
back-up
rings,
for
reassembly
of
the
Service
Stations,
can
be
installed
between
accumulator.
axle
and
fitting,
if
necessary,
to
maintain
~~~~~NOTE
~~.050
inch
minimum
clearance
between
axl
fitting
and
brake
disc.
Install
new
packings
and
back-up
rings
lub-
ricated
with
a film
of
Petrolatum
VV-P-
b.
Install
wheel
assembly
on
axle
in
accordance
236,
hydraulic
fluid
MIL-H-5606,
or
Dow-
with
paragraph
5-46.
Corning
DC-7.
c.
Connect
hydraulic
brake
line
to
brake
cylinder.
5-51.
INSTALLATION
OF
ACCUMULATOR.
d.
Fill
and
bleed
affected
brake
system-.
(Refer
to
figure
5-10.)
e.
Install
hub
caps.
f.
Check
wheel
alignment.
Revision
3
5-27
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-54.
MAIN WHEEL
ALIGNMENT.
Correct
main
tube
manufacturing
tolerances
permit
a
specified
amount
wheel
alignment
is
obtained
through
the use
of
of
static
unbalance.
The
lightweight point
of
the
tire
is
tapered
shims
between
the
landing
gear
strut
and
marked
with
a
red
dot
on
the
tire
sidewall,
and
the
the
flange
of
the
axle.
Refer
to
figure
5-11
for
heavyweight
point
of
the
tube
is
marked
with
a
procedures
to
use
in
checking
alignment.
Wheel
contrasting
color
line
(usually
near
the
valve
stem).
shims.
and
the
correction
imposed
on
the
wheel
by
When
installing
a
new
tire,
place
these marks adjacent
to
the
various shims,
are
listed
in
the
illustration.
each
other.
If
a wheel
becomes
unbalanced
during
service,
it
may
be
statically
balanced.
Wheel
balancing
NOTE
equipment
is available
from
Cessna
Parts
Distribution
(CPD
2)
through
Cessna
Service
Stations.
Failure
to
obtain
acceptable
wheel
alignment
through
the
use
of
the
shims
5-56.
BRAKE
SYSTEM.
indicates
a
deformed
main
gear
strut
or
a
bent
axle.
5-57.
DESCRIPTION.
The
hydraulic
brake
system
consists
of
two
master
cylinders,
brake
lines,
con-
5-55.
WHEEL
BALANCING.
Since
uneven
tire
wear
necting
each
master
cylinder
to
its
corresponding
is
usually
the
cause
of
wheel
unbalance,
replacing
the
wheel
brake
cylinder,
and
the
single,
disc-type
brake
tire
probably
will
correct
this
condition.
Tire
and
assembly,
located at
each
main
landing
gear
wheel.
5-58.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
DRAGGING
BRAKES.
Brake
pedal
binding.
Check
and
adjust
properly.
Parking
brake
linkage
holding
Check
and
adjust properly.
brake
pedal
down.
Worn
or
broken
piston
return
Repair
or
replace
master
spring.
(In
master
cylinder.)
cylinder.
Insufficient
clearance
at
Lock-
Adjust
as
shown
in figure
5-12.
O-Seal
in
master
cylinder.
Restriction
in
hydraulic
lines
Drain
brake
lines
and
clear
the
or
restriction
in
compensating
inside
of
the
brake
line
with
fil-
oort
in
master
brake
cylinder.
tered
compressed
air.
Fill
and
bleed
brakes.
If
cleaning
the
lines
fail
to
give
satisfactorY
results,
the
master
cylinder
may
be
faulty
and
should be
repaired.
Worn,
scored, or
warped brake
Replace
brake
disc
and
linings.
discs.
Damage
or
accumulated
dirt
Clean
and
repair
or
replace
parts
restricting
free
movement
as
necessary.
of
wheel
brake
parts.
BRAKES
FAIL
TO
OPERATE.
Leak
in
system.
Check
entire
system
for
leaks
If
brake
master
cylinders
or
wheel
assemblies
are
leaking,
they
should
be
repaired
or
replaced.
Air
in
system.
Bleed
system.
Lack
of
fluid
in
master
cylinders.
Fill
and bleed
systems.
Revision
3
5-29
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
brake
cylinders.
hole
is
open.
b.
Remove
front
seats
and
rudder
bar
shield
j.
Install
setscrew
(5).
for
access
to
brake
master
cylinders.
c.
Disconnect
parking
brake
linkage
and
5-65.
BRAKE
MASTER
CYLINDER
disconnect
brake
master
cylinders
from
INSTALLATION.
rudder
pedals.
a.
Connect
hydraulic
hoses
to
brake
master
d.
Disconnect
hydraulic
hose
from
brake
cylinders
and
install
cylinders
master
cylinders
and remove
cylinders.
b.
Connect
brake
master
cylinders
to
e.
Plug
or
cap
hydraulic
fittings,
hose
and
rudder
pedals
and
connect
parking
brake
lines
to
prevent
entry
of
foreign
material.
linkage.
c.
Install
rudder
bar
shield
and
install
front
5-62.
BRAKE MASTER CYLINDER
seats.
DISASSEMBLY.
(Refer
to
figure
5-12.)
d.
Install
bleeder
screw at
wheel
brake
a.
Unscrew
clevis
(1)
and
jamb
nut
(2).
assembly
and
fill
and
bleed
brake
system
in
b.
Remove screw
(18).
accordance
with
applicable
paragraph
in
this
c.
Remove
filler
plug
(17)
and
setscrew
(5).
Section.
d.
Unscrew cover
(4)
and remove
up
over
piston
rod
(3).
5-66.
HYDRAULIC
BRAKE
LINES.
e.
Remove
piston
rod
(3)
and
compensating
sleeve
(16).
5-67.
DESCRIPTION.
The
brake
lines
are
of
f.
Slide
sleeve
(16)
up
over
rod
(3).
rigid
tubing,
except
for
flexible
hose
used
at
g.
Unscrew
nut
(12)
from
threads
of
piston
rod
the
brake
master
cylinders.
A
separate
line
(3). is
used
to
connect
each brake
master
cylinder
h.
Remove
piston
spring
(13)
and O-ring
(9)
from
to
its
corresponding
wheel
brake
cylinder.
piston
(14).
WARNING
5-63.
BRAKE
MASTER
CYLINDER
INSPECTION
AND
REPAIR.
(Refer
to
figure
After
connecting
brake
hose,
ensure
that
5-12.)
Repair
is
limited
to
installation
of new
hose does not
contact
or
rub
against
parts,
cleaning
and
adjusting.
(Refer
to
brake
disc,
causing brake hose
failure.
reassembly
paragraph
for
adjustment.)
Use
clean
hydraulic
fluid
(MIL-H-5606)
as
a
5-68.
WHEEL
BRAKE
ASSEMBLIES.
lubricant
during reassembly
of
the
(Refer
to
figure
5-9.)
cylinders. Inspect
Lock-O-Seal
(Parker
Seal
Co.
P/N
800-001-6)
and replace
if
damaged.
5-69.
DESCRIPTION.
The
wheel
brake
Replace
all
O-rings.
Filler
plug
must
be
assemblies
employ
a
floating
brake
assembly
vented
so
pressure
cannot
build
up
in
the
and
a
disc
which
is
attached
to
the main
reservoir
during
brake
operation.
Remove
wheel.
plug
and
drill
1/16-inch hole,
30
°
from
vertical,
if
plug
is
not
vented.
5-70.
WHEEL
BRAKE
REMOVAL.
(Refer
to
figure
5-9.)
Wheel
brake assemblies can
be
5-64.
BRAKE
MASTER CYLINDER
removed
by
disconnecting
the
brake
line
REASSEMBLY.
(Refer
to
figure
5-12.)
(drain
fluid
when
disconnecting line)
and
a.
Install
Lock-O-Seal
(15)
at
bottom
of
removing
the
brake
back
plate.
The
brake
piston
rod
(3).
disc
is
removed
after
the
wheel
is
removed
b.
Install
O-ring
(9)
in
groove
in
piston
and
disassembled.
-To
remove
the
torque
(14);
insert
piston
spring
(13)
into
piston,
and
plate,
remove
wheel
and
axle.
slide
assembly
up
on
bottom
threaded portion
of
piston
rod
(3).
5-71.
WHEEL
BRAKE
DISASSEMBLY.
c.
Run
nut
(12)
up
threads
to
spring
(13):
Refer
to
figure
5-9
for
a
breakdown
of
wheel
Tighten
nut
enough
to
obtain
0.040
±
0.005-inch
brake
parts.
This figure
may
be
used
as
a
clearance
between
top
of
piston
and
bottom
of
guide
for
disassembling
the
wheel
brakes.
Lock-O-Seal,
as
shown
in
the
figure.
d.
Install
piston
return spring
(11)
into
5-72.
WHEEL
BRAKE INSPECTION
AND
cylinder
(10)
portion
of
body
(7).
REPAIR.
e.
Install
piston
rod
(3)
through
spring
(11).
f.
Slide
compensating
sleeve
(16)
over
rod
a.
Clean
all
parts
except
brake
linings
and
(3).
O-rings
in
dry
cleaning
solvent
and
dry
g.
Install
cover
(4)
and
screw
(18).
thoroughly.
h.
Install
jamb
nut.
Install
jamb
nut
and
clevis
(1)
b.ll
new
O-rings.
If
O-ring
reuse
i.
Install
filler
plug
(17),
making sure
vent
is
necessary,
wipe
with
a
clean
cloth
saturated
in
hydraulic
fluid
and
inspect
for
damage.
5-32
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
composition.
Brake
pads
must
be
properly conditioned
(glazed)
before
use
in
order
to
provide
optimum
service
Thorough
cleaning
is
important. Dirt
life.
This
is
accomplished
by
a
brake
burn-in.
Burn-in
and
chips
are
the
greatest
single
cause
of also
wears
off
brake
high
spots
prior
to
operational
use.
malfunctions
in
the
hydraulic
brake
If
brake
use
is
required
before
burn-in,
use
brakes
system.
intermittently
at
LOW
taxi
speeds.
c.
Check
brake
lining
for
deterioration
and
5-74C.
BRAKE
BURN-IN.
paragraph
for
maximum
wear
limit.)
CAUTION
d.
Inspect
brake
cylinder
bore
for
scoring.
A
scored
cylinder
will
leak
or
cause
rapid
O-ring
Brake
burn-in
must
be
performed
by
a
wear.
Install
a
new-brake
cylinder if
the
bore
is
qualified person
familiar
with
acceleration
scored,
and
stop
distances
of
the
airplane.
e.
If
the
anchor
bolts
of
the
brake assembly
are
nicked
or
gouged,
they
shall
be
sanded smooth
to
a.
Non-asbestos
Organic
Composition
Burn-in.
prevent
binding
with
the
pressure
plate
or
torque
1. Taxi
the
airplane
for
1500
feet,
with
engine
at
plate.
When
new
anchor
bolts
are
to
be
installed.
1700 RPM,
applying
brake
pedal
force
as
need
to
press
out
old bolts
and
install
new
bolts
with a
soft
maintain
5
to
10
M.P.H.
(5
to
9
Knots).
mallet.
2.
Allow
brakes
to
cool
for
10
to
15
minutes.
f.
Inspect
wheel
brake
disc
for
minimum
thickness.
If
3.
Apply
brakes
and
check
to
see
if
a
high
disc
is
below
minimum
thickness,
install
a
new
part.
throttle
static
engine
run-up
can
be
held
with
normal
Minimum
thicknesses
are
as
follows:
pedal
force.
If
so,
conditioning
burn-in
is
complete.
Cleveland
disc
no.
164-15A:
.340-inch
4.
If
static
run-up
cannot
be
held,
repeat
Steps
1.
McCauley
discs
No.
C30398
and
C30615-3:
.325-inch.
thru
3.
as
needed.
b.
Metallic
Composition
Burn-in.
5-73.
WHEEL
BRAKE
REASSEMBLY.
(Refer to
1. Taxi
the
airplane
at
34 to 40
M.P.H.
(30
to
35
figure
5-9.)
Knots) and
perform
full
stop
braking
application.
NOTE
CAUTION
Lubricate
parts
with
a
clean
hydraulic
Brake
conditioning
using
successive
stops
at
fluid
during
brake
reassembly.
higher
speeds
could
cause
brakes to
overheat
resulting
in
warped
discs
and/or
pressure
a. Refer
to
figure
5-9
as
a
guide
while
plates.
reassembling
wheel
brakes.
5-74.
WHEEL BRAKE
INSTALLATION.
2.
Without
allowing
brake
discs
to
cool
a.
Place
brake
assembly
in
position
with
substantially,
repeat
Step
1.
for
second
full
stop
braking
pressure
plate
in
place.application.
3.
Apply
brakes
and
check
to
see
if
a
high
NOTE
throttle
static
engine
run-up
can
be
held
with
normal
pedal
force.
If
so,
conditioning
burn-in
is
complete.
If
torque
plate was removed.
install
as
the
4.
If
static
run-up cannot
be
held,
repeat
Steps
1.
axle
is
installed,
or
install
on
axle.
If
the
thru
3.
as
needed.
brake
disc
was
removed,
install
as
wheel
is
assembled.
NOTE
5-74A.
BRAKE
LININGS.
(1977
THRU
1983
Normal
brake
usage
should
generate
enough
MODELS.)
The
pads
are
equipped
with
asbestos
based
heat
to
maintain
the
glaze
throughout
the
linings.
When
replacement
is
required,
the
new
pads
life
of
the
lining. Light brake
usage
can
must
be
properly
conditioned (broken
in)
in
order
to
cause the
glaze
to
wear
off,
resulting
in
re-
provide
optimum
service
life.
Conditioning
will
duced
brake performance.
Visual
inspection
generate
sufficient
heat
to
cure
the
resins in
the
of
brake
disc
will
indicate
brake
lining
con-
material,
but
will
not
cause
the material
to
carburize
dition.
A
smooth, non-grooved
surface
indi-
due
to excessive
heat.
Condition
the
brakes
by
cates linings
are
properly
glazed.
Rough,
performing
a
series
of
at
least
six
light
braking
grooved
linings
must
be
reglazed.
In
such
applications
from
25
to
40
MPH
to
a
complete
stop. cases,
the
lining
may
be
conditioned
again
Allow
the
brake
discs
to
partially
cool
after
each
stop.
following
the
instructions
set forth
above.
5-74B.
NON-ASBESTOS
ORGANIC
OR
METALLIC NOTE
BRAKE
LININGS.
Beginning
with
1984
models,
the
brake
lining
pads
used
in
this
assembly
are
either
non-
Do
not
set
parking
brakes
while
brake
discs
asbestos
organic
composition
or
iron
based
metallic
are
hot.
5-34
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-75.
CHECKING
BRAKE
LINING
WEAR.
New
WARNING
brake
lining
should
be
installed
when
the
existing
lining
has
worn
to
a
thickness
of
3/32-inch.
A
After
reinstallation
of
the
brake
assembly,
3/32-inch
strip
of
material
held
adjacent
to
each
check
brake
line
clearance
to
the
disc
in
lining
can
be
used
to
determine
amount
of
wear.
the
area
above
the
axle.
The
shank
end
of
a
drill bit
of
the
correct
size
can
also
be
used
to
determine wear
of
brake
linings.
5-77.
BRAKE
SYSTEM
BLEEDING.
NOTE
5-76.
BRAKE
LINING
INSTALLATION.
(Refer
to
figure
5-9.)
Bleeding
with
a
clean
hydraulic
pressure
a. Remove
bolts
securing
back
plate,
and
remove
source
connected
to
the
wheel
cylinder
back
plate.
bleeder
is
recommended.
b.
Pull
brake cylinder
out
of
torque
plate
and
slide
pressure
plate
off
anchor
bolts.
a.
Remove
brake
master
cylinder
filler
plug
and
c.
Place
back
plate
on
a
table with
lining
side
screw
flexible
hose
with
appropriate
fitting
into
the
down
flat.
Center
a
9/64-inch
(or
slightly
smaller
filler
hole
at
top
of
the
brake master
cylinder.
punch
in
the rolled
rivet,
and
hit
the punch
sharply
b.
Immerse
opposite
end
of
flexible
hose
into
a
with
a
hammer.
Punch
out
all
rivets
securing
the container with
enough
hydraulic
fluid
to
cover
end
linings
to
the
back
plate
in
the
same
manner.
of
the
hose.
c.
Connect
a
clean
hydraulic
pressure
source,
such
as
a
hydraulic
hand
pump
or
Hydro-Fill
unit
NOTE
to
the
bleeder
valve
in
the
wheel
cylinder.
d.
As
fluid
is
pumped
into
the
system.
observe
A
rivet
setting
kit,
Part
No.
199-1,
is
the
immersed
end
of
the
hose
at
the
master
cylinder
available
from
Cessna
Parts
Distribution
for evidence
of
air
bubbles
being
forced
from
the
(CPD
2)
through
Cessna
Service
Stations.
brake
system.
When
bubbling
has
ceased,
remove
bleeder
source
from
wheel
cylinder
and
tighten the
d.
Clamp
the
flat
side
of
the
anvil
in
a
vise.
bleeder
valve.
e.
Align new
lining on
back
plate
and
place
brake
rivet
in
hole
with
rivet
head
in
the
lining.
5-78.
PARKING
BRAKE
SYSTEM.
(Refer
to
Place
the
head
against
the
anvil.
figure
5-13.)
f.
Center
rivet
setting punch
on
lips
of
rivet.
While
holding
back
plate
down
firmly
against
5-79.
DESCRIPTION.
The
parking
brake
system
lining,
hit
punch
with
a
hmmer
to
set
rivet. Repeat
consists
of
a
handle
and
ratchet
mechanism.
blows
on
punch
until
lining
is
firmly
against
back
connected
by
a
cable
to
linkage
at
the
brake
master
plate.
cylinders.
Pulling
out
on
the
handle
depresses
g.
Realign
the
lining on
the
back
plate
and
both
brake
master
cylinder
piston
rods
and
the
install
and
set rivets
in
the
remaining
holes. handle
ratchet
locks
the handle
in
this
position
h.
Install
a
new
lining
on
pressure
plate
in
the
until the
handle
is
turned
and
released.
same
manner.
i.
Position
pressure
plate
on
anchor
bolts
and
5-80.
REMOVAL
AND
INSTALLATION
OF
place
cylinder
in
position
so
that
anchor
bolts
slide
COMPONENTS.
Refer
to
figure
5-13
for
rel-
into
the
torque
plate.
ative
location
of
system
components.
The
j.
Install
back
plate
with
bolts
and
washers.
illustration
may
be
used
as
a
guide during
re-
moval
and
installation
of
components.
Revision
3
5-34A/(5-34B blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-81.
INSPECTION
AND
REPAIR
OF
SYSTEM
shimmy
dampener.
uplock
mechanism,
nose
wheel.
COMPONENTS.
Inspect
lines
for leaks, cracks,
tire
and tube,
hub
cap,
bearings,
seals
and
a
double-
dents, chafing,
improper
radius,
security,
acting
hydraulic
actuator
for
extension
and
corrosion,
deterioration,
obstructions
and
foreign
retraction.
A
claw-like
hook on
the
actuator
serves
matter.
Check
brake
master
cylinders
and
repair as
a
downlock
for the
nose gear.
or
replace
as
outlined
in
applicable
paragraph
in
this
Section.
Check
parking
brake
handle
and
5-84.
OPERATION.
The
nose
gear shock
strut
is
ratchet
for
proper
operation
and release.
Replace
pivoted
just
forward
of
the
firewall. Retraction
worn
or
damaged
parts.
and
extension
of
the nose
gear
is
accomplished
by
a
double-acting
hydraulic
cylinder,
the forward
end
5-82.
NOSE GEAR
SYSTEM.
of
which
contains
the
nose
gear
downlock.
Initial
action
of
the
cylinder
disengages
the
downlock
5-83.
DESCRIPTION. The
nose gear
consists
of
a
before
retraction
begins.
A
separate
single-acting
pneudraulic
shock
strut
assembly,
mounted
in
a
hydraulic
cylinder
unlocks
the
nose
gear
uplock
trunnion
assembly,
a
steering
arm
and
bungee.
hook.
5-85.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
HYDRAULIC
FLUID
LEAK-
Defective
strut
seals
and/or
Replace
defective
seals;
stone
out
AGE FROM
NOSE
STRUT.
defects
in
lower
strut.
small
defects
in
lower
strut.
Re-
place
lower
strut
if
badly
scored
or
damaged.
NOSE
STRUT
WILL
NOT
HOLD
Defective
filler
valve
Check
gasket
and
tighten loose
AIR
PRESSURE.
or
valve
not
tight.
valve. Replace defective
valve.
Defective
O-ring
at
top
of
Replace
O-ring.
strut.
Result
of
fluid
leakage
at
Replace
defective
seals;
stone
out
bottom
of
strut. small
defects
in
lower
strut.
Re-
place
lower
strut
if badly
scored
or
damaged.
NOSE
WHEEL
SHIMMY.
Nose
strut
attachment
loose.
Secure
attaching
parts.
Shimmy
dampener
lacks
fluid.
Service
shimmy dampener.
Defective
shimmy
dampener.
Repair
or
replace
dampener.
Loose
or
worn
steering
com-
Tighten
loose
parts;
replace
ponents.
if
defective.
Loose torque
links.
Add
shim
washers
and
replace
parts
as
necessary.
Loose
wheel
bearings.
Replace
bearings
if
defective;
tighten
axle
nut
properly.
Nose
wheel
out
of
balance.
Refer
to
applicable
paragraph.
5-86.
REMOVAL
OF
NOSE
GEAR
ASSEMBLY.
the
circuit
breaker
panel,
located
im-
a.
Jack
aircraft
or
weight
the
tail
of
aircraft
to
mediately
forward
of
the
pilot's
control
raise
nose
wheel
off
the
ground.
wheel. Beginning
with
Serial
21062274,
the
pump
circuit
breaker
is
located
in
WARNING ~the
circuit
breaker
panel,
located
im-
mediately
forward
of
the
left
forward
Before
working
in
landing
gear
wheel
doorpost.
The
hydro-electric
power
wells,
PULL-OFF
hydraulic
pump
cir-
pack
system
is
designed
to
pressurize
cuit
breakers.
Thru
Serial
21062273,
the
landing
gear
DOOR
CLOSE
system
the
pump
circuit
breaker
is
located
in
to
1500
psi
at
any
time
the
master
switch
5-36
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
I.
Work
entire
nose
gear
assembly
free
of
aircraft.
k.
Remove
orifice
support
by
removing
bolt
at
top
of
strut
Remove
and
discard
O-ring
from
orifice
support.
5-87.
DISASSEMBLY OF
NOSE
GEAR
STRUT.
1.
Remove
collar
from
upper
strut.
To
remove
(Refer
to
figure
5-15.)
collar.
remove
bolt
and
tab
washer.
Remove
washers.
shims.
if
installed,
and
steering
collar.
NOTE
NOTE
The
following
procedure
applies
to
the
nose
gear
shock
strut
after
it
has
been
Upper
and
lower
trunnions
are
press
removed
from
the
aircraft,
and
the
nose
fitted
to the
upper
strut
with
braces
wheel
has
been
removed.
In
many
cases.
installed
during
assembly. Pin
is
also
separating
the
upper
and lower
struts
press
fitted
to
the
lower
trunnion.
will permit
inspection
and
parts
INSPECTION
AND
REPAIR
OF
SHOCK
replacement
without
removal
or
complete
5
INSPECTION
AND
REPAIR
OF SHOCK
strut
disassembly.
STRUT
COMPONENTS.
(Refer to
figure
5-15.)
a.
Bushings
and
bearings
in
upper
trunnion
and
WARNING
lower
trunnion
may
be
replaced
as
required.
Needle
bearing
in
collar
should
not
be
replaced
Deflate
strut
completely
before
removing
Replace
entire
steering
collar
if
needle
bearing
is
bolt
(33),
lock
ring
(31)
or
bolt
(2).
Also
defective.
deflate
strut
before
disconnecting
torque
b.
Thoroughly
clean all
parts
in
solvent
and
links.
inspect
them carefully.
Replace
all
worn
or
defective
parts
and
all
O-rings,
seals
and
back-up
a.
(Refer
to
figure
5-14.)
Remove
torque
links
(17).
rings
with
new
parts
Note positions
of
washers,
shims,
spacers,
and
bushings.
c.
Sharp
metal
edges
should
be
smoothed
with
b.
(Refer
to
figure
5-14.)
Remove
shimmy
dampener
No.
400
emery
paper,
then
cleaned
with
solvent.
(10)
and
steering
bungee
(12).
c.
Remove
link
from
steering
shaft
and
collar.
5-89
REASSEMBLY
OF
NOSE
GEAR
STRUT.
d.
Remove
lock
ring
from
groove
inside
lower (Refer
to
figure
5-15.)
end of
upper
strut
A
small
access
hole
is
provided
at
the
lock
ring
groove to
facilitate removal
of
lock
NOTE
ring.
Assemble
these
parts
lubricated
with
a
film
NOTE of
Petrolatum
W-P-236,
hydraulic
fluid
ML-H-5606
or
Dow
Corning
DC-7.
Hydraulic
fluid
will drain
from
strut
as
lower
strut
is
pulled
from
upper
strut.
a.
Install
top
washer
(21),
steering
collar
(21),
shims
e. Using
a
straight.
sharp
pull.
remove
lower
(22)
(as
many
as
were
removed),
and
collar
(23).
Screw
strut
from
upper
strut.
Invert
lower
strut
and
collar
(23)
up
threads
on
lower
end
of
upper
strut
(10)
drain
hydraulic
fluid from
strut.
until
it
is flush
with
the
lower
end of
the
strut,
to
the
f.
Remove
lock
ring
and
bearing
from
lower
f.
Remove lock
ring
and
bearing
from lower nearest
one-third
turn.
Use
shims
as
required
above
strut.
lower washer,
to
fill
gap between
collars.
Shims
are
g.
Slide
shims,
if
used,
packing
support
ring,
available
from
Cessna
Parts
Distribution
(CPD
2),
|
scraper
ring,
retaining
ring
and
lock
ring
from
through
Cessna
Service
Stations,
as
follows:
lower
strut.
1243030-5
................ ....
0.006"
NOTE
1243030-6
............
.0.012"
1243030-7
................
0.020"
Note
number
of
shims, relative
position
NOTE
and
top
side
of
each
ring
and
bearing
to
aid
in
reassembly.
h.
Remove
and
discard
O-rings
and
back-up
installed. secure
collar
(23)
with
bolt
(43)
rings
from
packing
support
ring.
and
secure
bolt
with
tab
washer
(44)
by
i.
Remove
metering
pin
and
base
plug
by
bending
tabs
of
washer.
removing
bolt
from
lower
strut
and
fork
assembly.
base
plug
(36).
b.
Install
O-ring
(37)
on
base
plug
(36).
NOTE
c.
Install
0-ring
(35)
on
metering
pin
(38).
and
install
in
base
plug
(36).
Lower
strut
and
fork
are
a
press
fit.
d.
Install
bolt
(33)
through
holes
in
fork
(34)
and
drilled
on
assembly.
Separation
of
these
base
plug
(36).
Install
nut
on
bolt.
parts
is
not
recommended.
except
for
e.
Install
lock
ring
(31).
retaining
ring
(30)
and
replacement
rof
parts. scraper
ring
(29)
down
over
lower
strut
(27).
Ensure
they
are
installed
in
same
positions
as
they
j.
Remove
and
discard
O-rings
from
metering
were
when
rmoved.
pIN
and
base
plug.
5-38
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
b.
Install
trunnion
bolts
(items
4
and
13,
figure
5-14.)
Ensure
that
beveled
edge
of
bearing
is c.
Install
nose
gear
strut
door
tie
rods
(items
2,
installed
up
next
to lock
ring.
figure
5-21.)
Install
right-hand
tie
rod
on
outboard
side
of
eyebolt
only
(as
shown
in
figure
5-21 ),
when
h.
Install
upper
strut
assembly
over
lower
strut
connecting nose
gear
strut
doors.
Left-handtie
rod
assembly.
clevis
should
be
installed
as
shown
in
figure
5-21.
i.
Install
lock
ring
(31)
in
groove
in
lower
end
of
d.
Install
nose
gear
actuator, washers,
spring
upper
strut
(10).
Position
lock
ring
so
that
one
of
clip
and
castellated
nut.
its
ends
covers
the
small
access hole
in
the
lock
ring
groove.
NOTE
j.
Install steering shaft
(17)
up
through
hole
in
lower
trunnion
(8)
and
hole
in
upper
trunnion
(3).
When
connecting nose
gear
actuator
to
k.
Install
steering
arm
(14)
over
steering
shaft
strut,
lubricate
and
torque
bolt
as
out-
(17)
and
secure
with
roll
pins.
lined
in
the
lubrication
charts
in
Section
1.
Install
link
(18)
to bottom
of
steering
shaft
(17)
2
of
this
manual.
and
attach
opposite
end
to
steering
collar
(21).
m.
If
braces
(1)
were
removed,
they
should
be
e.
Install
steering
bungee
to
steering
bellcrank.
installed.
connecting
at
upper
trunnion
(3)
and
f.
Connect
wires
marked
for
identification
at
lower
trunnion
(8).
safety
switch
on
torque
links,
and
install
clamps
n.
Attach
lower
torque
link
to
torque
link
fitting
attaching
wires
to
nose
gear
strut.
(32)
and
upper
torque
link
to
steering
collar
(21).
g.
Connect
electrical
wires
marked
for
identifi-
o.
Install
O-ring
(6)
and
filler
valve
(5)
on
orifice cation
at
gear-down
microswitch,
located
on
forward
support
(7).
end
of
nose
gear actuator
(item
5,
figure
5-19.)
p.
Install
orifice
support
in
upper
strut
(10),
h
Connect
nose
wheel door
push-pull
rods
(items
install
bolt
(2).
13
figure
5-21.)
q.
Service
shock
strut
as
outlined
in
Section
2
of
1
Rig
nose
gear
and
nose
gear
doors
in
accordance
this
manual,
with
procedures
outlined
in
applicable
paragraphs
in
5-90.
INSTALLATION
OF NOSE
GEAR
STRUT.
retractable
step
cable
in accordance
with
J.
Rig
retractable
step
cable
in
accordance
with
procedures
outlined
in
applicable
paragraph
in
this
WARNING
Section.
5-91.
SHIMMY
DAMPENER.
(Refer
to
figure
5-
Before
working
in
landing
gear
wheel
16.)
wells,
PULL-OFF
hydraulic
pump
cir-
cuit
breakers.
Thru
Serial
21062273,
5-92.
DESCRIPTION. The
shimmy
dampener
is
a
the
pump
circuit
breaker
is
located
in
self-contained
hydraulic
cylinder
which
acts
as
a
the
circuit
breaker
panel,
located
im-
restrictor.
When
the
steering
system
reacts
too
mediately
forward
of
the
pilot's
control
rapidly,
the
shimmy
dampener
maintains pressure
wheel.
Beginning
with
Serial
21062274,
against
the
steering
arm
by
means
of
a
piston
the
pump
circuit
breaker
is
located
in
which
permits
a
restricted
flow
of
hydraulic
fluid
the
circuit
breaker
panel,
located
im-
from
either
end
of
the
cylinder
to
the other
through
mediately
forward
of
the
left
forward
an
orifice
in
the piston.
doorpost.
The
hydro-electric
power
pack
system
is
designed
to
pressurize
5-93.
SHIMMY
DAMPENER
REMOVAL
(Refer
to
the
landing
gear
DOOR
CLOSE
system
figure
5-14.)
to
1500
pst
at
any
time
the
mast.r
switch
a.
Remove
bolt
securing
shimmy
dampener
to
is
turned
on.
Injury
might
occur
to
steering
shaft.
someone
working
in
wheel
well
area
it
b.
Remove
bolt
attaching
dampener
to
bracket.
master
switch
is
turned
on
for
any
attached
to
lower
trunnion.
reason.
c.
Remove
shimmy
dampener
from
aircraft.
5-94.
DISASSEMBLY
OF
SHIMMY
DAMPENER.
(Refer
to
figure
5-16.)
a.
Work
entire
nose
gear
assembly
into
nose
gear
a.
Remove
outer
retaining ring
(7).
wheel well.
b.
Remove
bearing
head
(6).
c.
Remove
O-rings
(3)
from
bearing
head.
d.
Remove
internal
retaining
ring
(5).
NOTE
e.
Remove
rod
assembly
(8).
Trunnion
bolts
are accessible
from
inside
the
cabin,
at
the
very
forward
end
of
the
tunnel
cover
at
the
firewall.
Two
men
will
be
require
to
install
these
bolts,
one
working
inside the
cabin. the other
working
in
the
nose
wheel
well.
5-40
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
THIS
INSTALLATION
LOCATED
AT
EXTREME TOP
FORWARD
OF
NOSE
2
GEAR
WHEEL
WELL.
2.
RH
Tunnel
Wall
8.
Bearing
3.
Bellcrank
and
Hook
Assembly
9.
Spring
4.
Bracket
(on
opposite
side
of hook)
10.
Actuator
5.
Uplock
Switch
11.
Links
6.
Inner Bearing
Race
Figure
5-18. Nose
Gear
Uplock
Mechanism
5-102.
NOSE
GEAR
UPLOCK
MECHANISM.
position
and
install
washer
between
bellcrank
and
(Refer to
figure
5-18.)
right-hand
tunnel
wall,
then
install
bellcrank
and
hook assembly;
install
bolt
(1),
bearing
(8),
washer
5-103.
DESCRIPTION.
The
nose gear
uplock
and
nut.
mechanism,
located
in
the
top
of
the
nose
wheel
b.
Install
uplock
switch
(5).
well,
is a
hydraulically-unlocked
hook
that
is
c.
Attach
spring
(9)
to
aircraft structure
or
to
spring-loaded
to
the
locked
position.
The
nose hook
on
bellcrank assembly
(3).
gear
indicator
switch
is
attached
to
a
bracket
d.
Connect
links
(11)
to
actuator
(10).
welded
to
the
uplock
hook.
e.
Rig
system
in
accordance
with
applicable
paragraph.
5-104.
REMOVAL
OF
NOSE
GEAR
UPLOCK
MECHANISM.
(Refer
to figure
5-18.)
5-106.
NOSE GEAR
DOWNLOCK
MECHANISM.
a.
With
master
switch
OFF,
pump
landing gear
(Refer
to
figure
5-19.)
doors
open.
5-107.
DESCRIPTION.
The
nose
gear
downlock
NOTE
mechanism
is a
hook
at
the
piston
rod
end
of
the
nose
gear actuator.
With
doors
open,
all
components
are
readily accessible
at
top forward
end
of
5-108.
REMOVAL
AND
INSTALLATION
OF
the
nose
wheel
well.
NOSE
GEAR
DOWNLOCK
MECHANISM. (Refer
to
figure
5-19.)
Refer
to figure
5-20
and
paragraph
b.
Disconnect
links
(11)
from
actuator
(10).
5-111,
which
outlines procedures for removing the
c.
Disconnect
spring
(9)
from
aircraft
structure
nose
gear
actuator. Components
of
the
downlock
or
from
hook
on
bellcrank
assembly
(3).
mechanism will
be
freed
as
the
actuator
is
d.
Unscrew
nut
attaching
uplock
switch
(5).
removed.
e.
Remove
bolt
(1)
through
right-hand
tunnel
wall.
5-109.
NOSE
GEAR
ACTUATOR.
(Refer
to
figure
5-20.)
5-105.
INSTALLATION
OF
NOSE
GEAR
UPLOCK
MECHANISM.
(Refer
to
figure
5-18.)
5-110.
DESCRIPTION. The
nose
gear
actuator
a.
Place
bellcrank
and
hook
(3)
assembly
in
extends
and
retracts
the
nose
gear
and
serves as
a
5-43
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
*May
be
purchased
from:
Electro-Film
Inc.
The
downlock
hooks
(2)
and
(7)
have
been
dry
7116
Laurel
Canyon
Blvd.
film
lubricated
at
the
factory
and
should
last
Hollywood,
CA
91605
the
life
of
the
parts.
However,
they
may
be
field
lubricated
with
the
following
products:
*
1.
Lubri-Bond
A.
*
May
be
purchased
from:
2.
Lubri-Bond
220.
Everlube
Corp.
*
3.
Permasilk.
P.O.
Box
2200
After
application
allow
parts
to
air
dry
for
Hi-Way
52
N.W.
six
hours,
or
dry
for
one
hour
at
120°F.
West
LaFayette,
Ind.
47906
1.
Lower
Trunnion
2.
Hook
3.
Crossbar
4.
Rod
End
6.
Actuator
7.
Hook
8.
Bolt
9.
Shimmy
Dampener
/>
Figure
5-19.
Nose
Gear
Downlock
Mechanism
5-44
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
inches
under
a
19.80
+
2.0
pound load.
b.
Disconnect
and
cap
or
plug
hydraulic
lines
at
c.
Inspect
hooks,
spring
guide.
bearing
end.
actuator.
piston,
cylinder
and
bushing
for
cracks,
chips,
c.
Disconnect and
tag
up-limit
switch
electrical
scratches,
scoring,
wear
or
surface
irregularities
wires.
which
may
affect
their
function
or
the
overall
d.
Remove
cotter
pin
and
clevis
pin attaching
function
of
the
nose
gear
actuator.
actuator
link
to
bellcrank
arm.
Note
position
of
d.
Repair
of
most
parts
of
the
actuator
assembly
spacer
washers
and
direction
of
clevis pin.
is
impractical.
Replace defective
parts
with
e.
Remove
nuts,
washers
and
bolts
attaching
serviceable
parts.
actuator
to
wheel
well
tunnel
wall.
Note
and
retain
e.
Minor
scratches
and scores
may
be
removed
shims
between
actuator
and
tunnel
wall
by
polishing
with
fine
abrasive
crocus cloth
f.
Remove
bolt,
washer
and
nut attaching
(Federal
Specification
PC-458),
providing their
bellcrank
at
top
of
nose
wheel.
removal
does
not
affect
operation
of
the
unit.
NOTE
5-114.
ASSEMBLY
OF
NOSE
GEAR ACTUATOR.
(Refer
to
figure
5-20.)
Use
care
to
avoid
dropping bearings
in
bellcrank
assembly.
Retain
washers
used
NOTE
as
shims
at
each
end
of
bellcrank.
When
reassembling
actuator,
install
new
Wrings
and
back-up
rings
lubricated
with
g.
Install
uplock
mechanism
and
actuator
by
0-rings
and
back-up
rings
lubricated
with
a
film
of
Petrolatum
VV-P-236,
hydraulic
reversing
the
preceding
steps.
Install
shims
and
fluid
MIL-H-5606,
or
Dow-Corning
DC-7.
washers
as
noted
during
removal.
a.
Install
O-rings
and
back-up
rings
in
bearing
REPAIR
OF
PARTS AND
REASSEMBLY
OF
end.
REPAIR~
OF
PARTS AND
REASSEMBLY
OF
end.
NOSE
GEAR
UPLOCK
AND
RELEASE
b.
Install
O-rings
and
back-up
rings
on
piston.
ACTUATOR.
Refer
to
figure
5-5
and
paragraphs
c.
Insert
piston into
cylinder.
Do
not
damage
ACTUATOR.
Refer
to figure
5-5
and
paragraphs
back-up
rings
and
O-rings
when
inserting
piston.
d.
With
knurled
nut
on
cylinder,
install
bearing
5-118.
NOSE
GEAR
DOOR SYSTEM.
(Refer
to
end
on
cylinder.
Use
care
to
avoid
damage
to
O-
figure
5-21
)
rings
and
back-up
rings
when
installing
bearing
end
on
cylinder.
5-119.
DESCRIPTION.
The
nose
gear
door
system
NOTE
consists
of
a
right
and
left forward
door,
actuated
by
push-pull
rods
and
a
torque
tube
assembly
and
a
Centerlines
of hook
pin
holes
and
bushing
hole
right
and
left
aft
door,
mechanically linked
to
the
must
be
parallel
within
.
005
with
actuator
nose
gear
trunnion.
assembled
to
a
length
of
11.
58"
±. 03
(thru
1978
models.)
11.
98"
*.
03
(Beginning
with
5-120.
OPERATION.
The
nose
gear
forward
doors
1979
models).
open
for
nose
gear
retraction
or
extension
and
close
again
when
the
cycle
is
completed.
These
doors
are
held
in
the
closed
position
by
the
door
lock
valve,
located
in
the
door
manifold
assembly,
e.
Tighten
and
safety
wire
knurled
nut.
mounted
on
the
power
pack,
by
trapping
fluid
in
f.
Install
lock
nut
on
end
of
piston.
the
door
lines. Actuation
of
the
nose
gear
forward
g.
Assemble
and
install
hook
assembly
on
doors
is
accomplished
by
a
double-acting
hydraulic
piston.
cylinder.
The
nose
gear
aft
doors
are
mechanically
linked
to
the
nose
gear
trunnion.
these
doors
open
5-115.
INSTALLATION
OF
NOSE
GEAR
as
the
nose
gear
extends
and
close
as
it is
ACTUATOR.
retracted.
NOTE
5-121.
REMOVAL
AND INSTALLATION
OF
Before
installing
nose
gear
actuator,
NOSE
WHEEL
DOORS.
(Refer
to
figure
5-21.)
check
condition
of
fit
and
attaching
bolts
a.
Open
landing
gear
doors.
and
bushings.
Replace
any
defective
b.
Remove
engine
cowl.
parts.
Fill actuator
with
hydraulic
fluid.
c.
Disconnect
push-pull
rod from
bracket
on
door
by
removing
nut,
bolt
and
washers.
a.
Attach
aft
end
of
actuator
to
fuselage structure
d.
Remove
nuts
and
bolts
attaching
each
hinge
with
bolt, washer
and
nut.
Safety
nut
with
cotter
pivot.
Work
from
upper
side
of
cowl
opening
to
pin. remove
bolts.
Retain
bushings
in
hinge
pivot.
b.
Assemble
and
attach
nose
gear
downlock
e.
To
replace
nose
wheel
doors,
reverse
the
mechanism
to
lower
trunnion as
shown
in
figure
5-
preceding
steps.
18.
5-122.
REMOVAL
AND
INSTALLATION
OF
5-116.
REMOVAL
AND
INSTALLATION
OF
NOSE
WHEEL
DOOR
MECHANISM.
(Refer
to
NOSE
GEAR
UPLOCK AND
RELEASE
figure
5-21. )
ACTUATOR.
a.
Open
landing
gear
doors.
a.
Disconnect
uplock
spring.
b.
Disconnect
actuator
at
torque
tube
by
5-46
Revision 2
MODEL
210
&
T210
SERIES SERVICE
MANUAL
1
2
CLEVELAND
NOSE
WHEEL
NOTE
Tighten
nuts
(12)
evenly
and
torque
to
90
lb
in.
6
12
NOTE
Tighten
nuts
(16)
evenly
and
torque
to
140-150
lb
in.
2
Do
not
use
impact
wrenches
on
thru-bolts
(20)
or
nuts
(16).
13
15 14
17
9
McCAULEY
NOSE
WHEEL
1.
Snap
Ring
2.
Grease
Seal
Ring
3.
Bearing
5.
Tube
6.
Grease
Seal
Felt
7.
Thru-Bolt
14
8.
Bearing
Cup
15
9.
Male
Wheel
Half
10.
Female
Wheel
Half
11.Washer
12.
Nut
18.
Wheel
Half
13.
Retainer
Ring
19.
Bearing
Cup
23
14.
Grease
Seal
Retainer
20.
Thru-Bolt
15.
Felt
Grease
Seal
21.
Bearing
Cone
16.
Nut
22.
Tube
17.
Washer
23.
Tire
Figure
5-23.
Nose
gear
Wheel
and
Tire
Assembly
NOTE
5-131.
OPERATION.
The
nose
gear
wheel is
free-
rolling
on
an
independent
axle
and
is
used
to
steer
Use
of
recapped
tires
or
new
tires
not
listed
the
aircraft
while
taxiing
by
means
of
the
nose
on
the
aircraft
equipment
list
are
not
recom-
wheel
steering
system.
mended
due
to
possible
interference
between
the
tire
and
structure
when
landing
gear
is
in
5-132.
REMOVAL
OF
NOSE
WHEEL
AND
TIRE
the
retracted
position.
ASSEMBLY.
5-49
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
a.
Weight
tail
of
aircraft
to
raise
nose
wheel
off
f.
Inflate
tire
to
seat
tire
beads,
then
adjust
to
the
ground. correct pressure.
b.
Remove nose wheel
axle
bolt.
c.
Use
a
rod
or
long
punch
inserted
in
ferrule
to
5-136.
DISASSEMBLY
OF
McCAULEY
NOSE
WHEEL
tap
opposite
ferrule
out
of
nose wheel
fork.
AND
TIRE
ASSEMBLY.
(Refer
to
fieure
5-23.)
d.
Remove
spacers. axle
tube
and
hub
caps
a. Remove
hub
caps,
completely
deflate
tire,
and
before
disassembling
nose
wheel. break
tire
beads
loose
at
wheel
flanges.
e.
Reverse
preceding
steps
to
install
nose
wheel.
Tighten axle
bolt
until
a
slight
bearing
WARNING
drag
is
obvious
when
the
wheel
is
turned.
Back
off
Injury
can
result
from
attempting
t
remove
nut
to
nearest
castellation
and
install
cotter
pin.
wheel
flanges
with
tire
and
tube
inflated.
5-133.
DISASSEMBLY
OF
CLEVELAND NOSE Avoid
damaging
wheel
flanges
when
breaking
WHEEL AND
TIRE
ASSEMBLY.
(Refer
to
figure
tire
beads loose.
A
scratch,
gouge
or
nick
5-23.) in
wheel
flange could
cause
wheel
failure.
WARNING
b.
Remove
nuts
and
washers.
c.
Remove
thru-bolts
and
washers.
d.
Separate
and
remove
wheel
halves
from
tire
and
Injury
can
result
from
attempting
to
tube
separate
wheel
halves
with
te
tire
e.
Remove
retainer ring
(13),
grease
seal
retainer
(14),
inflated.
Avoid
damaging
whe
elt
grease
seal
(15),
and
bearing
cone
(21)
from
each
when
breaking
tire
beads
loose.
wheel
half
18)
wheel
half(18).
NOTE
a.
Remove
valve
core.
completely
deflate
tire.
and
break
tire
beads
loose.
b.
Remove
thru-bolts and
separate
wheel
halves.
The
bearing
cups
(races)
are
a
press fit
in
c.
Remove
tire and
tube.
the
wheel
hub
and
should
not
be
removed
d. Remove
snap
rings
(1),
grease seal
felts
(6),
grease
unless
a
new
part
is
to
be
installed.
To
seal
rings
(2),
and
bearings
(3).
remove
the
bearing
cup,
heat
wheel
hub
in
boiling
water
for
30
minutes,
or
in
an
oven
~~~~~~NOTE ~not
to
exceed
121°C
(250°F).
Using
an
arbor press,
if
available,
press
out
the
bearing
cup
and
press
in
the
new
bearing
The
bearing
cups
are
a
press
fit
in
the
wheel
cup
while
the
wheel
hub
is
still
hot.
halves
and should
not
be
removed
unless
re-
placement
is
necessary.
To
remove,
heat
5-137.
INSPECTION
AND
REPAIR
OF
McCAULEY
wheel
half
in
boiling
water
for
15
minutes.
NOSE
WHEEL
AND
TIRE
ASSEMBLY.
Using
an
arbor
press,
if
available,
press
a.
Clean
all
metal
parts
and
felt
grease
seals
in
out
bearing
cup
and
press
in
the
new
one
Stoddard
solvent,
or
equivalent,
and
dry
thoroughly.
while
the
wheel
is
still
hot.
NOTE
5-134.
INSPECTION
AND
REPAIR
OF
CLEVELAND
NOSE
WHEEL
AND
TIRE
ASSEMBLY.
Procedures
A
soft
bristle
brush
may
be
used
to
remove
outlined
in
paragraph
5-41
for
the
main
wheel
and
hardened
grease.
dust
or dirt
tire
assemblies
may
be
used
as
a
guide
for
inspec-
tion
and
repair
of
the
nose
wheel and
tire
assembly.
b.
Inspect
wheel
halves
(18)
for
cracks
or
damage.
c.
Inspect
bearing
cones
(21),
bearing
cups
(19),
5-135.
REASSEMBLY
OF
CLEVELAND
NOSE
retainer
rings
(13),
and
felt grease
seals
(15)
for
wear
or
WHEEL
AND
TIRE
ASSEMBLY.
(Refer
to
figure
damage.
5-23.)
d.
Inspect
thru-bolts
(20)
and
nuts
(16)
for
cracks
in
a.
Place
tube
inside
tire
and
align
balance
marks
threads
or
cracks
in
radius
under
bolt
head.
on
tire
and tube.
e.
Replace
cracked
or
damaged
wheel
halves
(18).
b.
Place
tire
and tube
on
wheel
half
with
tube
valve
f.
Replace
damaged
retainer
rings
(13)and
seals.
stem
through
hole
in
wheel
half.
g.
Replace
any
worn
or
cracked
thru-bolts
(20)
or
nuts
(16).
CAUTION
h.
Replace
any
worn
or
damaged
bearing
cups
(19)
or
bearing
cones
(21).
Uneven
or
improper
torque
of
the
thru-bolt
i.
Remove
any
corrosion
or
small
nicks.
nuts
may
cause
bolt
failure
with
resultant
j.
Repairreworked
areasof
wheel
bycleaning
wheel
failure.
thoroughly,
then
applying
one
coat
of
clear
lacquer
paint.
c.
Insert
thru-bolts,
position
other
wheelhalf
Section
2
ofthis
manual.
and
secure
with
nuts
and
washers.
Torque
bolts
to
value
stipulated
in
figure
5-23. 5-138.
REASSEMBLY
OF
McCAULEY
NOSE
WHEEL
d.
Clean
and
repack bearing
cones
with
clean
wheel
TIRE
ASSEMBLY.
(Refer
to
figure
5-23.
~~~~~bearing
grease.
a.
Assemble
bearing
cone.
grease
seal
retainer.
e.
Assemble
bearings
(3),
grease
seal
rings
(2),
and
felt
seal
grease
seal
retainer
and
retainer
grease
seal
felts
(6)
into
wheel
halves
and
install
snap ring
into
both
wheel
halves.
rings
(1).
b.
Insert
tube
in
tire,
aligning
index
marks
on
tire
5-50
Revision
3
and
tube.
5-0
Revision
3
MODEL
210
&T210
SERIES
SERVICE
MANUAL
c.
Place
wheel
half
into
tire
and
tube
(side
opposite
5-158.
HAND
TOOLS.
The
following
hand
tools
valve
stem),
aligning
base
of
valve
stem
in
valve
slot.
are
necessary
for
repair
work
on
the
power
pack
With
washer
under
head
of
thru-bolt,
insert
bolt
and
other
hydraulic
components.
through
wheel
half.
Snap
Ring
Pliers
d.
Place
wheel
half
into
other
side
of
tire
and
tube.
Strap
Wrench
(for
removing
door
solenoids
and
aligning
valve
stem
in
valve
slot.
various
cylinder
barrels
of
the
hydraulic
e.
Install
washers
and
nuts
on
thru-bolts
and
pre-
actuators.)
torque
to
10-50 b.
in.
Needle-Nose
Pliers
Pin
Punches
CAUTION
Duck-bill
Pliers
Box
end
and
Open end
Wrenches
Uneven
or
improper
torque
of
nuts
can
cause
Locality-faricated
item
handy
for
power pack
failure
of
bolts
with
resultant
wheel
failure.
Locality-fabricated
items.
handy
Do
not
use
impact
wrench
on
thru-bolts
or
nuts.
repair.
are
various 1/4inch
aluminum
rods.
ground
to
a
gradual
taper.
and
hooks
formed
from
brass
welding rod
to
extricate
small
plungers
from
f.
Prior
to
torquing
nuts,
inflate
tire
to
10-15
psi
welding
rod
to
extricate
Hooks
formed
from
brass
welding
air
pressure
to
seat
tire,
hydraulic
ports.
Hooks formed
from
brass
welding
Dry
torque
nuts
evenly
to
140-150
in
lb.
rod
must
not
be
over
1/16-inch
in
length,
so
as
not
g.
Dry
torque
nuts
evenly
to
140-150
in
lb.
to
scratch or
score
the
bore.
Various
sizes
of
Alien
h.
Inflate
tire
to
pressure
specified in
Section
1.
wrenches
may
be
welded
to
'"T
handles
for
use
when
removing,
installing
or
adjusting
the
various
5-139
TIRE
ASSEMBLY.
internal
wrenches.
plugs or
valves.
TIRE
ASSEMBLY.
a.
Install
nose
wheel
in
fork
and
install
ferrules.
5-159.
COMPRESSED
AIR
The
simplest
method
b.
Install
axle stud.
of
removing
some hydraulic
parts
in
inaccessible
c.
Tighten axle stud
until
a
slight
bearing
drag
is
galleries
of
the power
pack
is a
quick blast
of
obvious
when
the
wheel
is
turned.
Back
off
nut to
compressed
air
from
behind.
Parts
can
be
blown
nearest
castellation
and
install
cotter
pins.
out
in
seconds,
which
would
otherwise
take
endless
"fishing"
operation
to
extricate.
An
air
hose
and
5-140.
THRU
5-151.
DELETED,
nozzle
are
common-sense
tools.
5-152.
HYDRAULIC
POWER
SYSTEM
LEAK
CHECK.
(Refer
COMPONENTS.
(Refer
to
figure
5-24.)
5-159A.
HYDRAULIC
SYSTEM
LEAK
CHECK
(Refer
to
figure
5-24.)
5-153.
GENERAL
DESCRIPTON.
The
hydraulic
a.
Jack
aircraft
in
accordance
with
procedures
in
power
system
includes
equipment
required
to
Section
2
of
this
manual.
provide
a
flow
of
pressurized hydraulic
fluid to
the
b.
To
relieve
system pressure,
pull
the
GEAR
PUMP
retractable
landing
gear
system.
Main
components,
circuit
breaker
to
OFF,
move
the
gear
selector
handle
to
of
the
hydraulic
power
system
include
the
power
UP,
and
move
back
to
the
DOWN
position.
pack
and
the
emergency
hand
pump.
c.
Install
a
0-2000
PSI
gage
at
the
tee
(Index
47,
figure
5-26)
on
the
left
side
of
the
power
pack.
5-154.
HYDRAULIC
COMPONENTS
REPAIR
d.
Push
the
GEAR PUMP
circuit
breaker
to
the
ON
Since
emphasis
here
is
on
repair
and
not
overhaul
position,
turn
ON
the
master
switch,
and
move
gear
of
the
basic
components
of
the
hydraulic
system.
it
selector
handle
to
the
UP
position.
is
unlikely
that
the
mechanic
will
go
through
all
of
e.
Monitor
pressure
gage,
after
retraction
cycle is
the
procedures
outlined. Instead.
he
will
repair
the
complete,
for
pressure
bleed
down.
particular
item
which
is
causing
the
difficulty.
f.
If
bleed
down occurs,
it
can be
an
internal
or
external leak
anywhere
in the
system.
5-155.
REPAIR
VERSUS
REPLACEMENT.
Often.
the
moderate
trade-in
price
for
a
factory-rebuilt
NOTE
component
is
less than
the
accumulated cost
of
labor,
parts
and
(often
time
consuming)
trial
and
When
any line
is
disconnected,
be
prepared
error
adjustment.
Repair
or
replacement
of
a
for
fluid
leakage.
component
will
depend
on the
time,
equipment and
skilled
labor
that
is
locally
available.
g.
Disconnect
the
return
line
from
the
gear
selector.
If
fluid
comes
from
the
selector, the
internal
leak
is
in
the
5-156.
REPAIR
PARTS
AND
EQUIPMENT.
Repair
system.
parts
may
be
ordered
from
the
applicable
Parts
Catalog.
h.
If
no
leak-by
is found,
it
can
be
assumed
there
is
an
Test
equipment
may
be
ordered
from
the
Special
Tools
internal
leak
in
the
power
pack.
If
leak
is
found,
proceed
and
Support
Equipment
Catalog.
Both
publications
are
to
step
"j."
Reconnect
the
return
line.
available
from
Cessna
Parts
Distribution
(CPD
2)
i.
Power
pack
internal
leakage
can
only
be
attributed
through
Cessna
Service
Stations.
to a
bad
thermal relief
valve,
self-relieving
check
valve,
or
self-relieving
check
valve
O-ring.
The
only way
to
5-157.
EQUIPMENT
AND
TOOLS.
isolate
part
that
is
leaking
is
to
systematically
replace
Revision
3
5-51
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
the
self-relieving
check
valve O-ring, self-relieving
check
(6)
Push landing
gear
circuit
breaker
in;
power
pack
valve,
and
then
thermal
relief
valve.
Repeat
leak
test
should run;
monitor
pressure.
after
replacement
of
each
part
to
ensure
leak
correction.
(7)
Relief
valve
should
open
at
1800
PSI,
+
0
or
-50
j.
Remove
gear
DOWN
line
from
selector.
If
fluid
PSI.
comes
from
the
line, one or
more
of
the
gear
actuators
is
(8)
After
check
is
complete,
remove
pressure
from
leaking.
To
locate
the leaking
actuator,
disconnect
the
system,
remove
pressure
gage,
install
cap
on
tee
(47),
return
line
from
each
actuator;
the
leaking
actuator
will
pull
landing gear
circuit breaker,
remove
jumper
wire,
have
fluid draining
from
the
actuator
port.
Following
the
push
landing
gear
circuit
breaker
back
in,
and
return
appropriate
paragraphs
in
this
section,
remove,
overhaul,
system
to
original
configuration.
and
reinstall
the
actuator.
b.
Thermal
Relief
Valve.
k.
Reconnect
gear
DOWN
line
to
the
selector.
(1)
With
aircraft
onjacks
and
pressure
gage
1.
Recheck all lines
that
were
disconnected
for
installed
at
tee
(47)
fitting
on
left side
of power
pack,
security.
pull
landing
gear
circuit
breaker.
m.
Lower
the
landing
gear.
Following
the
procedures
(2)
Select
landing
gear to
DOWN
position.
in
step
"b.",
relieve
the
system
pressure.
(3)
Extend
emergency
gear
pump handle.
n.
Remove
the
pressure
gage
from service
tee.
(4)
Pump emergency
gear
pump
handle
and
monitor
o.
In
accordance
with
the
procedures
in
Section
2
of
pressure.
Thermal relief
valve
should
open
at
2050
this
manual
replenish
the
power
pack
reservoir with PSI
±
100
PSI.
MIL-H-5606
hydraulic
fluid
and
bleed
the
system.
(5)
After
check
is
complete,
remove
pressure
from
p.
Remove
aircraft
from
jacks. system,
remove
pressure
gage,
and
install
cap
on
tee
(47).
5-160.
POWER PACK.
(6)
Push
in
landing
gear circuit
breaker,
and
return
system
to
original
configuration.
5-161.
DESCRIPTION.
The
hydraulic
power
pack,
c.
Pressure
Switch.
located
in the
pedestal,
is
a
multi-purpose
control
unit.
It
(1)
With
aircraft
on
jacks
and
pressure
gage
contains
a
hydraulic
reservoir,
valves,
an
electrically-
installed
at
tee
(47)
fitting
on
left
side of
power
pack,
driven
motor,
and
the
pump.
An
emergency
hand
pump,
pull
landing
gear circuit
breaker.
located
between
the
pilot's
and
copilot's
seats,
uses
(2)
Select
landing
gear
UP
and
DOWN
several
times
reservoir
fluid
to
permit
manual
extension
of
the landing
to
relieve
pressure
in
landing
gear
system.
gear.
(3)
Select
landing
gear
UP,
and
push
in
landing
gear
circuit
breaker.
NOTE
(4)
After
gear
raising
cycle
is complete,
check
pressure.
Pressure
should
be
1500
PSL
The hydraulic
power
pack
relief
valve,
(5)
Select
gear
DOWN.
After
gear
lowering
cycle
is
thermal
relief valve,
and
pressure
switch can
complete,
pressure
should
be
1500
PSI.
be
operationally
checked
on
the
aircraft
(6)
After
check
is
complete,
remove
pressure
from
without
power
pack
removal
from
the
aircraft
system,
remove
pressure
gage,
install
cap
on
tee,
and
or
disassembly.
Refer
to
paragraph
5-161A
return
system
to
original configuration.
for
specific
instructions.
Refer
to
paragraph
5-172A
for
relief
valve and
thermal
relief
5-162. REMOVAL
OF
POWER
PACK.
(Refer
to
figure
valve
bench check
instructions
if
the
power
5-25.)
pack
is
removed from
aircraft.
NOTE
5-161A.
ON-AIRCRAFT
HYDRAULIC
POWER
PACK
OPERATIONAL CHECKS.
(Refer to
figure
5-26.)
As
hydraulic
lines are
connected
or
removed,
The
relief
valve,
thermal
relief
valve,
and pressure
plug
or
cap
all
openings
to
prevent
entry
of
switch
should
be
pressure
checked
each
100
hours.
They
foreign
material
in
the
lines
or
fittings.
can
be
operationally
checked
without
removal
from
aircraft.
For
bench
check
instructions
after
removal
from
a.
Remove
front
seats
and spread drip
cloth
over
power
pack,
refer
to
paragraph
5-172A.
carpet.
b.
Remove
decorative
cover from
pedestal
as outlined
NOTE
in
Section
9
of
this manual.
c.
Remove
upper
panel
from
aft
face
of
pedestal
panel.
Checks are
to
be
performed
with external
d.
Remove
screws
attaching
indicator
assembly
at
top
power
set
at
28.5
volts.
of
pedestal;
remove
indicator
assembly.
e.
Remove
four
bolts
attaching
wheel
and
gear
box
a.
Relief
Valve.
assembly;
remove
wheel
and
gear
box
assembly.
(1)
Jack
aircraft
in
accordance
with
procedures
f.
Loosen
idler
sprocket
by
loosening
bolt
and
sliding
outlined
in
Section
2.
sprocket inboard
in
slot.
(2)
Remove
cap
and
install pressure
gage
at
tee
(47)
g.
Disconnect
chain
at
its
connecting
link.
fitting
on
left
side
of
power pack.
h.
Remove
left-hand
and
right-hand
chain
guards.
(3)
Pull
landing
gear
circuit
breaker.
i.
Allow
chain
to
remain
on
gimbal
assembly
in
lower
(4)
Select landing gear
handle
to
DOWN
position.
pedestal
area.
(5)
Install
18
gage
(minimum)jumper
wire
between
j.
Position
gallon
container
under
drain
elbow
at
right-
buss
side
of
contactor
and
small
terminal
on
pump
hand
forward
side
of
pedestal.
motor
contactor
(to
energize
coil).
k.
Remove
cap
from
elbow
and
attach
drain
hose.
5-52
Revision
3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MAIN
GEAR
DOOR
ACTUATOR
ACCUMULATOR
MAIN GEAR
ACTUATOR
UNLOCKACTUATOR
SELECTOR
VALVE
POWER
PACK
DOOR
ACTUATOR
X
ACTUATOR
NOSE
AGEAR
DOOR
ACTUATOR
21062274
thru
21062954
.
Figure
5-24.
Hydraulic
Syatem
Components (Sheet
2
of
3)
5-53
MODEL
210
&T210
SERIES
SERVICE
MANUAL
5-163.
DISASSEMBLY
OF POWER
PACK.
(Refer to m.
Remove
fittings
from
body
assembly,
if
still
figure
5-26.)
installed,
union
(14),
packing
(3),
retainer
ring
(7),
and
a.
Remove
fittings
from
body
assembly
and
place
body
fluid
filter
screen
(8)
from
body
assembly.
assembly
in
vise.
n.
Remove
thermal
relief valve and
check
self-
b.
Remove
nut
(23),
reservoir
washer
(22),
and
packing
relieving
check
valve
from
body
assembly.
(3)
at
stud
(31)
at
bottom
of
reservoir
(25);
remove
NOTE
reservoir.
To
remove
thermal
relief
valve
when
NOTE
power
pack
is
installed
in
aircraft,
remove
retainer
(6).
While
holding
your
If reservoir will
not
disengage
from
body
hand
to
catch
valve,
gently
pump
hand
assembly,
replace
fittings
and
cap
or
plug
all
pump.
Valve
will
be
ejected
out into
your
fittings
except
vent
fitting.
Attach
air
hose
at
hand.
Be
careful
not
to
pump
hand
pump
vent
fitting
and
apply pressure
(not to
exceed
too
hard.
15
PSI:
reservoir
proof
pressure);
remove
reservoir.
A
strap
clamp
is
not
recommended
5-164.
INSPECTION
AND
REPAIR
OF
POWER
as
clamp may
damage
reservoir.
PACK
COMPONENTS.
a.
Wash
all
parts
in
cleaning
solvent
(Federal
c.
Remove
door
manifold
assembly
(Index
35,
figure
Specification
P-S-661,
or
equivalent)
and
dry
with
5-27)
and
gear
solenoid
assembly
from
body
assembly
of
filtered
air.
power
pack.
b.
Inspect
seating
surfaes.
They
should
have
very
sharp
edges.
Seats
may
be
lapped,
if
NOTE
necessary,
to
obtain
sharp
edges.
c.
Inspect
all
threaded
surfaces
for
serviceable
Disassembly
of
pressure
switch
assembly and
condition and
cleanliness.
relieve
valve
assembly
is
normally
not
d.
Inspect
all
parts
for
scratches,
scores,
chips,
required.
Refer
to
applicable
paragraphs
for
cracks
and
Indications
of
excessive
wear.
specific
instructions.
5-165.
REASSEMBLY
OF
POWER
PACK.
(Refer
to
figure
5-26.)
d.
Remove
pressure
switch
and
dipstick
from
body
assembly.
NOTE
e.
Remove
large
packing
(3)
from
bottom
of body
assembly.
Lubricate
threads,
new
packings
and
f. Remove
baffle
(29),
spacers
(27),
and
washer
(26).
retaining
rings
with
a
film
ofPetro-
g.
Remove
union
(14),
packing
(3),
retainer
ring(7),
latum
VV-P-236,
hydraulic
fluid
MIL-
and
screw
(24)
at
bottom
of
reservoir
(25).
H-5606,
or
Dow-Corning
DC-7
during
h.
Remove
motor
and
pump
assembly
(10)
from
body
reassemblyof
power
pack
assembly.
i.
Remove
packings
and
back-up
rings
from
pump
a
Assemble
and
install
thermal
relief
valve
and
assembly
(10);
remove coupling
(11).
self
relieving
check
valve
in
body
assembly.
j.
Remove
return
tubes
(30)
and
packings
from
body
c.
Install
fluid
filter
screen
(8),
retainer
ring
(7),
assembly.
packing
(3)
and
union
(14)
in
top
of
body
assembly
(34).
k.
Remove
relief
valve
assembly
from
body
assembly.
c.
Install
suction
screen assembly
(32),
if
removed.
NOTE
S
uction screen
assembly
(32)
need
not
be
CAUTION
removed
from
body
assembly
to
be
cleaned
Use
extreme
caution
when
installing
However,
if
suction
screen assembly
is
suction
screen
assembly.
Damage
to
damaged,
it
should
be
removed
as
outlined
in
screen
assembly
or
clearance
between
step
"1."
of
this
paragraph
observing
the
screen
assembly
and
body
will
cause
slow
following
caution:
landing
gear
retraction.
CAUTION
d.
Install
relief
valve assembly
in
body
assembly.
Use extreme
caution
in
removing
suction
e.
Install packings
and
return
tubes
(30)
in
body
screen assembly.
Damage
to
suction
screen
assembly.
assembly
or
clearance
between
suction
screen
f.
Install
packings
and
back-up
rings
on
pump
assembly
and
body
assembly
will cause
slow
assembly
(10);
install
coupling
(11).
landing
gear
retraction.
g.
Install
pump
assembly
(10)
and
motor
on
body
assembly.
l.
Working
through center
hole
in
top
of
body
h.
Install
screen
(24),
retainer ring
(7),
packing
(3),
assembly,
and
using a
drift
or punch
made
of
soft
and
union
(14)
on
bottom
of
reservoir
(25).
material,
tap
out
suction
screen
assembly
(32).
i.
Install
washer
(26),
spacers
(27),
and
baffle
(29).
j.
Install
large
packing
(3)
on
bottom
of
body
assembly.
5-56
Revision
3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
SHIM
(39)
APPLICABILITY
EFFECT
IN
SHIM
PART
NO.
THICKNESS
MATERIAL
PRESSURE
(PSI)
9880705-1
.005
BRASS
60
9880705-2
.010
BRASS
120
9880705-3
.016
BRASS 200
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
k.
Install
dipstick
(9),
pressure switch,
door
manifold
NOTE
assembly
(Index
35,
figure
5-27),
and
gear
manifold
assembly
on
body
assembly.
The
chart
in
figure
5-26
lists
shims
(39)
1.
Attach
reservoir
(25)
to
body
assembly
with
packing
by
part
number,
thickness
and
effect
on
I
(3),
reservoir
washer
(22),
and
nut
(23).
operating
pressure
(psi).
5-166.
INSTALLATION
OF
POWER
PACK.
(Refer
e.
Unscrew
guide
(41)
from
fitting
(45).
a.
Work
power
pack
into
position and
install
CAUTION
three
bolts
that
secure
power
pack
to
pedestal.
b.
Connect
all
hydraulic
lines
to
power
pack Do
not
damage
threads
of
fitting
(45)
are
fittings. Ensure
that
all
fittings
are
properly
primed
with
Loctite
Grade
of
fitting
(45)primer
and
installed,
with
jamnuts
tight,
after
lines
are
sealed
with
Loctite
Grade
Av
sealer
and
sealed
with
Loctite
Grade
AV
sealer.
tightened.
c.
Install
wheel
and
gear
box
assembly
and
indicator
assembly
in
top
of
pedestal.
f.
Remove
piston
(43).
d.
Install
left-hand
and
right-hand chain
guards
g.
Remove
packings
(42)
and
(44).
for
rudder
trim
chain.
h.
Remove
snubber
(46)
from
fitting
(45).
e.
Connect
chain
at
connecting
link
after
CAUTION
stringing
chain
over
idler
sprocket.
f.
Tighten
idler
sprocket
by
sliding sprocket
outboard
Threads
of
snubber
(46)
and
fitting
(45)
in
slot
and
tightening bolt.
are
primed
with
Loctite
Grade
T
primer
g.
Connect
ground
wire
to
pressure
switch
and
wire
to and
sealed
with
Loctite
Grade
AV
sealer.
motor.
h.
Connected
power
pack
wiring
to
plug.
5-170.
CLEANING,
INSPECTION
AND
REPAIR
i.
Install
upper
panel
on
pedestal.
OF
PRESSURE
SWITCH.
(Refer
to
figure
5-26.)
j.
Fill
reservoir
on
right-hand side
of
power
a.
Clean
sealant
from
threads
of
snubber
(46),
pack
with clean
hydraulic
fluid
in
accordance
with
fitting
(45)
and
guide
(41)
with
wire
brush.
procedures
outlined
in
Section
2
of
this
manual.
b.
Clean
all
parts
with cleaning solvent
(Federal
k.
Jack
aircraft as outlined
in
Section
2
of
this
Specification
P-S661,
or equivalent)
and
dry
manual
manual..
thoroughly.
1.
Operate
gear
thru
several
cycles
to
bleed
system
c.
Discard
all
removed
packings
(42)
and
(44)
and
Check
for
correct
operation
and
signs
of
fluid
leakage.
replace
with
new
packings.
A
28V
power
supply
should
be
used
to
augment
the
d
Inspect
all
pressure
switch
parts
for scratches.
ship's
battery.
scores,
chips,
cracks
and
indications
of
wear.
e.
All
damaged
parts
shall
be
replaced
with new
5-167.
PRESSURE
SWITCH.
(Refer
to
figure
5-
parts.
26.)
NOTE
5-168.
DESCRIPTION.
When
installed
in the
Thorough
cleaning
is
important
Dirt
aircraft,
the
pressure
switch
is
mounted
on
the
and
chips
are
the
greatest
single
cause
of
malfunctions
in
hydraulic
systems.
right-hand
(aft)
side
of
the
power
pack
in
the
Carefulness
and
proper handling
of
parts
console.
This
switch
senses
pressure
in
the
to
prevent damage
must
be
observed
at
DOOR-CLOSE
line.
After
gear extension
or
retraction
(after
the
doors
close),
pressure
builds
in
all
times.
the
DOOR-CLOSE
line.
At
approximately
1500
PSI,
the
pressure
open.
At
approximately
1500
PSI,
f.
Snubber
(46)
can
be
cleaned
with solvent,
then
the
pressure
switch
opens,
turning
off
the
power
pack.
The
pressure
switch
will
continue
to
hold
blown
out with
high
pressure
compressed
air.
the
electrical
circuit
open
until
pressure
in
the
g.
Assure
that
.062-inch
vent
hole
is
open
in
stop
system
drops
to
a
preset
value,
at
which
time,
the
(40)
pump
will
again
operate
to
build
up
pressure
to171
ASSEMBLY
OF
PRESSURE
SWITCH.
approximately
1500
PSI..
5-171.
ASSEMBLY
OF
PRESSURE
SWITCH.
(-Refer
to
figure
5-26.)
NOTE
a.
Prime
threads
of
snubber
(46)
and
internal
threads
of
fitting
(45)
with
Loctite
Grade
T
primer
The
hydraulic
power
pack
relief
valve,
and
apply
Loctite
Grade
AV
sealer
to
threads
of
thermal
relief
valve,
and
pressure switch
can
snubber
(46).
Install
snubber
into
fitting
with
a
each
be
operationally
checked
on
the
aircraftslotted
screwdriver.
without
disassembly.
Refer
to
paragraph
NOTE
5-161A
for
specific
instructions.
5-169.
DISASSEMBLY
OF
PRESSURE
SWITCH.
When
reassembling pressure
switch,
install
(Refer
to
figure
5-26.)
new
packing
and
internal parts,
except
as
a.
Remove
pin
(37).
noted,
lubricated
with
a
film
of
Petrolatum
a.
Remove
pin
(37).
W-P-236,
hydraulic
fluid
MIL-H-5606,
or
b.
Unscrew
cap
and
housing
assembly
(36)
from
-P236,
hydraulic
fluid
MIL-5606
or
fitting
(45).
Dow-Corning DC-7.
fitting
(45).
c.
Remove
spring
(38).
d.
Remove
shims
(39)
from
flange
of
guide
(41).
b.
Install
packing
(42)
in
fitting
(45).
5-58
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
c.
Lubricate
packing
(44)
and
guide
(41)
and
install
i.
If
switch
opens
electrical
circuit
to solenoid
at
higher
packing
on
guide.
than
1500
±
50
PSI,
disassemble
pressure
switch down
to
d.
Prime
threads
of
guide
(41)
and
internal
threads
shims
(39),
and
remove
shims
as
necessary
to
obtain
of
fitting
(45)
with
Loctite
Grade
T
primer
and
apply
desired
pressure;
repeat
steps
"b."
and
"c".
Loctite
Grade
AV
sealer
to
threads
of
guide
(41).
j.
Turn
off
master
switch.
Install
guide
into
fitting
and
finger
tighten.
k.
Drive
new pin
(37)
through
slot
in
housing
skirt
and
e.
Install
test
gage
in
power
pack
body
fitting.
hole
in
fitting
(45).
f.
Assure
that
sealant
in
fitting
(45)
is
dry;
screw
1.
Remove
aircraft
from
jacks.
fitting
assembly
in
console.
g.
Pump
emergency
hand
pump
just
enough
for
fluid
5-172.
RELIEF
VALVE
AND
THERMAL
RELIEF
to
seep
from
top
of
guide
(41).
VALVE
ASSEMBLIES. (Refer
to
figure
5-26.)
The
h.
Lubricate
piston
(43)
and
insert
piston
into
hole
relief
valve assembly
(5)
serves
to
limit
that
amount
of
in
guide
(41).
pressure
which can
be
generated
by
the
pump
assembly
i.
Lubricate
stop
(40)
and
install
over
guide
(41).
(10).
The
thermal
relief
valve
(2),
located
on
the
system
j.
Install
exact
number
and
thickness
of
shims
(39)
side
of
the
self-relieving
check
valve
(1),
serves
to
limit
as
were
removed.
the system
pressure.
System
pressure
can
increase
due
to
NOTE ~thermal
expansion.
NOTE
5A-172A.
BENCH
CHECK
OF
RELIEF
VALVE
AND
If
same
number
of
shims
(39)
are
installed
THERMAL
RELIEF
VALVE.
(Refer to
figure
5-26.)
as
were
removed,
pressure
should
not
re-
quire adjustment.
If
readjustment
is
neces-
NOTE
sary,
a
chart
of
shim
part
numbers,
thick-
ness
and
effect
in
pressure
adjustment
is
The
hydraulic
power
pack
reliefvalve,
illustrated
in
figure
5-26.
thermal
relief
valve,
and
pressure
switch
can
be
operationally
checked
on
the
aircraft
k.
Lubricate
spring
(38)
and
install
over
shims
(39)
without
power
pack removal
from
the aircraft
1.
Screw
cap
and
housing
assembly
(36)
on
fiting
or
disassembly.
Refer
to
paragraph
5-161A
(45).
for
specific
instructions.
NOTE
If
on-aircraft
pressure
checking
of
the
power
pack
reveals
out-of-tolerance
relief
valve
opening,
it
may
be
Do
not
install
pin
(37)
until
pressure
necessary
to
determine
if
relief
valve
disassembly
or
adjustment
has
been
checked.
adjustment
is
necessary.
Once
removed
from
power
pack,
individual
relief
valves
can
be
bench
checked.
5-172.
ADJUSTMENT
OF
PRESSURE
SWITCH.
(Refer
to
figure
5-26.)
NOTE
a.
Jack
aircraft
in
accordance with
procedures
outlined
in
Section
2
of
this
manual.
Adequate
precautions
should
be
taken
to
b.
Screw
cap
and
housing
assembly
(36)
on
recover
hydraulic
fluid
which
will
be
expelled
fitting
(45)
enough
to
bottom
piston
(43)
out
in
stop
from
the
primary
relief
valve
while
under
(40).
pressure.
c.
Turn
cap
and housing assembly
(36)
back from
full
thread
engagement
one
turn,
plus
0,
minus
one-fourth
a.
Relief
Valve.
turn,
to
locate
hole
in
fitting
(45)
in
slot
in
skirt
of
cap
(1)
Using
a
hydraulic
pump
with
a
flow
rate
of
0.5
to
and
housing
assembly.
0.7
gallons
per
minute
connected
to a
hydraulic
d.
Attach
electrical
connections
to
pressure
switch,
reservoir,
a
pressure
gage
with
2500
PSI
capacity,
and
and
attach
external
power
source.
a
hose
with
appropriate
fittings,
connect
hydraulic
e.
Turn
on
master
switch.
pump
to
adapter
(15)
of
the
relief
valve.
f.
Pump
hand
pump
to
obtain
1500
PSI
on
test
gage.
(2)
Apply
pressure
slowly
to
ensure
that
relief
valve
g.
The
switch
should
open
the
electrical circuit
to
the
assembly
opens
at
correct
pressure reading.
Relief
pump
solenoid
when
pressure
in
the
system
increases
to
valve
should
open
at
1800
PSI,
+
0
or
-50
PSI. Refer
to
I
approximately
1500
PSI.
paragraph
5-172D
for
adjustment
instructions.
h.
If
switch
opens
electrical circuit
to
solenoid
b.
Thermal
ReliefValve.
prematurely,
disassemble
pressure
switch
down
to
1
)
Using
a
hand pump
connected
to
a
hydraulic
shims
(39)
and
add
shims
as
necessary
to
obtain
reservoir,
a
pressure
gage
with
2500
PSI
capacity,
and
desired
pressure: repeat
steps
"b"
and
"c".
a
hose
with
appropriate fittings,
connect
hand pump
to
adapter
(2)
of
the
thermal
relief
valve.
NOTE
(2)
Manually
pump
pressure
up
slowly
to
ensure
that
relief
valve
assembly
opens
at
correct
pressure
The
chart
in
figure
5-26
lists
shims
by
reading. Thermal
relief
valve
is
preset
at
factory
to
part
number,
thickness
and
the
effect
in
open
at
2050,
±
100
PSI.
No
further
adjustment
psi
each
shim
will have
on
switch
should
be
necessary
operation.
Revision
3
5-59
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
|
5-172B. DISASSEMBLY.
(Refer
to
figure
5-26.)
i.
If
adjustment
of
relief
valve is
necessary,
turn
adjustment
screw
(35)
in
to
increase
pressure;
back
NOTE
adjustment screw out
to
decrease
pressure.
Tighten
nut
(21)
against
housing
(20)
and
torque
to
100-150
Ib-in.
The
relief
valve
assembly
is
preset
by
the
Recheck
pressure
adjustment.
factory
and
normally
will
not
require
disassembly.
Refer
to
steps
"h"
and
"i"
of
5-173.
DOOR SYSTEM
THERMAL
RELIEF
VALVE.
paragraph
5-172D
to
determine
if
(Refer
to
figure
5-26.)
The
relief
valve is located
in the
disassembly
or
adjustment
is
necessary.
power
pack
assembly.
The
valve
is
preset
at
the
factory
to
open
at
2050,
±
100
PSI.
No
further adjustment
a.
Remove
nut
(21)
and
adjustment
screw
(35
from
should
be
necessary.
housing
(20).
b.
Remove
spring
(12),
spring
guide
(19),
balls
(18),
5-174.
LANDING
GEAR
AND
DOOR
MANIFOLD
and
piston
(13)
from
housing
(20).
ASSEMBLIES.
(Refer
to figure
5-27.)
c.
Loosen
nut
(21)
and
remove
adapter
(15)
from
housing
(20).
5-175.
DESCRIPTION.
The
manifolds
are
mounted
d.
Remove poppet
(17)
and
orifice
(16)
from
adapter
on
the
power
pack
in
the
console.
Refer
to
the
sche-
(15).
matic
diagrams
at
the
end
of
this
Section
for
system
5-172C.
INSPECTION.
operation.
a.
Wash
all
parts in cleaning
solvent
(Federal
5-176.
SOLENOIDS.
The
solenoids
are
mounted
Specification
P-S-661
or equivalent) and
dry
with
filtered
on
the
top
of
the gear
and
door
manifolds,
and
air.
should
be
disassembled,
cleaned
and
reassembled
b.
Inspect
all
threaded
surfaces
for
serviceable
every
1000
hours
or
5
years,
and
whenever
the
condition and cleanliness.
solenoid
is
accessible.
c.
Inspect
all
parts
for
scratches,
scores,
chips,
cracks,
and
indications
of
excessive
wear.
5-177.
DISASSEMBLY
OF
SOLENOID.
(Refer
to
figure
5-27.)
|
5-172D.
ASSEMBLY
ANDADJUSTMENT.
(Referto
a. Cut
safety
wire
and
remove
solenoid
from
figure
5-26.)
manifold.
b.
Remove
screws
NOTE
c.
Remove
top,
d.
Remove
plunger.
When
reassembling
relief
valve,
install
new
e.
Remove
gland.
packing
and
internal
parts
lubricated
with
a
f.
Remove
and discard
packing,
film
of
Petrolatum
W-P-236,
hydraulic
fluid
MIL-H-5606,
or
Dow-Coring
DC-7.
5-178.
INSPECTION
AND
CLEANING
OF
SOLENOID
COMPONENTS.
Wash
all
parts
in
a.
Installorifice(16)andpoppet
17)intoadapter(15).
solvent
(Federal
Specification
P-S-661.
or
(New
packing
must
be
installed
on
poppet.)
equivalent)
and
dry
with
filtered
air.
If
any
parts
|
b.
Install
nut
(21
and
housing
(20)
on
adapter
(15).
are
found
defective
or
worn.
replace
the
entire
c.
Tighten
adapter(15)
into
housing
(20)
and
torque
to
solenoid
assembly.
(Replace
packing.)
I
100-150 Ib-in
(nut
[211
must
not
contact
housing
[201
during
torquing).
5-179.
ASSEMBLY
OF SOLENOID.
(Refer
to
d.
Tighten nut
(21)
against
housing
20),
and
torque
to
figure
5-27.)
100-150
Ib-in.
a.
Install
new
packing
e.
Install
one
ball
(18)
into
housing
(20
so
that
it
rests
b.
Install
plunger.
on
poppet
(17).
Install piston
(13)
into
housing
(20);
then
c.
Install
top
install
remaining
ball
(18)
into
end
of
piston
t
13).
d.
Install
screws.
I
f.
Insertspring
guide
(19)andspring
(12)
into
housing
e.
Install
gland.
(20)
making
sure
that
balls
(18)
and
piston
(13)
remain
in
5-180.
LANDING GEAR
MANIFOLD.
(Thru
Serial
correct
position.
21062273.)
g.
Turn
adjustment
screw
(35)
into
housing
(20)
until
itjust
contacts spring
(12);
then
turn
in
one
additional
5-181.
DISASSEMBLY.
(Refer
to
figure
5-27.)
|
turn.
Start
nut
(21)
onto
adjustment
screw
(35)
and
snug
against
housing
(20).
NOTE
h.
Connect
a
hydraulic
pump
with
a
flow
rate
of
0.5
to
0.7
gallons-per-minute,
and
a
pressure
gage
with
2500
As
gear
manifold
assembly
is
removed
PSI
capacity
to
relief valve.
Apply
pressure
slowly
to
from
body
of
power
pack,
transfer
tube
insure
that
relief
valve assembly
opens
and resets
at
the
(13)
will
fall
free.
Also,
be
careful
of
following
pressure
readings:
spool
(3),
which
is
installed
in
top
of
OPEN
.........
1800
+
00
-
50
PSI
selector
valve
(4).
RESET
...
1300
PSI
(Leakage
not
to
exceed
10
drops-per-minute.)
5-60
Revision
3
MODEL 210
&T210
SERIES SERVICE
MANUAL
a.
Remove
packing
(12)
from
bottom
of
manifold.
i.
Remove
spring
guide
(26)
from
spring
(15),
and
b.
Remove
packings
(11)
and
(14)
from
transfer
tube
remove
packing
(25)
and
back-up
ring
(23)
from
spring
(13).
guide
(26).
c.
Remove
retainer
(18)
from
gear
manifold
assembly.
j.
Cut
safety
wire
and
remove
gear
up-down solenoid
Remove
packings
(19)
from
retainer.
(1)
from
manifold.
Remove
packing
(2)
from
gear
up-
down
solenoid
(1).
NOTE
k.
Using
a
hook
formed
from
brass
welding
rod,
and
inserted into
oil
hole
in
selector
valve
(4),
withdraw
Retainer
(18)
is
sealed in
manifold
selector
valve
from
manifold.
assembly
with
Loctite
Hydraulic
Sealant
or
STA-LOK
No.
550.
or equivalent
CAUTION
sealant.
d.
Remove
AN316-4R
nut
(8)
and
screw
(6).
Be
sure
that
end
of
hook
is
not over
1/16-
e. Using
a
blunt
tool
or
welding
rod,
push
flow
inch
long.
Use
care
to
prevent
scratching
valve spool
(17)
flow
valve
sleeve
(24),
spring
(15)
bore
in
manifold.
Removal
of
selector
and
spring
guide
(26)
through bottom
of
manifold
valve
will
be
difficult
due
to
friction
assembly.
caused
by
packings.
NOTE
1.
Remove packings
(5)
from selector
valve.
m.
Remove
spring
(7).
Use
care
to
prevent
damage
to
spring
guide
(26),
flow
valve
spool
(17)
or
flow
5-181A. INSPECTION
AND
REPAIR.
valve
sleeve
(24).
a.
Wash
all
parts in cleaning
solvent
(Federal
Specification
P-S-661.
or
equivalent)
and
dry
with
f.
Remove
flowvalvespool
(17)
fromflowvalve
sleeve
filtered
air.
(24).
b.
Inspect
seating
surfaces.
They
should
have
g.
Remove
packings
(19)
and
(2)
and
back-up
rings
(20)
very
sharp
edges.
Seats
may
be
lapped,
if
and
(22)
from
flow
valve
sleeve
(24).
necessary,
with
No.
1200
lapping
compound.
h.
Remove
packing(16)
from
flow
valve
spool
(17).
c.
Inspect
all
threaded
surfaces
for
serviceable
condition and
cleanliness.
Clean
sealant
from
retainer
threads.
Revision
3
5-60A/(5-60B
blank)
MODEL
210
&
T210
SERIES SERVICE
MANUAL
d.
Inspect
all
parts
for
scratches,
scores,
chips.
NOTE
cracks
and
indications
of
excessive wear.
5-181B.
REASSEMBLY.
assembly
with
Loctite Hydraulic Sealant
or
STA-LOK
No.
550,
or
equivalent
NOTE
sealant.
When
reassembling
door
manifold,
install
d.
Remove
AN316-4R
nut
(8)
and
screw
(6).
new
packings,
back-up
rings,
and
existing
e.
Using
a
blunt
tool
or
welding
rod,
push
flow
threaded
parts
lubricated
with
a
film
of
valve
sleeve
(4) and
flow
valve
spool
(11),
spring
(13)
Petrolatum
W-P-236,
hydraulic
fluid
and
spring
guide
(16)
through
bottom
of
manifold
body
MIL-H-5606,
or
Dow-Corning
DC-7.
(3).
NOTE
a.
Lubricate
packings
on
selector valve
(4).
b.
Install
packing
in
bottom
of
manifold.
Use
care
to
prevent
damage
to
spring
c.
Install
spring
(7)
and
selector valve
(4)
in
guide
(16),
flow
valve
spool
(11)
or
flow
manifold,
valve
sleeve
(4).
NC7
f.
Remove
flow
valve
spool
(11)
from
sleeve
(4).
g.
Remove
packings
and
back-up
rings
from
Be
sure
spool
(3)
is
installed
in
selector
sleeve
(4)
valve
(4)
in position
shown
in
Figure
5-27.
h.
Remove
packing
from
spool
(11).
i.
Remove
packing
and
back-up
ring
from
spring
d.
Install
packing
(2)
on
solenoid
(1).
Install
guide
(16)-
solenoid
on
manifold
and
safety wire
as
shown
in
view
AA
e
Install
screw
(6)
and
AN316-4R
nut
(8)
in
top
5
INSPECTION
AND
REPAIR.
o.
manifold
screw
(6)
and
AN316-4R
nut
(8)
in
top
a.
Wash
all
parts
in
cleaning
solvent
(Federal
f.
Install
packing
(25)
and back-up
ring
(2)
on
Specification P-S-661,
or
equivalent)
and
dry
with
spring
guide
(26).
filtered
air.
g.
Install
spring
guide
(26).
b.
Inspect
seating
surfaces.
They
should
have
.
Install
spring
(15).
very
sharp
edges.
Seats
may
be
lapped,
if
i.
Install
packings
(19
and
21)
and
back-up
rings
necessary,
with
No.
1200
lapping
compound.
(20
and
22)
on
flow
valve
sleeve
(24).
c.
Inspect
all
threaded
surfaces
for
serviceable
j.
Install
spool
(17)
in
sleeve
(24);
install
condition
and
cleanliness.
Clean
sealant
from
assembly
in
bottom
of
manifold.
retainer
threads.
k.
Install
packing
(19)
on
retainer
(18).
d.
Inspect
all
parts
for scratches,
scores,
chips,
1.
Prime
threads
of
retainer
(18)
with
Grade
T
cracks
and
indications
of
excessive
wear.
Primer
and
seal
with
Loctite
Hydraulic
Sealant
or
STA-LOK
No.
550,
or
equivalent
sealer.
5-183B.
REASSEMBLY.
m.
Install
retainer
(18).
a.
Install
screw
(6)
and
AN316-4R
nut
(8)
in top
n.
Install
packings
on
transfer
tube
(13).
of
manifold.
o.
Prior
to
installing
manifold
on
body
of
power
b.
Install
packing
(15)
and
back-up
ring
(14) on
pack.
install
transfer
tube
(13)
in
body
of
pack.
spring
guide
(16).
p.
Refer
to
paragraph
5-184
for
adjustment
pro-
c.
Install
spring
guide
(16).
cedures.
d.
Install
spring
(13).
e.
Install
packings
(1)
and
(2),
and
back-up
rings
5-182.
LANDING
GEAR
MANIFOLD.
(Beginning
(5
and
7)
on
flow
valve
sleeve
(4).
with
Serial
21062274.)
f.
Install
packing
(12)
on
spool
(11).
g.
Install
spool
(11)
in
sleeve
(4):
install
assembly
5-183.
DISASSEMBLY.
(Refer
to
figure
5-28.)
in
bottom
of
manifold.
h.
Install
packing
(9)
on
retainer
(10).
NOTE
i.
Prime
threads
of
retainer
(10)
with
Grade
T
Primer
and
seal
with
Loctite
Hydraulic
Sealant or
As
gear
manifold assembly
is
removed
STA-LOK
No.
550,
or
equivalent
sealer.
from
body of
power
pack,
transfer
tube
j.
Install
retainer
(10).
(18)
will
fall
free.
k.
Install
packings
(19)
on
transfer
tube
(18).
L
Prior
to
installing
manifold
on
body
of
power
a.
Remove
packing
from
bottom
of
manifold.
pack,
install
transfer
tube
(18)
in
body
of
pack.
b.
Remove
packings from
transfer
tube.
m.
Refer to
paragraph
5-184
for
adjustment
prc-
c.
Remove
retainer
(10)
from gear
manifold
cedures.
assembly.
Revision
2
5-61
MODEL
210
&
T210
SERIES SERVICE
MANUAL
Safety
wire
solenoids
(1)
A
and
(27)
after
installing
on
gear
and
door mani-
fold
assemblies.
Prime
threads
of
retainer
(18)
with
Grade
T
Primer
and
seal
SAFETY
with
Loctite
Hydraulic
Sealant
WIRE
or
STA-LOK
No. 550,
equi-
A
valent
sealant.2
28
1.
Gear
Up-Down
Solenoid
View A-A
2.
Packing
29
46
3.
Spool
3
4.
Selector
Valve
31
5.
Packing
30
6.
Screw
4
3
7.
Spring
8.
AN
316-4R
Nut
31
9.
Gear
Solenoid
Assembly
10.
Plug
32
.. -
44
11.
Packing
5
33
12.
Packing
33
13.
Transfer
Tube
6
344
J
14.
Packing
7
15.
Spring
7
16.
Packing
8
17.
Flow
Vaive
Spool
3'
18.
Retainer
3
19.
Packing
20.
Back-Up
Ring
104
21.
Packing
22.
Back-Up
Ring
23.
Back-Up
Ring
24.
Flow
Valve
Sleeve
1·
26
25.
Packing
26.
Spring
Guide
23
42
27.
Door
Open-Close
Solenoid
3
4---1
28.
Retainer
Ring
38
29.
End
Gland
24
50
31.
Back-Up
Ring
1
2
O
32.
Packing
13
22
/
40
33.
Back-Up
Ring
14
39
51
'
34.
Piston
DOOR
MANIFOLD
35.
Door
Manifold
Assembly
ASSEMBLY
36.
Plug
15
/
37.
Packing
38.
Door
Lock
Valve
16
1 8
39.
Packing
52
40.
Packing
17
'
GEAR
MANIFOLD
41.
Packing
ASSEMBLY
DETAIL
42.
Transfer
Tube
(Thru
21062273)
43.
Plug
49.
Screw
_.(
T
44.
Spring
50.
Top
NOTE
45.
Packing
51.
Plunger
46.
Selector
Valve
52.
Housing
During
assembly,
lubricate
all
packings
47.
Spool
53.
Packing
and
back-up
rings
with
a
film
of
Petro-
48.
Packing
54.
Gland latum
W-P-236,
hydraulic
fluid
MIL-H-
5606,
or
Dow-Corning
DC-7.
Figure
5-27.
Gear
Assembly
Manifold
and Door
Manifold
Assemblies
5-62 Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-184.
ADJUSTMENT
OF
GEAR
MANIFOLD
ASSEMBLY
gland
and
piston.
(Refer
to
figure
5-27
or
5-28.)
5-187.
CLEANING
AND
INSPECTION
OF
DOOR
NOTE
MANIFOLD COMPONENTS.
a.
Wash
all
parts
in
cleaning solvent
(Federal
With
manifolds
installed
on
power pack Specification
P-S-661,
or
equivalent)
and
dry with
and
power pack
installed
on
aircraft,
if
filtered
air.
main
landing
gear
moves
into the
up
or
b.
Inspect
seating
surfaces.
They
should
have
down
locks
with
sufficient
force
to
jar
the
very
sharp
edges.
Seats
may
be
lapped,
if
aircraft,
the
flow
control
valve
in
the
necessary,
to
obtain
sharp
edges.
landing
gear
manifold should
be
adjusted
c.
Inspect
all
threaded
surfaces
for
serviceable
in
accordance
with
the
following
condition
and
cleanliness.
procedures.
d.
Inspect
all
parts
for
scratches,
scores,
chips,
cracks
and
indication
of
excessive
wear.
a.
Jack
aircraft
in
accordance
with procedures
outlined
in
Section
2
of
this
manual,
and
attach
5-188.
REASSEMBLY
OF
DOOR
MANIFOLD.
external
power source. (Refer
to
figure
5-27)
b.
Loosen
AN
316-4R
nut
(8).
NOTE
c.
Back
off
screw
(6)
counterclockwise
to
maximum
snub
position.
d.
Rotate
screw
(6)
clockwise
to
increase
speed
of
When
reassembling
door
manifold,
install
gear
rotation
and
counterclockwise
to
slow
speed
new
packings,
back-up
rings,
and
existing
of
gear
rotation.
threaded
parts
lubricated
with
a
film
of
e.
When
desired
setting
has
been
achieved,
Petrolatum
-P-236,
hydraulic
flid
tighten
AN
316-4R
nut
(8).
MIL-H-5606,
or
Dow-Corning
DC-7.
5-185.
DOOR MANIFOLD
ASSEMBLY.
(Refer
to
figure
5-27)
a.
Install
new
packings
on
end
gland
(29),
piston
figure
(34),
selector valve
(46)
and
transfer
tube
(42).
5-186.
DISASSEMBLY
OF
DOOR
MANIFOLD.
b.
Install
packings
and
door
lock
valve
in bottom
(Refer
to
figure
5-27.)
of
manifold.
c.
Install
spring
(44)
and
selector
valve
(46)
in
NOTE
manifold.
As
door manifold
assembly
is
removed
NOTE
from
body
of
power
pack,
transfer
tube
from
body
of
power
pack,
transfer
tube
Be
sure spool
(47)
is
installed
in
selector
(42) will fall free.
~valve
(46)
in
position
shown
in
figure
5-
a.
Remove
packings
(41)
from
transfer
tube
(42).
28.)
b.
Remove
packings
from
bottom of
manifold,
d.
Install
packing
(48)
on solenoid
(27).
and
remove
door
lock
valve
(38).
d.
Install
packing
(48)
on
solenoid
(27).
and
remove
door
lock
valve
(38)
e.
Install
solenoid
on
manifold
and
safety
wire
as
c.
Remove
spring
(44).
shown
in
view
A-A.
d.
Cut
safety
wire
and
remove
solenoid
(27);
f
Install
piston
(34)
and
end
gland
(29)
in
f
.
Install piston
(34)
and
end
gland
(29)
in
remove
packing
(48)
from
solenoid.
e.
Using
a
hook,
formed
from
brass
welding
rod,
manifold.
and inserted
into
oil
hole
in
selector
valve
(46)
g.
Install
retainer
ring
(28).
withdraw selector
valve
from
manifold
h.
Prior
to
installing
manifold
on body
of
power
pack,
install
transfer
tube
(42)
in
body
of
power
CAUTION
pack.
5-189.
LANDING
GEAR
HAND
PUMP.
(Refer
to
Be
sure
that
end
of
hook
is
not
over
1/16-189 LANDING
GEAR HAND
PUMP
(Refer
to
inch
long.
Use
with
care
to
prevent figure
5-29.)
scratching
bore
in
manifold.
Removal
of
scratching
bore
in
manifold.
Removal
of
5-190.
DESCRIPTION.
The
hand
pump
is
located
selector
valve
will
be
difficult
due
to
selector
valve
will
be
difficult
due
to
in
the
cabin
floor
area
between
the
pilot
and
copilot
seats.
The
pump
supplies
a
flow
of
pressurized
f.
Remove
packings
(45)
from
selector
valve
(46).
hydraulic
fluid
to
open
the
doors
and
extend
the
g.
Remove spool
(47)
from
selector
valve.
landing
gear
if
hydraulic
pressure
should
fail.
h.
Remove
retainer
ring
(28).
5-191.
REMOVAL
OF
LANDING
GEAR
HAND
.
Remove
end
gland
(29).
PUMP.
(Refer
to
figure
5-29.)
j.
Remove
piston
(34).
k.
Remove
packings
and
back-up
rings
from
end
5-192.
DISASSEMBLY
OF
LANDING GEAR
HAND
PUMP.
(Refer
to
figure
5-29.)
5-64 Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5-195.
LANDING
GEAR
POSITION
SELECTOR
d.
Remove
selector
valve.
VALVE.
(Refer
to
figure
5-30.
)
A
mechanical
gear
e.
Reverse
preceding
steps
to
install
gear
selector
position
selector
valve
is
located
in
the
switch
panel.
valve.
The
pilot
shuttles
the
valve mechanically
when
he
changes
gear
handle
position.
The
handle
must
be
5-195B.
DISASSEMBLY
AND
REASSEMBLY.
(Refer
palled
out
prior
to
selecting
gear
position.
Moving
to
figure
5-30.)
the
selector
handle opens
and
closes
ports
in the
a.
Remove
cover
(1),
lock
ring
(3)
and
cap
(4).
valve, enabling
fluid
under
pressure
to
flow
to
the
Thru
21063811,
remove
race
(5)
and
bearing
(6).
Be-
various
system
components
to
retract
or
extend
the
ginning
with
21063812,
remove
washer
(20).
landing
gear.
A
microswitch,
mounted
on
the
selec-
b.
Remove
cotter
pin
(7),
washer
(8)
and
spring
(9).
tor
valve,
is
also
actuated
by
movement
of
the
selec-
c.
Pull
rod
(17)
from
disc
(15);
remove
disc.
tor
handle
and
directs
electrical
current
to
the
door
d.
Remove
pucks
(11)
and
springs
(12).
close
solenoid
and
pump
motor.
Refer
to
the
hydrau-
e.
Reverse
preceding
steps
for
reassembly.
lic
system
schematics
at
the
end
of
this
section
for
switch
circuitry.
5-195C.
INSPECTION
OF
PARTS.
Replace
packings
(10)
and
(16).
Check
valve
for
wear,
foreign
or
abra-
5-195A.
REMOVAL
AND
INSTALLATION.
(Refer
to
sive
materials.
Disc
(15)
may
be
refaced
(lapped)
if
figure
5-30.) worn
or
abraded.
Check
rollers
in
bearings
(6).
a.
Loosenjamnut(18)
andremoveknob
(19).
5-196.
INSTALLATION
OF
LANDING
GEAR
CAUTION STRUT
STEP.
(Refer
to
figure
5-31.)
As
hydraulic
lines
are
disconnected, fluid
NOTE
will
leak.
Precautions
must
be
taken
to
prevent
excessive leakage,
such
as
spread-
Step
is
bonded
to
gear
spring
with
Uralite
ing
drip
cloths
under
fittings
and
capping
3121
or
3M
EC-2216
adhesive.
lines
and
fittings.
Tag
all
electrical
leads
to
insure
correct
re-installation.
a.
Remove
wheel,
axle
and
fitting
in
accordance
with
paragraph
5-52.
b.
Disconnect
four
hydraulic
lines
routed
to
valve
b.
Mark
position
on
inboard
side
of
step
that
was
and
all
electrical
leads
to
micro-switch.
removed
so
that
new
step
assembly
will
be
installed
c.
Remove
screws
attaching
valve
to
instrument
in
as
nearly
the
same
position
on
the
strut.
panel.
c.
Remove
all
traces
of the
original bracket
and
adhesive
as
well
as
any
rust,
paint
or
scale,
with
a
SHOP
NOTES:
5-66
Revision
3
manufacturer's
instructions.
Note
pot
life.
gear
support,
using
shims
(P/N
1241629)
between out-
h.
Spread
a
coat
of
mixed
adhesive
on
bonding
sur-
board
forging
and
landing gear
support
assembly.
faces
of
strut
and
step
assembly.
The
following
shims
are
available
from
Cessna
Parts
i.
Slide
new
step
up
strut
as
far
as
it
will
go,
then
Distribution
(CPD
2)
through
Cessna
Service
Stations.
use
soft
mallet
to
drive
step
to
mark
on
strut.
Be
sure
step
is
level.
1241629-1
..............
0.016
inch
1241629-2
..............
0.025
inch
CAUTION
1241629-3.........
0.050 inch
It
is
important
to
install
step
in
as
nearly
the
1241629-4
..............
0.071
inch
same
location as
old
step.
If
step
is
not
in-
2.
Use
shims
between
downlock
support
assem-
stalled
high
enough
on
strut,
during
landing
bly
and
outboard
support
assembly,
to
level
wings and
gear
retraction,
step
will
contact top
of
strut
assure
that
end
points
of
main landing
gear
wheel
axle
well
wall.
points
are
within
±0.25
inch.
j.
Remove
excess
adhesive
with
lacquer
thinner.
k.
Allow
adhesive
to
thoroughly
cure according
to
NOTE
the
manufacturer's
recommendations
before
flexing
gear
spring
strut
or
apply
loads
to
the
step.
This
measurement
may be
made
from
a
point
L
Paint
gear
spring
and
step
after
curing
is
com-
beneath
the
wing main
spar
on
the
upper
door
m.
Install
wheel,
axle
and
fitting.
spring
strut.
Make
measurements
from
cor-
responding
points
on
the
upper door
sills.
5-197.
RIGGING
THROTTLE-OPERATED
Shim
thickness
between
downlock
support
and
MICROSWITCHES.
(Refer
to figure
5-32.) outboard
support
assembly shall
not
exceed
Rigging
procedures
for
sea
level or
turbocharged
0.075
inch
with
a
minimum
thickness
of
0.
025
aircraft
are
outlined
in
the
figure.
inch
for either
main
gear.
5-198.
RIGGING
OF
MAIN
LANDING
GEAR.
3.
Before
installing
downlock hook
(4),
(Refer
to
figure
5
-34.)
adjustment
screw
(5),
and
arm
assembly
(7),
adjust
hook
5-68
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SETTING THROTTLE
SWITCHES
1.
During
night
at
120 MPH
(IAS),
2500',
prop
control
full
forward
for
maximum
RPM, and
with
the
gear
and
flaps
up,
mark
the
throttle
control
position
corresponding
to
the
following
manifold
pressures:
Model
210M
12.0"
*
.5"
Model
T210M_
15.0"
*
1.0"
REFER
TO
2.
Then
adjust
the
gear
warning
horn
throttle
SECTION
switch
on
the
ground
to
activate
at
the
throttle
FOR
CONTROL
control
position
as
marked in
flight.
LUBRICATION
"For
each
1000
feet
above
2500'
MSL,
decrease
6
the
manifold
pressure
at
which
the
throttle
con-
.
trol
position
is
marked
by
0.5
inches.
VIEW
LOOKING
AFT
AND
1
OUTBOARD
AT
RIGHT-
HAND
SIDE
OF FIREWALL
\
1.
Switch
Cover
6.
Switch
Mounting
Bracket
2.
Switch
Cover
7.
Arm Assembly
3.
Spacer
8.
Gear
Warning
Cam
4.
Switch
9.
Fuel
Pump Cam
5.
Switch
Spacer
10.
Bushing
Figure
5-32.
Rigging
Throttle-Operated
Microswitch
Revision
2
5-69
Revision
2
5-69
MODEL
210
&
T210
SERIES SERVICE
MANUAL
NOTE
If
it
is
planned
to
use
the
aircraft
power
system
during
rigging
procedures,
outlined
in the
following
paragraphs,
the
following
steps
should
be
considered.
IMPORTANT
POINTS
CONCERNING
ELECTRO-HYDRAULIC
SYSTEM
INTERRELATIONSHIP
1.
The
electrical
system
is
a
24-28
volt
system
(24
volt
battery and
28
volt
alternator).
The
alternator
is
regulated
to
27.7
volts,
so
bus
voltage
during
engine
operation
will
be
27.
5
+
0.5
volts.
2.
The
electro-hydraulic
power
pack
motor
requires a
nominal
20
amps
at
27.5
volts
during
gear
operation
with
starting
current
peaking
out
at
30
amps.
If
the
motor
is
operated
in
the
shop
on
the
ship's
battery
(engine
not
running),
then
system
voltage
is
only
22
to
24
volts
during
first
and
second
gear
cycles.
It
may
be
even
less
if
the
ship's battery
is
old
or
partially
discharged.
During landing
gear
system servicing,
a
power
supply
capable
of
maintaining
27.5
volts
throughout
the
gear
cycle
must
be
used
to
augment
the
ship's
battery.
3.
The
power
pack
includes
an
electrically-driven
pump
and
two
electric
solenoid
shuttle
valves.
These
valves
are
normally
energized
during
flight (gear
retracted,
doors
closed).
The
door
valve
is
de-energized
during the
doors
open
and
gear
cycling
action.
The
door
valve
is
re-energized
at
the
end
of
the
gearextension-
or
retraction
cycle,
causing
the
doors
to
close.
The
pump
motor
is
putting
forth
its
maximum
effort
at
about
the
same
time
the
door
valve
is
energized.
If
the
battery-alternator
combination
is
not
maintaining
27.5
volts,
the
gear
valve
may
not
shuttle.
The
doors
remain
open
and
the
pump
continues
to
run.
The
typical
door solenoid
will
operate
at 21.0
to 21.5
volts
when
hot.
In
a
service
shop, when
cycling
the
gear
using
a
limited
capability
power
source,
the
voltage
required
to
energize
the
door
solenoid
may
not
be
developed.
5-70
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
setscrew
(15)
to
stop
hook
0.06,
+
0.03,
-0.20-inch
adjustment
screw.
If
hook
(4)
is
under
maximum
overcenter,
as
shown
in figure
5-34.
overcenter
tolerance,
green
area
of
gage
will
contact
4.
Adjust
downlock
hook
to
clear
inboard
side
spacer
on
gear
pivot,
while
red
area
will
not
make
contact
of
gear
pivot
ear
to
a
minimum
of
0.06
inch.
with
0.050-inch
diameter
shoulder,
as
shown
in
figure
5-34.
When
hook
(4)
is
on
maximum
overcenter
NOTE
tolerance,
both green
and
red
areas
will
make
contact.
If
red
area
makes
contact
and
green
area
does
not,
the
hook
I
A
spacer
(P/N
1241614-1)
is
installed
on
each
setscrew
(15)
should
be
adjusted
INWARD
to
bring
side
of
the
downlock
arm
assembly.
Spacer
overcenter
dimension
to
within
tolerance.
may
be
relocated
to
the
inboard
or
outboard
3.
Install
0.040-inch
downlock gage
(SE960)
on
side
of
the
downlock
arm
assembly
to
obtain
inboard
side
of
hook (4)
as
shown
in
figure
5-34.
If
hook
the
0.06
inch
clearance
between
hook
assem-
(4)
is
over
minimum
overcenter
tolerance,
green
area
of
bly
and
the
inboard
of
gear
pivot
ear.
After
gage
will
contact
shoulder,
while
red
area
will
not
make
adjustment,
both
spacers
MIGHT
end
up
on
contact
with
spacer.
either
the
inboard
or
outside
of
downlock
arm
4.
When
hook
(4)
is
on
minimum overcenter
|
assembly.
tolerance,
both
green
and
red
areas
will
make
contact.
5.
If
overcenter
tolerance
is
less
than
0.040-inch,
b.
A
new
downlock
actuator
assembly
is
received
the
red
area
will make
contact,
while
the
green
area
will
with
a
preassembled
length
of
12.45
inches,
and
the
not.
If
this
condition
exists, the
next
step
is
to
determine
three
hydraulic
ports
in
the
same
plane.
Install
ac-
if
the
hook
adjustment
screw
(5)
is
making
contact
with
tuator
assembly,
attaching
it
to
fuselage
structure
the
setscrew
(15).
This
is
accomplished
by
lifting
the
and
downlock
hook
arm
assembly.
landing
gear
spring
upward
off
the
hook
(4)
and
checking
c.
With
landing
gear
free,
hydraulic
pressure
off,
and
for
possible
rotation
of
the
hook
(4),
by
hand,
with
downlock
system
in
position
shown
in
figure
5-34,
swing
hydraulic
pressure
off.
gear
into
DOWN
position
and
adjust
adjustment
screw
6.
If
a
slight
rotation
is
possible,
hook
setscrew
(5)
as
follows:
(15)
is
not
contacting
adjustment
screw
(5).
If
contact
is
not
being
made,
downlock
actuator
(25)
will
have
to
be
NOTE
readjusted
by
backing
off
actuator's
rod
end
one-half
turn
at
a
time
(one-and-one-half
turn
maximum
adjustment)
To
relieve
hydraulic
pressure,
pull
hydraulic
until
hook (4)
is
0.040-inch
or
more
overcenter
and
pump
circuit
breaker
off,
and
move
gear
contact
is
being
made
between
setscrew
(15)
and
selector
switch
up
and
down two
or
three
adjustment
screw
(4).
If
contact
is being
made,
the
hook
times.
setscrew
(15)
should
be
adjusted
outward
to
increase
overcenterness
within
tolerance.
1.
If
downlock
locks,
turn
adjustment
screw
(5)
one-quarter
turn
OUT
at
a
time
until
lock
will
not
lock;
NOTE
then
turn
in
one-quarter
turn
and
secure
pin.
2.
If
downlock
does
not
lock,
turn
adjustment
For
correct
rigging,
hook
setscrew
(15)
must
screw
(5)
one-quarter
turn
IN
at
a
time
until
lock
will
make contact
with
adjustment
screw
(5)
and
lock,
and
secure
pin.
green
areas
of
both
gages
must
contact
as
d.
Readjust
hook
setscrew
(15)
to
stop
hook
(4)
0.06,
shown
in
figure
5-34
for
overcenterness
to
be
+
0.03,
-0.02-inch overcenter
as
shown
in
figure
5-34.
within
tolerance.
e.
When
checking
overcenter
measurement
of
downlock
arm
assembly,
landing
gear
should
be
as
f.
Now
that
hook
adjustment
screw
(5)
has
been
shown
in
figure
5-34,
with
nut,
washer
and
spacer
adjusted,
and
hook
setscrew
(15)
has
been
set
to
stop
hook
removed,
which
retainl
downlock
arm
assembly.
at
0.06,
+
0.03,
-0.02-inch
overcenter,
check
downlock
Use
downlock
overcenter
gages
(P/N
SE960) to
actuator
rod end
adjustment
as follows:
determine
if
downlock
hook
assembly
is
still
within
1.
Connect
all
hydraulic
lines,
fill
system
with
tolerance
as
shown
on
sheet
2
of
figure
5-34.
Use
MIL-H-5606
hydraulic
fluid and purge
system
of
air
gages
as
follows:
by
cycling
gear
through
several
cycles.
NOTE
NOTE
Gages
(P/N
SE960)
are
available
from
Cessna Check
fluid
level
in
power-pack
reservior
Parts
Distribution
(CPD
2)
through
Cessna
frequently
during
purging
and
rigging
Service
Stations.
procedures.
1.
Remove
nut,
washer,
and
spacer
which
retain
arm
assembly
(7)
to
support
assembly
(3).
2.
Pull
hydraulic
pump
circuit
breaker
off.
2.
Install
0.090
downlock
gage
(SE960)
on
inboard
3.
With
gear
in
the
down
and
locked
position.
side
of
hook
(4)
as
shown in
figure
5-34.
Upper
portion
of
move
the
gear
selector
handle
to
the
GEAR
UP
gage
should
rest
against
head
of
pin
attaching
position.
Revision
3
5-73
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
HEAD
OF
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
position
and
note
the
actuation
of
main
gear
down-
5-202.
RIGGING
OF
NOSE
GEAR
LIMIT
SWITCHES.
lock
hooks.
(Refer
to
figure
5-35.)
The
nose
gear
down
indicator
4.
As
soon
as
left
downlock
hook
is
actuated
switch
is
operated
by
an
arm
on
the
downlock
mecha-
to
unlock
left
gear,
move
gear
selector
handle
back
nism.
The
nose
gear
up
indicator
switch
is
attached
to
"GEAR
DOWN"
position
to
simulate
what
would
to
the
uplock
hook
in
the
top
of
the
nose wheel
well.
occur
if
the
pilot
were
to
select
gear
down
before
the
After
jacking
the
aircraft,
adjust
the
switches as
shown
gear
was
fully
retracted.
in
figure
5-35.
5.
If
downlock
hooks
do
not
lock the
gear
in
the
down
position,
check downlock
system for
misalign-
5-203.
RIGGING
OF
NOSE
GEAR
SQUAT
SWITCH.
ment.
The
nose
gear
squat
switch,
electrically-connected
to
g.
With
main
gear
in
up-locked
position,
and
system
the
landing
gear
lockout
solenoid, is
operated
by
an
pressure
released, adjust
uplock
supports
such that
actuator,
attached
to
the
nose
gear
lower
torque link.
ends
of
lock
hooks
are
0.92
inch
inboard
of
lock
hook
Adjust
the
squat
switch
contacts
to
close
when
the
attach
bolt.
(Refer
to
figure
5-34. )
strut
is
between
0.
12
and 0.
25-inch
from
fully
exten-
h.
Adjust
uplock
system
push-pull
rods
such
that ded.
when
uplock
latches
are
disengaged,
both main
gear
5-204.
RIGGING
RETRACTABLE
STEP
CABLE
struts
are
released
simultaneously
and
uplock
studs
ASSEMBLY.
(Refer
to
figure
5-36.)
clear
latches 0.15
inch
minimum.
5-200.
RIGGING
OF
NOSE
LANDING
GEAR.
(Refer
to
figure
5-35.
)
Before working
in
landing
gear
wheel
wells,
PULL-OFF
hydraulic
pump
cir-
NOTE
cuit
breakers.
Thru
Serial
21062273,
the
pump
circuit
breaker
is
located
in
The
nose
gear
downlock
mechanism
is
the
circuit
breaker
panel,
located
im-
basically
a
claw
hook
at
the
end
of
the
mediately
forward
of
the
pilot's
control
piston
rod
end
of
the
nose
gear
actuator.
wheel.
Beginning with
Serial
21062274,
the
pump
circuit breaker
is
located
In
a.
Jack
aircraft
in
accordance
with
procedures
the
circuit
breaker
panel, located
im-
outlined
in
Section
2
of
this
manual.
mediately
forward
of
the
left
forward
doorpost.
The
hydro-electric
power
NOTE
pack
system
is
designed
to
pressurize
the
landing
gear
DOOR
CLOSE
system
The
nose
gear
shock
strut
must
be
to
1500
psi
at
any
time
the
master
switch
correctly
inflated
prior
to
rigging
the
is
turned
on.
Injury
might
occur
to
nose
gear.
Refer
to
Section
1
of
this
someone working
in
wheel
well
area
if
manual
for
correct
nose
shock
strut
mater
switch
is
turned
on
for
any
inflation.
reason.
b.
The
external
claw
locks
on
the
nose
gear
a.
Rig
nose
gear
in
accordance
with
procedures
actuator
shall
completely
engage
lock
pins
without
outlined
in
paragraph
5-200.
drag,
and
crossbar
shall
rotate
freely
to
indicate
it
b.
Rig
nose
gear
doors
in
accordance
with
proce-
is
not bearing
on
either
side
of
slot
in
rod
end.
dures
outlined
in
paragraph
5-201.
Adjust
rod
end
of
actuator
as
required.
c.
Rig
nose
gear
limit
switches
and
nose
gear
squat
CAUTION
respectively.
d.
While
aircraft
is
still
on
jacks,
extend
landing
The
piston
rod
is
flattened
near
the
gear
and
disconnect
strut
door
tie
rods.
DO
NOT
threads
to
provide
a
wrench
pad.
Do
not
DISTURB ROD
ADJUSTMENT.
DISTURB
.ROD
ADJUSTMENT.
grip
the
piston
rod
with
pliers.
as
tool
e. Attach
retractable
step
assembly
cable
turn-
marks
will cut
the
O-ring
seal
in
the
buckle
to
spring
clip
at
hook
assembly
on
forward
end
of
nose
gear
actuator,
if not
previously
attached.
f.
Retract
landing
gear
to
up
and
locked
position-
5-201.
RIGGING
OF
NOSE
GEAR
DOORS.
Nose
gear
g. Adjust
retractable
step
assembly
cable
turn-
door
adjustments
are
accomplished
with
push-pull
buckle
to
hold
cabin
step
in
its
best faired
condition;
rods
as
required
to
cause
the
doors
to
close
snugly.
safety
wire
turnbuckle.
Doors
must
fair
when
the
nose
gear
is
fully
retracted.
h.
Extend
landing
gea
and
attach
tie
rods
to
strut
Link
rods
are
to
be
adjusted
so
that
the
doors,
when
doors
in
the open
position,
clear
any
part
of
the
nose
gear
assembly
by
a
minimum
of
0.25-inch
during
retrac-
NOTE
tion.
Trim
outboard
edge
of
nose
gear
doors
so
that
door-to-skin
clearance
is
0.
18-inch miniumum
to
Install
right-hand
tie
rod
on
outboard
side
0.
21-inch
maximum.
Nose
gear
strut
doors
shall
of
eyebolt
only,
when
connecting
nose
gear
fair
when
nose
gear
lock
bushing
is
fully
engaged
with
strut
doors.
Left-hand
tie
rod
should
be
uplock
hook.
installed
in
normal
manner.
i.
Remove
aircraft
from
jacks.
5-78
Revision 2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SQUAT
Thru
Serial
21062273
SWITCH
F
-CDId
F.GOn
I
~/,^ UPLOCK
SWITCHES
FGd
,
G
/ l
B
'A'GE4
G-- -'h
US
F--D^rd-OO.GD2I1-d
^
OOF.GO22K-coo 2
IS
F-GD0
NOSE
5HT
LEFT G.Dc
I F.CDI
9
L^
-----
F.CE5
1
tGEA
DOWNLOCK
SWITCHES
MOTIOR
I
,
I.II
F-GDIJ
IDOWN
I
F.Col(GDIS
I
F-GDI
,
GD7FCF.GD5
30F.G2
'-O--.'
---
6
F.C
12
-rf
''.Goo
1 ,__ I
-'--
-
.
I 1.D2
,234
S
6
I
IN-NE
PLUG
LI
34
S
(JILOCATED
IN CONSOLE)
CUlIP
1----
WHITE
f
.Hi
Nl-mNi
SILEEINI-D
--
-F-GDI0.
F.GD-
(
tt
U
C
11
I
I
lt
\ i
--
FF-G°3
RESE
S tl
,
t.l,
/l'llll
te
.,..
, I
.M
*
A
UP
*
OR
.
rU
FILE11
1S11
=
INN
MAJLUlN- BBIU
STA
TIC i PRE SSUR
E
|
-iMllKll
1Si
*
-
GEAR
DOWN
C
DOORS
OPEN
E
GEAR
UP
*
DOORS
CLOSED
|SUCllON
*
STAIIC
5-86
Revision
2
IYIIAIItl
PiOeR
PACK
mittEAI
11111 EAR
HL
TIATII
PSTA
I
PRESSURE
IAMB
nu)
PRESSURE
TFLOW
+
GEAR
DOWN
DOORS
OPEN
I
AGEAR
UP
*
DOORS
CLOSED
SUCTION
STATIC
GEAR
DOWN
-
DOORS
CLOSED
&
MOTOR
TURNING
OFF
Figure
5-37.
Hydraulic
and
Electric
System
Schematic
(Sheet
6
of
7)
5-86
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Thru
Serial
21062273
SQUAT
SWITCH
-oeC
--
f.-D2-3 1UP
,.OrOO,
-
,.,I
U,
Q
.D20
OSE
RIGHT
LEFT
F -03
s
IND
S
-G'7-
C
O
0&)
'
°OW"NLOCK
SWITCHESI_
-t
MOTOR
IWIICNES
la-GD
w
DOWN
*GCD13
I
Lf.-GD7
_
.--
I 0
--
^ -------
FoGOI2,
,
-
!
--
~~3O~~l 4f
526
1
IN-LINE
PLUG
*2
3
4
5jN(LOCAIED
IN
CONSOLE)
KUanI
HITE
U-
115t"I
* GEAR IUP
* DOOM
IR
11
CL
SWHITEOM00ET
E
(
AIRCRA
T
MAS-"ISWHIT
CH
.)RT R Q
L
O
_
;u u\ I _
I
r
r~-00QF-
GO
f
--
m
!d llK
n
Fig
U
U
5-
Ul3
.H
y
a
W
Hand
E-CfleS
a
(
h
e
11"1r'^Ee'~
*Ul~~
-;-o
,io
-2
|
FI
rB
t u l flaa cVrrrrr UM t t
"
l
"
tll Iin
1l
iCII
I1111
J i l lr
e5i3
7
.
H a c a E l cIct
i
ACeIAIsUE
UllE
5_87
_
U~V IMM Ul IlllB
S111l
"EI
SlE pm[IE
suzu
llPlAK
itl
u u
GL
unnn
| CODE
l
I
u n 1
PRESURE
iSTATIC
PRESSUREz|
i
*
~~
GEiAR DOWN
DOORS
OPEN
I
_11 Ku MICI
GEAR
UP
*
DOORS
CLOSED
ON
TAC
SYSTEM
COMPLETE
(AIRCRAFT
MASTER
SWITCH
OFF)
a
RETURN
OLIGHTON
Figure
5-37.
Hydraulic
and
Electric
System
Schematic
(Sheet
7
of
7)
Revision
2
5-87
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
5A
LANDING
GEAR.
BRAKES
AND
HYDRAULIC
SYSTEM
(BEGINNING
WITH
1979
MODELS)
WARNING
When
performing
any
inspection
or
maintenance
that
requires
turning
on
the
master
switch,
installing
a
battery,
or
pulling
the
propeller
through
by
hand,
treat
the
propeller
as
if
the
ignition
switch
were
ON.
Do
not
stand
nor
allow
anyone
else
to
stand, within
the
arc
of
the
propeller,
since
a
loose
or
broken
wire
or
a
component
malfunction
could
cause
the
propeller
to
rotate.
NOTE
This
section covers
1979
and
ON
models,
and
was
added
to avoid
the
confusion
of
serialization
caused
by
major
changes
in
the
aircraft
hydraulic
system.
However,
Section
5
contains
information
which
is
also
applicable
tothese
models.
To
avoid
repe-
tition,
the
reader
is
referred
back
to
Section
5
for
this
information.
Page
No.
TABLE
OF CONTENTS Aerofiche/Manual
LANDING GEARSYSTEM
.........
1I17/5A-3
Reassembly
............
1J15/5A-18
Description
................
1I7/5A-3 Adjustment
............
1J16/5A-18A
Trouble Shooting
............
1I18/5A-4
Emergency Hand
Pump
.......
1J16/5A-18A
Hydraulic
System
Leak
Check
1I22/5A-8
Description
...............
1J16/5A-18A
Power
Pack
................
1I23/5A-9
Removal
and
Installation
..
1J17/5A-18B
Description
...............
1I23/5A-9
Disassembly
..............
1J17/5A-18B
On-Aircraft
Hydraulic
Power
Inspection
and
Repair
......
1J17/5A-18B
Pack
Operational
Checks
.
1I23/5A-9
Reassembly
...............
1J17/5A-18B
Removal
.............
1I23/5A-9
Landing GearSelector
Valve
..
1J17/5A-18B
Disassembly
..............
1I24/5A-10
Description
...............
1J17/5A-18B
Inspection .............
1I24/5A-10
Removal
and
Installation
1J18/5A-19
Reassembly
...........
1I24/5A-10
Disassembly
and
Reassembly
1J18/5A-19
Installation
...............
1J1l/5A-14
Inspection
and
Repair
......
1J19/5A-20
Primary
and
Thermal
Relief
Rigging
Throttle-Operated
Valve
Assemblies
........
1J12/5A-15
Warning
Horn
Microswitch
1J19/5A-20
Bench
Check
of
Primary
and
Main
Landing Gear
..........
1J19/5A-20
Thermal
Relief
Valves .
1J12/5A-15
Description
...............
1J19/5A-20
Removal
...............
1J12/5A-15
TroubleShooting
..........
J21/5A-22
Disassembly
...........
1J12/5A-15
Removal
..................
1J21/5A-22
Inspection
.............
1J12/5A-15
Installation
...............
1J21/5A-22
Assembly
and
Adjustment
1J12/5A-15
Rigging
..................
1K1/5A-26
Installation
............
1J13/5A-16 Rigging
Main
Gear
Down
Pressure
Switch
...........
1J13/5A-16
Limit
Switches
...........
1K2/5A-27
Description
............
1J13/5A-16
Rigging
Main
Gear
Up
Removal
(Thru
21063964
LimitSwitches
...........
1K2/5A-27
plus
21063973)
........
1J13/5A-16 Main
Wheel
and
Tire
......
1K5/5A-30
Disassembly
...........
1J13/5A-16
Description
............
1K5/5A-30
Inspection
and
Repair
...
1J14/5A-17
Balancing and
Alignment
1K5/5A-30
Reassembly
............
1J14/5A-17
Main
Wheel
and
Axle
...
1K5/5A-30
Adjustment
............
1J15/5A-18
Main
Gear
Actuator
.......
1K5/5A-30
Installation
............
1J15/5A-18
Removal
...............
1K5/5A-30
Removal (21063965
thru
Disassembly
...........
1K5/5A-30
21063972
and
21063974
Inspection
..............
1K6/5A-31
&
on)
................
1J15/5A-18
Parts
Repair/Replacement
1K6/5A-31
Disassembly
..........
1J15/5A-18
Reassembly
............
1K6/5A-31
Inspection
and
Repair
...
1J15/5A-18
Installation
............
1K6/5A-31
Revision
3
5A-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Page
No.
TABLE
OF CONTENTS
Aerofiche/Manual
Main
Gear
Pivot
Assembly
.
1K6/5A-31
Nose
Gear Door System ....
1K8/5A-33
Removal
...............
1K6/5A-31
Description
............
1K8/5A-33
Inspection
and
Repair
...
1K6/5A-31
Removal
and
Installation
1K8/5A-33
Installation
............
1K6/5A-31
Nose
Wheel
Steering
System
1K8/5A-33
Gear
Position Indicator
....
1K7/5A-32
Description
............
1K8/5A-33
Switches
..............
1K7/5A-32
Rigging
Nose
Landing
Gear
1K8/5A-33
Description
............
1K7/5A-32
Rigging Nose
Gear
Down
Main
Gear
Downlock
Actuator
1K7/5A-32
Limit
Switch
............
1K8/5A-33
Description
............
1K7/5A-32
Rigging Nose
Gear
Up
Main
Gear
Strut
Step
......
1K7/5A-32
Limit Switch
............
1K8/5A-33
Description
............
1K7/5A-32
Rigging
of
Nose
Gear Squat
Removal
...............
1K7/5A-32
Switch
..................
1K8/5A.33
Installation
............
1K7/5A-32
Rigging
of
Nose
Gear
Doors
.
1K8/5A-33
Nose
Gear System
............
1K7/5A-32
Final
Landing
Gear
Systems
Description
...............
1K7/5A-32
Check
...................
1K8/5A-33
Operation
................
1K7/5A-32 Nose
Wheel
and
Tire
.......
1K12/5A-37
Trouble
Shooting
..........
1K7/5A-32
Brake
System
................
1K12/5A-37
Removal
of
Nose
Gear Brake
Master
Cylinder
.....
1K12/5A-37
Assembly
..............
1K7/5A-32
Description
............
1K12/5A-37
Shimmy Dampener
........
1K7/5A-32
Removal
...............
1K12/5A-37
Torque
Links
.............
1K7/5A-32
Disassembly
...........
1K12/5A.37
Squat
Switch
.............
1K7/5A-32
Inspection
and Repair
...
1K12/5A-37
Nose Gear
Downlock
Reassembly
............
1K12/5A-37
Mechanism
..............
1K8/5A-33
Installation
............
1K12/5A.37
Nose
Gear
Actuator
.......
1K8/5A-33
Parking
Brake
System
.....
1K12/5A-37
5A-2
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
WARNING
tension
of
the
gear,
the
selector
handle
must
be in
the
DOWN
position
before
the
hand pump
will
energize
When
performing
any
inspection
or
mainte-
the
system.
A
pressure
switch
is
mounted
on
the
nance
that
requires
turning
on
the
master
pump
body.
This
switch
opens
the
electrical circuit
switch,
installing
a
battery,
or
pulling
the
to
the pump solenoid
when
pressure
in
the
system
in-
propeller
through
by hand,
treat
the
propel-
creases
to
approximately
1500
psi.
The
pressure
ler
as
if
the
ignition switch
were
ON.
Do
switch
will
continue
to
hold
the
electrical
circuit
open
not
stand,
nor
allow
anyone
else
to
stand,
until
pressure
in
the
system
drops
to
approximately
within
the
arc
of
the
propeller,
since
a
loose
1000
psi.
This
will
occur
whether
the
gear
selector
or
broken
wire,
or
a
component
malfunction,
handle
is
in
either
the
UP
or
DOWN
position.
During
could
cause
the
propeller
to
rotate.
a
normal
cycle,
landing
gear
extended
and
locked
can
be
detected
by
illumination
of
the
gear
DOWN
indica-
5A-1.
LANDING
GEAR
SYSTEM.
tor
(green)
light.
Indication
of
gear
retracted
is
provided
by
illumination
of
the
UP
indicator
(amber)
5A-2.
DESCRIPTION.
Retraction
and extension
of
light.
The
nose
gear
squat
switch,
activated
by
the
the
landing
gear
is
accomplished
by
a
hydraulically-
nose
gear,
electrically
averts
inadvertent
retraction
powered
system, integrated
with
electrical
circuits
whenever
the nose
gear
strut
is
compressed
by
the
which
help
control
and
indicate
gear
position.
Re-
weight
of
the
aircraft.
Beginning
with
1983
models,
traction
and
extension
of
the
landing
gear
incorpor-
the
up
indicator
(amber)
light
is
replaced
with
a
GEAR
ates
a
nose
gear
actuator
and
two
main
gear
actu-
UNSAFE
indicator
(red)
light.
The
GEAR
UNSAFE
ators.
The
main
gear
actuators
control
the
main
(red)
light
is
on
anytime
the
gear
is
in
transit
(re-
gear
struts
through
a
sector
gear
arrangement.
The
tract
or
extend),
or
whenever
system
pressure
drops
nose
gear
doors
are
mechanically-operated.
The
below
1000 PSI
with
the
safety (squat)
switch
closed.
doors
are
closed
with
the
gear retracted
and
are
open
with
the
landing
gear
extended.
The
main
gears
have
NOTE
no
doors.
Hydraulic
fluid
is
supplied
to
the
landing
gear
actuating
cylinders
by
an
electrically-powered
It is
possible
to
have
the
red
and
green
lights
power
pack
assembly,
located
inside
the
center
con-
on
momentarily
at
the
same time
after
the
sole.
The
hydraulic
reservoir
is
an
integral
part
of
completion
of
the
extend
cycle,
or
when
ro-
the
power pack
assembly.
Gear
selection
is
accom-
tating
during
takeoff.
However,
if
both
stay
plished
manually
by
moving
a
gear
selector
handle,
on
after
the
completion
of
the
extend
cycle,
located
immediately
left
of
center,
in
the
switch
or
if
the
red
light
stays
on
longer
than
5
to
panel.
It is
necessary
to
pull
out
on
the
gear
selector
7
seconds
during
the
retract
cycle, a
mal-
to
move
the
handle
up
or
down.
For
emergency
ex-
function
has
occurred.
SHOP
NOTES:
5A
-3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
5A-3. TROUBLE
SHOOTING.
Just
because
this
chart
lists
a
probable
cause,
proper
checkout
procedures
cannot
be
deleted
and
the
replace-
ment of
a
part
is
not
necessarily
the
proper
solution
to
the
problem.
The
mechanic
should always
look
for
ob-
vious
problems
such
as
loose
or
broken
parts,
external
leaks, broken
wiring,
etc.
To
find
the
exact
cause
of
a
problem,
a
mechanic
should
use
a
hand
pump,
pressure
gage and a
voltmeter
to isolate
each
item
in
the
system.
nydraulic
fluid
william
if'
air
is
pumped
into
system,
causing
fluid
to
be
blown
overboard
thru
pack vent
line.
The
problems
listed
are
all
with the
systems controls
in
their
normal
operating
position: Master
switch
ON,
hydraulic
pump
breaker
IN
and
landing
gear
breaker
IN.
During
landing
gear
system servicing,
a
power
supply capable
of
maintaining
27.
5
volts
throughout
the
gear
cycle
must
be
used
to
augment the
ship's
battery.
CAUTION
Prior
to
using
Hydro-Test
unit with power pack,
remove
and
dry
off
filler
plug
and
dipstick.
Adjust
cap
tension
so
that
no
movement
of
cap
is
apparent.
Failure
to
accomplish
these procedures
could
result
in
filler
cap coming
loose
from
power
pack.
TROUBLE PROBABLE
CAUSE
REMEDY
MOTOR
PUMP
WILL
NOT
Low
voltage
(in
flight).
Check
alternator
and
wiring.
OPERATE
GEAR BUT
EMERGENCY
HAND
PUMP
WILL
OPERATE
GEAR.
Fluid
level
low
in
reservoir.
Refill
reservoir.
Motor
pump
failure.
Replace
pump.
Faulty
check
valve
Replace
valve
NOTE
Motor
and
pump
are
not
repairable
and
must
be
replaced.
Pump
frozen.
Remove
motor
and
coupling
from
top
of
power pack
and
replace
pump.
Broken
pump
or
motor
drive
Remove
motor
and
pump
from
shaft
or
coupling,
top
of
power pack
and
replace
motor,
pump
and coupling.
If
motor
was
not
turning,
Check
motor
for
loose
or
broken
check
wiring
and
motor.
connections;
check
for
frozen
pump
or
coupling. Check
circuit
breaker
in
pedestal.
Bad
pump
shaft
seal.
Replace
pump.
External
leakage
around top Remove
motor
and
pump
assem-
of
pump
assembly
blies
from
top
of power
pack
and
replace
upper
packing
and/or
back-up
rings
Air lock in
pump
(new
pack
Remove
filter
and
intermittenly
installation
or
pump
replace-
bump
start
switch until fluid
flows.
ment.
Replace
filter.
PUMP
OR
EMERGENCY
PUMP
No
fluid
in
reservoir.
Refill
reservoir.
WILL
NOT
BUILD
PRESSURE
IN SYSTEM.
5A
-4
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont)
TROLBLE
PROBABLE
CAUSE
REMEDY
PUMP
OR
EMERGENCY
PUMP
Broken hydraulic
Line.
i
Check
for
evidence
of
leakage
WILL
NOT
BUILD
PRESSURE
and
repair
or
replace
line.
IN
SYSTEM.
(Cont).
Flush
out
system
and
refill
reservoir.
Bad
O-ring
actuator
Disconnect
line
upstream
from
.
piston;
O-ring
left
out
actuator
and
check
for
pressure.
after
repair.
Perform
this
check
for all
actuators
in
system.
Bad
O-ring
on
gear
Replace
O-ring.
control
valve.
Thermal
relief
valve stuck
open.
Replace
valve.
HAND
PUMP
DOES
NOT
BUILD
Check valve
in
hand
pump
Inspect
check
valve.
PRESSURE, BUT
ELECTRIC
sticking.
PUMP
OPERATES
PROPERLY.
Defective
hand
pump
outlet
check
Replace
valve.
valve.
Main
gear
or
downlock
actuator Disassemble
actuator
and
O-
ring
leaking.
replace
O-rings.
Filter
in
outlet
check
valve
im-
Replace
seal
and
position
properly
positioned
in
filter filter
in
retainer
with
body,
or
seal
between
filter
Petrolatum.
and
check
valve
improperly
positioned.
LANDING
GEAR
OPERATION
Downlock
rod adjustment
Adjust
rod
end
to
lengthen
EXTREMELY
SLOW.
incorrect
(mainly
LH
rod).
actuator
one
turn.
Pump
failure.
Replace
pump.
Low
voltage
in
electrical
system.
Check
alternator
and
wiring.
Replace
pump
motor.
Pump
motor
brushes
worn.
Fluid
leak in
gear
line.
Locate
and
repair
or replace
broken
line
or
fitting.
Excessive
internal
power
pack Remove
and
repair
or replace
leakage.
power pack.
POWER
PACK
EXTERNAL
Static
seals
(all
fittings).
Remove
and
replace
O-rings
LEAKAGE.
and/or
back-up
rings
as
required.
Check
tubing
flares
for leaks.
Reservoir
cover.
Remove
power pack
and
remove
cover;
replace
seals.
GEAR DOWN-LOCK
WILL
NOT
Binding
in
spring
and
Check
operation
to
locate
RETURN
TO
FULL-LOCK
tube
assemblies.
binding
and
eliminate.
POSITION.
5A
-5
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5A-3.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE CAUSE
REMEDY
LANDING
GEAR
FAILS
TO
Hydraulic
pump
motor
circuit
Reset.
determine cause
for
open-
RETRACT.
breaker
open.
ing.
Repair
or replace
compo-
nents
as
necessary.
Instrument
panel
gear
indicator
Reset
breaker.
Determine
cause
circuit
breaker
open.
for
tripped
breaker.
Hydraulic
pump
motor
circuit
Repair
or
replace
wiring.
wires
disconnected
or
broken.
Instrument
panel
gear
indicator
Repair
or
replace
wiring.
circuit
wires
disconnected
or
open.
Nose
gear
squat
switch
inoper-
Install
new
switch.
ative.
Pressure
switch
defective.
Install
new
switch.
Hydraulic
pump
motor
solenoid
Install
new
solenoid.
defective.
Hydraulic
pump
motor
ground.
Check
for
ground.
Hydraulic
pump
motor defective.
Replace
motor.
Reservoir
fluid
level
below
Fill reservoir
with
hydraulic
operating
level.
fluid.
Battery
low
or
dead.
Check
battery
condition.
Install
new
battery.
GEAR
RETRACTION
OR
EXTEN-
Reservoir
fluid
level
below
Fill
reservoir
with
hydraulic
SION
EXTREMELY
SLOW.
operating
level.
fluid (Refer
to
Section
2).
Restriction
in
hydraulic
system. Isolate
and
remove
restrictions.
PUMP
MOTOR
STOPS
BEFORE
Hydraulic
pump
motor
circuit
Reset,
determine
cause
for
GEAR
IS
RETRACTED.
breaker
open.
opening.
Repair
or
replace
components
as
necessary.
Instrument
panel
gear
indicator
Reset
circuit
breaker.
Determine
circuit
breaker
open.
cause
of
tripped
circuit
breaker.
Pressure
switch
out
of
adjust-
Remove,
adjust
or
install
new
ment.
switch.
Restriction
in
hydraulic
system, Isolate
and
determine
cause.
allowing
pressure
to
build
up
Remove
restriction.
and
shut
off
pump
motor
before
gear
is
retracted.
PUMP
MOTOR
STOPS
BEFORE
Hydraulic
pump
motor
circuit
Reset,
determine
cause
for
open-
GEAR
IS
EXTENDED.
breaker
open.
ing.
Repair
or replace
compo-
nents
as
necessary.
Instrument
panel
gear
indicator
Reset
circuit
breaker.
Determine
circuit
breaker
open.
cause
of
tripped
circuit
breaker.
5A
-6
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont.)
TROUBLE PROBABLE
CAUSE
REMEDY
PUMP
MOTOR
CONTINUES
Pressure
switch
defective.
Install
new
switch.
TO
RUN
AFTER
GEAR
IS
FULLY
RETRACTED
OR
Pressure
switch
out
of
adjust.
Remove,
adjust
or
install
EXTENDED.
new
switch.
Hydraulic pump
motor
Install
new
solenoid.
solenoid
defective.
Internal leakage
in
system.
Check
actuators for
internal
leakage.
Repair
or
install
new
actuators.
External
system
leakage.
Check
all
lines
and
hose for
leakage.
Repair
or install
new
parts.
Power
pack
relief
valve
out
of
Disassemble
and
repair
or
adjustment.
replace
valve
assembly.
Hydraulic
motor
solenoid
Install
new
solenoid.
defective.
PUMP
MOTOR CYCLES
Pressure
switch
out
of
adjust-
Remove,
adjust
or
install
EXCESSIVELY
AFTER
ment.
new
switch.
GEAR
IS
RETRACTED.
Internal leakage in
system..
Check
actuators
for
internal
leakage.
Repair
or
install
new
actuators.
External
system
leakage.
Check
all
lines
and
hose
for
leakage.
Repair
or install
new
parts.
GEAR
DOES
NOT
FULLY
Internal
leakage
in
system.
Check
actuators
for
internal
RETRACT,
BUT
PUMP
leakage.
Repair'or
install
MOTOR
CONTINUES
TO
new
actuators.
RUN.
Reservoir
fluid
level
below
Fill
reservoir
with
hydraulic
operating
level.
fluid
(Refer
to
Section
2).
LANDING
GEAR
FAILS
Battery
low
or
dead.
Check
battery
condition.
TO
EXTEND.
Install
new
battery.
Hydraulic pump
motor
circuit
Reset,
determine
cause
for
breaker
open.
opening.
Repair
or
replace
components
as
necessary.
Instrument
panel
gear
indicator
Reset
circuit breaker.
De-
circuit
breaker
open.
termine
cause
of
tripped
circuit
breaker.
Hydraulic pump
motor
circuit
Repair
or
replace
wiring.
wires
disconnected
or
broken.
Hydraulic pump
motor
solenoid
Install
new
solenoid.
defective.
5A
-7
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TROUBLE
SHOOTING
(Cont.
)
TROUBLE
PROBABLE
CAUSE
REMEDY
LANDING
GEAR
FAILS
Hydraulic
pump
motor
ground.
Check
ground.
TO
EXTEND
(cont).
Hydraulic
pump
motor
defective.
Replace
motor.
Reservoir
fluid
level
below
Fill
reservoir
with
hydraulic
operating
level.
fluid
(Refer
to
Section
2.
)
Nose
gear
contacts
stop
bolts.
Adjust
stop
bolts
to
obtain
proper
clearance.
(Refer
to
paragraph
5A-87).
RH
GEAR
UNLOCKS
BUT
Improper
setting
of
RH
downlock
Check
rigging
procedures
LH
GEAR
WILL
NOT
actuator rod.
outlined in
this
Section.
UNLOCK.
BOTH
RH
AND
LE
MAIN GEAR
Improper setting
of
LH
downlock
Check
rigging
procedures
UNLOCK
BUT
ONLY
NOSE
actuator
rod.
outlined
in
this
Section.
GEAR WILL
RETRACT.
MOTOR
PUMP
WILL
NOT
Defective
pressure
switch
Check
circuit
continuity.
TURN
ON
BY
WORKING
circuit.
SELECTOR
SWITCH.
HAND
Check
switch
adjustment
PUMP
WILL
PUT
GEAR
DOWN.
SET
SCREW
ON
CAM
NOT
EX-
Check
washers
under
bolt
Add
AN960-10
washer
under
TENDED
ENOUGH
FOR
GEAR
TO
on downlock
arm
assembly.
bolt
downlock
arm
assembly
MOVE CAM
OVER
CENTER.
MAIN
GEAR
WILL
NOT LOCK
Main
gear
not
centered
in
Rerig
saddle
per rigging
OVER
CENTER.
support.
instructions.
MALFUNCTION
OF
GEAR
1.
Both
lights
on
at
same
time. Check
ground
wire
for
proper
INDICATOR
LIGHTS. 2.
Light
will
change
from
green
connection.
to
amber
or
in
reverse
when
gear
control
switch
is
moved.
15A-3A.
HYDRAULIC
SYSTEM
LEAK
CHECK.
(Refer NOTE
to
figure
5A-2.)
a.
Jack
aircraft
in
accordance
with
procedures in
When
any
line
is
disconnected,
be
prepared
Section
2
of
this
manual,
for
fluid
leakage.
b.
To
relieve
system
pressure,
pull
the
GEAR PUMP
circuit
breaker
to
OFF,
move
the
gear
selector
handle
to g.
Disconnect
the
return
line
from
the
gear
selector.
If
UP,
and
move
back to
the
DOWN
position.
fluid
comes
from
the
selector,
the
internal
leak
is
in
the
c.
Install
a
0-2000
PSI
gage
at
the
tee
(Index
28,
figure
system.
5A-3)
on
the
left
side of
the
power
pack.
h. If
no
leak-by is
found,
it
can
be
assumed
there
is
an
d.
Push
the
GEAR
PUMP
circuit
breaker
to
the
ON
internal
leak
in
the
power pack.
If
leak
is
found,
proceed
position,
turn
ON
the
master
switch,
and
move
gear
to
step
"j."
Reconnect
the
return
line.
selector
handle
to
the
UP
position.
i.
Power
pack
internal
leakage can
only
be
attributed
e.
Monitor
pressure
gage,
after
retraction
cycle
is to
a
bad
thermal
relief
valve,
check
valve,
or
check
valve
complete,
for pressure
bleed
down.
O-ring.
The
only
way
to
isolate
part that
is
leaking
is
to
f.
If
bleed
down
occurs,
it
can
be
an
internal
or
systematically
replace
the
check
valve
O-ring,
check
external
leak
anywhere
in
the
system.
valve,
and then
thermal
relief
valve.
Repeat
leak
test
after
replacement
of
each
part
to
ensure
leak
correction.
5A-8
Revision
3
MODEL
210 &T210
SERIES
SERVICE
MANUAL
j.
Remove
gear
DOWN
line
from
the
selector.
If
(6)
Push
landing gear
circuit
breaker
in;
power
pack
fluid
comes
from
the
line,
one
or
more
of
the
gear
should
run;
monitor
pressure.
actuators
is
leaking. To
locate
the
leaking
actuator,
(7)
Primary
Relief
valve
should
open
at
1800
PSI,
disconnect
the
return
line
from
each
actuator.
the
+0or-50PSL
leaking
actuator
will
have fluid
draining
from
the
(8)
After
check
is
complete, remove
pressure
from
actuator
port.
Following
the
appropriate paragraphs
system,
remove
pressure gage,
install
cap
on
tee
(28),
in
this
section
remove,
overhaul
and
reinstall
the
pull
landing
gear
circuit
breaker,
remove
jumper
wire,
actuator.
push
landing
gear
circuit
breaker
back
in,
and
return
k.
Reconnect
gear
down
line to the
selector,
system
to
original configuration.
1.
Recheck
all
lines
that
were
disconnected
for
b.
Thermal
Relief
Valve.
security.
(1)
With
aircraft
on
jacks and
pressure
gage
m.
Lower the
landing
gear.
Following
the
proce-
installed
at
tee
(28)
fitting
on
left
side
of
power
pack,
dures
in
step
"b"
relieve
the
system
pressure.
pull
landing
gear
circuit
breaker.
n.
Remove the
pressure
gage
from
the
service
tee.
(2)
Select
landing
gear to
DOWN
position.
o.
In
accordance
with
the
procedures
in Section
2 (3)
Etend
emergency
gear
pump
handle.
of
this
manual
replenish
the
power
pack
reservoir
(4)
Pump
emergency
gear
pump
handle
and
monitor
with
MIL-H-5606
hydraulic fluid
and
bleed
the
system.
pressure.
Thermal
relief
valve should
open
at
2200
p.
Remove
aircraft
from
jacks.
PSI,
-0
or
+
50
PSI.
(5)
After
check
is
complete,
remove
pressure
from
5A-4.
POWER
PACK.
(Refer
to
figure
5A-3.)
system,
remove
pressure
gage,
and
install
cap
on
tee
(28).
5A-5.
DESCRIPTION.
The
hydraulic
power
pack,
(6)
Push
in
landing
gear
circuit breaker, and
return
located
in
the
pedestal,
is
a
multi-purpose
control
unit.
It
system
to
original configuration.
contains
a
hydraulic
reservoir,
valves,
an
electrically-
c.
Pressure
Switch.
driven
motor,
and
the
pump.
An
emergency
hand
pump,
(1)
With
aircraft
on
jacks
and
pressure
gage
located
between
the
pilot's
and
copilot's
seats,
uses
installed
at
tee
(28)
fitting
on
left
side
of
power
pack,
reservoir
fluid
to permit
manual
extension
of
the landing
pull
landing
gear
circuit
breaker.
gear.
(2)
Select
landing
gear
UP
and
DOWN
several
times
to
relieve pressure
in
landing
gear
system.
NOTE
(3)
Select
landing
gear
UP,
and
push
in
landing
gear
circuit
breaker.
The
hydraulic
power
pack
primary relief
(4)
After gear
raising
cycle
is
complete,
check
valve,
thermal relief
valve,
and pressure
pressure.
Pressure
should
be
1500
PSI.
switch
can
be
operationally
checked
on
the
(5)
Select gear
DOWN.
After gear
lowering
cycle
is
aircraft
without
power pack
removal
from
the
complete,
pressure
should
be 1500
PSL
aircraft
or
disassembly.
Refer
to
paragraph
(6)
After
check
is
complete,
remove
pressure
from
5A-5A
for
specific
instructions.
Refer
to
system,
remove
pressure
gage,
install
cap
on
tee, and
paragraph
5A-11A
for
primary
and
thermal
return
system
to
original configuration.
relief
valve
bench
check
instructions
if
the
power
pack
is
removed
from
aircraft.
5A-6.
REMOVAL.
(Refer
to
figure
5A-3.)
a.
Jack
aircraft
in
accordance
with
procedures
5A-5A.
ON-AIRCRAFT
HYDRAULIC POWER
PACK
outlined
in
Section
2
of
this
manual.
OPERATIONAL
CHECKS. (Refer
to
figure
5A-3.)
b.
Turn
master
switch
OFF
and
place
gear
selector
The
primary
and thermal
relief
valves
and
pressure
handle
in a
neutral
position
to
relieve
system
pres-
switch
should
be
pressure
checked
each
100
hours. They
sure. After
15
seconds,
return
gear
selector
handle
can
be
operationally
checked
without
removal
from
to
DOWN
position.
aircraft.
For
bench
check
instructions after
removal
from
power
pack,
refer
to
paragraph
5A-11A. NOTE
NOTE
As
hydraulic lines
are
disconnected
or
re-
moved,
plug
or
cap
all
openings
to
prevent
Checks are
to
be
performed
with external entry
of
foreign
material
into
the
lines
or
power
set
at
28.5
volts.
fittings.
a.
Primary
Relief
Valve.
c.
Remove
front
seats
and
spread
drip
cloth
over
(1)
Jack
aircraft
in accordance
with
procedures
front
carpet.
outlined in
Section
2. d.
Remove
decorative
cover
from
pedestal
as
out-
(2)
Remove
cap
and
install
pressure
gage
at
tee
(28)
lined in
Section
9
of
this
manual.
fitting
on
left
side
of
power
pack.
e.
Remove
upper
panel
assembly
from
aft
face
of
(3)
Pull
landing
gear
circuit
breaker.
pedestal.
(4)
Select
landing
gear
handle
to
DOWN
position.
f.
Remove
screws
attaching indicator
assembly
at
(5)
Install
18
gage
(minimum)jumper
wire
between
top
of
pedestal;
remove
indicator
assembly.
buss
side of
contactor
and
small
terminal
on
pump
g.
Remove
four
bolts
attaching
wheel
and
gear
box
motor
contactor
(to
energize
coil).
assembly;
remove
wheel and
gear
box
assembly.
Revision
3 5A-9
MODEL
210
&T210
SERIES
SERVICE
MANUAL
h.
Loosen
idler
sprocket
assembly
by
loosening
d.
Cut
safety
wire
and
remove relief
valve
assem-
bolt
and
sliding
sprocket
inboard
in
slot.
blies
(5)
and
(23)
from
body
assembly
(19).
i.
Disconnect
chain
at
connecting
link.
e.
Remove
dipstick
(15)
and fluid
filter
screen
(16)
j. Remove
left-hand
and
right-hand
chain
guards.
from
body
assembly
(19).
k.
Allow
chain
to
remain
on
gimbal
assembly
in
f.
Remove
retainer
(12),
self
relieving
check
valve
lower
pedestal
area.
filter
assembly
(11),
back-up
ring
(13),
packing
(14),
1.
Position
gallon
container
under
drain
elbow
at
packing
(10)
and
check
valve
(9)
from
body
assembly
right-hand
side
of
pedestal.
(19).
m.
Remove
cap
from
elbow
and
attach
drain
hose.
n.
Using
hand
pump,
drain
reservoir
fluid
into
NOTE
container.
o.
Disconnect
and
cap
or
plug
all
hydraulic
lines
If
check
valve
(9)
will
not
fall
from
hole
in
at
power
pack.
body
assembly
(19),
place
a
drift
or
punch
p.
Disconnect
wiring
at
pressure
switch.
made
of
soft
material
into
the
pressure
q.
Remove
three
mounting
bolts,
one
at
the
for-
opening
of
body
assembly
(19)
and
tap
spacer
ward
side
of
power
pack,
and
two,
attaching
power
from
body
assembly
(19).
pack
bracket
to
sides
of
pedestal.
r.
Remove
power
pack
and
bracket from
pedestal
g.
Remove
pressure
switch
(17)
and
packing
(18)
from
as
a
unit.
body
assembly
(19).
I
h.
Cutsafety
wire,
serial
21064588 and
on,
and
NOTE
remove
bolts
(4)
attaching
hydraulic
pump
(6)
to
body
assembly
(19),
and
remove
pump
(6)
and
coupling
(8)
It
should
not
be
necessary
to
disturb
studs
from
body
assembly
(19).
Remove packings
(20)
and
(22).
on
left
and
right
sides
of
pedestal
to
re-
i.
Remove
motor
assembly
from
body
assembly
(19)
by
move
power
pack.
removing
attaching
bolts
(4).
5A-7.
DISASSEMBLY.
(Refer
to
figure
5A-3.)
5A-8.
INSPECTION.
(Refer
to
figure
5A-3.)
a.
Remove
bolts
(24),
washers
(25),
and
packing
a.
Wash
all
parts
in
cleaning
solvent
(Federal
(26)
from
reservoir
(1).
Specification
P-S-611,
or
equivalent)
and
dry
with
b.
Remove
reservoir
(1)
from
body
assembly
(19).
filtered
air.
b.
Inspect
all
threaded
surfaces
for
serviceable
NOTE
condition
and
cleanliness.
c.
Inspect
all
parts
for
scratches,
scores, chips,
cracks,
If
reservoir
(1)
will
not
disengage
from
body
and indications
of
excessive
wear.
assembly
(19),
install
a
capped
fitting
in
the
d.
Clean
to
ensure
that all
screens
and
filters are
pressure
and
return
openings
of
the
power
completely
clean
and
undamaged.
pack
assembly
and
attach
an
air
hose
to
vent
fitting
at
top
of
body
assembly
(19).
Apply
air
5A-9.
REASSEMBLY.
(Refer
to
figure
5A-3.)
pressure
(not
to
exceed
15
PSI,
reservoir
proof
pressure),
and
remove
reservoir
(1).
A
strap
NOTE
clamp
is
not
recommended
as clamp
may
damage
reservoir
(1).
During
assembly,
lubricate
new
packings,
back-up
rings,
and
threaded
surfaces with
a
c.
Remove
packing
(20)
from
body
assembly
(19).
film
ofPetrolatum
W-P-236,
hydraulic
fluid
MIL-H-5606,
or
Dow-Corning
DC-7.
NOTE
a.
Using
new
packing
(22),
install
hydraulic
pump
(6)
normally
not
required.
Refer
to
applicable
and
coupling
(8)
into
body
assembly
(19)
with
bolts
(4).
paragraphs
for
specific instructions
regard-
ing
relief
valves.
Before
removal,
tag
each
relief
valve
(primary)
or
(thermal)
to
ensure
correct
reinstallation.
5A-10
Revision
3
MODEL
210
AND
T210
SERIES
SERVICE
MAN
UAL
MODEL
210 &T210
SERIES
SERVICE
MANUAL
SELECTOR·
.
*
POWER
PACES.--
.-
..
Figure
5A-2.
Tanding
Gear
System
Component
Locator
Revision
3
5A-11
D/(5A-12
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
*
THRU
SERIAL
21063964
PLUS
SERIAL
21063973
*
SERIAL
21063965 THRU
SERIAL
21063972
AND
21063974
&
ON
14
*
21062955
THRU
21064587
15
*
REFER
TO
SERVICE
INFORMATION
/
16
*17
LETTER
#SE82-46. 1
*17
i~1 8
13
A-A
1.
Reservoir
2.
Union
3.
Packing
4. Bolt
A
4
5.
Primary
Relief
Valve
6.
Hydraulic
Pump /
7.
Packing
24
8.
Coupling
9.
Self-Relieving
Check
Valve
10.
Packing
24
11.
Filter
Assembly
-
Self-Relieving
Check Valve
12.
Retainer
13.
Back-Up
Ring
14.
Packing
15.
Dipstick
16.
Fluid
Filter
Screen
17.
Pressure
Switch
18.
Packing
19.
Body
Assembly
26
20.
Packing
25
21.
Packing
2
22.
Packing
23.
Thermal
Relief
Valve
24.
Bolt
25.
Washer
NOTE
26.
Packing
27.
Flat Washer Assemble
new
packings
and
back-up
rings
28.
Tee
1 1
lubricated
with
a film
of
Petrolatum
W-
P-
236,
hydraulic
fluid
MIL-H-5606,
or
Dow-
Corning
DC-7.
Figure
5A-3.
Hydraulic
Power
Pack
Assembly
(Sheet
1
of
2)
Revision
3
5A-13
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
-RETURN
VENT
HAND
PUMP
SUCTION
Figure
5A-3.
Hydraulic
Power
Pack
Assembly
(Sheet
2
of
2)
b.
Installmotor
assembly
on
top
of
body
assembly
(19)
f.
Install
fluid
filter
screen
(16)
and dipstick
(15)
into
after
aligning
coupling
(8)
to
match
mating
connection
in
body
assembly
(19).
motor.
Secure motor
to
body
with
bolts.
Safety
wire
bolts
NOTE
as
shown
in
View
A-A.
c.
Using
new
packing
(18),
install
and
tighten
pressure
Safety
wire
primary
relief
valve
(5)
and
|
switch
(17)
onto
body
assembly
(19).
thermal
relief
valve
(23)
to
hydraulic
pump
d.
Using
new
back-up
ring
(13),
and
packings
(14)
and
mounting
bolts
(4)
as
shown
in
view
A-A.
(10),
install
and
tighten
check
valve
(9),
filter
assembly
(11),
and
retainer
(12)
into
body
assembly
(19).
g.
Using
new
packings
(20)
and
(26)
and washers
(25)
e.
Install
primary
relief
valve
(5)
and
thermal relief
and
(27),
install
bolts
(24),
and
tighten
reservoir
(1)
onto
valve
(23)
assemblies
along with packings
(7)
and
(21)
body
assembly
(19).
onto
body
assembly
(19).
5A-10.
INSTALLATION.
(Refer
to
figure
5A-3.)
CAUTION
a.
Work
power
pack and
bracket
assembly
into
position
and
install
three
bolts,
securing
power
pack
to
Ensure
that
relief
valves
are
installed
in
pedestal.
their
correct
location.
Refer
to
view
A-A.
5A-14
Revision
3
5-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
b.
Connect
all
hydraulic
lines
to
power
pack
fittings.
a
Primary
Relief
Valve.
Ensure
that
all
fittings
are
properly
installed,
with
(1)
Using a
hydraulic
pump with
a
flow
rate
of 0.5
to
|
jamnuts
tight,
after
lines
are
tightened.
0.7
gallons
per
minute connected to
a
hydraulic
c.
Install
wheel
and
gear
box
assembly and
indicator reservoir,
a
pressure
gage
with
2500
psi
capacity,
and
assembly
in
top
of
pedestal.
a
hose
with
appropriate
fittings,
connect
hydraulic
I
d.
Install
left and
right
chain
guards
for
rudder
trim
pump to
adapter
(2)
of
the
primary
relief valve.
chain.
(2)
Apply
pressure
slowly
to
ensure
that
relief
valve
e.
Connect
chain
at
connecting
link after
stringing
assembly
opens
at
correct
pressure
reading.
Primary
chain
over
idler
sprocket.
relief
valve
should
open
at
1800
PSI,
+
0
or
-50
PSL
f.
Tighten idler
sprocket
assembly
by
sliding sprocket
Refer
to
paragraph
5A-15
for
adjustment instructions.
outboard
in
slot
and
tightening
bolt.
b.
Thermal
Relief
Valve.
|
g.
Connect
ground
wire
to
pressure
switch
(17),
and
(1)
Using
a
hand
pump
connected
to
a
hydraulic
wire to
motor.
reservoir,
a
pressure
gage
with
2500
PSI
capacity,
and
h.
Connect
power
pack
wiring
to
plug.
a
hose
with
appropriate
fittings,
connect
hand
pump
to
i.
Install
upper
panel
assembly
on
pedestal.
adapter
(2)
of
the
thermal
relief
valve.
j.
Fill reservoir
(1)
on
right
side
of
power
pack
with
(2)
Manually
pump
pressure
up
slowly
to
ensure
clean
hydraulic
fluid
in
accordance
with
procedures
that
relief
valve
assembly
opens
at
correct
pressure
outlined
in
Section
2
of
this
manual.
reading.
Thermal relief
valve
should
open
at
2200
k.
Operate
gear
through
several
cycles to
bleed
PSI,
-0
or
+
50
PSI.
Refer
to
paragraph
5A-15
for
system.
Check
for correct
operation
and
signs
of
fluid
adjustment
instructions.
leakage.
A
28
volt
power
supply
should
be
used
to
augment
the ship's battery.
5A-12.
REMOVAL.
(Refer
to
figure
5A-3.)
a.
Cut
safety
wire
and
remove
primary
relief
valve
(5)
I
5A-11.
PRIMARY AND
THERMAL
RELIEF
VALVE
and
thermal
relief
valve
(23)
from
body
assembly
(19).
ASSEMBLIES.
(REFER
TO
FIGURE
5A-3.)
The
primary
relief
valve
(5),
located
between
the
check
valve
5A-13.
DISASSEMBLY.
(Refer
to
figure
5A-4.)
(9)
and pump
(6),
serves
to
limit
that
amount
of
pressure
which
can
be
generated
by
the
pump
(6).
The
thermal
NOTE
relief
valve
(23),
located
on
the system
side
of
the
check
valve
(9),
serves
to
limit
the
system pressure.
System
Relief
valve
assemblies
(5)
and
(23)
are
preset
pressure
can
increase
due
to
thermal
expansion.
Both
by
the
factory
and
normally
will
not
require
valves
are
identical
except
for
differing
pressure
relief
disassembly.
settings
(refer
to
figure
5A-4). a.
Removejamnut
(13)
and
adjustmentscrew
(12)
from
|
5A-11A.
BENCHCHECK
OFPRIMARYAND housing
(8).
THERMAL
RELIEF
VALVES. (Refer
to
figure
5A-4.)
b.
Remove
spring
(11),
guide
(10),
balls
(6),
and
piston
(9)
from
housing
(8).
NOTE
c.
Loosen
jamnut
(7)
and
remove
adapter
(2)
from
housing
(8).
The
hydraulic
power
pack
primary
relief
d.
Remove
poppet
(4)
and orifice
(3)
from
adapter
(2).
valve,
thermal
relief
valve,
and
pressure
switch can
be
operationally
checked
on
the
5A-14.
INSPECTION.
(Refer
to
figure
5A-4.)
aircraft
without
power
pack
removal
from
the
a.
Wash
all
parts
in
cleaning
solvent (Federal
aircraft
or disassembly.
Refer to
paragraph
Specification
P-S-611
or
equivalent)
and dry
with
filtered
5A-5A
for
specific
instructions.
air.
b.
Inspect all
threaded
surfaces
for
serviceable
If
on-aircraft pressure
checking
of
the
power
pack
condition
and
cleanliness.
reveals
out-of-tolerance
relief
valve opening,
it
may
be
c.
Inspect
all
parts
for
scratches,
scores,
chips,
cracks,
necessary
to
determine
if
relief
valve
disassembly
or
and
indications
of
excessive
wear.
adjustment
is
necessary.
Once
removed
from
power
pack,
individual
relief
valves
can
be
bench
checked.
5A-15.
ASSEMBLY AND
ADJUSTMENT.
(Refer
to
figure
5A-4.)
NOTE
NOTE
Adequate
precautions
should
be
taken
to
recover
hydraulic
fluid
which
will
be
expelled
Use new packings
during
reassembly.
from
the
primary
relief
valve while
under
Lubricate
all
packings
with
MIL-H-5606
pressure.
hydraulic
fluid.
Lubricate
threads
with
Petrolatum.
CAUTION
a.
Install
orifice
(3)
and
poppet
(4)
into
adapter
(2).
As
primary
and
thermal
relief
valves
are
(New
packing
[51
must
be
installed
on
poppet
[4].)
identical
except
for
differing pressure
relief b.
Install
jamnut
(7)
and
housing
(8)
on
adapter
(2).
settings,
special
care
should
be
exercised
to
c.
Tighten
adapter
(2)
into
housing
(8)
and
torque
to
ensure
relief
valves
are
reinstalled
in
their
100-150
lb-in.
correct
locations.
(Refer
to
figure
5A-3,
view
A-A.)
Revision
3
5A-15
MODEL
210
&
T210
SERIES SERVICE
MANUAL
5A-16.
INSTALLATION.
(Refer
to
figure
5A-3.)
Torque
adapter
(2)
to
housing,
a.
Install
relief valve
assemblies
(5)
and
(23)
along
(8),
and
jamnuts
(7)
and
(13)
with
new packings
(7)
and
(21)
onto body
assembly
(19).
to
housing
(8)
to
100-150
lb-in.
CAUTION
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5A-23.
ADJUSTMENT.
(Refer
to
figure
5A-5.)
e.
Unscrew
guide
(5)
from
fitting
(2),
do
not
a.
Jack
aircraft
in
accordance
with
procedure
out-
damage
lip
of
guide.
lined
in
Section
2
of
this
manual.
b.
Screw
cap
and
housing
(10)
assembly
on
fitting
5A-24C.
INSPECTION
AND
REPAIR.
(See
figure
(2)
enough
to bottom
piston
out
in
stop
(7).
5A-5A.
)
c.
Turn
cap
and
housing
assembly
(10)
back
a.
Clean
sealant from
threads
of
snubber
(1).
from
full-thread
engagement
one
turn,
plus
0,
fitting
(2)
and
guide
(5)
with
wire
brush.
minus
one-fourth
turn
to
locate
hole
in
fitting
b.
Clean
all
parts
with
cleaning
solvent
(Federal
(2)
in
slot
in
skirt
of
cap
and
housing
assembly.
Specification
P-S-661.
or
equivalent
and
dry
thor-
d.
Attach
electrical
connections
to
pressure
switch
oughly.
and
attach
external
power
source.
c.
Discard
seal
(3)
and packing
(4),
and
replace
e.
Turn
on
master
switch.
with
new
parts.
f.
Pump
hand pump
to
obtain
1500
psi
on
test
gage.
d.
Inspect
all
pressure
switch
parts
for
scratches.
g.
Switch
should open
electrical
circuit
to
pump
scores,
chips,
cracks
and
indications
of
wear.
solenoid
when
pressure
in
system
increases
to
ap-
e.
All
damaged
parts
shall
be
replaced
with
new
proximately
1500
psi.
parts.
h.
If
switch
opens
electrical
circuit
to
solenoid
prematurely,
disassemble
pressure
switch
down
to
NOTE
washers
(8)
and
add
shims
as
necessary
to
obtain
desired pressure;
repeat steps
(b)
and
(c).
Thorough
cleaning
is important.
Dirt
and
chips
are
the
greatest
single
cause
of
mal-
NOTE
functions
in
hydraulic
systems. Carefulness
and
proper
handling
of
parts
to
prevent
Chart
in
figure
5A-5
lists
washers
by
part
damage
must
be
observed
at
all
times.
number,
thickness
and
effect
in
psi
each
washer
will
have
on
switch
operation.
f.
Snubber
(1)
can
be
cleaned
with
solvent,
then
blown
out
with
high
pressure
compressed
air.
I.
If
switch
opens
electrical circuit
to solenoid
g.
Assure
that
0.
062-inch
vent
hole
is
open
in
later
than
1500
*
50
psi,
disassemble
pressure
stop
(7).
switch
down
to
washers
(8)
and
remove
washers
as
necessary
to
obtain
desired pressure;
repeat
steps
5A-24D.
REASSEMBLY.
(See
figure
5A-5A.)
(b)
and
(c)..
J.
Turn
off
master
switch.
NOTE
k.
Lower
aircraft
to
ground.
Threads
of
snubber
(1)
and
guide
(5)
are
to
5A-24.
INSTALLATION.
(Refer
to
figure
5A-3.)
be
primed
with
Locktite
grade
T
primer
and
Since
pressure
switch
will
normally
be
left
in
sealed
with
locktite grade
AV
sealant.
Allow
power
pack
after
adjustment, described
in
the
pre-
primer
to
dry
for
a
minimum
of
three
min-
ceding
paragraph,
all
that
needs
to
be
accomplished
utes
before
sealant
application. Allow
is
to
reassemble
the
center
console.
This
may
be
sealant
to
cure
from
five
to
40
minutes
accomplished
by
installing
the
upper
panel
assembly
after
snubber and guide
are
assembled.
on
the
aft
face
of
the
pedestal
and
installing
the
deco-
rative
cover
as
outlined
in
Section
9
of
this
manual.
NOTE
5A-24A.
REMOVAL AND
INSTALLATION.
Install
new
seals
and
packings
and
existing
(21063965
thru
21063972
&
21063974
&
ON.)
internal
parts,
lubricated
with
a
film
of
(See
figure
5A-3.)
Petrolatum
W-P-236,
hydraulic
fluid
a.
Move
left
seat
to
full
aft
position
and
spread
a
MIL-H-5606,
or
Dow-Corning DC-7.
Do
drip
cloth
beneath
power pack.
not lubricate
threads
on
guide
(5).
b.
Assure
that
master
switch
is
OFF,
and
discon-
nect
leads
at
terminals
at pressure
switch.
a.
Install
snubber
(1)
into
fitting
(2)
and
tighten
with
c.
Remove
pressure
switch from
power
pack.
slotted
screwdriver.
d.
Reverse
procedures
for
installation.
b.
Install
packing
(4)
in
fitting
(2).
c.
Install seal
(3)
in
guide
(5).
5A-24B.
DISASSEMBLY.
(See
figure
5A-5A.)
d.
Install
guide
(5)
into
fitting
(2),
and
finger-
a.
Remove
pin
(10).
tighten.
b.
Unscrew
housing
(11)
from
fitting
(2).
c.
Remove
spring
(9).
NOTE
d.
Remove
washers
(8)
from
flange
of
stop
(7).
It
is
possible
to
assemble, fill
and
test
the
NOTE
pressure
switch
in
the
aircraft.
This
can
be
accomplished
by
the
installation
of
a
test
Chart
in
figure
5A-5A
lists
washers
by
part
gage
in
the
capped
port
of
the
tee
fitting
on
number,
thickness
and
effect
on
operating
the
right-hand
side
of
the
power
pack,
and
pressure
(psi).
pumping
the
emergency
hand
pump.
Master
switch
must
be
OFF
and
selector
handle
must
be
in
DOWN
position.
5A-18
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
fluid
to
extend
the
landing
gear
in
the
event
of
normal
5A-29.
INSPECTION
AND
REPAIR
hydraulic
pump
failure.
a.
Inspect
seating
surfaces
of
valves.
b.
Inspect
piston
for
scores,
burrs
or
scratches
5A-27.
REMOVAL
AND
INSTALLATION.
which
could
cut
O-rings.
This
is a
major
cause
of
a.
Remove
seats
as
required
for
access.
external
and
internal
leakage.
The
piston
may
be
b.
Remove
screws
attaching
cover
over
hand
pump
polished
with
extremely
fine
emery
paper.
Never
and
remove
cover.
use
paper
coarser
than
No.
600
to
remove
scratches
c.
Peel
back
carpet
as
required
for
access
to
or
burrs.
If
defects
do
not
polish
out,
replace
pump
mounting
bolts.
piston.
d.
Wedge
cloth
under
hydraulic
fittings
to
absorb
fluid, then
disconnect
the
two
hydraulic
lines
and 5A-30.
REASSEMBLY.
(Refer
to
figure
5A-6).
plug
or
cap
open
fittings
to
prevent
entry
of
foreign
Assemble
the
emergency
hand
pump,
using
the
figure
material.
as
a
guide.
Also,
for
detailed
instructions,
reverse
e.
Remove
two
bolts,
washers
and
nuts
securing
the
procedures
outlined
in
paragraph
5A-28.
During
pump
to
mounting
bracket.
assembly,
prime
fitting
(10)
with
Locktite
grade
T
f.
Work
pump
from
aircraft.
primer,
allow
primer
to
dry
for
a
minimum
of
three
g.
Install
hand
pump
by
reversing
the
preceding
minutes.
Apply
Locktite
hydraulic
sealant
to
threads
steps,
bleeding
lines and
pump
as
lines
are
con- of
pump
body
(16)
and
first
two
threads
of
the
fitting
nected.
(10).
After
installing
fitting
in
pump
body, allow
the
h.
Fill
reservoir
as
required.
sealant
to
cure
from
five
to
40
minutes.
5A-28.
DISASSEMBLY.
(Refer
to
figure
5A-6.)
NOTE
NOTE
Install
new
back-up
rings
and
packings,
After
emergency
hand
pump
has
been
removed
lubricated
with
a
film
of
Petrolatum
from
aircraft,
and
ports
are
capped
or
plugged,
VV-P-236,
hydraulic
fluid
MIL-H-5606,
spray
with
cleaning
solvent
(Federal
Specifica-
or
Dow-Corning
DC-7.
tion
P-S-611,
or
equivalent)
to
remove
all
ac-
cumulated
dust
or
dirt.
Dry
with
filtered
com-
5A-31.
LANDINGGEAR
SELECTOR
VALVE.
(Refer
pressed
air.
to
figure
5A-7.
)
5A-32.
DESCRIPTION.
A
mechanical
gear
position
a.
Remove
hand
pump
handle
by
removing
pivot
and
selector
valve
is
located
in
the
switch
panel
The
linkage pins after
removing cotter
pins.
pilot
shuttles
the
valve
mechanically
when
he
changes
b.
Remove
fitting
(10)
frompump
body
(16).
c.
Push
piston
(15)
from
pump
body (16).
d.
Remove
back-up
ring
(7)
from
fitting
(10)
to
remove
check
valve
(8)
and KEP-O-SEAL
valve
(14)
assemblies.
e.
Remove
and discard
all
O-rings
and
back-up
rings.
5A-18B
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
Beginning with
21063812,
steel
disc
(9)
is
replaced
by
aluminum
disc
(9).
Bearing
(5)
and
race
(4)
are
replaced
by
teflon
washer
(17)
at
the
same
aircraft
serial.
10 16
.
9
.7
1.
Cover
9.
Disc
2.
Retaining
Ring
10.
Packing
3.
Cap
11.
Pucks
3
4.
Bearing
Race
12.
Spring
5.
Thrust
Bearing
13.
Body
Assembly
2
6.
Washer
14.
Rod
7.
Spring
15.
Nut
8.
Packing
16.
Knob
1
17.
Washer
Figure
5A-7.
Landing
Gear
Position
Selector
Valve
to
figure
5A-7.) 5A-9.)
a.
Remove
cover
(1),
retaining
ring
(2)
and
cap
(3).
Thru
21063811,
remove
race
(4)
and
bearing
(5).
Be-
5A-38.
DESCRIPTION. The
tubular
main
gear
ginning
with
21063812,
remove
washer
(17).
struts
rotate
aft
and
inboard
to
stow
the
main
wheels
b.
Remove
cotter
pin,
washer
(6)
and
spring
(7).
beneath
the
baggage
compartment.
The
main
gear
c.
Pull
rod
(14)
from
disc
(9);
remove
disc.
utilizes
hydraulic
pressure
for
positive uplock
and
d.
Remove
packs
(11)
and
springs
(12).
mechanical
downlocks.
Main
gear
uplock
pressure
e.
Reverse
preceding
steps
for reassembly.
is
maintained
automatically
by
the
pump
assembly.
Rotation
of
the
gear
to
extend
or
retract
the
struts
5A-35.
INSPECTION
AND
REPAIR
(Refer
to
figure
is
achieved
through
pivot
assemblies
which
in
turn
5A-7.) Replace
packings
(8)
and
(10).
Check valve
are
bolted through
a
splined
shaft, to
the
hydraulic
for
wear,
foreign
or abrasive
materials.
Disc
(9)
main
gear
rotary
actuators.
may
be
refaced
(lapped)
if
worn
or
abraded.
Check
TCuTIa
rollers
in
bearings
(5).
5A-36.
RIGGING
THROTTLE-OPERATED
GEAR
Use
of
recapped
tires
or
new
tires
not
WARNING
BORN
MICRO-SWITCH.
(Refer
to
figure
listed
on
the
aircraft
equipment
list
are
5A-8.)
Rigging
procedures
for
sea
level or
turbo-
not
recommended
due
to
possible
inter-
charged
aircraft
are
outlined in
figure
A-8.
)
ference
between
the
tire
and
structure
when
landing
gear
is
in
the
retracted
5A-37.
MAIN LANDING
GEAR.
(Refer to
figure position.
5A-20
MODEL
210
&
T210
SERIES SERVICE
MANUAL
SETTING
THROTTLE
SWITCHES
1.
During
flight
at
120
MPH
(IAS),
2500',
prop
control
full
forward
for
maximum
RPM,
and
with
the
gear
and
flaps
up,
mark
the
throttle
control
position
corresponding
to
the following
manifold
pressures:
Model
210M
12.
0"
±
.5"
Model
T210M
15.0"+ 1.0"
2.
Then
adjust
the
gear
warning horn
throttle
switch
on
the
ground
to
activate
at
the
throttle
control
position
as
marked
in
flight.
"For
each
1000
feet
above
2500'
MSL,
decrease
the
manifold
pressure
at
which
the
throttle
con-
E
TO
SECTION
2
FOR
CONTROL
LUBRICATION
6
OUTBOARD
AT RIGHT-
HAND
SIDE
OF
FIREWALL
1.
Switch
Cover
6.
Switch
Mounting
Bracket
2.
Switch
Cover
7.
Arm
Assembly
3.
Spacer
8.
Gear
Warning
Cam
4.
Switch
9.
Fuel
Pump
Cam
5.
Switch
Spacer
10.
Bushing
Figure
5A-8.
Rigging
Throttle-Operated
Gear
Warning
Horn
Switch 5A-21
VIEW
LOOKING
AFT
AND
OUTBOARD
AT
RIGHT-
HAND
SIDE
OF
FIREWALL
1.
Switch
Cover
6.
Switch
Mounting
Bracket
2.
Switch
Cover
7.
Arm
Assembly
3.
Spacer
8.
Gear
Warning
Cam
4.
Switch
9.
Fuel
Pump
Cam
5.
Switch
Spacer
10.
Bushing
Figure
5A-8.
Rigging
Throttle-Operated Gear
Warning
Horn
Switch
5A-21
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5A-39.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE REMEDY
AIRCRAFT
LEANS
TO
Incorrect
tire
inflation. Inflate
to
correct
pressure.
ONE
SIDE.
Sprung main
gear
strut.
Remove
and
replace
strut.
Bent
axle.
Install
new
axle.
UNEVEN
OR
EXCESSIVE
Incorrect
tire
inflation.
Inflate
to
correct
pressure.
TIRE
WEAR.
Wheel
out
of
alignment.
Align
wheels.
Wheels
out
of
balance.
Balance
wheels.
Sprung main
gear
strut.
Replace
strut.
Bent
axle.
Install
new
axle.
Dragging
brakes.
Jack
wheel
and
check
brake.
Wheel
bearings
not
adjusted
Tighten
axle
nut
properly.
properly.
5A-40.
REMOVAL.
(Refer
to
figure
5A-9.)
f.
Remove
packings
(24)
from
plug
(25)
and
clean
plug
|
a.
Jack
aircraft
in
accordance
with
procedures
and
strut
(29).
outlined
in
Section
2
of
this
manual.
b.
Bleed
fluid
from
brake
line
at
wheel
brake
5A-41.
INSTALLATION.
(Refer
to
figure
5A-9.)
cylinder.
c.
Turn
master
switch
off;
move
gear
position
NOTE
selector
valve
to
up
position,
then
turn
master
switch
The
following procedure
installs the
landing
Place
gear
position
selector
handle
in
a
neutral
posi-
tion
so
that
gear
rotates
freely.
a.
Lubricate
new
-rings
(24)
and
end
of
strut
(29)
with
Petrolatum
W-P-236,
hydraulic
fluid
MIL-L-5606,
NOTE
or
Coming
DC-7
(keep
DC-7
away
from
areas
to
be
If
the
pump
motor
cannot
be
used
to
unlock
painted)
before
installation
Install
O-rings
(24)
on
plug
the
main
gear
because
of
an
opening
in
the
(25).
hydraulic
system,
the
spring-loaded
main
b.
Remove
caps
from
union
(23)
and
brake
line
(22),
gear
downlocks
can
be manually
unlocked
attach
brake
line
(22)
to
union
(23),
and
work
plug
(25)
by
pushing
them
forward
with
a
screw-
and
strut
(29)
into
pivot
(14).
driver
or
other
similar
tool,
and
holding
them
forward,
until
the
main
gear
has
ro-
NOTE
tated past.
When
installing
a
new
pivot
(14),
burnishing
WARNING
the
2.100-inch
I.
D.
bore
may
be
required
to
facilitate
assembly
of
landing gear
strut
(29).
It is
advisable
to
have
an
assistant
hold
the
c.
Align hole
in
plug
(25)
with
holes
in
pivot
assembly
gear
strut
up
while
the locks
are
pushed
(14)
using
special tool
No.
SE934.
forward
to
prevent
the
strut
from
rotating
suddenly,
possibly causing
personal
injury.
NOTE
Ensure
that
master
switch
is
OFF
and pump
motor circuit
breaker
pulled.
Special
tool
No. SE934 is
available
from
Cessna
Parts
Distribution
CPD
2)
through
d.
Remove
strut
attach
bolt
(26)
and
work
strut
(29)
Cessna
Service
Stations.
This
tool
is
designed
and
plug
(25)
from
pivot
assembly
(14).
to
install
strut
attaching
bolt
(26)
without
e.
Disconnect
brake
line
from
union
(23)
and
plug
damaging
the
packings
(24)
in
the
plug
(25).
union
and
brake
line.
5A-22
Revision
3
1.
Tie
11.
Eyebolt
2.
Boot
12.
Shim
3.
Pin
13.
Support
Assembly
NOTE
4.
Spacer
14.
Landing
Gear
Strut
5.
Arm
Assembly
15.
Shell
Assembly
Stud
(16)
and
downlock
support
shell
(15)
6.
Downlock
Adjustment
Screw
16.
Stud
attaching
screws
shall
be
sealed
with
7.
Hook
17.
Pivot
Assembly
grade
AV
Locktite
271,
or
Locktite
Cat-
8.
Setscrew
18.
Bolt
alog
#87.
Allow
sealant
to
cure
for
12
9.
Down
LimitSwitch
19.
Rod
End
hours
before
service
use.
10.
Spring
Assembly
20.
Actuator
Figure
5A-10.
Rigging
Main Landing
Gear
(Sheet
1
of
3)
5A
-24
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Downlock
Hook
Overcenter
Downlock
Hook
Overcenter
Gage
(SE960)
Downlock
Hook
Overcenter
MS
20392
PIN
Gage
(SE960)
Setscrew
Downlock
Actuator
RodHook
Shoulder
Spacer
RIGGING DOWNLOCK
ASSEMBLIES
Arm
Assembly
Limit
DOWNLOCK
HOOK
OVERCENTERNESS
WHEN
Pivot
MORE
THAN
MINIMUM
TOLERANCE
LOCK
IS
Assembly
RIGGING
DOWNLOCK
ASSEMBLIES
LOOKING
OUTBOARD
Downlock
Hook
MS
20392
PIN
Downlock
Actuator
Rod
Hook
Shoulder
Down
Arm
Assembly
Assembly
Switch
DOWNLOCK HOOK
OVERCENTERNESS
LESS
THAN
MAXIMUM
TOLERANCE
0.
18±
.
02
pivot
WHEN
Assembly
Downlock Hook
Overcenter
Gage
(SE960)
Spacer
LOCK
IS
LOCKED
ABBREVIATIONS
ON
GAGES:
NHLT
_
NOT
HITTING,
LESS
THAN
DIMENSION
STAMPED
ON
GAGE
NHMT
_
NOT
HITTING,
MORE THAN
DIMENSION
STAMPED
ON
GAGE
Figure
5A-10.
Rigging
Main
Landing
Gear
(Sheet
2
of
3)
Revision
3
5A-25
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
with
a
preassembled
length
of
12.45-inches,
and
the
three
6.
If
a
slight rotation
is
possible,
setscrew
(8)
is
not
hydraulic
ports
in
the
same
plane.
Install
actuator
contacting
downlock
adjustment
screw
(6).
If
contact
is
assembly
(20),
attaching
it
to
fuselage
structure
and
arm
not
being
made,
downlock
actuator
will
have
to
be
assembly
(5).
readjusted
by
backing
offactuator's
rod
end
(19)
one-half
|
d.
With
landing
gear
free,
hydraulic
pressure
off,
turn
at
a
time
(one-and-one-half
turns
maximum
and
downlock
systems
in
position
shown
on
sheet
1,
adjustment)
until
hook
assembly
is
0.040-inch
or
more
swing
landing
gear
into
the
DOWN
position
and
adjust
overcenter,
and
contact
is
being
made
between
setscrew
adjusting
screw
as
follows:
(8)
and
downlock
adjustment
screw. If
contact
is
being
made,
setscrew
(8)
should
be
adjusted
outward
to
increase
NOTE
overcenter
measurement
to
within
tolerance.
To
relieve
hydraulic
pressure,
pull
hydraulic
NOTE
pump
circuit
breaker
off,
and
move
gear
se-
lector
handle
up
and
down
two
or three
times.
For
correct
rigging,
downlock
hook
setscrew
(8)
must
make
contact
with
downlock
1.
If
downlock
locks,
turn
adjusting
screw
1/4 adjustment
screw
(6)
and
green
areas
of
both
turn
out
at
a
time
until lock
will
not
lock;
then
turn
gages
must contact
as
shown
on
sheet
2.
back
in 1/4
turn
and
secure
pin.
2.
If
downlock
does
not
lock,
turn
adjusting
f.
Now
that
downlock
adjustment
screw
(6)
has
been I
screw
1/4
turn
in
at
a
time
until
lock will
lock,
then adjusted
following
procedures
outlined
in
step
"e.",
check,
secure
pin.
downlock
actuator
rod end
(19)
adjustment
as
follows:
|
e.
Readjust
setscrew
(8)
to
stop
hook
assembly
.040
to
1.
Connect
all
hydraulic
lines,
fill
system
with
.090-inch
overcenter.
When
checking
overcenter MIL-H-5606
hydraulic
fluid
and purge
system
of
air
by
measurement
of
arm
assembly
(5),
landing
gear
should
cycling
gear
through
several
cycles.
be
as shown
on
sheet
2,
with
nut,
washer, and
spacer
removed,
which
retains
the
arm
assembly
(5).
Use
NOTE
downlock
overcenter
gages
(P/N
SE960)
to
determine
if
hook
(7)
is
still
within
tolerances
shown
on
sheet
2.
Use Check
fluid
level in
power
pack
reservoir
gages
as
follows:
frequently
during
purging
and
rigging
pro-
cedures.
NOTE
2.
Pull
hydraulic
pump
circuit
breaker
off.
Overcenter
gages
(P/N
SE960)
are available
3.
With
gear
in
down
and
locked
position,
move
from
Cessna
Parts Distribution
(CPD
2)
gear
selector
handle
to
GEAR
UP
position
and
note
through Cessna
Service
Stations.
actuation
of
main
gear
downlock
hooks.
4.
As soon
as left
downlock
hook
is
actuated
to
1.
Remove nut,
washer
and
spacer
which
retain
unlock
the
left
gear,
move
gear selector
handle
back
arm
assembly
to
support
assembly.
to
GEAR
DOWN
position
to
simulate
what
would
occur
2.
Install
0.
090-inch
downlock
gage
(SE960)
on
if
the
pilot
were
to
select
gear
down
before
the
gear
inboard
side
of
downlock
hook
as
shown
on
sheet
2.
was
fully
retracted.
If
downlock
hooks
do
not
lock
Upper
portion
of
gage
should
rest
against
head
of
pin
the
gear
in
the
down
position,
check
downlock
system
attaching
adjusting
screw.
If downlock
hook
is
under
for
misalignment.
maximum
overcenter
tolerance,
green
area
of
gage
will
contact
spacer
on
gear
pivot,
while
red
area
will
5A-43
RIGGING
MAIN
GEAR
DOWN
LIMIT
not make
contact
with
0.
50-inch
diameter
shoulder,
SWITCHES.
(Refer
to
figure
5A-10,
sheets
1
and
2.)
The
as
shown
in the
figure.
When
downlock
hook
is
in
main
gear
down
limit
switches
(9)
are
attached
to
maximum
overcenter
tolerance,
both
green
and
red
brackets
which
are
welded
to
the
spring
assembly
(10).
areas
will
make contact.
If
red
area
makes
contact
Adjustment
is
accomplished
by
loosening
the
lock
nut
and
green
area
does
not,
the
downlock
hook
setscrew
and
either
tightening
or
loosening
the
adjustment
nut
should
be
adjusted
INWARD
to
bring
overcenter
di-
and
retightening
the
lock
nut
against
the
bracket
behind
nension
within
tolerance.
the
adjustment
nut.
Down
limit
switches
(9)
are
to
be
3.
Install
0.
040-inch
downlock
gage
(SE960)
on
adjusted to
the
dimension
stipulated
in
Sheet
2.
inboard
side
of
downlock
hook
as
shown
on
sheet
2.
If downlock hook
is
over
minimum
overcenter
toler-
5A-44.
RIGGING
MAIN
GEAR
UP
LIMIT SWITCHES.
ance,
green
area
of
gage
will
contact
shoulder,
while
(Refer
to
figure
5A-10,
Sheet
3.)
The
main
gear
up
limit
red
area
will
not make
contact
with
spacer.
switches
(6)
are
mounted
in
indicator
light
brackets
(2)
4.
When
downlock
hook
is
in
minimum
over-
which
are
attached
to
the
underside
of
the
removable
center
tolerance
both
red
and
green
areas
will
floorboards
(1),
immediately
above
the
main
landing
gear
make
contact
1 ipivot
assemblies.
The
switches
are
contacted
by
5.
If
overcenter
tolerance
is
less
than
0.040-inch,
actuators,
bonded
to
clamps,
which
are
attached
to
the
red area
will
make contact,
while
the
green
area
will
the
aft
leg
of
the
landing
gear
strut
pivot
assembly.
not.
If
this
condition
exists,
the
next
step
is
to
determine
When
replacing
a
clamp/actuator assembly,
adjust
if
the
downlock
adjustment
screw
(6) is
making
contact
the
actuator
tab
prior
to bonding,
so
that
it
actuates
with
the
setscrew
(8).
This
is
accomplished
by
lifting the
the
gear-up
indicator light
switch.
Bond
the
actuator
landing
gear
spring
upward
off
the
hook
assembly
and
to
the
clamp
with
HYSOL
EA-9309
or
3M
EC-2216
checking
for
possible
rotation
of
the
hook
assembly,
by
hand,
with
hydraulic
pressure
off.
Revision
3
5A-27
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
PLACE
CARPENTER'S
SQUARE
AGAINST
STRAIGHTEDGE
AND
LET
IT
TOUCH
WHEEL
JUST
MODEL
210
&
T210
SERIES SERVICE
MANUAL
by
unscrewing
from
actuator
body
(3). of
gland
is
flush
with
end of
cylinder
body.
Install
b.
Remove
cap
(1)
from
end
of
actuator,
and
tighten
setscrew
(8).
c.
Using
a
small
rod,
push
piston
(12)
from
actua-
f.
Install
cap
(1)
at
end
of
actuator
assembly.
tor
body.
NOTE
5A-55.
INSTALLATION.
a.
With
main
landing
gear
in
the
down
and
locked
Unless
defective,
do
not
remove
nameplate.
position,
install actuator
into
bulkhead
forging
so
bearings
(2)
or
roller
(13).
that
piston
rack gear
and
sector
gear
engage
as
shown
in
figure
5A-9,
Section
A-A.
d.
Remove
packing
(5)
and
back-up
ring
(4)
from
b.
Lubricate
swivel
fitting
on
actuator
with
MIL-G-
cylinder
body
(3).
Discard
packing
(10).
21164
lubricant,
install
packing
in
fitting.
e.
Remove
packing
(10)
and
back-up
ring
(9)
from
c.
Install
cap
(4),
washer
(3),
retainer
(2)
and
end
gland
(8).
Discard
packing
(10).
swivel
fitting
on
actuator
as
shown in
figure
5A-9.
f.
Remove
and
discard
packing
(11)
from
piston
d.
Install
bolts
(-and
torque
to
60-85
lb
in.
Safety
(12).
wire
swivel fitting
to shaft
(8).
e.
Connect
all
hydraulic
lines
to
their source
loca-
5A-52.
INSPECTION.
tions.
Lubricate
threads
with
Petrolatum,
W-P-
a.
Thoroughly
clean
all
parts
in
cleaning
solvent
236.
(Federal
Specification
PS-661,
or
equivalent.
)
f.
Connect
brake
line
at
wheel
cylinder.
Fill
and
b.
Inspect
all
threaded
surfaces
for
cleanliness,
bleed
brake
system
in
accordance
with
procedures
cracks
and
wear.
outlined
in
applicable
paragraph
in
this
section.
c.
Inspect
cap
(1),
piston
(12),
roller
(13),
if
re-
g.
Rig
landing
gear
in
accordance
with
procedures
moved,
and
actuator
body
(3)
for
cracks,
chips,
outlined
in
applicable
paragraph
in
this section.
scratches,
scoring,
wear
or
surface
irregularities
h.
Remove
aircraft
from
jacks
and
Install
access
which
may
affect
their
function
or
the
overall
opera-
covers,
carpeting
and
seats
removed for
access.
tion
of
the
actuator.
d.
Inspect
bearings
(2),
if
removed,
for
freedom
5A-56
MAIN
GEAR
PIVOTASSEMBLY.
of
motion,
scores,
scratches
or
Brinnel
marks.
5A-57.
REMOVAL.
(Refer
to
figure
5A-9.)
5A-53.
PARTS
REPAIR/REPLACEMENT.
Repair
5a.
Remove
strut
from
pivot
assembly
in
accordance
of
small
parts
of
the
main
landing
gear
actuator
is
with
procedures
outlined in
applicable
paragraph
in
with
procedures
outlined
in
applicable
paragraph
in
impractical.
Replace
all
defective
parts.
Minor
this
section
scratches
or
score
marks
may be
removed
by
polish-
b.
Remove
actuator
in
accordance
with
procedures
ing
with
abrasive
crocus
cloth
(Federal
Specification
outlined
in
applicable
paragraph
in
this
section.
P-C-458),
providing
their
removal
does
not
affect
c.
Remove
setscrew
from
sector
gear
(7).
operation
of
the
unit.
During
assembly, install
all
d.
Bend tangs
of
washer
(21)
from
notches
in
nut
new
packings.
(20)
and completely unscrew
nut
(20)
from
threaded
area
of
shaft
(17).
5A-54.
REASSEMBLY.
(Refer
to
figure
5A-12.)
e.
Push
shaft
(17)
into
pivot
assembly
(14)
and
pull
NOTE
pivot
assembly
free
of
shaft
(8).
Install
new
packings
and
back-up
rings
5A-58.
INSPECTIONAND
REPAIR.
(Refer
to
figure
lubricated
with
a
film
of
Petrolatum
5A-9.
)
VV-P-236,
hydraulic
fluid MIL-H-5606,
a.
Thoroughly
clean
all
parts
in
cleaning
solvent
or
Dow-Corning
DC-7. If
roller
(13)
(Federal
Specification
PS-661
or
equivalent.
)
and
bearings
(2)
have
been
removed,
b.
Inspect all
parts
for
indications
of
damage,
lubricate
with
MIL-G-2116C
lubricant.
cracks
or
excessive
wear
and
replace
as
necessary.
a.
If
bearings
(2)
and
roller
(13)
were
removed,
c.
Inspect
outboard pivot
bushing
and
inboard
pivot
press
one
bearing
into
actuator
body
until
it is
flush.
bearing
(10)
(pressed
into
bulkhead
forgings
in
air-
Install
roller
and
press
second
bearing
in
place
to
craft)
for
damage and
excessive
wear.
Replace
bush-
hold
roller.
Use
care
to
prevent
damage
to
bearings
ing
or
bearing
as
required.
or
roller.
NOTE
b.
Install
back-up
ring
(4)
and
packing
(5)
in
actua-
tor
body
core.
Install
new
packing
(11)
and
back-up
The
outboard pivot
bushing
is
locked
into
the
rings
(6)
on
piston
(12).
bulkhead
forging
by
a
setscrew
located
above
NOTE
the
bushing.
This
setscrew
must
be
turned
out
several
turns
before
the
bushing
can
be
Lubricate
piston rack
gears
with
MIL-G-
removed.
21164C
lubricant.
Apply
lubricant spar-
ingly.
Over-greasing
might
cause
con- 5A-59.
INSTALLATION.
(Refer
to
figure
5A-9.
tamination
of
hydraulic
cylinder
assembly
a.
Lubricate
all
bushings
and
bearings
with
MIL-G-
with
grease
which
might work
past
packing.
21164
grease.
Slide
shaft
(17)
into pivot
assembly
(14).
c.
Slide
piston
(12)
into
cylinder
body
(3).
b.
Install
pivot
with
bearing
(12)
and
race
(11)
in-
d.
Install
back-up
ring
(9)
and
new
packing
(10)
on
stalled,
into
inboard
bearing
in
bulkhead
forging.
end
gland.
Pull
shaft
from
pivot
and
install
washer
(211
and
nut
e.
Install
end gland
in
cylinder
and
tighten
until
end
(20) on
shaft.
5A-31
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
c.
Insert
end
of
shaft
into
outboard
bushing
in
bulk-
b.
Mark
position
of
removed
step
so
new
step
will
head
forging.
Hand-tighten
nut
to
remove
all
end
be
installed
in
approximately
the
same
position
on
play
and
safety
in
place
by
bending
corresponding
the
strut.
tang
of
washer
into notch
of
nut.
Pivot
must
rotate
c.
Check
that
bonding
surfaces
are
clean
and
freely.
thoroughly
dry.
d.
Install
seal
(9)
and
sector
gear
(7)
on
inboard
d.
Mix
adhesive
(Uralite
3121
or
3M
EC-2216
per
end
of
pivot
assembly
so
that setscrew
hole
in
sector
manufacturer's
instructions.
Note pot
life.
gear
lines
up
with
setscrew
hole
in
shaft
(8);
install
e.
Spread
a
coat
of
mixed
adhesive
on
bonding
sur-
setscrew
into
sector
gear
and
shaft
with
Loctite
242
faces
of
strut
and
step;
install
step
on
strut.
locking
compound and
tighten
screw.
NOTE
5A-60.
GEAR POSITION
INDICATOR
SWITCHES.
Top
of
strut
should
be
parallel
to
the
ground
(±5°)
when
gear
is
in
down
position.
5A-61.
DESCRIPTION.
The
gear
down
indicator
switches
are
attached
to
brackets
which
are
welded
I.
Cycle
landing
gear
to
check
clearance
of
step
in
to
the
downlock
hooks.
The
main
gear
up
limit
tunnel.
switches
are
mounted
in
brackets
which
are
attached
g.
Form
a
small
fillet
of
adhesive
at
all
edges
of
to
the
underside
of
the
removable
floorboards
im-
bonding
surfaces.
Remove
excess
adhesive.
mediately
above
the
main
landing
gear
pivot
assem-
h.
Remove
aircraft
from
jacks.
blies.
Refer
to the
paragraphs
in
this
section
which
i.
Allow
adhesive
to
thoroughly
cure
according
to
outline
procedures
for
rigging
the
main
gear
up
and
manufacturer's
recommendations
before
flexing
gear
down
switches. spring
or
applying
loads
to
step.
j.
Paint
gear
spring
and
step
after
curing
is
com-
5A-62.
MAIN
GEAR
DOWNLOCK
ACTUATOR.
pleted.
(Refer
to
Section
5.)
5A-68.
NOSE
GEAR
SYSTEM.
5A-63.
DESCRIPTION.
The
main
gear
downlock
actuators
for
the
1979
Models
is
the
same actuator
5A-69,
DESCRIPTION.
The
nose
gear
consists
of
used
on
Models
thru
1978.
Function
and
operation
a
pneudraulic
shock
assembly,
mounted in
a
trun-
are
the
same.
The
only
difference
between
the
actua-
nion
assembly,
a
steering
arm
and
bungee,
shimmy
tors
is
the
replacement
of
the
MS28778-4
fitting
with
dampener,
nose wheel,
tire
and
tube,
hub
cap,
bear-
a
hose
assembly.
Refer
to
Section
5
for
actuator re-
ing,
seals
and
a
double-acting
hydraulic
actuator
for
muval,
disassembly, inspection
and
repair
and
in-
extension
and
retraction.
A
claw-like
hook
on
the
stallation.
Adjustment
of
the
actuator
rod
end
is
actuator
serves
as
a
downlock
for
the
nose
gear.
discussed
in
the
main landing
gear
rigging
paragraph
in
Section
5A.
SA-70.
OPERATION.
The
nose
gear
shock
strut
is
pivoted
just
forward
of
the
firewall.
Retraction
and
5A-64.
MAIN
GEAR
STRUT
STEP.
(Refer
to
figure extension
of
the
nose
gear
is accomplished
by
a
56A-9.)
double-acting
hydraulic
cylinder,
the
forward
end
of
which
contains
the
nose
gear
downlock.
Initial
action
5A-65.
DESCRIPTION.
The
step
is
constructed
of
of
the
cylinder
disengages
the
downlock
before
re-
Uralite
3121
polyurethane
costing,
with
a
molded
traction
begins.
Nose
gear
doors
are
mechanically
depression
area,
located
in
the
top
of
the
step.
An
closed
as
the
nose
gear
retracts.
As
the
nose
gear
adhesive-backed
"Walkway"
material
with
rough
sur-
extends,
the
doors
are
mechanically
opened.
face
Is
pressed
into
the
depressed
area
of
the
strut.
5A-71. TROUBLE
SHOOTING.
Refer
to
the
nose
5A-66.
REMOVAL.
gear
system
trouble
shooting
chart
in
Section
5.
NOTE
Step
is
bonded
to
gear
spring
with
Uralite
5A-72.
REMOVAL
OF
NOSE
GEAR
ASSEMBLY.
3121
or
3M
EC-2216
adhesive.
Refer
to
applicable
paragraphs
in
Section
5,
out-
..
Using
a
heat
gun,
heat
step
at
a
temperature
of
lining
nose
gear
removal,
disassembly,
inspection
and
repair,
reassembly
and
installation,
disregard-
200º
-250-
F,
until
step material
becomes
pliable.
ing
the
installation
step
regarding
rigging
of
the
re-
b.
Using
a
sharp
knife,
remove
step
material
down
tractable
step.
to
the
metal
strut.
c.
Clean
off
remaining
step
material
with
a
wire
5A-73.
SHIMMY
DAMPENER
Refer
to
applicable
wheel and
sandpaper.
Leave
surface
slightly
rough
paragraphs
in
Section
5
outlining
description,
re-
or
abraded.
Clean
oil
and
grease
from
strut
with
moval,
disassembly,
inspection,
repair
and
reassem-
solvent,
wipe
off
excess
solvent
with
dry
cloth
and
bly
of
the
shimmy
dampener.
let
surface
dry.
d.
Apply
zinc
chromate,
primer
-
green
or
yellow
5A-74.
TORQUE LINKS.
Refer
to
applicable
para-
to
cleaned
area
on
struts.
Dry
film
thickness
to
be
graphs
in
Section
5
outlining
removal
of
torque
links
0003
to.
0005
inch.
and
squat switch.
5A-67.
INSTALLATION.
5A-75.
SQUAT
SWITCH.
Refer
to
applicable
para-
a.
Jack
aircraft
in
accordance
with
procedures
graphs
in
Section
5
outlining
removal
and
installation
outlined
in
Section
2
of
this
manual.
of
torque
links
for
squat
switch
removal.
5A-32
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
5A-76.
NOSE
GEAR
DOWNLOCK MECHANISM.
quired.
Refer
to
applicable
paragraphs
in
Section
5
outlining
-
description,
removal,
disassembly,
inspection,
re-
CAUTION
pair
and
reassembly
of
the
nose
gear
actuator.
The
piston
rod
is
flattened
near
the
threads
5A-77.
NOSE
GEAR
ACTUATOR.
Refer
to
appli-
to
provide
a
wrench
pad.
Do
not
grip
the
cable
paragraphs
in
Section
5
outlining
description,
piston
rod
with
pliers,
as
tool
marks
will
removal,
disassembly,
inspection,
repair
and
re-
cut
the
O-ring
seal
in
the
actuator.
assembly
of
the
nose
gear
actuator.
5A-84.
RIGGING
NOSE
GEAR
DOWN
LIMIT
SWITCH.
.5A-78.
NOSE
GEAR
DOOR
SYSTEM.
(Refer
to
(Refer
to
figure
5A-14.)
The
nose
gear
down
limit
figure
5A-13.)
switch
is
mounted
on
a
tab
which
is
a
part
of
the
bear-
ing
end
(5)
the
nose
gear
actuator.
The
switch
is
-
5A-79.
DESCRIPTION.
The
nose
gear
door
system
actuated
by
the
right-hand
actuator
locking
hook
(1)
consists
of
a
right
and
left
forward
door.
actuated
Switch
adjustment
is
accomplished
by
loosening
the
by
push-pull
rods
and
a
torque
tube
assembly.
The
aft
doors
are
attached
to
the
torque
tube
assembly
ment
nut
and
re-tightening
the
lock nut
against
the
with
springs.
tab
behind
the
adjustment
nut.
Down
limit
switch
is
to
be
adjusted
to
the
dimension stipulated
in
the
figure.
5A-80.
REMOVAL
AND
INSTALLATION.
(Refer
to
figure
5A-13.
)
5A-85.
RIGGING
NOSE
GEAR
UP
LIMIT
SWITCH.
a.
Remove
hinge
bolts,
nuts,
washers
and
bushings.
(Refer
to
figure
5A-14.)
The
nose
gear
up
limit
b.
Remove
nuts
from
push-pull
rods
and
remove switch
is
mounted
to
a
bracket,
located in
the
left-
forward
doors,
hand
forward
area
of
the
nose
wheel
well.
The
c.
Disconnect
spring
from
aft
door
eyebolt,
and
switch
is
activated
by
the
left-hand
arm
of
the
bell-
remove
aft
doors.
crank
weld
assembly.
Switch
adjustment
is
provided
d.
Reverse
preceding
steps
to
install
nose
gear
by
slots
in
the
switch
mounting
bracket.
Up
limit
doors.
switch
is
to
be
adjusted
to
the
dimension
stipulated
in
the
figure.
NOTE
5A-86.
RIGGING
OF
NOSE
GEAR
SQUAT
SWITCH.
Upon
completion
of
installation,
safety
wire
(Refer
to
figure
5A-14.)
The nose
gear squat
(safety)
bolts
(*)
to
clips
(23).
switch
is
mounted
in
a
bracket,
attached
to
the
upper
nose
gear
torque
link.
The
switch
is
operated
by
an
NOTE
actuator,
attached
to the
nose
gear
lower
torque
link.
Adjust
squat
switch so
that
contacts
close
when nose
Check
nose
gear
door-to-cowling
clearance gear
strut
is
.12
to
.25-inch
from
fully-extended
po-
to
be
0.12-inch
to
0.15-inch
on
the
left
and
sition.
right
sides
of
the
nose
gear
doors
each
time
the
turbine
access
door
on
turbocharged
5A-87.
RIGGING
OF
NOSE
GEAR
DOORS.
(See
fig-
models
is
re-installed.
ure
5A-13.)
Nose
gear
door
adjustments
are
accom-
plished
by
adjusting
push-pull
rod
ends
as
required
5A-81.
NOSE
WHEEL
STEERING
SYSTEM.
to
cause the doors
to close
snugly.
Doors
must
fair
when
the
nose
gear
is
fully
retracted.
Link
rods
are
5A-82.
DESCRIPTION.
Refer
to
applicable
para-
to
be
adjusted
so
that
the
doors,
when
in
the
open
po-
graphs
in
Section
5,
outlining
description,
removal, sition,
clear
any
part
of
the nose
gear
assembly
by
a
installation
and
rigging
of
the
nose
wheel
steering
minimum
of
0.
25-inch
during
retraction.
Adjust
stop
system,
bolts
on
stop
assemblies
(12)
as
required
to
contact
arms
(9)
on
bellcrank
weld
assembly
(15)
when
forward
5A-83.
RIGGING
NOSE
LANDING
GEAR.
(Refer
to
nose
gear
doors
are
in
FULL-OPEN
position.
Adjust
figure
5A-14.)
barrel assemblies
(4)
as
required
to
fair
forward
nose
gear
doors
in
closed
position.
Pack
bearings
(16)
NOTE
with
MIL-G-21164
grease.
Trim
outboard edge
of
forward nose
gear
doors
so
that
door-to-skin clear-
Nose
gear
shock
strut
must
be
correctly
ance
is
0.18-inch
minimum
to 0.21-inch
maximum.
inflated
prior
to
rigging
the
nose
gear.
Safety
wire
bolts
(*)
to
clips
(23).
Refer
to
Section
1
of
this
manual
for
cor-
rect
nose
gear
shock
strut
inflation
pres-
5A-88.
FINAL
LANDING
GEAR
SYSTEMS
CHECK.
sure.
After
landing
gear
systems
have
been
installed
and
rigged,
prior
to
removal
from
jacks,
cycle landing
a.
Jack
aircraft
in
accordance
with
procedures
gear
through
25
cycles
using
the
system's
emergency
outlines
in
Section
2
of
this
manual.
hand
pump.
b.
Actuator
locking hooks
(1)
on
the
nose
gear
actuator
shall
completely
engage
downlock
pins
(2)
NOTE
without
drag,
and
cross bar
(3)
shall
rotate
freely
to
indicate
it
is
not
bearing
on
either
side
of
slot
Check fluid
level
in
power
pack
reservoir
in rod
end
(4).
Adjust
rod
end
of
actuator
as
re-
frequently
during
purging
and
system
checks.
5A-33
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
(Must
rotate
freely
0. 18±
0.
02-inch
when
lock
is
locked
DOWN
LIMIT
SWITCH
NOSE
GEAR
ACTUATOR
NOSE
GEAR
IN
DOWNLOCK
POSITION
BRACKET
FORK
SWITCH
ROD
END
SPRING
1.
05-inch
when
gear
fork
is
against
stop
NOSE
GEAR
IN
UP
POSITION
Figure
5A-14.
Rigging
Nose
Landing
Gear
(Sheet
2
of
2)
5A-36
Revision
3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
One
of
the
25
cycles
shall
consist
of
a
downlock
mal-
5A-93.
REMOVAL.
function check,
consisting
of
the
following
procedure,
a.
Remove
bleeder
screw
at
wheel
brake
assembly
using a
28
volt
DC, 60
amp
electrical
power
supply. and
drain
hydraulic
fluid
from
brake
cylinders.
a.
Pull
hydraulic
circuit
breaker
off.
b.
Remove
front
seats
and
rudder bar shield
for
b.
With
gear
in
down
and
locked
position,
move
access
to
brake
master cylinders.
gear
selector
handle
to
GEAR
UP
position
and
note
c.
Disconnect
parking
brake
linkage
and
disconnect
actuation
of
main
gear
downlock
hooks.
brake
master
cylinders
from
rudder pedals.
c.
As
soon
as
left
downlock
hook
is
actuated
to
d.
Disconnect
hydraulic
hose
from
brake
master
unlock
the
left
gear,
move
gear
selector
handle
back
cylinders
and
remove
cylinders.
to
GEAR
DOWN
position
to
simulate
what
would
occur
e.
Plug
or
cap
hydraulic
fittings,
hose
and
lines
if
the
pilot
were
to
select
gear
down
before
the
gear
to
prevent
entry
of
foreign
material.
was
fully
retracted.
If
downlock
hooks
do
not lock
the
gear
in
the
down
position,
check
downlock
system
5A-94.
DISASSEMBLY.
(Refer
to
figure
5A-15.)
for
misalignment.
a.
Unscrew
clevis
(1)
and
jam
nut
(2).
b.
Remove
filler
plug
(3).
NOTE c.
Unscrew
cover
(4)
and
remove
up
over
piston
(5).
This
malfunction
check
is
in
addition
to
the
d.
Remove
piston
(5)
and
spring
(8).
check
used
during
the
rigging
procedure.
e.
Remove
packing
(7)
and
back-up ring
(6)
from
piston
(5).
d.
Remove
aircraft
from
jacks.
5A-95.
INSPECTION
AND
REPAIR.
(Refer
tofigure
5A-89.
NOSE
WHEEL
AND
TIRE.
Refer
to
appli-
5A-15.)
Repair
is
limited
to
installation
of
new
parts
cable
paragraphs
in
Section
5,
outlining
description,
and
cleaning.
Use
clean
hydraulic
fluid
(MIL-H-5606)
removal,
disassembly,
inspection,
repair,
reassem-
as
a
lubricant
during
reassembly
of
the
cylinder.
Re-
bly
and
installation
of
nose
wheels
and
tires.
place
packings
and
back-up
rings.
Filler
plug
(3)
must
be
vented
so
pressure
cannot
build
up
during
5A-90.
BRAKE SYSTEM.
Refer
to
applicable
para-
brake
operation.
Remove
plug
and
drill
1/16-inch
graphs
in
Section
5
for
description,
trouble
shooting,
hole,
30
°
from
vertical,
if
plug
is
not
vented.
Refer
removal,
disassembly,
inspection,
repair,
reassem-
to
view
A-A
for
location
of
hole.
gly,
installation,
checking
lining
wear,
lining
instal-
lation
and
bleeding
of
the
brake
system.
Refer to
the
5A-96.
REASSEMBLY.
(Refer
to
figure
5A-15.)
following
note.
a.Install
spring
(8)
into
cylinder
body
(9).
b.
Install
back-up ring
(6)
and
packing
(7)
in
groove
NOTE
of
piston
(5).
c.
Install
piston
(5)
in
cylinder
body
(9).
Approximately
200
of
the
initial
1979
pro-
d.
Install
cover
(4)
over
piston
(5)
and
screw
cover
duction
model
aircraft
may
be
equipped
into
cylinder
body
(9).
with
brake
assemblies
having
1/4-inch
e.
Install
nut
(2)
and
clevis
(1).
fittings
in
lieu
of
3/16-inch
fittings.
Refer
f.
Install
filler
plug
(3),
making
sure
vent
hole
is
to
the Model
210
Parts
Catalog
for
replace-
open.
ment
parts.
5A-97.
INSTALLATION.
5A-91. BRAKE
MASTER
CYLINDER.
(Refer
to
a.
Connect
hydraulic
hoses
to
brake
master
cyl-
figure
5A-15.
)
inders.
b.
Connect
brake
master
cylinders
to
rudder
pedals
5A-92.
DESCRIPTION.
The
brake master
cylinders,
and
connect
parking
brake
linkage.
located
immediately
forward
of
the
pilot's
rudder
c.
Install
rudder
bar
shield
and
install
front
seats.
pedals,
are
actuated
by
applying
pressure
at
the
top
d.
Install
bleeder
screw
at
wheel
brake
assembly
of
the
rudder
pedals.
A
small
reservoir
is
incorpor-
and
fill
and bleed
brake
system
in
accordance
with
ated
into
each
master
cylinder
for
the
fluid
supply.
applicable
paragraph
in
Section
5.
When
dual
brakes
are
installed,
mechanical
linkage
permits
the
copilot pedals
to
operate
the
master
5A-96.
PARKING
BRAKE
SYSTEM.
Refer
to
appli-
cylinders.
cable
paragraphs
in
Section
5
for
description,
re-
moval,
installation,
and
inspection
and
repair
of
components
of
the
parking
brake
system.
5A
-37
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
6
AILERON CONTROL
SYSTEM
Page
No.
TABLE
OF CONTENTS Aerofiche/Manual
AILERONCONTROL
SYSTEM
.....
1K16/6-1
Repair
.................
1L/6-10
Description
....................
1K16/6-1
Ailerons
....................
1L6-10
Trouble
Shooting
.........
1K16/6.1
Removal
and
Installation
1L/6.10
Control Column
................
1K17/6.2
Repair
......................
1L6-10
Description
.
............
1K17/6-2
Aileron
Trim
Tab
..........
1L6-10
Removal
and
Installation
.....
1K17/6-2
Removal
and
Installation
.
1L16-10
Repair
......................
1K24/6-9
Adjustment
............
L2/6-11
Bearing
Roller
Adjustment
...
1K24/6.9
Cables
and
Pulleys
.........
1L2/611
Aileron
Bellcrank
..............
1K24/6-9
Removal
and
Installation
1L2/6-11
Removal
.
.............
1K24/6-9
Rigging
.....................
1L2/6.11
Installation
.................
1L1/6-10
6-1.
AILERON CONTROL
SYSTEM.
(Refer
to
fig-
comprised
of
push-pull
rods,
bellcranks,
cables,
ure
6-1.)
pulleys, quadrants
and
components
forward
of
the
instrument
panel,
all
of
which
link
the
control
6-2.
DESCRIPTION.
The
aileron
control
system
is
wheels
to
the
ailerons.
6-3.
TROUBLE
SHOOTING.
NOTE
Due
to
remedy procedures
in
the
following
trouble
shooting
chart
it
may
be
necessary
to
rerig
system.
Refer
to
para-
graph
6-17.
TROUBLE
PROBABLE
CAUSE
REMEDY
LOST
MOTION
IN
CONTROL
Loose
control
cables.
Check
cable
tension.
Adjust
WHEEL.
cables
to
proper
tension.
Broken
pulley
or
bracket,
Check
visually.
Replace
worn
or
cable
off
pulley
or
worn
broken
parts,
install
cables
rod
end
bearings. correctly.
RESISTANCE
TO
CONTROL
Cables
too
tight.
Check
cable
tension.
Adjust
WHEEL
MOVEMENT.
cables
to
proper
tension.
Pulleys
binding
or
cable
off.
Observe
motion
of
the
pulleys.
Check
cables
visually.
Replace
defective
pulleys.
Install
cables
correctly.
Bellcrank
distorted
or
Check
visually.
Replace
defective
damaged.
bellcrank.
Defective
quadrant
assembly.
Check
visually.
Replace
defective
quadrant.
Clevis
bolts
in
system
too
tight.
Check
connections
where
used.
Loosen,
then
tighten
properly
and
safety.
Revision
3
6-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
6-3.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
CONTROL
WHEELS
NOT
Improper
adjustment
of
Refer
to
paragraph
6-17.
LEVEL
WITH
AILERONS
cables.
NEUTRAL.
Improper adjustment
of
Adjust push-pull
rods
to
obtain
aileron
push-pull
rods. proper
alignmest
DUAL
CONTROL
WHEELS
Cables
improperly
adjusted.
Refer
to
paragraph
6-17.
NOT
COORDINATED.
INCORRECT
AILERON
Push-pull
rods
not
adjusted
Refer
to
paragraph 6-17.
TRAVEL.
properly.
Incorrect
adjustment
of
travel
Refer
to
paragraph
6-17.
stop
bolts.
6-4.
CONTROL
COLUMN
(Refer
to figure
6-2.)
b.
Disconnect
electrical
wiring
to
map
light,
mike
switch,
and electric
trim
switch
at
connector
(4),
if
6-5:
DESCRIPTION.
(Refer
to
figure
6-2,
Sheets
1
installed.
Slide
cover
(2)
off control
wheel
tube
(1).
and
2.)
Rotation
of
the
control
wheel
rotates
four
c.
(Refer
to
figure
6-2,
Sheets
1
and
2.)
Remove
bearing
roller
assemblies
(15)
on
the
end
of
the
control
decorative
cover
from
instrument
panel.
wheel
tube
(14),
which
in
turn,
rotates a
square
control
d.
Remove
screw
securing
glide
plug
(18)
to
control
tube
assembly
(20)
inside
and
extending
from
the
control
tube
assembly
(20)
and
remove
glide
plug
(18)
and
glide
wheel
tube
(14).
Attached
to
this
square
control
tube
(19).
assembly
(20)
is
a
quadrant
(29)
which
operates
the
e.
Disconnect
push-pull
tube
(22)
at
sleeve weld
aileron
system.
This
same
arrangement
is
provided
for
assembly
(11).
both
control
wheels.
Synchronization
of
the
control
f.
Remove
screws
securing
cover
plate
(5)
at
wheels
is
obtained
by
the
interconnect
cable
(32),
instrument
panel.
interconnect
cable
turnbuckle
(33),
and
interconnect
g.
Using
care,
pull
control
wheel
tube
(14)
aft
and
cable
adjustment
terminals
(28).
The
forward end
of
the
work
assembly
out
through
instrument
panel.
square
control
tube assembly
(20)
is
mounted
in
a
bearing
block
(31)
on
firewall
(34)
and
does
not
move
NOTE
fore-and-aft,
but
rotates
with
the
control
wheel.
The
four
bearing
roller
assemblies
(15)
on
the
end
of
the
To
ease
removal
of
control
wheel
tube
(14),
control
wheel
tube
(14)
reduce
friction
as
the
control
snap
rings
(7)
may
be removed
from
their
wheel
is
moved fore-and-aft
for
elevator system
locking
grooves
to
allow
sleeve
weld
assem-
operation.
A
sleeve weld
assembly
(11),
containing
bly
(11)
additional
movement.
bearings
which
permit
the
control
wheel
tube
(14)
to
If
removal
of
control
tube
assembly
(20)
or
rotate
within
it,
is
secured
to
the
control
wheel
tube
(14)
quadrant
(29)
is
necessary,
proceed
to
step
by
a
sleeve
and
retaining
ring
in such
a
manner
that
it.".
moves
fore-and-aft
with
the
control
wheel
tube.
This
movement
allows
the
push-pull
tube
(22),
attached
to
the
h.
Remove
safety
wire
and
relieve
direct
cable
tension
sleeve
weld assembly
(11),
to
operate
an
elevator arm
at
turnbuckles
(Index
5,
figure
6-1).
assembly
(23),
to
which
one
elevator
control cable
(24)
is i.
Remove
safety
wire,
relieve
interconnect
cable
attached.
A
torque
tube
(37)
connects
this
elevator arm
turnbuckle
(33)
tension,
and
remove
cables from
assembly
(23) to
the
one on
the
opposite
end
of
the
torque
quadrant
(29).
tube
(37),
to
which
the
other
elevator
cable
is
attached.
j.
Remove
safety
wire
and
remove
roll
pin
(25)
When
dual
controls are
installed,
the
copilot's
control
through
quadrant
(29)
and
control
tube
assembly
(20).
wheel
is
linked
to
the
aileron
and
elevator
control
k.
Remove pin,
nut
(30),
and
washer
from
control
tube
systems
in
the
same
manner
as
the
pilot's
control
wheel.
assembly
(20)
protruding
through
bearing
block
(31)
on
forward side
of
firewall
(34).
6-6.
REMOVAL
AND
INSTALLATION.
1.
Using
care,
pull
control
tube
assembly
(20)
aft
and
a.
(Refer
to figure
6-2,
Sheet
3.)
Slide
cover
(2)
remove
quadrant
(29).
toward
instrument
panel
to expose
adapter
(3).
Remove
m.
Reverse
the
preceding
steps
for
reinstallation.
bolts
securing
adapter
(3)
to
control
wheel
tube
(1).
Rig
aileron, interconnect
and
elevator
control
systems
6-2
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
6-18.
ADJUSTMENT.
Adjustment
is
accomplished
b.
Remove
safety
wire
and
relieve all cable
tension at
by
loosening
the
screws,
shifting
tab
trailing
edge up
turnbuckles
(5)
and
(8).
to
correct for
a
wing-heavy
condition
or
down
to
cor-
c.
Disconnect
push-pull
rods
(16)
at
bellcranks
(18).
rect
for
a
wing-light
condition.
Divide
correction
d.
(Refer
to
figure
6-2,
Sheet
2.)
Adjust
turnbuckle
equally
on
both
tabs.
When
installing
a
new
wing
or
(33)
and interconnect
cable
adjustment
terminal
(28)
aileron,
set
tab
in
neutral
and
adjust
as
necessary
nuts
on
interconnect
cable
(32)
to
remove
slack,
acquire
after
flight
test.
proper
tension
(30
pounds,
±
10
pounds),
and
position
I
both
control wheels
(1)
level
(synchronized).
6-19.
CABLES
AND
PULLEYS.
(Refer
to
figure
e.
Tape
a
bar
across
both
control
wheels
to
hold
6-1.)
them
in
neutral
position.
f.
(Refer
to
figure
6-1.)
Adjust
direct
cable
turn-
6-20.
REMOVAL
AND
INSTALLATION.
buckles
(5)
and
carry-thru
cable
turnbuckle
(8)
to
a.
Remove
access
plates,
wing
root
fairings
and
position
bellcranks
(18)
approximately
in
neutral
upholstery
as
required.
while
maintaining
40±10
pounds
tension
on
carry-thru
b.
Remove
safety
wire
and
relieve
cable
tension
at
cable
(7).
turnbuckles
(5
and
8).
f.
Streamline
ailerons
with
reference
to
flaps
c.
Disconnectcables
from
aileron bellcranks
(18)
and
(laps
full
UP
and
disregarding
aileron
trim
tabs),
I
quadrants
(Index
29,
figure
6-2,
Sheet
2).
then
adjust
push-pull
rods
(16)
to
fit
and
install.
d.
Remove
cable
guards
and
pulleys as
necessary
to
g.
With
ailerons
streamlined,
mount
an
inlno-
work
cables
free
from
aircraft.
meter
on
trailing
edge
of
aileron
and
set pointer
to
00.
NOTE
NOTE
To
ease
routing
of
cables
during
An inclinometer
for
measuring
control
reinstallation,
a
length
of wire
may
be
An
inclnometer
for
measuring
control
attached
to end
of
the
cable
before
being
surface
travel
is
available
from
Cessna
Parts
withdrawn
from
aircraft.
Leave
wire
in
withdrawn
from
aircraft.
Leave
wire
in
Distribution
(CPD
2)
through
Cessna
Service
place,
routed
through
structure;
then
attach Stations.
Refer
to
figure
64.
the
cable
being
installed, and
use
it
to
pu
h.
Remove
bar
from
control
wheels
and
adjusttravel
cable into position. ~stop
bolts
(15)
to
degree
of
travel
specified
in
Figure
1-1.
e.
Reverse
the
preceding
steps
for
reinstallation.
i.
Ensure
all
turnbuckles
(5)
and
(8)
are
safetied,
all
f.
After
cables
are
routed
in
position,
install
pul-
cables
and
cable
guards
are
properly
installed,
and all
leys
and
cable
guards.
Ensure
cables
are
positioned
nuts
are
tight,
and
replace all
parts
removed
for
access.
in pulley
grooves
before
installing
guards.
g.
Rerig
aileron
system
in
accordance
with
paragraph
WARNING
6-17,
safety
turnbuckles
(5)
and
(8),
and
install
access
plates,
fairings,
and
upholstery
removed in
step
"a.".
Be
sure
ailerons
move
in
correct
direction
6-17.
RIGGING.
when operated
by
the
control
wheels.
a.
(Refer
to
figure
6-1.)
Remove
access
plates
and
upholstery
as
required.
SHOP
NOTES:
Revision
3
6-11/(6-12
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
7
WING
FLAP
CONTROL
SYSTEM
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
WING
FLAP
CONTROL
SYSTEM
....
1L3/7-1
Removal
and
Installation
.
1L5/7-3
Description
........... 1L3/7-1
Repair
..........
1L9/7-7
Operational
Check
... ... ..
L3/7-1
Bellcranks
..........
1L9/7-7
Trouble
Shooting
.........
1L4/7-2
Removal
and
Installation
. .
.1L9/7-7
Flap
Motor,
Transmission
and
Repair
..........
.1L9/7-7
Actuator
Assembly
.
...... 1
L5/7-3 Flap
s ..... .......
1L9/7-7
Removal
and
Installation
. .
.1L5/7-3
Removal
and
Insallation
.
.1L9/7-7
Repair
.......... 1
L5/7-3
Repair
.
...........
1L9/7-7
Flap
Control
Lever
.......
.
1L5/7-3
Cables
and
Pulleys
......
.
1L9/7-7
Removal
and
Installation
. . .
1L5/7-3
Removal and
Installation
. .
1L9/7-7
Drive
Pulleys
.........
.
L5/7-3
Rigging
.............
1L9/7-7
7-1.
WING
FLAP
CONTROL
SYSTEM.
(Refer
to
observing
for
uneven
or
jumpy
motion,
binding,
and
figure
7-1.)
lost
motion
in
the
system.
Ensure
flaps
are
moving
together
through
their
full
range
of
travel.
7-2.
DESCRIPTION.
The
wing
flap
control
system
b.
Check
for
positive
shut-off
of
motor
at
the
flap
consists
of
an
electric
motor
and
transmission
assem-
travel
extremes,
FLAP
MOTOR
MUST
STOP
OR
bly,
drive
pulleys, synchronizing
push-pull
tubes,
DAMAGE
WILL
RESULT.
bellcranks,
push-pull
rods,
cables,
pulleys
and
a
c.
Check wing
flaps
for
sluggish
operation
on
the
follow-up
control.
Power
from
the
motor
and
trans-
ground
with
engine
running.
mission
assembly
is
transmitted
to
the
flaps
by
a
d.
With
flaps
full
UP,
mount
an
inclinometer
on
one
system
of
drive
pulleys,
cables
and
synchronizing
flap
and
set
to 0
°
.
Lower
flaps
to
full
DOWN
position
tubes.
Electrical
power
to
the
motor
is
controlled
by
and
check
flap
angle
as
specified
in
figure
1-1.
Check
two
microswitches
mounted
on
a
"floating"
arm,
a
approximate
mid-range
percentage setting
against
control
lever
and
a
follow-up
control.
As
the
control degrees
as
indicated
on
inclinometer.
Repeat
the
lever
is
moved
to
the
desired
flap
setting,
a
switch
is
same
procedure
for
the
opposite
flap.
tripped actuating
the
flap
motor.
As
the
flaps
move,
the
floating
arm
is
rotated
by
the
follow-up
control
NOTE
until
the
active
switch
clears
the
control
lever
cam,
breaking
the
circuit.
To
reverse
the
direction
of
flap An
inclinometer
for
measuring
control
surface
travel,
the
control
lever
is
moved
in
the
opposite
travel
is
available
from
Cessna
Parts
direction.
When
the
control
lever
cam
contacts the
Distribution
(CPD
2)
through
Cessna
Service
second
switch
the
flap
motor
is
energized
in the
op-
Stations.
Refer
to
Section
6.
posite
direction.
Likewise, the
follow-up
control
moves the
floating
arm
until
the
second switch
is
e.
Remove
access plates
and
attempt
to
rock
drive
clear
of
the
control
lever
cam.
pulleys
and
bellcranks
to
check
for
bearing
wear.
f.
Inspect
flap
rollers
and
tracks
for
evidence
of
7-3.
OPERATIONAL CHECK.
binding
and
defective
parts.
a.
Operate flaps
through
their
full
range
of
travel,
Revision
3
7-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
7-4.
TROUBLE
SHOOTING.
NOTE
Due
to
remedy
procedures in
the
following
trouble
shooting
chart,
|
it
may
be
necessary
to
rerig
system.
Refer
to
paragraph
7-21.
TROUBLE
PROBABLE
CAUSE
REMEDY
BOTH
FLAPS
FAIL
TO
MOVE.
Popped
circuit breaker.
Reset
and
check
continuity.
Replace
breaker
if
defective.
Defective
switch.
Place
Jumper
across
switch.
Replace
switch
if
defective.
Defective
motor.
Remove
and
bench
test.
Replace motor
if
defective.
Broken
or
disconnected
wires.
Run
continuity
check
of
wiring.
Connect
or
repair
wiring
as
necessary,
Disconnected
or
defective
Connect
transmission
Remove,
transmission.
bench
test
and
replace
transmis-
sion
if
defective.
Defective
limit
switch.
Check
continuity
of
switches.
Replace
switches
found
defective.
Follow-up control
di-
Secure
control
or
replace
connected
or
slipping.
if
defective.
BINDING
IN
SYSTEM AS
FLAPS
Cables
not
riding
on
pulleys.
Open
access
plates
and
observe
ARE
RAISED
AND
LOWERED.
pulleys.
Route
cables
correctly
over
pulleys.
Bind
in
drive
pulleys.
Check
drive pulleys
in
motion.
Replace drive
pulleys
found
defective.
Broken
or
binding
pulleys.
Check
pulleys
for
free
rotation
or
breaks.
Replace
defective
pulleys.
Frayed
cable.
Check
condition
of
cables.
Replace
defective
cables.
Flaps
binding
on
tracks.
Observe
flap
tracks
and
rollers.
Replace
defective
parts.
LEFT
FLAP
FAILS
TO
MOVE.
Disconnected
or
broken cable.
Check
cable
tension.
Connect
or
replace
cable.
Disconnected
push-pull
rod.
Attach
push-pull rod.
FLAPS
FAIL
TO
RETRACT.
Disconnected
or defective
Check
continuity
of
switch.
UP
operating
switch.
Connect
or replace
switch.
7-2
Revision
3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
7-4.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
FLAPS FAIL
TO EXTEND.
Disconnected
or
defective
Check
continuity
of
switch.
DOWN
operating
switch.
Connect
or
replace
switch.
INCORRECT
FLAP
TRAVEL.
Incorrect
rigging.
Refer
to
paragraph
7-21.
Defective
limit
switch.
Check
continuity
of
switches.
Replace
switches
found
defective.
7-5.
FLAP
MOTOR,
TRANSMISSION
AND
ACTUA-
7-8. FLAP
CONTROL
LEVER.
(Refer
to
figure
7-1,
TOR
ASSEMBLY.
(Refer
to
figure
7-1,
sheet
2.)
sheet
2.)
7-6.
REMOVAL
AND
INSTALLATION.
7-9.
REMOVAL
AND
INSTALLATION.
a.
Run
flaps
to
full
DOWN
position.
a.
Remove
follow-up
control
(8)
from
switch
mount-
b.
Disconnect
battery cables
at
the
battery
and
ing
arm
(30).
insulate
cable
terminals
as
a
safety
precaution.
b.
Remove
flap
operating switches
(28
and
29)
from
c.
Remove
access
plates
from
under
actuator
as-
switch
mounting
arm
(30).
DO NOT
disconnect
elec-
sembly
on
left
wing
and
adjacent
to
the
drive
pulleys
trical
wiring
at
switches.
on
both
wings.
c.
Remove
knob
(27)
from control
lever
(26).
d.
Relieve
cable
tension
at
turnbuckles
(indexes
6,
d.
Remove
remaining
items
by
removing
bolt
(32).
7,
8
and
9,
sheet
1.)
Use
care
not
to
drop
parts
into
tunnel
area.
e.
Reverse
the preceding
steps
for
reinstallation.
NOTE
Do
not
overtighten bolt
(32)
causing
lever
(26)
to
bind.
Rig
system
in
accordance
with
paragraph
7-21.
Remove
motor
(3),
transmission
(18),
actua-
tor
assembly
(17)
and
lower
support
as
a
unit.
7-10.
DRIVE
PULLEYS.
(Refer
to figure 7-1,
sheet
1.)
e.
Disconnect
cables
from
actuator
cable
drive
as-
sembly
(17).
7-11.
REMOVAL
AND
INSTALLATION.
f.
Remove
bolt
(11)
securing
follow-up
control
bell-
a.
Run
flaps
to
full
DOWN
position.
crank
(10)
to
actuator
assembly
(17).
Retain
spacer
b.
Remove
access plates
adjacent
to
drive
pulley
(9).
(11).
g.
Disconnect
flap
motor
and
microswitch
wiring
c.
Relieve
cable
tension
at
turnbuckles
(7
and
8)
for
and
tag
for
reference
on
reinstallation.
removal
of
left
hand
drive
pulley
and
relieve
cable
h.
Remove
bolts
(12
and
20)
securing
lower
support tension
at
turnbuckles
(6
and
9)
for
removal
of
right
to
upper
support.
Retain
spacer
(9),
bushing
(19)
hand
drive
pulley.
and
washers.
d.
Remove
bolt
securing
flap
push-pull
rod
(17)
to
i.
Remove
bolt
(21)
securing
motor
and
transmis-
drive pulley.
sion
assembly
to upper
support
(7).
e.
Remove
bolt
securing
synchronizing
push-pull
tube
(13)
to
drive
pulley.
NOTE
f.
Remove cable
guards
(14).
g.
Remove cable
lock
pins
(16)
and
disconnect
Although
not
required, nuts
(2)
securing
motor
cables
(10
and
18)
from
drive
pulley.
Tag
cables
(3)
to
transmission
(18)
may
be
removed
to
for
reference
on
reinstallation.
swing
motor
clear
of
working
area
for
easier
h.
Remove
pivot
bolt
(15)
attaching drive
pulley
to
removal
of
bolt
(21).
wing
structure.
i.
Remove
drive
pulley
(11)
through
access
open-
j.
Using
care,
work
assembly
out
of
wing
through
ing,
using
care
not
to
drop
bushing
(12).
Retain
access
opening.
brass
washer
between
drive
pulley
and
wing
struc-
k.
Reverse
the
preceding
steps
for
reinstallation.
ture.
Tape
open
ends
of
pulley
to
protect
bearings.
Rig
system
in
accordance
with
paragraph
7-21,
safety
j.
Reverse
the
preceding
steps
for
reinstallation.
turnbuckles
and
reinstall
all
items
removed
for
ac-
Rig
system
in
accordance
with
paragraph
7-21, safety
cess.
turnbuckles
and
reinstall
all
items
removed
for
ac-
cess.
7-7.
REPAIR.
Repair
consists
of
replacement
of
motor,
transmission
or
coupling.
Lubricate
in
ac-
cordance
with
Section
2.
7-3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
7-12.
REPAIR.
Repair
is
limited
to replacement
of
b.
Relieve
cable
tension
at
turnbuckles
(6,
7,
8
and
bearings.
Cracked,
bent
or
excessively
worn
drive
9).
pulleys
must
be
replaced.
Lubricate
drive
pulley
c.
Disconnect
cables
at
drive
pulleys
(11).
bearings
as
outlined
in
Section
2.
d.
Disconnect
cables at
actuator
cable
drive
assem-
bly
(index
17,
sheet
2).
7-13.
BELLCRANKS.
(Refer
to
figure
7-1,
sheet
e.
Remove
cable
guards
and
pulleys
as
necessary
to
1.)
work
cables
free
of
aircraft.
7-14.
REMOVAL
AND
INSTALLATION.
NOTE
a.
Run
flaps
to
full
DOWN
position.
b.
Remove
access
plates
adjacent
to
bellcrank
(21).
To
ease
routing
of
cables,
a
length
of
wire
I
c.
Remove
bolt
(24)
securing
outboard
push-pull
rod
may
be
attached
to
the
end
of
cable
being
(23)
to
bellcrank
(21).
withdrawn
from
the
aircraft.
Leave
wire
d.
Remove
bellcrank
pivot
bolt
(19)
and
position
bell-
in
place,
routed
through
structure;
then
crank
as
necessary
to
expose
synchronizing
push-pull
attach
the
cable
being
installed
and
use
wire
tube
attach
point,
to
pull
cable
into
position.
e.
Remove
bolt
(22)
securing
synchronizing
push-
pull
tube
(13)
to
bellcrank
(21)
and
work
bellcrank
out
f.
Reverse preceding
steps
for
reinstallation.
through
access
opening
using
care
not
to
drop
bushing
g.
After
cable
is
routed
in position,
install
pulleys
and
(20).
Tape
open ends
of
bellcrank
to
protect
needle
cable
guards.
Ensure
cable
is
positioned
in
pulley
bearings.
grooves
before
installing
guards.
NOTE
h.
Rerig
flap system
in
accordance
with
paragraph
7-21,
safety
turnbuckles,
and
reinstall
all
items
removed
To
remove
synchronizing
push-pull
tube
in
step
"a."
(13),
disconnect
synchronizing
push-pull
7-21
RIGGING
tube
at
bellcrank
(21)
and
drive
pulley
(11).
Position
synchronizing
push-pull
tube
a.
(Refer
to
figure
7-1,
sheet
1.)
Using
care,
run
flaps
through
lightening
holes
until
removal
to
full
DOWN
position.
possible
through
access
opening.
c.
Disconnect inboard
push-pull
rods
(17)
at
drive
f.
Reverse
the
preceding
steps
for
reinstallation. If
pulleys
(11).
the
outboard
push-pull
rod
(23)
and
synchronizing
push-
d.
Disconnected
outboard push-pull
rods
(23)
at
pull
tube
(13)
adjustments
are
not
disturbed, rerigging
of
bellcranks
(21
the
system should
not
be
necessary.
Check flap
travel
e.
Disconnect
synchronizing
push-pull
tubes
(13)
and
rig
in
accordance
with
paragraph
7-21,
if
necessary,
from.
If
cables
are
being
(1
replaced
with
drive
pulleys
f.
If
cables
are
being
replaced
with
drive
pulleys
and reinstall all
items
removed
for
access(11)
installed,
rotate
drive
pulleys
beyond
their
nor-
mal
range
of
travel
to
permit
cable. attachment.
If
7-15.
REPAIR.
Repair
is
limited
to
replacement
of
drive
pulleys
are
not
installed, it
may be
easier
to
bearings.
Cracked,
bent
or
excessively
worn
bell-
attach
the
cables
prior
to
installing
the
drive
pulleys
cranks must
be
replaced.
Lubricate
in
accordance
in the wings.
with
Section
2.
f.
Attach
the
1/8"
direct
cable
to
the
forward
side
of
drive
pulleys
and
the 3/32"
retract
cable
to
the
aft
7-16.
FLAPS.
(Refer
to
figure
7-2.)
side
of
drive
pulleys.
(Refer
to
figure
7-3. )
h.
Adjust
synchronizing
push-pull
tubes
(13)
to
7-17.
REMOVAL
AND
INSTALLATION
41. 87"
between
centers
of rod end
holes,
tighten
jam-
a.
Run
flaps
to
full
DOWN
position.
nuts
and
instal
b.
Remove
access
plate
(7)
outboard
of
the
inboard Adjust
inboard
push-pullrods(17)to
10.81"
and
flap
track.
outboard
push-pull
rods
(23)
to
10.39"
between
centers
of
c.
Disconnect
push-pull
rod
(3)
at
both
flap
attach
rod
end
holes,
tighten
jamnuts
and
install
These
rod
end
holes,
tightenjamnuts,
and
install.
These
s.
Remove
bolt
(6)
at
each
aft
flap
track,
pull
flap
dimensions
may
vary
in
order to
obtain
snug
fitting
of
d.
Remove
bolt
(6)
at
each
aft
flap
track,
pull flap
aft
and
remove
remaining
bolts.
As
flap
is
removed
flap
in
UP
position.
from
wing,
all
washers,
rollers
and
bushings will
fall
j
Ensure
cables
are
properly
routed
and
in
pulley
free.
Retain
these
for
reinstallation.
grooves,
and adjust
turnbuckles
to
obtain
specified
cable
e.
If
the push-pull
rod
adjustment
is
not
disturbed, tension.
rerigging
of
the
system
should
not
be
necessary.
Check
k
(Refer
to
figure
7-1,
Sheets
2
and
3.)
flap
travel
and
rig
in
accordance
with
paragraph
7-21,
if
necessary.
7-18. REPAIR.
Flap
repair
may
be
accomplished
The
ball
screw
assembly
does
not
have
a
free-
in
accordance
with
instructions
outlined
in Section
18.
wheeling
feature.
Therefore,
the
flap
actu-
ator
motor
MUST
be
shut-off
at
travel
ex-
7-19.
CABLES
AND
PULLEYS.
(Refer
to
figure
7-1,
tremes
or
structural
deformation
will
occur.
sheet
1. )
Carefully
run
flaps
to
full
UP
position
and
adjust.
7-20.
REMOVAL
AND
INSTALLATION.
a.
Remove
access
plates,
fairings
and
upholstery
as
required
for
access.
Revision
3
7-7
MODEL
210
&
T210
SERIES SERVICE
MANUAL
SECTION
8
ELEVATOR CONTROL
SYSTEM
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Maual
ELEVATOR
CONTROL SYSTEM
....
2A2/8-1
Bellcrank
..........
2A3/8-2
Description
.
........
2A2/8-1
Removal
and
Installation.
.
2A7/8-6
Trouble
Shooting
.........
2A2/8-1
Arm
Assembly
........
2A7/8-6
Control
Column
.
........
2A3/8-2
Removal
and
Installation..
2A7/8-6
Elevators
.
.......
.A3/8-2
Cables
and
Pulleys
...
2A7/8-6
Removal
and
Installation.
....
2A3/8-2
Removal
and
Installation
. 2A7/8-6
Repair
...........
2A3/8-2
Rigging
.
.........
.
2A8/8-7
8-1.
ELEVATOR
CONTROL
SYSTEM.
(Refer
to
tube,
cables
and
pulleys.
The
elevator control
cables,
figure
8-
1.)
at
their
aft
ends,
are
attached
to
a
bellcrank
mounted
on
a
bulkhead
in
the
tailcone.
A
push-pull
tube
con-
8-2.
DESCRIPTION.
The
elevators
are
operated
by
nects
this
bellcrank
to
the
elevator
arm
assembly,
in-
power
transmitted
through
fore-and-aft
movement
of
stalled
between
the
elevators.
An
elevator
trim
tab
the
pilot
or
copilot
control wheels.
The
system
is is
installed
in
the
trailing
edge
of
the
right
elevator
comprised
of
control
columns,
an
elevator
torque
and
is
described
in
Section
9.
8-3.
TROUBLE
SHOOTING.
NOTE
Due
to
remedy procedures
in
the
following
trouble
shooting
chart,
it
may
be
necessary
to
rerig
system.
Refer
to
paragraph
8-14.
TROUBLE
PROBABLE
CAUSE
REMEDY
NO
RESPONSE
TO
CONTROL
Forward
or
aft
end
of
push-pull
Check
visually.
Attach
push-pull
WHEEL
FORE-AND-AFT
tube
disconnected.
tube
correctly.
MOVEMENT.
Cables
disconnected.
Check
visually.
Attach
cables
and
rig
system
in
accordance
with
paragraph
8-14.
Revision
3
s-
MODEL
210&
T210
SERIES
SERVICE
MANUAL
8-3.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
BINDING
OR JUMPY
MOTION
Defective
bellcrank
or
arm
Move
bellcrank
or
arm
to
check
for
FELT
IN
MOVEMENT
OF
ELE-
assembly
pivot
bearings
or
play
or
binding.
Disconnect
push-
VATOR
SYSTEM.
push-pull
tube
attach
bearings.
pull
tube
and
check
that
bearings
rotate freely.
Replace
defective
parts.
Cables
slack.
Check
and
adjust
to
tension
specified
in
figure
8-1.
Cables
not
riding
correctly
on
Check
visually.
Route
cables
cor-
pulleys.
rectly
over
pulleys.
Defective
control
column
Check
visually.
Replace
defective
bearing
rollers.
rollers.
Defective
control
column
Disconnect
necessary
items
and
torque
tube
bearings.
check
that
bearings
rotate
freely.
Replace defective
bearing.
Control
guide
on
aft
end
of c-
Loosen
screw
and
tapered
plug
trol
square
tube
adjusted
too
in
end
of
control
tube
enough
to
tightly
l
eliminate
binding
.
Defective
elevator
hinges.
Disconnect
push-pull
tube
and
move
elevator
by
hand.
Replace
defec-
tive
hinges.
Defective
pulleys
or-cable
Check
visally.
Replace
defective
guards.
parts
and
install
guards
properly.
ELEVATORS
FAIL
TO
ATTAIN
Stops
incorrectly
set.
Rig
in
accordace
with
paragraph
PRESCRIBED
TRAVEL.
8-14.
Cables
tightened
unevenly.
Rig
in
accordance
with
paragraph
8-14.
Interference
at
instrument
Rig
in
accordance
with
paragraph
panel.
8-14.
8-4.
CONTROL
COLUMN.
e. Using
care,
remove
elevator.
Section
6
outlines
removal,
installation
and
repair
of
f. To
remove
left
elevator
use
same
procedure,
control
column.
omitting
step
"b".
g.
Reverse
the
preceding
steps
for
reinstallation
8-5.
ELEVATORS.
(Refer
to
figure
8-2.)
h.
Set
right
hand elevator
maintaining
0.18-inch
dimension
specified
in
figure
8-2.
8-6.-
REMOVAL
AND
INSTALLATION.
i
When
reinstalling
bolts
(13)
install
a
washer
a.
Remove
stinger.
under
the
head
of
each
bolt
and-under
each
nut.
Apply
b.
Disconnect
trim
tab
push-pull
tube
at
tab
actu-
Adhesive
EA-9309
from
Hysol
Division,
Dexter
Corp.,
ator.
(Refer to
Section
9.)
or
its
equivalent,
only
to
the
shanks
of
bolts
(13).
NOTE Wipe
off
excess
adhesive
after
installation.
8-7.
REPAIR.
Repair
may
be
acomplished
as
out-
If
trim
system
is
not
moved
and
actuator
screw
8-7.
REPAIR
Repair
may
be
accomplished
as
out-
is
not
turned,
rerigging
of
trim
system
should
lined
in
Section
18.
inge
bearings
may
be
replaced
not
be
necessary
after
reinstallation
of
elevator.
as
necessary.
IF
repair
has affected
static
balance,
check
and
rebalance
as
required.
I
c.
Remove
bolts
(13)
securing
torque
tubes
(7)
to
arm
assembly
(8).
A
heat
gun may
be
required
to
soften
8-8.
BELLCRANK.
(Refer
to
figure
8-3.)
epoxy
adhesive
on
bolt
(13).
8-9.
REMOVAL
AND
INSTALLATION.
d.
Remove
bolts
(6)
from
elevator hinges
(5).
a.
Remove
access
plate
below
bellcrank
on
tailcone.
8-2
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
2 1> 2
!2 212
12 -><g~~~2 2
' /
FIGURE
8-3
Detail
A
Detail
B
Detail
C
.5.:.
;;?^$^/^^^^ ^ ^^^ .***"" "<-'^^
SE~CTION
6
;E
an*^^ n
-^DetabilD
l- C <z
D
...
...
^'
..
'..
/
i.,.
\
**^^ ^2
12
^n
1
Detai
F2
1*^
l
Detai
I
Detal~~gu ^ ^^^ !!?s^)
Detail
F
Detail
I ICAUTIONI
Detail
G
MAINTAIN
SPECIFIED
CONTROL
1.
Pulley
7.
Clip
CABLE TENSION
2.
Cable
Guard
8.
Fairlead
3.
Arm
Assembly
9.
Turnbuckle
CABLE
TENSION:
4.
Elevator
Torque
Tube
10.
Elevator
DOWN
Cable
30
LBS
-i
10
LBS
(AT
THE
AVERAGE
5.
(Deleted)
11.
Elevator
UP
Cable
TEMPERATURE
FOR
THE
AREA.)
6.
Spacer
12.
Bolt
REFER
TO
FIGURE
1-1
FOR
TRAVEL.
Figure
8-1.
Elevator
Control
System
Revision
3
8-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
A
turnbuckle
(4)
in
the
down-spring
cable
is
provided
for
adjustment.
With
elevators
in
full
DOWN
posi-
tion,
adjust
turnbuckle
to
obtain
an
overall
down-spring length
of
6.37
-/
inches.
/
1.
Bracket
2.
Spacer
3.
Down-Spring
4.
Turnbuckle
5.
pulley
\
6.
Cable
Guard
7.
Down-Spring
Cable
.
8.
Stop
Block
\
9.
Bracket
17
.
10.
Pivot
Bolt
..
11.
Push-Pull
Tube
12.
Bolt
14.
Bearing
14.
Bellcrank
16.
Link
17.
Turnbuckle
18.
Elevator
DOWN
Cable
19.
Elevator
UP
Cable
Figure
8-3.
Elevator
Bellcrank
Installation
TO
BELLCRANK
-
ELEVATOR
UP
CABLE
NOTE
Holes
are
drilled
off
center
in
bellcrank
BELLCRANK
stops
to
provide
elevator
travel
adjust-
STOPS
ments.
90º
rotation
of
bellcrank
stop
provides
approximately
1
°
of
elevator
travel.
ELEVATOR
PUSH-PULL
TO
TUBE
-
ELEVATOR
DOWN
CABLE
Figure
8-4.
Elevator Bellcrank
Travel
Stop
Adjustment
8-5
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
.250
inch
dia.
drill
rod
4
*.46
inch
4
/46
inch--
LiJ
Press
fit
.62
inch
-_
-1.
30"
e
| A X I<
.19"R.
(Typ) --
\-
.209
inch dia.
drill
rod
35R.
(Typ)
.30
inch
1.
Support
Detail
A
2.
Neutral
Rigging
Tool
3.
Instrument
Panel
4.
Pilot's
Control
Column
Fabricate
from
0.
125
inch
steel
plate,
0.
209
inch
diameter
and
0.
250
inch
diameter
drill rod
according
to
dimensions
shown.
Figure
8-5.
Control
Column
Neutral
Position
Rigging
Tool
CAUTIONI
g.
When
reinstaling
bolts
(13)
install
a
washer
Position
a support
stand
under
tail
tie-dowan
under
the
head
of
each
bolt
and
under
each
nut.
Apply
ring
to
prevent
dthe
tailcoe
from
dropping
Adhesive
EA-9309
from
Hysol
Division, Dexter
Corp.,
ring
to
prevent
the
tailcone
from
dropping
or
its
equivalent, only
to
the
shanks
of
bolts
(13).
w ~hile working
ingide~.
-Wipe
off
excess adhesive
after
installation.
b.
Remove
safety
wire,
relieve
cable
tension
at
1.
A
P.
( t
turnbuckles
(17)
and
disconnect turnbuckle
eyes
at
8-1.)
bellerank
links
(16).
c.
Remove
safety
wire, relieve
cable
tension
at
.
R VAL
D
INSTAL
turnbuckle
(4)
and
disconnect
cable
(7)
at
link
assem-
813.
REMOVAL
AND
INSTALLATION.
bly
(15).
d.
Remove bolt
(12)
securing push-pull
tube
(11)
to
CATIO
bellcrank
(14).
e.
Remove pivot
bolt
(10)
attaching
beUlcran
(14)
Position
a
support
stand
under
tail
tie-down
to
brackets
(9)
and
remove
bellcrank.
ring
to
prevent
the
tailcone from
dropping
f.
Reverse
the
preceding
steps
for
reinstallatlon.
whie
worg
inside.
Rig
system
in accordance
with
paragraph
8-14,
safety
turnbuckles
and
reinstall
all
items
removed
a.
Remove
seats,
upholstery
and
access
plates
as
\
for
access.
necessary.
b.
Remove
safety
wire
and
relieve
cable
tension
at
8-10.
ARMASSEMBLY.
(Refertofigure
8-2.)
turnbuckles
(9).
c.
Disconnect
cables
at
control
column
arm
assem-
8-11.
REMOVAL
AND
INSTALLATION.
bies
(3)
and
disconnect
balance
weight
(5).
a.
Remove
stinger.
d.
Disconnect
cables
at
bellcrank
links
(index
16,
b.
Remove
bolt
(10)
securing
push-pul
tube
(11)
to
figure
8-3).
arm
assembly
(8).
e.
Remove
fairleads,
cable
guards
and
pulleys
as
c.
Remove
bolts
(13
securing
elevator
torque
tubes
necessary
to
work
cables
free
of
aircraft.
(7)
to
arm
assembly
(8).
A
heat
gun may
be
required
N
to
soften
epaoy adhesive on
bolts
(13).
NOTE
d.
Remove pivot
bolt
(12)
securing
arm
assembly
(8)
and
slide
assembly from
between
elevator
torque
To
ease
routing
of
cables,
a
length
of
wire
^^-~~~~~~~~tubes.
~may
be
attached
to
the
end
of
cable
being
e.
Reverse
the
preceding
steps
for
reinstallatlon
withdrawn
from
aircraft.
Leave
wire
in
and
reinstall
all
items
removed
for
acess.
tach
the
cable
being
installed
and
pull
cable
and
reinstall
al
items
removed
for
access.
place,
routed
through
structure;
then
at-
f.
Set
right
hand
elevator
maintaining
0.18"
dimen-
tch
the
cable
being
instaed
and
pu cable
sion
specified
in
figure
8-.
into
position.
8-6
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
f.
Reverse
the
preceding steps
for
reinstallation.
NOTE
g.
After
cables
are
routed
in
position,
install
fair-
leads,
pulleys
and
cable
guards.
Ensure
cables
are
Aninclinometerformeasuringcontrol
positioned in
pulley
grooves
before
installingribution
(CPD
2)
t hrave
v
rough
Cessna
Serice
h.
Re-rig
system
in
accordance
with
paragraph
Distbution
(CPD2) through
Cessna Service
8-14,
safety
turnbuckles
and
reinstall
all
items
re-
Statons.
Rer
to ection
6.
moved
in
step
"a".
d.
Adjust
bellcrank
travel
stop
blocks
(8)
to
obtain
8-14.
RIGGING.
(Refer
to figure
8-3.)
degree
of
elevator
travel
as
specified
in
figure
1-1.
ICAUTIONl
NOTE
Position
a
support
stand
under
tail
tie-down
ring
to
prevent
the
tailcone from
dropping
The
bellcrank
stop blocks
(8)
are
four-sided
while
working
inside.
bushings,
drilled
off-center
so
they
may
be
rotated to
any
one
of
four
positions
to
attain
a.
Lock
control
column
in
neutral
position
using
correct
elevator
travel.
Each
90-degree
neutral
rigging
tool
(Index
2,
figure
8-5).
rotation
of
the
stop
changes
the
elevator
b.
Adjust
turnbuckles
(17)
equally
to
streamline
travel
approximately
one
degree.
LEFT
elevator
with
horizontal stabilizer
(RIGHT
elevator will
be
higher
than
the
left
as
illustrated
in
e.
Move
control
wheel
through
full
range
of
travel
figure
8-2)
and
to
obtain
30*10
lbs
cable
tension.
and
check
cable
tension
in
various
positions.
Ten-
Safety
turnbuckles.
sion
should not
be
less
than
20
pounds
or
more
than
40
pounds
in
any
position.
NOTE
f.
Check
all
turnbuckles
are
safetied
and
all
parts
are
secured,
then
reinstall all
parts
removed
for
Disregard
counterweight
areas
of
elevators
access.
when
streamlining.
These
areas
are
con-
WARNIN
toured
to
be
streamlined at
cruising
speed
(elevators
approximately
3°
down).
Be
sure
elevators
move
in
the
correct direc-
c.
With
LEFT
elevator
streamlined,
mount
an
in-
tion
when
operated
by
the
control wheels.
clinometer
on
elevator
and
set
to
0*.
SHOP
NOTES:
Revision
3
8-7/(8-8
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
9
ELEVATOR
TRIM
TAB
CONTROL
SYSTEM
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
ELEVATOR
TRIM
TAB
CONTROL
Trim
Tab
Free-Play
Inspection
.
.2A24/9-8
SYSTEM
.............
2A17/9-1
Pedestal
Cover
.........
2B2/9-10
Description
.........
..
2A17/9-1
Removal
and
Installation
. . .
2B2/9-10
Trouble
Shooting
...
......
2A17/9-1
Rigging
Manual
Trim.
.....
.2B2/9-10
Trim
Tab
.........
.
.2A18/9-2
Electric Trim
Assist
Installation.
.
2B3/9-11
Removal
and
Installation
. .
2A18/9-2 Description
........
2B3/9-11
Trim
Tab
Actuator
........
2A18/9-2
Trouble
Shooting
.......
2B3/9-11
Removal
and
Installation
. .
2A18/9-2
Removal
and
Installation
. . .
2B3/9-11
Trim
Tab
Control
Wheel
.....
2A18/9-2
Clutch
Adjustment
......
2B6/9-14
Removal
and
Installation
.
.2A18/9-2
Trim
Tab
Simulated
Air
Load
Cables
and
Pulleys
........
2A20/9-4
Test
..........
2B7/9-15
Removal
and
Installation
. .
2A20/9-4
Rigging
-
Electric
Trim
Assist.
2B8/9-16
9-1.
ELEVATOR
TRIM TAB
CONTROL
SYSTEM.
adjacent
to
the
trim
wheel
indicates
nose
attitude
of
(Refer
to
figure
9-1.)
the
aircraft.
Forward
rotation
of
the wheel
trims
the
nose
down
and
aft rotation
of
the
wheel
trims
the
nose
9-2.
DESCRIPTION.
The
elevator
trim
tab,
located
up.
An
electric
trim
assist
may
be
installed
and
is
on
the
trailing
edge
of
the
right
elevator,
is
control-
described
in
paragraph
9-17.
When
de-energized
the
led
by
a
trim
wheel
mounted
in
the
pedestal.
Power
electric
trim
assist
has
no
effect
on
manual
operation.
to
operate the tab
is
transmitted
from the
trim
con-
trol
wheel
by
means
of
roller
chains
cables,
an
ac-
tuator
and
a
push-pull
tube.
A
mechanical
pointer,
9-3.
TROUBLE
SHOOTING.
NOTE
Due
to
remedy
procedures
in
the
following
trouble
shooting
chart,
it
may
be
necessary
to
rerig
system.
Refer
to
appropriate
rigging
paragraphs.
TROUBLE
PROBABLE
CAUSE
REMEDY
TRIM
CONTROL WHEEL MOVES
Cable
tension
too
high.
Check
cable
tension
and
adjust.
WITH
EXCESSIVE
RESISTANCE.
Pulleys
binding
or
rubbing. Check
pulleys
visually.
Repair
or replace
as
necessary.
Cables
not
in
place
on
pulleys.
Check
visually.
Install
cables
correctly.
Trim
tab
hinge
binding.
Disconnect
actuator
and
move
tab
up
and
down
to
check
hinge
rests-.
tance.
Lubricate
or
replace
hinge
as
necessary.
Defective
trim
tab
actuator.
Remove
chain
from actuator
sprocket
and
operate
actuator
manually. Replace
defective
actuator.
Rusty
chain.
Check
visually.
Replace
rusty
chain.
Revision
3
9-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
9-3.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE REMEDY
TRIM CONTROL WHEEL
MOVES
Damaged
sprocket.
Check
visually.
Replace damaged
WITH
EXCESSIVE
RESISTANCE
sprockets.
(CONT).
Bent
sprocket
shaft.
Observe
motion
of
sprockets.
Replace
defective shafts.
LOST
MOTION
BETWEEN
Cable
tension
too
low.
Check cable
tension
and
adjust.
CONTROL
WHEEL
AND
TRIM TAB.
Broken
pulley.
Check
visually.
Replace
defective
pulley.
Cables
not
in
place
on
pulleys.
Check
visually.
Install
cables
correctly.
Worn
trim
tab
actuator.
Disconnect
trim
tab
and
check
for
play
in
actuator.
Replace
defective
actuator.
Actuator
attachment
loose.
Check
actuator
for
security
and
tighten.
TRIM
INDICATION
INCORRECT.
Indicator
incorrectly
engaged Check
visually.
Reset
indicator.
on
wheel
track.
INCORRECT
TRIM
TAB
Stop
blocks
loose
or
incorrectly
Adjust stop
blocks
on
cables.
TRAVEL.
adjusted.
Refer
to
figure
9-5.
Incorrect
rigging.
Refer
to
paragraph
9-15.
9-4.
TRIM
TAB. (Refer
to
figure
9-2.)
e.
Remove
screws
attaching
mounting
bracket
(24)
to
support
bracket
(18),
and
remove
actuator
(19)
through
9-5.
REMOVAL
AND
INSTALLATION. access
opening.
a.
Disconnect
push-pull
tube
(9)
from
hone
assembly
f.
Reverse
the
preceding
steps for
reinstallation.
Rig
(6).
system
in
accordance
with
paragraph
9-15,
safety
NOTE
turnbuckle
(8),
and
reinstall
all
items
removed
for
|
access.
If
trim
system
is
not
moved
and
actuator
screw
is
not turned, rerigging
of
trim
system should
9-8.
TRIM
TAB
CONTROL
WHEEL. (Refer
to
figure
not
be
necessary
after
reinstallation
of
tab.
9-4.)
b.
Remove
screw
(11)
securing
hinge
pin
(10),
pull
pin
9-9.
REMOVAL
AND
INSTALLATION.
until
free
of
tab, and
remove
tab.
a.
Remove
pedestal
cover
as
outlined
in
paragraph
9-14.
NOTE
b.
Remove
screws
(13)
and
nuts
(9)
securing
chain
It
is
not
necessary
to
completely
remove
hinge
guard
(10)
to
pedestal
structure
(6).
pin.
c.
Remove
bolt
(1)
securing
position
indicator
(3)
to
pedestal
structure
(6).
Retain
washers
(2)
and
spacer
(4)
c.
Reverse
the
preceding steps
for
reinstallation.
Rig
for
reinstallation.
system,
if
necessary,
in
accordance
with
paragraph
9-15.
d.
Loosen
bolts
(11)
securing
idler
sprockets(16)
to
pedestal structure
(6),
slide
idler
sprockets
in
slotted
9-6.
TRIM
TAB
ACTUATOR.
(Refer
to
figure
9-1.)
holes,
and
disengage
chain
(19)
from
idler
sprockets
(16).
a.
Relieve
cable
tension
at
turnbuckle
(8).
indicator
(3),
using
care
not
to
bend
position
indicator
(3)
b.
Disconnect
tube
assembly
(15)
at actuator
(19).
or
drop
parts
into
tunnel
area.
c.
Remove
access
plate
beneath
actuator
(19).
f.
Remove
roller
chain
(19)
from
trim
wheel
sprocket
d.
Remove
chain
guard
(21)
and
disengage
chain
(23)
and carefully
slide
trim
wheel
(7)
from
pivot
stud
(8).
from
sprocket
(20).
g.
Reverse
the
preceding
steps
for
reinstallation.
9-2
Revision
3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
Remove
roller
chain
(19)
slack
by
adjusting
idler
8.
After
cable
is
routed
into
position,
install
sprockets
(16)
in
slotted
holes
and
reinstall
all
items
pulleys
(6)
and
cable
guards
(4).
Ensure
cable
is
removed
for
access.
positioned
in
pulley
grooves
before
installing
cable
guards
(4).
Ensure
roller
chain
(Index
21,
figure
9-4)
is
9-10.
CABLES
AND
PULLEYS.
positioned
correctly
over
drive
sprocket
(Index
18,
figure
9-4.).
9-11.
REMOVAL AND
INSTALLATION.
9.
Rerig
system
in
accordance
with
paragraph
a.
FORWARDCABLE.
(Refer
to
figure
9-1.)
9-15,
safety
turnbuckle
(8),
and
reinstall
all
items
1.
Peel
back
carpeting
as necessary
to
expose
removed
for
access.
access
plates
in
cabin
and
baggage
areas
and remove
b.
AFTCABLE.
(Refertofigure9-1.)
plates.
1.
Peel
back
carpeting
as
necessary
to
expose
2.
Remove
safety
wire,
relieve
cable
tension
access
plates
in
baggage
area
and
remove
plates.
and
disconnect
turnbuckle
(8).
2.
Remove
rear
baggage
compartment
wall.
3.
Disconnect cable ends
(10).
3.
Remove
safety
wire,
relieve
cable
tension
4.
(Refer
to
figure
9-4.)
Remove
pedestal
cov-
and
disconnect
turnbuckle
(8).
er
as
outlined
in
paragraph
9-14.
5.
Remove
lower
pedestal
panel
(14)
and
disen-
CAUTION
gage
roller
chain
(21)
from
drive
sprocket
assembly
CAUTION
(18).
Position
a
support
stand
under
tail
tie-down
6.
(Refer
to
figure
9-1.)
Remove cable
guards
(4)
ring
to
prevent
tailcone
from
cropping
while
and
pulleys
(6)
as
necessary
to
work
cable free
of
working
inside.
aircraft.
4.
Disconnect
cable
ends
(10).
5.
Remove
travel
stop
blocks
(13).
6.
Disconnect
electric
trim
clamps
and
keepers
To
ease
routing
of
cable,
during
reinstalla-
(Indexes
15
and
16,
figure
9-6),
if
installed.
tion,
a
length
of
wire
may
be
attached
to
the
7.
Remove
access
plate
beneath
trim
tab
actu-
end
of
cable before
its
being
withdrawn
ator
(19)
and remove
chain
guard
(21).
from
aircraft.
Leave
wire
in
place,
routed
8.
Disengage
roller
chain
(23)
from
actuator
through
structure;
then
attach the
cable
sprocket
(20).
being
installed
and pull
cable
into
position.
9.
Remove
cable
guards
a
ueys
a
neces-
sary
to
work
cable
free
of
aircraft.
7.
Reverse
the
preceding
steps
for
reinstallation.
THRU
SERIAL 21062382
16
REFER
TO
\
1
FIGURE
9-3
19\
\
I;
\,>\614.
Bracket
Assembly
24
\ \ l
^*^,;.\
*'
D
*
15.
Push-PullTube
16.
Brace
-\ \," n
.17.
Stabilizer
Rear
Spar
~21t
f^^
>
18.
Support
Bracket
19.
Actuator
20.
Sprocket
H o^-
n»Detail
J
21.
Chain
Guard
22.
Clamp
23.
Chain
26
1
24.
Mounting
Bracket
20
/
\^
25.
Trim
Tab
23
\26.
Sprocket
(Electric
Trim)
Figure
9-1.
Elevator
Trim
Tab
Control
System
(Sheet
2
of
3)
9-4
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15
18
24
19
21
Detail
J
BEGINNING
WITH
SERIAL
21062383
Figure
9-1.
Elevator
Trim
Tab
Control
System
(Sheet
3
of
3)
9-5
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
*
Do
not
overtighten
nut.
1. Right
Elevator
2.
Trim
Tab
12
3.
Hinge
Half
4.
Spacer
5.
Foam
Filler
13
Detail
B
6.
Horn Assembly
7.
Bushing
8.
Bolt
9.
Push-Pull
Tube
10.
Hinge
Pin
11.
Screw
12.
Nutplate
13.
Left
Elevator
4.
Sprocket
Manal
Trim
7.
Sprocket-Electric
Trim
1
Bearing
5
2.
Screw
Assy.
3.
Actuator
4.
Sprocket
Manual
Trim
5.
Sprocket
Guard
6.
Grease
Zerk
7.
Sprocket-Electric
Trim
Figure
9-3.
Elevator
Trim
Tab
Actuator
Assembly
9-6
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
2.
Multiply
chord
length
by
0.
025
to
obtain
maxi-
mum allowable
free-play.
To
ease
routing
of
cable, a
length
of
wire
c.
Using
moderate
pressure,
move
the
trim
tab
may
be
attached
to
the
end
of
cable
before
trailing
edge
up
and
down
by
hand
to
check
free-play.
being
withdrawn
from
aircraft.
Leave
wire
in
place,
routed
through
structure;
NOTE
then
attach
the cable being
installed
and
pull
cable
into
position.
Measure
free-play
at
the
same
point
on
trim
tab
that chord
length
was
measured.
Total
10.
Reverse
the
preceding
steps
for
reinstalla-
free-play
must
not
exceed
maximum
allow-
tion.
able.
Refer
to
detail
B,
figure
9-5A.
11.
After
cable
is
routed
in
position,
install
pul-
leys
and
cable
guards.
Ensure
cable
is
positioned
d.
If
the
trim
tab
free-play
is
less
than
the
maxi-
in
pulley
grooves before
installing
guards.
Ensure
mum
allowable
the
system
is
within
the
prescribed
roller
chain
(23)
is
positioned
correctly
over
actua-
limits.
tor
sprocket
(20).
e.
If
the
trim
tab
free-play
is
more
than
the
maxi-
12.
Re-rig
system
in
accordance
with
paragraph
mum
allowable, check
the
following
items,
for
loose-
9-15,
safety
turnbuckle
(8)
and
reinstall
all
items
ness
while
moving
the
trim
tab
up
and
down.
removed
for
access.
1.
Check
push-pull
tube
to
trim
tab
horn
assem-
bly
attachment
for
looseness.
2.
Check
push-pull
tube
to
actuator
assembly
9-12.
TRIM
TAB
FREE-PLAY
INSPECTION.
(Refer
threaded
rod
end
attachment
for
looseness.
to
figure
9-5A.)
3.
Check
actuator
assembly
threaded
rod
end
a.
Place elevators
and
trim
tab
in
neutral
position
for
looseness
in
actuator
assembly
with
push-pull
and
secure
from
movement
tube
disconnected.
b.
Determine
maximum
allowable
free-play
using
f.
If
looseness
is
apparent
while
checking
steps
e-1
the following
instructions.
and
e-2,
repair
by
installing
new
parts.
1.
Measure
chord length
of
extreme
inboard
end
g.
If
looseness
is apparent
while
checking
step
e-3,
of
the
trim
tab
as
shown
in
detail
A,
figure
9-5A.
refer
to
paragraphs
9-7
through
9-8.
Recheck
trim
tab
free-play.
'FWD
non-faired
difference
between
the inboard
and
outboard
ends).
2.
Place inclinometer
on
trim
tab,
adjust
inclinometer
to
0*
and
lower
tab
to
degree
of
travel
specified
in
figure
1-1.
3.
Position
stop
block
(3)
on
cable
B,
maintain
0.
125
"
between
stop
block
(3)
and
pulleys
(4)
when
elevator
tab
is
in
full
down
position
and
secure
stop
block
(3)
to
cable
B.
4.
Raise
trim
tab
to
specified
degree,
place
stop block
(2)
against
stop
block
(3)
and
secure
to
cable
A.
5.
Place
trim
tab
in
full
down
position
maintaining
0.125
" between
stop
block
(3)
and
pulleys
(4),
place
stop
block
(1)
against
stop
block
(2)
and
secure
to
cable
B.
(Recheck
travel.)
Figure
9-5.
Elevator
Trim
Tab
Travel
Stop
Adjustment
9-8
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
9-13.
PEDESTAL
COVER.
4.
Tighten
nut
(9)
and
screws
(13)
but
do
not
reinstall
pedestal
cover
until
rigging
is
complete.
9-14.
REMOVAL
AND
INSTALLATION.
a.
Turn
fuel
selector
valve to OFF
position
and
NOTE
drain
fuel
from
strainer
and
lines.
b.
Remove
knurled
nut
from
engine
primer
if
in-
Full
forward
(nose
down)
position
of
trim
stalled
and
pull
plunger
from
primer
body.
Protect
wheel
is
where
further
movement
is
primer
from
dirt.
prevented
by
the
roller
chain
or
cable
c.
Remove
fuel
selector
handle
and
placard.
ends
contacting
sprockets
or
pulleys.
d.
Remove
cowl
flap
handle
knob.
e.
Remove
electric
trim
circuit
breaker nut
and
f.
With
elevator
and
trim
tab
both
in
neutral
microphone
mounting
bracket
if
installed.
(split
the
non-faired
difference
between
the
in-
f.
Fold
carpet
back
as
necessary and
remove
board
and
outboard ends),
mount
an
inclinometer
screws
securing
cover
to
floor
and
pedestal.
on
trim
tab
and
set
to
0°
.
Disregard
counter-
g.
Disconnect electrical
wiring
to
pedestal
lights.
weight
areas
of
elevators
when
streamlining.
h.
Carefully
work
cover
from
pedestal
to
prevent
These
areas are
contoured
so
they
will
be
approx-
damage.
imately
3
°
down
when
the
elevators
are
stream-
i.
Reverse
the
preceding
steps
for
reinstallation.
lined.
9-15.
RIGGING
MANUAL
TRIM.
(Refer
to
figure
NOTE
9-1.)
An
inclinometer
for
measuring
control
surface
CAUTION
travel
is available
from
Cessna
Parts
Distribution
(CPD
2)
through
Cessna
Service
Position
a
support
stand
under
tail
tie-
Stations.
Refer
to Section
6.
down
ring
to
prevent
tailcone
from
dropping
while
working
inside.
g.
Rotate
actuator
screw
in
or
out
as
required
to
place
trim
tab
up
with
a
maximum
of
2°
overtravel.
a.
Remove
rear
baggage
compartment
wall
and
with
actuator screw
connected
to
push-pull
tube
access
plates
as
necessary.
(Index
15,
figure
9-1).
b.
Loosen
travel
stop
blocks
(13)
on
trim
tab
h.
Rotate
trim
wheel
to
position
trim
tab
up
and
cables
(7
and
12).
down,
readjusting
actuator
screw
as
required
to
c.
Disconnect
push-pull
tube
(15)
from
actuator
obtain
overtravel
in
both
directions.
(19).
i.
Position
stop
blocks
(Indexes
1,
2,
and
3,
figure
9-5.)
d.
Check
cable
tension
for
20+0-5
pounds,
and
as
illustrated
in figure
9-5
to
degree
of
trim tab
travel
readjust turnbuckle
(8)
if
necessary.
specified
in
figure
1-1.
j.
Install
pedestal
cover
and
adjust
trim
tab
position
NOTE
indicator
(3)
as
follows:
1.
Rotate
trim
wheel
(7)
to place
tab
at
10°
up
If
roller
chains
and/or
cables
are
being
position.
installed,
permit
actuator
screw
to
rotate
2.
Locate
position
indicator
(3)
at
the
TAKE-OFF
freely
as roller
chains
and
cables
are
triangle
as
viewed
from
the
pilot seat.
(Refer
to
step
"e."
connected.
Adjust
cable
tension
and
and
reposition
pointer
if
necessary.)
safety
turnbuckle
(8).
3.
Bend
position
indicator
(3)
as
required
to
clear
pedestal
cover.
(Position
indicator
must
NOT
rub
e.
(Refer to
figure
9-4.)
Rotate trim
wheel
(7)
full
against
pedestal
cover
or
clear
cover
more
than
0.125-
forward
(nose
down).
Ensure
position
indicator
(3)
does
inch maximum.)
not
restrict
trim
wheel
movement.
If
necessary
to
k.
Safety
turnbuckle
(Index
8,
figure
9-1)
and
reposition
indicator,
proceed
as
follows:
reinstall
all
items
removed
in
step
"a."
1.
Remove
pedestal
cover
as
outlined
in
paragraph
9-14.
2.
Loosen
nut
(9)
at
trim,
wheel
pivot
stud
(8).
WARNING
3.
Loosen
screws
(13)
securing
chain
guard
(10)
far
enough
that
trim
wheel
(7)
can
be
moved Be
sure
trim
tab
moves
in
correct
direction
approximately
1/8-inch,
then
reposition position
when
operated
by
trim
control
wheel.
Nose
indicator
(3)
using a
thin
screwdriver
to pry
trailing
leg
down
trim
corresponds
to
tab
up
position.
of
pointer
out
of
groove
in
trim
wheel.
Reposition
position
indicator
as
required.
9-10
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
9-16.
ELECTRIC
TRIM
ASSIST INSTALLATION.
aft
to
the
electric
drive
assembly
and
a
chain
connect
(Refer
to
figure
9-6.)
ing
the
drive
assembly
to
an
additional
sprocket
mounted
on
the
standard
manual
elevator
trim
actuato
9-17.
DESCRIPTION.
The
electric
elevator
trim
When
the
clutch
(16)
is
not
energized,
the
drive
as
assist
installation consists
of two
switches
mounted
sembly
"free
wheels"
and
has
no
effect
on
manual
on
the
pilot's
control
column,
a
circuit
breaker
trim
operation.
mounted
on
the
center
pedestal
cover,
wiring
running
9-18.
TROUBLE
SHOOTING.
TROUBLE PROBABLE
CAUSE
REMEDY
SYSTEM
INOPERATIVE.
Circuit
breaker
out. Check
visually.
Reset
breaker.
Defective
circuit
breaker.
Check
continuity. Replace
defective
breaker.
Defective
wiring.
Check
continuity.
Repair
wiring.
Defective
trim
switch.
Check
continuity.
Replace
defective
switch.
Defective
trim
motor.
Remove
and bench
test
Replace
defective
motor.
TRIM
MOTOR
OPERATING
-
Defective
clutch
solenoid.
Check
continuity.
Replace
TRIM
TAB FAILS
TO MOVE.
solenoid.
Improperly
adjusted
clutch
Check
and
adjust
spnner
nuts
tension.
for
proper
tension.
Disconnected
or
broken
Operate-anual
trim
wheel.
cable.
Connect
or
replace
cable.
Defective
actuator.
Check
actuator
operation.
Replace
actuator.
9.19.
REMOVAL
AND
INSTALLATION.
(Refer
to
9-20.
CLUTCH ADJUSTMENT.
(Refer
to
figure
9-
figure
9-6.)
6.)
a.
Remove
aft
baggage
compartment
wall.
a.
Remove
access
covers
(28)
&
(29)
below
actuator.
NOTE
b.
Remove
safety
wire
and relieve cable tension
at
turnbuckle
(31).
Position
a
support
stand
under tail
tie-
c.
Disconnect
electric
motor
by
unplugging
the
down
ring
to
prevent
the
tailcone
from
"quick-disconnect"
connectors leading
to
the
motor
dropping
while
working
inside.
assembly.
d.
Remove
mounting bolts
from
drive
assembly
b.
Remove
cover
(29)
below
drive
assembly
(6). (6).
It is
necessary
to
remove
from
stabilizer
to
c.
Remove
cover
(28)
with
voltage
regulator
make
the
necessary adjustments
to
clutch.
attached and
carefully
disconnect
wiring
at
connectors.
NOTE
d.
Remove
sprocket
guard
(Index
5.
figure
9-3)
from
trim tab actuator
(3).
Step
"c"
isolates
the
motor
assembly
e.
Remove
mounting
bolts
from
drive
assembly
from
the remainder
of
the
electric
trim
and
tab
actuator
and
remove from
aircraft.
system
so
it
cannot
be
engaged
during
f.
Reverse preceding
steps
for
reinstallation.
clutch
adjustment.
Check
system rigging
in
accordance
with
paragraph
9-23.
e.
Remove
screws
securing
covers
(17)
and
f 1,
3-11
MODEL
210
&
T210
SERIES SERVICE
MANUAL
31
REFER
TO
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
32.
Support
Bracket
33.
Screw
34.
Noise
Filter
31
30
34*
*NOTE
BEGINNING
WITH
1980
MODEL YEAR
A-374A
Noise
filter
must
be
installed
with
the
400
Autopilot.
Figure
9-6.
Electric
Elevator
Trim
Assist
Installation
(Sheet
2
of
2)
0-13
MODEL
210
&
T210
SERIES SERVICE
MANUAL
1.
CTR1
Adjustment
3.
Connector
electrical
wiring
far
enough
to
expose
the
clutch
RED
and
BLACK
wire
leading
to
the
motor
assembly.
assembly.
f.
Ensure
the
electric
trim
circuit
breaker
on
the
CAUTION
pedestal
cover
is
pushed
in
and
place
master
switch
in
the
ON
position.
Ensure
CTR
adjustments
(Index
1
and
2,
g.
Operate
control
wheel-mounted
trim
switch
(3)
Figure
9-7)
are
both
turned
fully
CCW
UP
or
DOWN
to
energize
the
solenoid
clutch
(16).
to
limit
initial
voltage
to
motor
and
h.
Attach
the
spring scale
to
chain
and
pull scale
voltmeter.
slowly
until
slippage
is
noted.
i.
Repeat
Steps
"g"
and
"h"
several
times
to
d.
Using
18
ga.
jumper
wires
or
equivalent,
connect
break
the
initial friction
of
the
clutch.
one
lead
of
a
dc
voltmeter
capable
of
measuring
the
j.
Repeat
Step
"h"
very
slowly,
carefully
aircraft
voltage
to
either
the RED
or
BLACK
wire
watching
the
indicator
on the
spring
scale.
leading
to
the
motor
and
the
other
voltmeter
lead
to
a
Slippage
should
occur
between
38.6
to
42.5
lbs.
good
aircraft
ground.
k. IF
tension
is
not
within
tolerance,
loosen
e.
Operate
the
electric
trim
switch
to the
NOSE
UP
OUTSIDE
spanner
nut
(14)
which
acts
as
a
lock.
and
NOSE
DOWN
positions
and
check
voltage
present
Tighten
INSIDE
spanner
nut
to
increase
clutch
at
the
RED
and
BLACK
wires.
tension and
loosen
nut to
decrease
clutch
tension.
f.
Adjust
CTR
1
and
CTR2 adjustment screws
on
l.
When
clutch
slippage
torque
is
within
the
voltage
regulator
counterclockwise
(CCW),
then
tolerance
(step
j").
then
tighten
outside
spanner
slowly
turn
adjustment screws
clockwise
(CW)
until
nut
against
inside
nut.
a
11
volt
output
is
obtained
for
both
(RED
and
BLACK)
m.
Connect
electrical
wiring
to
motor assembly
lead.
which
was
removed
in
Step
"c"
re-rig
trim
system
g.
Check
to
see
if
full
"NOSE
UP"
to
full
"NOSE
in
accordance
with
paragraphs
9-15
and
9-24
and
DOWN"
and
full
"NOSE
DOWN
"
to
full
"NOSE
UP"
reinstall
all
items
removed
for
access.
is
39±
1
seconds.
9-21.
VOLTAGE
REGULATOR ADJUSTMENT.
h.
Remove
voltmeter
and
reconnect
the
motor
(Refer
to
figure
9-6.)
assembly
power
leads.
Be
sure
to
connect
RED
to
reinstall
all
items
removed
for
access.
is
39±1
seconds.
a.
Remove
access
cover
(27)
RED
and
BLACK
to
BLACK
when
reconnecting leads.
b.
Connect
an
external
power
source
of
27.
5
volts
i.
Check
trim
system
for
proper
operation
and
dc
continuous
to
the
aircraft
electrical
system,
or
if
reinstall
all items
removed
for
access.
an
external
power
supply
is
not
available,
run
the
aircraft
engine
at
approximately
1000
RPM
to
main-
CAUTION
tain
the
normal
operating
aircraft
voltage.
c.
Disconnect
the
electrical
power
leads
to
the
The
trim
motor
should
be
allowed
to
cool
9-14
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
TRIMTAB
ANGLE
ANGLE
HORN
ASSEMBLY
CABLE
* 1
WEIGHT
(14
to
22
lbs
total)
Figure
9-8.
Trim
Tab Simulated
Air
Load
Test
between
voltage
regulator
adjustments
c.
Attach
14
pounds
minimum
to
22
pounds
maxi-
approximately
5
minutes
if
several
actua-
mum
of
weight
(including the
angles,
clamps
and
tions
of
the
motor
becomes
necessary
dur-
cable)
to
the
cable
and
operate
the
trim
switch
to
ing
adjustment.
place
the
tab
in
the
UP
position.
The
clutch
MUST
lift
15
pounds
weight
to
the
FULL
UP
position
but
9-22.
TRIM
TAB
SIMULATED
AIR
LOAD
TEST.
must
slip
at
18
pounds.
(Refer
to
figure
9-8.)
NOTE
NOTE
If
the
electric
trim
clutch
slips prior
to
The
manual
elevator
trim
control system lifting
the
required
weight
to
the
full
up
must
be
properly
rigged,
the
aircraft
position,
DO
NOT
READJUST
CLUTCH,
electrical
operating
voltage
must
be
nor-
refer
to
step
"d"
or
step
5
to
locate
and
mal,
the
electric
trim
assist
clutch must
remove
thereason
for
excessive
friction
be
properly
adjusted
and
the
elevator
must
in
the
elevator
trim
control
system.
be
in
neutral
position
prior
to
completing
the
following
steps.
d.
Check
the
trimtab
hinge
and
linkage
for
binding,
check
the
trim
system cables
and
chains
for
proper
a.
Attach
two
angles approximately
18
inches
in
tension,
check
system
pulleys
and
actuator
for
bind-
length
to
the
trailing
edge
of
the
trim
tab
with
clamps
ing.
as
illustrated
to
prevent
bending
of
tab
trailing
edge.
e.
After
the
trim
system
has
been
thoroughly
b.
Attach
a
cable
directly
aft
of
the
trim
tab
horn
checked
and
excessive
friction
removed,
repeat
assembly.
step
"c",
or
step
3.
9-l5
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
9-23.
RIGGING
-
ELECTRIC
TRIM ASSIST.
(Refer
c.
Remove
access
cover
(29)
located
in
under
to
figure
9-6.)
side
of
right
stabilizer.
a.
The
standard
manual
elevator
trim
control
d.
Locate
turnbuckle
(31)
terminal
point
0.75
system
MUST
be
rigged
in
accordance with
paragraph
inches
from
drive
assembly
housing
and
adjust
until
9-15
prior
to
rigging
the
electric
trim
assist.
chain
deflection
between
sprockets
is
approximately
b. Move
elevator
trim
tab
to
full
"NOSE UP"
0.25
inches.
position.
e.
Resafety
turnbuckle
and
reinstall
all
items
removed for
access.
SHOP
NOTES:
9-16
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
10
RUDDER CONTROL
SYSTEM
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
RUDDER
CONTROL SYSTEM
.....
2B13/10-1
Removal
and
Installation
.. 2B17/10-5
Description
......
2B13/10-1
Repair
.....
2B17'10-5
Trouble
Shooting
.
.......
.2B13/10-1
Cables
and
Pulleys
.
.....
2B17/10-5
Rudder
Pedal
Assembly
.....
.2B17/10-5
Removal
and
Installation
..
2B17/10-5
Removal
and
Installation
..2B17/10-5
Rigging
. .
......
. 2B20/10-8
Rdder
............
2B17/10-5
10-1.
RUDDER CONTROL SYSTEM.
(Refer
to
fig-
prised
of
the
rudder
pedals
installation,
cables
and
ure
10-1.)
pulleys,
all
of
which
link
the
pedals
to
the
rudder
and
nose wheel
steering.
When
dual
controls
are
10-2.
DESCRIPTION.
Rudder control
is
maintained
installed,
stowable
rudder
pedals
are
provided
at
through
use
of
conventional
rudder
pedals
which
also
the
copilot's
position
through
1977
models.
control
nose
wheel
steering.
The
system
is
com-
10-3.
TROUBLE
SHOOTING.
NOTE
Due
to
remedy
procedures
in
the
following
trouble
shooting
chart,
it
may
be
necessary
to
rerig
system.
Refer
to
paragraph
10-11.
TROUBLE
PROBABLE
CAUSE
REMEDY
RUDDER
DOES
NOT
RESPOND
Broken
or
disconnected
cables.
Open
access
plates
and
check
TO
PEDAL
MOVEMENT.
visually.
Connect
or
replace
cables.
Revision
3
10-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
10-3.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
BINDING
OR
JUMPY
MOVE-
Cables
too
tight.
Refer
to
figure
10-1
for
cable
MENT
OF
RUDDER
PEDALS.
tension.
Rig
system
in
accor-
dance
with
paragraph
10-11.
Cables
not
riding
properly
on
Open
access
plates
and
check
pulleys.
visually.
Route
cables
cor-
rectly
over
pulleys.
Binding,
broken
or
defective
Open
access
plates
and
check
pulleys
or
cable
guards.
visually.
Replace
defective
pulleys
and
install
guards
properly.
Pedal
bars
need
lubrication.
Refer
to
Section
2.
Defective
rudder
bar
bearings.
If
lubrication
fails
to
eliminate
binding.
Replace
bearing
blocks.
Defective
rudder
hinge
bushings..
Check
visually.
Replace
defective
bushings.
Clevis
bolts
too
tight.
Check
and
readjust
bolts
to
eliminate
binding.
Steering
rods
improperly
Rig
system
in
accordance
with
adjusted.
paragraph
10-11.
LOST
MOTION
BETWEEN
Insufficient
cable
tension.
Refer
to
figure
10-1
for
cable
RUDDER
PEDALS
AND
tension.
Rig
system
in
accor-
RUDDER.
dance
with
paragraph
10-11.
INCORRECT
RUDDER
TRAVEL.
incorrect
rigging.
Rig
in
accordance
with
paragraph
10-11.
STOWABLE
PEDALS
DO
Broken
or
defective
control.
Disengage
control
and
check
NOT
DISENGAGE.
manually.
Replace
control.
STOWABLE
PEDALS
DO
Defective
cover,
catch
or
Check
visually.
Replace defective
NOT
STOW.
latch
pin.
parts.
STOWABLE
PEDALS
DO
Binding
control.
Check
control
operation.
Repair
NOT
RE-ENGAGE.
or
replace
control.
Misaligned
or
bent
mechanism.
Check
visually.
Repair
or
replace
defective
parts.
10-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
25
Brake links
(5),
bellcranks
(22),
brake
torque
23
tubes
(19)
and
attaching
parts
for
the
RIGHT-
HAND
rudder
pedals
are
replaced
with
hubs
(8)
25*
when
dual
controls
are
NOT
installed.
These
2
hubs
are
attached
to
each
end
of
the
forward
rudder
bars.
24
*
THRU
21064806
BEGINNING
WITH
21064807
4
CLEARANCE
1.
Anti-Rattle
Spring
2.
Pedal
Detail
A
3.
Shaft
4.
Spacer
5.
Brake
Link
6.
Cable
(Left
Forward)
7.
Cable
(Right
Forward)
8.
Single
Controls
Hub
9. Pin
(Stowable
Pedals
Only)
10.
Stowable
Pedals Controls
11.
Bearing
Block
13
12.
Right
Rudder
Cable Arm
13.
Left
Rudder
Cable
Arm
14.
Aft
Rudder
Bar
15.
Nosewheel
Steering
Arm
17
16.
Rudder
Trim
Bungee
Arm
17.
Forward
Rudder
Bar
15
18.
Master
Cylinder
19.
Brake
Torque Tube
20.
Bracket
21.
Bearing
22.
Bellcrank
CLEARANCE
23.
Washer
HOLE
FORWARD
24.
Pedal
Extension
25.
Shaft
18
23
20
19
21
Detail
B
NOTE
At
least
one
washer
(23)
must
be
STOWABLE
RUDDER
installed
at
the
location
shown.
PEDALS
INSTALLATION
THRU
1977
MODELS
Detail
C
Figure
10-2.
Rudder
Pedal
Installation
10-4
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1.
Steering
Arm
2.
Steering
Bungee
3.
Adjustable
Rod
End
4.
Whiffletree
(Steering
Bellcrank)
5.
Link
Rod
Assembly
6.
Clamp
10
7.
Boot
7
8.
Boot
Retainer
9.
Right
Rudder
Bar
Arm
10. Left
Rudder
Bar
Arm
4
Figure
10-3.
Nose
Gear
Steering
Installation
10-4.
RUDDER
PEDAL
ASSEMBLY.
j.
Reverse
the
preceding
steps
for
reinstallation.
Lubricate
rudder
bar
assemblies
as
outlined
in
Sec-
10-5.
REMOVAL
AND
INSTALLATION.
(Refer
to
tion
2.
Rig
system
in
accordance
with
paragraph
figure
10-2.)
10-11,
safety
turnbuckles
and
reinstall
all
items
re-
a.
Remove
carpeting,
shields
and
soundproofing
moved
for
access.
from
the
rudder
pedal
and
tunnel
areas
as
necessary
for access.
10-6.
RUDDER.
(Refer
to
figure
10-4.)
b.
Disconnect
brake
master
cylinders
(18)
and
parking
brake
cables
at
pilot's
rudder
pedals.
10-7.
REMOVAL
AND
INSTALLATION.
c.
Remove
rudder
pedals
(2)
and
brake
links
(5).
a.
Remove
stinger.
d.
Disconnect
stowable
rudder
pedal
controls
(10).
b.
Disconnect
tail
navigation
light wire.
e.
Remove
fairing
from
either
side
of
vertical
fin,
c.
Remove
fairing
from
either
side
of
vertical
fin,
remove
safety
wire
and
relieve
cable
tension
by
loos- remove
turnbuckles
(index
10,
figure
10-1.)
ening
turnbuckles
(index
10,
figure
10-1).
d.
Disconnect cables
(4
and
6)
from
rudder
bell-
f.
Disconnect
cables
(6
and
7)
from
rudder
bar
crank
(3).
arms
(12
and
13).
e.
With
rudder
supported,
remove all
hinge
bolts
g.
Disconnect
rudder
trim
bungee
from
rudder bar
(2)
and
using
care,
lift
rudder
free
of
vertical
fin.
arm
(16).
f.
Reverse
the
preceding
steps
for
reinstallation.
h.
(Refer
to
figure
10-3.)
Disconnect
whiffletree
Rig
system
in
accordance
with
paragraph
10-11,
link
rod
assemblies
(5)
at
rudder
bar
arms
(9
and
10).
safety
turnbuckles
and
reinstall all
items
removed
i.
(Refer to
figure
10-2.)
Remove
bolts
securing
for
access.
bearing
blocks
(11)
and
carefully
work
rudder bars
out
of
tunnel
area.
10-8.
REPAIR.
Repair
may
be
accomplished
as
outlined
in
Section
18.
NOTE
10-9.
CABLES
AND
PULLEYS.
(Refer
to
figure
The
two
inboard
bearing blocks
contain
clear-
10-1.)
ance
holes
for
the
rudder
bars
at
one end
and
a
bearing
hole at
the
other.
Tag
these
bear-
10-10.
REMOVAL
AND
INSTALLATION
ing
blocks
for
reference
on
reinstallation.
a.
Remove
seats,
upholstery
and
access
plates
as
necessary.
10-,
MODEL
210
&
T210
SERIES SERVICE
MANUAL
(2
x
4)
VERTICAL
FIN
RUDDER
BLOCK
BLOCK
RUDDER
HALF
THE
WIRE
POINTER
DISTANCE
BETWEEN
STRAIGHTEDGES
ESTABLISHING
NEUTRAL
MEASURING
POSITION
OF
RUDDER
RUDDER
TRAVEL
1.
Establish
neutral
position
of
rudder
by
clamping
straightedge
(such
as
wooden
2
x
4)
on
each
side
of
fin
and
rudder
and
blocking
trailing
edge
of
rudder
half
the
distance
between
straightedges
as
shown.
2.
Tape
a
length
of
soft
wire
to
the
stinger
in
such
a
manner
that
it
can
be
bent-to
index
at
the
lower
corner
of
the
rudder
trailing
edge.
3.
Using
soft
lead
pencil,
mark
rudder
at
point
corresponding
to
soft
wire
indexing
point
(neutral).
4.
Remove
straightedges
and
blocks.
5.
Hold
rudder
against
right,
then
left,
rudder
stop.
Measure
distance
from
pointer
to
pencil
mark
on
rudder
in
each
direction
of
travel.
Distance
should
be
between
8.12"
and
8.72".
Figure
10-5. Checking
Rudder
Travel
10-7
MODEL
210
&
T210
SERIES SERVICE
MANUAL
b.
Remove
safety
wire,
relieve
cable
tension
and
f. Remove
pedestal
cover
in
accordance
with
Sec-
disconnect
cables
at
turnbuckles
(10).
tion
9.
c.
Disconnect
cables
(3
and
4)
at rudder
bar
arms.
g.
Remove
lower
pedestal
panel
(index
14,
figure
d. Remove cable
guards,
pulleys
and
fairleads
as
9-4).
necessary
to
work
cables
free
of
aircraft.
h.
Disconnect
rudder
trim
bungee
from
rudder
bar
arm
(index
16,
figure
10-2).
NOTE
i.
Clamp
rudder
pedals
in
neutral position.
j.
Adjust
turnbuckles
(index
10,
figure
10-1)
to
To
ease
routing
of
cables,
a
length
of
wire
streamline rudder
with
30±10
lbs
tension
on
cables.
may
be
attached
to
end
of
the
cable
before
k.
Remove
clamps
from
rudder
pedals.
being
withdrawn
from
aircraft.
Leave
1.
Adjust
travel
stop
bolts
(index
13,
figure
10-1)
wire
in
place,
routed
through
structure;
to
obtain
degree
of
travel
specified
in
figure
1-1.
then
attach
cable
being
installed
and
pull
Figure
10-5
illustrates
correct
travel
and
one
method
the
cable
into
position,
of
checking.
m.
Adjust
length
of
rod
end
(3)
to
align
with whiffle-
e.
Reverse
the
preceding
steps
for
reinstallation.
tree
(4)
and
install
bolt.
DO NOT
PRELOAD
BUN-
f.
After
cable
is
routed
in
position,
install
pulleys,
GEE.
fairleads
and
cable
guards.
Ensure
cable
is
posi-
n.
Connect
rudder
trim
bungee
and
rig
trim
system
tioned
in
pulley
grooves before
installing
guards.
as
outlined
in
Section
11.
g.
Re-rig
system
in
accordance
with
paragraph
10-
o.
Operate
rudder
system,
checking
for
ease
of
11,
safety
turnbuckles
and
reinstall
all
items
remov-
movement
and
full
travel.
Check
cable
tension
with
ed
in
step
"a".
rudder
in
various
positions.
Cable
tension
should
not
be
less
than
20
pounds
or
more than
40
pounds
10-11.
RIGGING.
in
any
position.
a.
Remove
fairing
from either
side
of
vertical
fin,
p.
Check
that
all
turnbuckles
are
safetied
and
re-
remove
safety
wire
and
relieve
cable
tension
at
turn-
install
all items
removed for
access.
buckles
(index
10,
figure
10-1).
q.
Lower nosewheel
to
ground.
b.
Open
landing
gear
doors.
(Refer
to
Section
5.
)
c.
Tie
down
or
weight
tail
to
raise
nosewheel
free
of
ground.
_WARNING
d.
Extend
strut
and
ensure
nose
gear
is
centered
WARNN
against
the external
centering
lug.
(Neutral
position.
)
e.
(Refer
to
figure
10-3.)
Disconnect
steering
bun-
Be
sure
rudder
moves
in
the
correct
direc-
gee
adjustable
rod
end
(3)
from
whiffletree
(4).
tion
when
operated
by
the
rudder
pedals.
SHOP
NOTES:
10-8
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
11
RUDDER
TRIM CONTROL
SYSTEM
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
RUDDER
TRIM
CONTROL
SYSTEM
2C1/11-1
Wheel
and
Gear
Box
Description
..................
2C1/11-1
Assembly
...............
2C3/11-3
TroubleShooting
............
2C1/11-1
ChainAssembly
...........
2C3/11-3
Removal and
Installation
of
Gimbal
Assembly
.........
2C3/11-3
System
Components
........
2C3/11-3
Bungee
Assembly
.........
2C3/11-3
Indicator
Assembly
........
2C3/11-3
Rigging
Rudder Trim
System
..
2C3/11-3
11-1.
RUDDER
TRIM
CONTROL
SYSTEM.
(Refer
to
attached
to
a
stop
bracket,
which
is
attached
to the
figure
11-1.)
rudder trim
bungee.
The
bungee's
push-rod
assem-
bly
is
attached
to
the
right-hand
rudder
bar
assem-
11-2.
DESCRIPTION.
The
rudder
trim
system
is
bly. The
rudder
control
system,
rudder
trim
control
comprised
of
a
trim
control
wheel
and
gear
box
system,
and
the nosewheel
steering
system
are
inter-
assembly
located
in the
upper
control pedestal,
which
connected
and
adjustments to
any
one
system
will
is
connected
by
a
chain
assembly
to
a
gimbal
assem-
affect
the
others.
bly
in
the
lower pedestal.
The
gimbal
assembly
is
11-3.
TROUBLE
SHOOTING.
NOTES
This trouble
shooting
chart
should
be
used
in
conjunction with
the
chart
shown
in
Section
10.
Due
to
remedy
procedures
in the
following
trouble
shooting
chart,
it
may
be
necessary
to
rerig
system.
Refer to
paragraph
11-5.
TROUBLE
PROBABLE
CAUSE
REMEDY
FALSE
READING
ON
TRIM
Improper
rigging.
Refer
to
note above.
POSITION INDICATOR.
Worn,
bent
or
disconnected
Check
visually.
Repair
or
linkage,
replace
parts
as
necessary.
HARD
OR
SLUGGISH
OPERA-
Worn,
bent
or
binding
linkage.
Check
visually.
Repair
or
TION
OF TRIM
WHEEL.
replace
parts
as
necessary.
Incorrect
rudder
cable
tension.
Check
and
adjust rudder
cable
tension.
FULL TRIM
TRAVEL
Rudder
trim
system
improperly
Refer
to
note
above.
NOT
OBTAINED.
rigged.
Revision
3
1-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
*
THRU
1981
MODELS
1.
Chain
Guard *
BEGINNING
WITH
1982
MODELS
2.
Pedestal
Assembly
3.
Upper
Panel
5*
4.
Lower Panel
5.
Bearing
Bracket
6.
Gimbal
Half
Assembly
7.
Bearing
Bracket
8.
Sprocket
Drive
Nut
7*
9.
Shim
10.
Gimbal
Cover
Plate
A
11.
Stop
Bracket
12.
Left-Hand
Chain
Guard
13.
Bungee
19
21
14.
Idler
Sprocket
16.
Washers
17.
Support
Assembly
28
18.
Gear
Box
Assembly
19.
Mounting
Bracket
20.
Bushing
Detail
A
21.
Indicator a
rm
Assembly
22.
Trim
Wheel
23.
Washers
NOTE
24.
Dual
Sprocket
Assembly
25.
Spacer
Lubricate
bungee
screw
and
26.
Sprocket
Support
sprocket
drive
nut
threads
6*
5*
27.
Chain
accordance
with
Section
2.
7*
28.
Right-Hand Chain
Guard
Figure
11-1. Rudder
Trim
Control
System
11-2
11-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
11-4.
REMOVAL
AND
INSTALLATION
OF
SYSTEM
NOTE
COMPONENTS.
(Refer
to
figure
11-1.)
a.
INDICATOR
ASSEMBLY.
If
gimbal assembly
is
to
be
diassembled,
1.
Remove
pedestal
cover in
accordance
with
upon
reassembly,
shims
(9)
should
be
n-
procedures
outlined
in
Section
9.
stalled
between gimbal half
assembly
(6)
2.
Remove
four
screws
attaching
mounting
and
cover
plate
assembly
(10)
to
maintain
bracket
assembly
(19)
to
pedestal
assembly (2).
.002
to.
04-inch
end
play
on
sprocket.
3.
Remove
indicator
assembly
as
a
unit.
4.
Reverse
preceding
steps
for
installation.
8.
Reverse
preceding
steps
for
installation.
h.
WHEEL
AND
GEAR
BOX
ASSEMBLY.
e.
BUNGEE
ASSEMBLY.
1.
Remove
pedestal
cover
as
outlined
in
Section
1.
Remove
pedestal cover
as
otlined
in
Section
9. 9.
2
Loosen
chain
(27)
by
loosening
belt
securng
2.
Remove
upper
panel
(3).
idler
sprocket
(14)
and
sliding
sprocket
inboard in
3.
Remove
access
cover
directly
below
and
aft
slot
in
supportangle
(15).
of
pedestal
in
floor.
3.
Remove
upper
panel
(3)
and
disconnect
chain
4.
Remove
fuel
selector
shaft,
then remove
(27)
at
connecting
link.
lower panel
(4).
4.
Remove
four
bolts
attaching
gear
box
assem-
5.
Loosen
chain
(27) by
loosening
bolt
securing
bly
(18)
to
pedestal assembly
(2).
idler
sprocket
(14)
and
sliding
sprocket
inboard
in
5.
Remove
bolts
attaching
idler
sprocket
(14)
slot
in
support
angle
(15).
and
chain
guards
(12)
and
(28).
6
Disconnect
chain
at
connecting
link.
6.
Remove
wheel
and
gear
box
assembly
a
a
7.
Remove
bolts
attaching
idler
sprocket
(14)
unit
and
chain
guards
(12)
and
(28)
to
support
angle
(15).
8.
Remove
bolts
attaching
chain
guard
to
stop
NOTE
bracket
(11);
remove
chain
guards.
9.
Remove bolt
attaching
bungee
(13)
to
stop
If
wheel
and
gear
box
assembly
is
dis-
bracket
(11).
assembled,
install
washers
(16)
and
(23)
as
10.
Pull
gimbal
assembly
(items
5,
6,
7, 8, 9,
required
to
nest
sprockets
and
prevent
end
10
and
11)
aft;
remove
from
aircraft.
play.
11.
Disconnect
bungee
push-rod
assembly
from
right-hand
rudder
bar
assembly.
7.
Reverse
preceding
steps
for
installation.
12.
Using
care,
remove
bungee
from
tunnel
c.
CHAIN
ASSEMBLY.
area,
aft, through
pedestal.
1.
Remove
pedestal
cover
as
outlined
in Section
13.
Reverse
preceding
steps
for
installation.
9.
2.
Remove
upper
panel
(3). NOTE
3.
Remove
access
cover
directly
below-and
aft
of
pedestal
in
floor.
Upon
installation, lubricate
bungee
screw
4.
Remove
fuel selector
shaft,
then
remove
and
sprocket
drive
nut
threads
per
Section
2.
lower
panel
(4).
5.
Loosen
chain
(27)
by
loosening bolt
securing
11-5.
RIGGING
RUDDER
TRIM
SYSTEM.
(Refer
to
idler
sprocket
(14)
and
sliding
sprocket
inboard
in
Figure
11-1.)
slot
in
support angle
(15).
NOTE
6.
Disconnect
chain
at
connecting
link.
7.
Remove
bolt attaching
bungee
(13)
to
stop
Rudder
control system
and
nose
wheel
bracket
(11).
steering
system
must
be
correctly
rigged
8.
Pull
gimbal assembly
(items
5,
6,
7,
8,
9,
prior
to
rigging
the
rudder
trim
system.
1.
and
11)
aft awav
from
bungee
(13).
9.
Remove
chain
(27)
from
sprocket
drive
nut
10.
Reverse
preceding
steps
for
installation.
b.
Remove
upper
pedestal
panel
d.
GIMBAL ASSEMBLY.
c.
Remove
access
cover
directly
below
and
aft
of
1.
Remove
pedestal
cover
as
outlined
in
Section
pedesl
in
floor.
.
d.
Remove
fuel
selector
shaft,
then
remove
lower
2.
Remove
access
cover
directly
below
and
aft
pedestal
panel
of
pedestal
in
floor.
e.
Loosen
chain
by
loosening
bolt
securing
idler
3.
Remove
fuel
selector
shaft,
then
remove
sprocket,
and sliding
sprocket
inboard
in
slot
in
sup-
lower
panel
(4).
port
angle;
disconnect
chain.
4.
Loosen
chain
(27)
by
loosening
bolt
securing
f.
Remove
bolt
attaching
bungee
to
stop
bracket;
idler
sprocket
(14)
and
sliding
sprocket
inboard
in
unscrew
gimbal assembly
from
actuator
drive
screw.
slot
in
support angle
(15).
g.
Disconnect
bungee
push-pull
rod
from
right-hand
5.
Disconnect
chain
at
connecting
link.
rudder
bar
assembly.
6.
Remove
bolt attaching
bungee
(13)
to
stop
h.
Tie
down
or
weight
tail
to
raise
nose wheel
free
bracket
(11).
of
ground.
7.
Pull
gimbal
assembly
(items
5,
6, 7, 8, 9,
i.
Ensure
rudder
pedals
and
rudder
are
in
neutral
10
and
11)
aft;
remove
from
aircraft.
position.
11-3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
.
Attach
bungee
push-pull
rod
to
right-band
rudder
rudder
pedals
in
neutral
position.
If indica-
bar
assembly.
tor
does
not
line
up
with
centerline
of
air-
.
Install
lower panel
assembly
and
bearing brack-
craft,
bend
indicator
left
or
right
as
required.
ets.
1.
Screw
gimbal
assembly
onto
bungee
drive
screw
o.
Tighten chain
by moving
idler
sprocket
outboard
until
studs
on
gimbal
half
assembly
align
with
holes
in
slot
in
support
angle.
in
bearing
brackets
and
nutplate
on
stop
bracket
aligns
p.
Install
full
selector
shaft
with
approximate
center
of
slot
in
bungee
stop
arm.
q.
Install
upper
paneL
m.
Install
and tighten
bolts,
washers
and
nuts.
r.
Install
floor
access
covers
and
pedestal
cover.
n.
String
chain
over
idler
sprocket
and
sprocket
in
s.
Remove
blocking
from rudder
and
pedals.
wheel
and
gear
box
assembly;
connect chain
at
con-
t.
Lower
aircraft
necting
link.
WARNING
NOTE
Be
sure
rudder
moves
in
correct
direction
Indicator
assembly
should
be
installed
with
when
operated
by
the
trim
control
wheel.
SHOP
NOTES:
11-4
Revision
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
12
ENGINE
(NORMALLY
ASPIRATED)
REFER
TO
SECTION
12A
FOR
TURBOCHARGED
WARNING
When
performing
any
inspection
or
maintenance
that
requires
turning
on
the
master
switch,
installing
a
battery,
or
pulling
the
propeller
through
by
hand,
treat
the
propeller
as
if the
ignition
switch
were ON.
Do
not
stand
nor
allow
anyone
else to
stand, within
the
arc of
the
propeller,
since a
loose
or
broken wire
or
a
component
malfunction
could
cause
the
propeller
to
rotate.
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual Full-FlowOilFilter
...........
2D4/12-16
Description
...............
2D4/12-16
ENGINE
COWLING
..........
2C15/12-2A
Removal
and
Installation
Description
..........
.2C15/12-2A
(FilterElement)
..........
2D4/12-16
Removal
and
Installation
.....
2C15/12-2A
Full-Flow
Oil
Filter
Cleaning
and
Inspection
.....
.
2C15/12-2A
(Beginning
with
Serial
Repair
. .............
2C15/12-2A
21064136)
...............
2D6/12-18
Cowl
Flaps
...........
2C15/12-2A
Description
.............
2D6/12-18
Description
........
.2C15/12-2A
Removal
...............
2D6/12-18
Removal
and
Installation
. .
.2C15/12-2A
Installation
.............
2D7/12-18A
Rigging ..........
.2C15/12-2A
Filter
Adapter.
210
Thru
Serial
ENGINE
..............
.2C15/12-2A
21064780;
T210
Thru
Serial
Description
..........
2C15/12-2A
21064781
...................
2D7/12-18A
Engine
Data
......... .
2C16/12-3
Removal
..................
2D7/12-18A
Time
Between
Overhaul
(TBO)
. . .
2C17/12-4
Disassembly, Inspection,
Overspeed
Limitations
.....
.2C17/12-4
and
Reassembly
..........
2D7/12-18A
Trouble
Shooting
...... .
.2C18/12-5
Installation
...............
2D9/12-20
Static
Run-Up
Procedures
.. . . .
2C20/12-7
Filter
Adapter.
210,
Beginning
Removal
...........
.2C20/12-7
with
21064781; T210,
Cleaning
.........
.. .
.2C22/12-9
Beginning
with 21064782
....
2D9/12-20
Accessories
Removal.
.....
.2C22/12-9
Oil
Cooler
...................
2D9/12-20
Inspection
.......... ..
2C22/12-9
Description
...............
2D9/12-20
Buildup
......... ..
2C22/12-9
ENGINE
FUELSYSTEM
............
2D9/12-20
Installation
..........
.2C22/12-9
Description
..................
2D9/12-20
Flexible Fluid
Hoses
.. .. . .
2C24/12-11
Fuel-Air
Control
Unit
.........
2D10/12-21
Pressure
Test
. .... .
.2C24/12-11
Description
...............
2D10/12-21
Replacement
........
.2C24/12-11
Removal
and
Installation
...
2D11/12-22
Engine
Baffles
.........
.
2D1/12-12 Cleaning
and
Inspection
....
2D11/12-22
Description
.....
2D1/12-12
Adjustments
..............
2D11/12-22
Cleaning
and
Inspection
. . .
.2D1/12-12
Fuel
Manifold Valve
..........
2D11/12-22
Removal
and
Installation
. . .
2D1/12-12
Description
...............
2D11/12-22
Repair
.. .....
.2D1/12-12
Removal
..................
2Dl/12-22
ENGINE OIL
SYSTEM
.......
.2D1/12-12 Cleaning
..................
2D11/12.22
Description
........
2D1/12-12
Installation
...............
2D12/12-23
Trouble
Shooting
....... .
2D2/12-13
Fuel
Discharge
Nozzles
.......
2D12/12-23
Revision
3
12-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Removal
.
..........
2D12/12-23
Magneto
Check
.......
.2D19/12-31
Cleaning and
Inspection
...
2D12/12-23
Spark
Plugs
...........
2D20/12-32
Installation
.........
2D12/12-23
ENGINE
CONTROLS
.........
2D20/12-32
Fuel
Injection
Pump
.. . ..
2D12/12-23
Description
..........
2D20/12-32
Description
.........
2D12/12-23
Rigging
.............
2D20/12-32
Removal
..........
2D13/12-24
Throttle
Control
.......
2D20/21-32
Installation
.........
2D13/12-24
Mixture
Control
.......
2D21/12-33
Adjustment
.......
2D13/12-24
Throttle-Operated
Microswitch.
2D21/12-33
Auxiliary
Electric
Fuel
Pump Flow Landing
Gear
Warning
Horn
. .
2D21/12-33
Rate
Adjustment
.... ....
2D14/12-25
Propeller
Control
......
2D23/12-35
INDUCTION
AIR SYSTEM
...
....
2D14/12-25
STARTING
SYSTEM
.........
2D23/12-35
Description
...........
2D14/12-25
Description
...........
2D23/12-35
Airbox
.............
2D14/12-25
Trouble
Shooting
.........
2D23/12-35
Removal
and
Installation
. . .
2D14/12-25
Primary
Maintenance
.......
2D24/12-36
Cleaning
and
Inspection
. ..
2D14/12-25
Starter
Motor
..
........
2D24/12-36
Induction Air
Filter.
.......
.2D14/12-25 Removal and
Installation
.. .
2D24/12-36
Description
.........
2D14/12-25
EXHAUST
SYSTEM
..........
2D24/12-36
Removal
and
Installation
. . .
2D14/12-25
Description
...........
2D24/12-36
Cleaning and
Inspection
....
2D14/12-25
Economy
Mixture
Indicator
(EGT).
.
2D24/12-36
IGNITION
SYSTEM
..........
2D14/12-25
Removal
and
Installation
.....
2D24/12-36
Description
..........
2D14/12-25
Inspection
.......
2D24/12-36
Trouble
Shooting
......
...
2D16/12-27
EXTREME
WEATHER
MAINTENANCE
.
2E2/21-38
Magnetos
............
2D17/12-29
Cold
Weather
..........
2E2/12-38
Description
.........
2D17/12-29
Hot
Weather
...........
2E2/21-38
Removal
.....
.. . ..
2D17/12-29
Seacoast
and
Humid
Areas.
.. .
.2E2/21-38
Internal
Timing
.......
2D17/12-29
Dusty
Areas
...........
2E2/12-38
Installation
and
Timing-to-
Ground
Service
Receptacle
...
2E2/12-38
Engine
..........
2D17/12-29
Maintenance
........
2D18/12-30
SHOP
NOTES:
12-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-1.
ENGINE
COWLING.
12-8.
REMOVAL
AND
INSTALLATION.
(See
figure
12-1.)
12-2.
DESCRIPTION.
The
engine
cowling
is
divided
a.
Place
control
lever
(2)
in
the
OPEN
position.
into
four
major
removable
segments.
The
left
upper
b.
Disconnect control
cevises
(12)
from
shock-
cowling
segment
has
two
access
doors,
one
at
the
up- mounts
(13).
per
front
provides
access
to
the
oil
filler
neck
and
c.
Remove
safety
wire
securing
hinge
pins
(9)
to
one
at
the
left
aft
side provides
access
to
the
oil
dip-
cowl
flaps,
pull
pins
from
hinges
and
remove flaps.
stick.
The
right
and
left
nose
caps
are
fastened
to
d.
Reverse
the
preceding
steps
for
reinstallation.
the
lower
engine
nacelle
and
to
each
other
with
Rig
cowl
flaps,
if
necessary,
in
accordance
with
screws.
The
right
and
left
upper
cowl
segments
are
paragraph
12-9.
secured
with
quick-release
fasteners
and
either
seg-
ment
may
be
removed
individually. The
lower
en-
12-9.
RIGGING.
(See
figure
12-1.)
gine
nacelle
is
an
extension
of
the
fuselage
and
pro-
a.
Disconnect
control
clevises
(12)
from
shock-
vides
fairing
for
the
nose
wheel
in
its
retracted
post-
mounts
(13).
tion.
b.
Check
to
make
sure
that
the
flexible
controls
reach
their
internal
stops
in each
direction.
Mark
12-3.
REMOVAL
AND
INSTALLATION.
controls
so
that
full
travel
can
be
readily
checked
a.
Release
the
quick-release
fasteners
attaching
and
maintained
during the
remaining
rigging
pro-
the
cowling
to
the fuselage
and
at
the
parting
surfaces
cedures.
of
the
left
and
right
segments.
c.
Place
control
lever
(2)
in
the
CLOSED
position.
b.
Remove
screws
securing
the
left
and
right
nose
If
the
control
lever
cannot
be
placed
in
the
closed
cap
together
and
to
the
lower
engine
nacelle.
position,
loosen
clamp
(5)
at
upper
end
of
controls
c.
Disconnect
air
ducts
from
nose
caps
and
remove
and
slip housings
in clamp
or
adjust controls
at
caps. upper
clevis
(4)
to
position
control
lever
in
bottom
d.
Reverse
the preceding
steps
for
reinstallation.
hole
of
position
bracket
(3).
Ensure
the
baffle
seals
are
turned
in
the
correct
d.
With
the
control
lever
in
CLOSED
position,
hold
direction
to
confine
and
direct
air
flow
around
the
one cowl
flap
closed (against
the rubber
bumpers
on
engine.
The
vertically
installed
seals
must
fold
the
fuselage),
loosen
jam
nut
and
adjust
clevis
(12) on
forward
and
the
side
seals
must
fold
upwards.
the
control to
hold
cowl
flap
in
this
position
and
in-
stall
bolt.
12-4.
CLEANING
AND
INSPECTION.
Wipe
the
in-
ner
surfaces
of
the
cowling
segments
with
a
clean
NOTE
cloth
saturated
with
cleaning
solvent
(Stoddard
or
equivalent).
If
the
inside
surface
of
the
cowling
is
If
the lower
control
clevis
(12)
cannot
be
ad-
coated
heavily with
oil
or
dirt,
allow
solvent
to
soak
justed
far
enough
to
streamline
flap
and
still
until
foreign
material
can
be
removed.
Wash
painted
maintain
sufficient
thread
engagement,
loosen
surfaces
of
the
cowling with
a
solution
of
mild
soap
the
lower
control
housing
clamp
(8)
and
slide
and
water
and
rinse
thoroughly.
After
washing,
a
housing in
clamp
as
necessary.
Be
sure
coat
of
wax
may
be
applied
to
the
painted
surfaces
to
threads
are
visible
in
clevis
inspection holes.
prolong paint
life.
After cleaning,
inspect
cowling
for
dents,
cracks,
loose
rivets
and
spot
welds.
Re-
e.
Repeat
the
preceding
step
for
the
opposite
cowl
pair
all defects
to
prevent
spread
of
damage.
flap.
Cowl
flaps
should
open
approximately
5.00
inches
when
measured
in
a
straight
line
from
the
aft
12-5.
REPAIR.
If
cowling
skins
are
extensively
edge
of
door
to
firewall.
damaged,
new
complete
sections
of
the
cowling
g.
Check
that all
clamps
and
jam
nuts
are
tight.
should
be
installed.
Standard
insert-type
patches
may
be
used
for
repair
if
repair
parts
are
formed
12-10.
ENGINE.
to
fit
contour
of
cowling.
Small
cracks
may
be
stop-
drilled
and
small
dents
straightened
if
they
are
re-
12-11.
DESCRIPTION.
An
air
cooled,
wet-sump,
inforced
on
the
inner
surface
with
a
doubler
of
the
six-cylinder,
horizontally-opposed,
direct-drive,
same
material
as
the
cowling
skin.
Damaged
rein-
fuel
injected,
Continental
IO-520-L
series
engine
forcement
angles
should
be
replaced
with
new
parts.
driving
a
constant-speed-propeller
is
used
to
power
Due
to
their small
size,
new
reinforcement
angles
the
aircraft.
The
cylinders,
numbered
from
rear
to
are
easier
to
install
than
to
repair
the
damaged
part.
front
are
staggered
to
permit
a
separate
throw
on
the
crankshaft
for
each
connecting
rod.
The
right
12-6.
COWL
FLAPS.
rear
cylinder
is
number
1
and
cylinders
on
the
right
side
are
identified
by odd
numbers
1,
3
and
5.
The
12-7.
DESCRIPTION.
Cowl
flaps
are
provided
to
left
rear
cylinder
is
number
2
and
the
cylinders
on
aid
in
controlling
engine
temperature.
Two cowl
the
left
side
are
identified
as
numbers
2,
4
and
6.
flaps,
operated
by
a
single
control
in
the
cabin,
are
Refer
to
pargraph
12-12
for
engine data.
For
re-
located
at
the
lower aft
end
of
the
engine
nacelle.
pair
and
overhaul
of
the
engine,
accessories
and
pro-
The
engine
exhaust
tailpipes
extend
through
cutouts
peller,
refer
to
the
appropriate
publications
issued
in the
aft
portion
of
each
cowl
flap.
by
their
manufacturer's.
These
publications
are
available
from
the
Cessna
Supply
Division.
Revision
2
12-2A/12-28
Blank
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-12.
ENGINE
DATA.
Aircraft
Series
210
Model
(Continental)
IO-520-L
BHP Maximum
for
Take-Off
300
(5
Minutes)
at
RPM
2850
BHP Maximum
Except Take-Off
285
RPM
(Max.
Continuous)
2700
Number
of
Cylinders
6-Horizontally
Opposed
Displacement
520
Cubic
Inches
Bore 5.25
Inches
Stroke
4.00
Inches
Compression
Ratio
8.5:1
Magnetos Slick
Model
662
thru
1979
Models
Slick
Model
6210
Begining
with
1980
Models
Right
Magneto
Fires
22
°
BTC
Upper
Right
and
Lower Left
Left
Magneto
Fires
22
°
BTC
Upper
Left
and
Lower
Right
Firing Order
1-6-3-2-5-4
Spark
Plugs
18mm
(Refer
to
Continental
Service
Bulletin
M77-10
for
factory
approved
spark
plugs
and
required
gap)
Torque
330
30
LB-IN.
Fuel
Metering
System Continental
Fuel
Injection
Unmetered
Fuel
Pressure
9.0
to
11.0
PSI
at
600
RPM
31.0
to
33.0
PSI
at
2850
RPM
Nozzle
Pressure
3.5
to
4.0
PSI
at
600
RPM
17.5
to
18.5
PSI
at
2850
RPM
Oil
Sump
Capacity
10
U.S.
Quarts
With
External
Filter
11
U.S.
Quarts
Tachometer
Mechanical
Drive
Oil
Pressure
(PSI)
Minimum
Idling
10
Normal
30
to
60
Maximum
(Cold
Oil
Starting)
100
Connection Location
Between
No.
2
and
No.
4
Cylinders
Oil
Temperature
Normal
Operating
Within
Green
Arc
Maximum
Permissible
Red
Line (240°F)
Probe
Location
Below
Oil
Cooler
Cylinder
Head
Temperature
Within
Green
Arc
Normal
Operating
Red
Line
(460'F)
Maximum Lower
Side
of
Number
3
Cylinder
thru
21062273
Probe
Location
Lower Side
of
Number
1
Cylinder
21062274
&
on
Lower
Side
of
Number
4
Cylinder
21064064
&
on
Without A/C
Lower
Side
of
Number
1
Cylinder
21064064
&
un
With
A/C
Economy
Mixture
Indicator
(EGT)
Exhaust
Collector
L.H.
Side
Probe
Location
Approximate
Dry
Weight
471
LB.
(Weight
is
approximate
and
will
vary
with
optional
accessories
installed.)
12-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-12A.
TIME
BETWEEN
OVERHAUL (TBO).
Tele-
12-12B.
OVERSPEED
LIMITATIONS.
The
engine
dyne
Continental
Motors recommends
engine
overhaul
must
not
be
operated
above
specified
maximum con-
at
1700
hours
operating
time
for
the
IO-520-L
series
tinuous
RPM.
However, should
inadvertant over-
engines.
Refer
to
Continental
Aircraft
Engine
Service
speed
occur,
refer
to
Continental
Aircraft
Engine
Bulletin
M81-22,
and
to
any
superseding
bulletins, Service
Bulletin
M75-16,
and
to
any
superseding
revisions
or
supplements
thereto,
for
further
recom-
bulletins,
revisions
or
supplements
thereto,
for
mendations.
At
the
time
of
overhaul,
engine
acces-
further
recommendations.
sories
should
be
overhauled. Refer
to
Section
14
for
propeller
and
governor overhaul
periods.
Detail
A
Detail
A
BEGINNING WITH
21064536
THRU
21064535
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12-13.
TROUBLE
SHOOTING.
TROUBLE PROBABLE
CAUSE
REMEDY
ENGINE
FAILS
TO
START.
Improper
use
of
starting
Refer
to
Pilot's
Operating
Handbook
procedure.
Defective
aircraft
fuel
system.
Refer
to
Section
13.
Spark
plugs
fouled.
Remove and
clean.
Check
gaps
and
insulators.
Use
new
gaskets.
Check
cables
to
persistently
fouled
plugs.
Defective magneto
switch
or
Check
continuity,
repair
or
replace
grounded
magneto
leads.
switch
or
leads.
Defective
ignition
system.
Refer
to
paragraph
12-79.
Excessive
induction
air
leaks.
Check
visually.
Correct
cause
of
air
leaks.
Dirty
screen
in
fuel
control
unit
Check
screen visually.
Check
fuel
or
defective
fuel
control
unit.
flow
through
control
unit.
Replace
defective
fuel
control
unit.
Defective
electric
fuel
pump.
Refer
to
Section
13.
Defective
fuel manifold
valve Check
fuel
flow
through
valve.
or
dirty
screen.
Remove
and
clean.
Replace
if
defective.
Clogged
fuel
injection
lines
or
Check
fuel
through
lines
and
nozzles.
discharge nozzles.
Clean
lines
and
nozzles. Replace
if
defective.
Fuel
pump
not
permitting
fuel
Check
fuel
flow
through
engine-driven
from
auxiliary
pump
to bypass.
fuel
pump.
Replace
engine-driven
pump.
Vaporized fuel in
system.
Refer to
Pilot's
Operating
Handbook
Fuel
tanks
empty.
Visually
inspect
tanks. Fill
with
proper
grade
and
quantity
of
gaso-
line.
Fuel
contamination
or
water
in
Open
fuel
strainer
drain
and
check
fuel
system.
for
water.
Drain
all
fuel
and
flush
out
fuel
system.
Clean
all
screens,
fuel
lines,
strainer,
etc.
Mixture
control
in
the
IDLE Move
control
to
the
full
RICH
CUT-OFF
position. position.
Engine
flooded.
Refer to
Pilot's
Operating
Handbook
Fuel
selector
valve
in
OFF
Place
selector
valve
in
the
ON
position. (Thru
Serial
position
to
a
cell
known
to
con-
21064535).
tain
gasoline.
Fuel
ON-OFF
valve
in
Place
valve
in
ON
position.
OFF position
(21064536
and
on).
12-5
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12-13.
TROUBLE
SHOOTING (Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
ENGINE STARTS
BUT
Idle
stop
screw
or
idle
mixture
Refer
to
paragraph
12-46.
DIES,
OR
WILL
NOT
incorrectly
adjusted.
IDLE.
Spark
plugs
fouled
or
improperly
Remove, clean
and
regap
plugs.
gapped.
Replace
if
defective.
Water
in fuel
system.
Open
fuel
strainer
drain
and
check
for water.
If
water
is
present,
drain
fuel
tank
sumps,
lines
and
strainer.
Defective
ignition
system. Refer
to
paragraph
12-79.
Vaporized fuel.
(Most
likely
to
Refer
to
Pilot's
Operating
Handbook
occur
in
hot
weather
with
a
hot
engine.)
Induction
air
leaks.
Check
visually.
Correct
the
cause
of
leaks.
Manual
primer
leaking.
Disconnect
primer
outlet
line.
If
fuel
leaks
through
primer,
repair
or
replace
primer.
Dirty
screen
in
fuel
control
unit Check
screen
visually.
Check
or
defective
fuel
control
unit.
fuel
flow
through
control
unit.
Clean
screen.
Replace
fuel
con-
trol
unit
if
defective.
Defective
manifold
valve
or
Check
fuel
flow
through
valve.
clogged
screen.
Replace
if
defective.
Clean screen.
Defective
engine-driven fuel
If
engine
continues
to
run
with
pump.
electric
pump
turned
on,
but
stops
when
it is
turned
off,
the
engine-
driven
pump
is
defective.
Replace
pump.
Defective
engine. Check
compression.
Listen
for
unusual
engine
noises.
Engine
repair
is
required.
Propeller
control
set
in
high
Use
low
pitch
(high
RPM)
position
pitch
position
(low
RPM).
for
all
ground
operation.
Defective
aircraft
fuel
system.
Refer
to
Section
13.
Restricted
fuel injection
lines
Check
fuel
flow
through
lines
and
or
discharge
nozzles.
nozzles.
Clean
lines
and
nozzles.
Replace
if
defective.
ENGINE
RUNS
ROUGHLY,
Propeller
control
in
high
pitch
Use
low
pitch
(high
RPM)
for
WILL
NOT
ACCELERATE
(low
RPM)
position. all
ground
operations.
PROPERLY,
OR
LACKS
POWER.
Restriction
in
aircraft
fuel Refer
to
Section
13.
system.
Restriction
in
fuel
injection
Clean
system.
Replace
any
system.
defective
units.
12-6
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12-13.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
haul,
proper
preparatory
steps
should
be
taken
for
attaching
controls
to
engine
and
pull
controls
aft
corrosion
prevention
prior
to
beginning
the
removal
clear
of
engine.
Use
care
to avoid
bending
controls
procedure.
Refer
to
Section
2
for
storage
prepara-
too
sharply.
Note EXACT
position,
size
and
number
tion.
The
following
engine removal
procedure
is
of
attaching
washers
and
spacers
for
reference
on
based
upon
the
engine
being
removed
from
the
air-
reinstallation.
craft
with
the
lines
and
hoses
being
disconnected
at
J.
Disconnect
all
hot
and
cold
air
flexible
ducts
the
firewall.
and
remove.
k.
Remove
exhaust
system
in
accordance
with
para-
NOTE
graph
12-97.
1.
Disconnect
wires
and
cables
as
follows:
Tag
each
item
when
disconnected
to
aid
in
1.
Disconnect
tachometer
drive
shaft
at
adapter.
identifying
wires,
hoses,
lines
and
control
linkages
when
engine
is
reinstalled. Like-
wise,
shop
notes
made
during
removal
will
CAUTION
often
clarify
reinstallation.
Protect
open-
When
disconnecting
starter
cable
do not
ings,
exposed
as
a
result
of
removing
or
permit
starter
terminal
bolt
to
rotate.
disconnecting
units,
against
entry
of
Rotation
of
the
bolt
could
break
the
con-
foreign
material
by
installing
covers
or
ductor
between
bolt
and
field
coils
caus-
sealing
with tape.
ing
the
starter
to
be
inoperative.
a.
Place
all
cabin
switches
in
the
OFF
position.
2.
Disconnect
starter
electrical
cable
at
starter.
b.
Place
fuel
selector valve
on
fuel
ON-OFF
con-
b.
Place
fuel
selector
valve
on
fuel
ON-OFF
con-
3.
Disconnect
cylinder
head
temperature
wire
at
trol
in
the
OFF
position. probe
c.
Remove
engine
cowling
in
accordance
with
para-
Disconnect
oil
temperature
wire
at
probe
graph
12-3..
Disconnect
oil temperature wire
at
probe
graph
12-3.
below
oil
cooler.
d.
Disconnect
battery
cables
and
insulate
terminals
5.
Disconnect
electrical
wire
and
wire
shield-
5.
Disconnect
electrical
wires
and
wire
shield-
as
a
safety precaution.
ground
at
alternator.
e.
Drain
fuel
stainer
and
lines
ground
at
alternator.
e.
Drain
fuel
strainer
and
lines.
6.
Disconnect
exhaust gas
temperature
wires
at
quick-disconnects.
NOTE
7.
Disconnect
electrical
wires
at
throttle
micro-
switches.
During
the
following
procedures,
remove
8.
Remove
all
clamps
and
lacings
attaching
any
clamps
or
lacings
which
secure
con-
wires
or
cables
to
engine
and
pull
wires
and
cables
trols,
wires,
hoses
or
lines
to
the
engine,
aft
to
clear
engine.
engine
nacelle
or
attached
brackets,
so
m.
Disconnect
lines
and
hoses
as
follows:
they
will
not
interfere
with
engine
removal.
i.
Disconnect
vacuum
hose
at
firewall.
Some
of the
items
listed
can
be
disconnected
2.
Disconnect
oil
breather
and
vacuum
system
at
more
than
one
place.
It
may
be
desirable
oil
separator
vent
lines
where
secured
to
the
engine.
to
disconnect
some of
these
items
at
other
than the
places
indicated.
The
reason
for
WARNING
engine
removal
should be
the
governing
fac-
WARNING
tor
in
deciding
at
which
point
to
disconnect
Residual
fuel
and
oil
draining
from
discon-
them.
Omit
any
of
the
items
which
are
not
nected
lines
and
hoses
constitutes
a
fire
present
on
a
particular
engine
installation
hazard.
Use
caution to
prevent
accumula-
tion
of
such
fuel
and
oil
when
lines
or
hoses
f.
Drain
the
engine
oil
sump
and
oil
cooler.
are
disconnected.
g.
Disconnect
magneto
primary
lead
wires
at
magnetos.
3.
Disconnect
fuel
supply
and
vapor
return
hoses
at
fuel
pump.
WARNING
|4.
Disconnect
primer
line
at
firewall
fitting.
5.
Disconnect
fuel-flow
gage
hose
at
firewall.
The
magnetos
are
in
a
SWITCH
ON
condition
6.
Disconnect
oil
pressure
line
at
firewall
when
the
switch
wires
are
disconnected.
fitting.
Ground
the
magneto
points
or
remove
the
7.
Disconnect
manifold
pressure
hose
at
fire-
high
tension
wires
from
the
magnetos
or
wall.
spark
plugs
to
prevent
accidental
firing.
8.
Disconnect
manifold
and
balance
tube
drain
lines.
h.
Remove
the
spinner
and
propeller
in
accordance
n.
Carefully
check
the
engine
again to
ensure
ALL
with
Section
14.
Cover
exposed
end
of
crankshaft
hoses, lines,
wires,
cables,
clamps
and
lacings
are
flange
and
propeller
flange
to
prevent
entry
of
foreign
disconnected
or
removed
which
would
interfere
with
material.
the
engine
removal.
Ensure
all
wires,
cables
and
i.
Disconnect
throttle,
mixture
and
propeller
con-
engine
controls
have
been
pulled
aft
to
clear
the
en-
trols
from
their
respective
units.
Remove
clamps
gine.
12-8
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
CAUTION
through
protective
plys,
cuts, breaks,
stiffness,
~CAUTION~
~
damaged
threads
and
loose
connections.
Excessive
Place
a
suitable
stand under tail
tie-down
heat
on
hoses
will
cause
them
to
become
brittle
and
ring
before
removing
engine.
The
loss
of
easily
broken.
Hoses
and
lines
are
most
likely
to
engine
weight
will
cause
the
aircraft
to
be
crack
or
break
near
the
end
fittings
and
support
tail
heavy.
points.
d.
Inspect for
color
bleaching
of
the
end
fitting
or
o.
Attach
a
hoist
to
the
lifting
lug
at
the
top
center
severe discoloration
of
the
hoses.
of
the engine
crankcase.
Lift
engine
just
enough
to
relieve
the
weight
from
the
engine mounts.
NOTE
p.
Remove
bolts,
ground
strap
and
heat
deflectors.
q.
Slowly
hoist
engine
out
of
nacelle
and
clear
of
Avoid
excessive
flexing
and
sharp
bends
aircraft
checking
for
any
items
which
would
inter-
when
examining
hoses
for
stiffness.
fere
with
the
engine
removal.
Balance
the engine
by
hand
and
carefully
guide
the
disconnected
parts
e.
Refer
to
Section
2
for replacement
intervals
for
out
as
the
engine
is
removed.
flexible
fluid
carrying
hoses
in
the
engine
compart-
r.
Remove
engine
shock-mounts
and
ground
strap.
ment.
f.
For
major
engine
repairs,
refer
to
the
engine
NOTE
manufacturer's
overhaul
and
repair
manual.
If
shock-mounts will
be
reused,
mark
each
12-18.
BUILDUP.
Engine buildup
consists
of
in-
one
so
it
will
be
reinstalled
in
exactly
the
stallatlon
of
parts,
accessories
and
components
to
same
position.
If
new
shock-mounts
will
be
the
basic
engine to
build up
an
engine
unit
ready
for
installed,
position
them
as
illustrated
in
installation
on the
aircraft.
All
safety
wire,
lock-
figure
12-2.
washers,
nuts,
gaskets
and
rubber
connections
should
be
new
parts.
12-15.
CLEANING.
Clean
engine
in
accordance
with
instructions
in
Section
2.
12-19.
INSTALLATION.
Before
installing
the
en-
gine
on the
aircraft,
install
any
items
which
were
12-16.
ACCESSORIES
REMOVAL.
Removal
of
en- removed
from
the engine
or
aircraft
after
the
engine
gine
accessories
for overhaul
or
for
engine
replace-
was
removed.
ment
involves
stripping
the
engine
of
parts, acces-
sories
and
components
to
reduce
it
to
the
bare
en-
NOTE
gine.
During
the
removal
process,
removed
items
should
be
examined
carefully
and
defective
parts
Remove
all
protective
covers,
plugs,
caps
should
be
tagged
for
repair
or
replacement
with
new
and
identification tags
as
each
item
is
con-
components.
nected
or
installed.
Omit
any
items
not
present
on
a
particular
engine
installation.
NOTE
a.
Hoist
the
engine
to
a
point
just
above
the
nacelle.
Items
easily
confused
with
similar items
b.
Install
engine
shock-mounts
and
ground
strap
as
should
be
tagged
to
provide
a
means
of
illustrated
in
figure
12-2.
identification
when
being
installed
on
a
c.
Carefully
lower
engine
slowly
into
place
on
the
new
engine.
All
openings
exposed
by
the
engine
mounts.
Route
controls,
lines,
hoses
and
removal
of
an
item
should
be closed
by
wires
in
place
as
the
engine
is
positioned on
the
en-
installing
a
suitable
cover
or
cap
over
gine
mounts.
the
opening.
This
will
prevent
entry
of
foreign
material.
If
suitable
covers
are
NOTE
not
available,
tape
may
be
used
to
cover
the
openings.
Be
sure
engine
shock-mounts,
spacers
and
washers
are
in
place
as
the
engine
is
12-17.
INSPECTION.
For
specific
items
to be
in-
lowered
into
position.
spected,
refer
to
the
engine
manufacturer's
manual.
a.
Visually inspect
the
engine
for
loose
nuts,
bolts,
d.
Install
engine-to-mount
bolts,
then remove
the
cracks
and
fin
damage.
hoist
and
support
stand
placed
under
tail
tie-down
b.
Inspect
baffles,
baffle
seals
and
brackets
for
fitting.
Torque
bolts to
300 +50
-0
lb-in.
cracks,
deterioration
and
breakage.
e.
Route
throttle,
mixture
and
propeller controls
c.
Inspect
all
hoses
for
internal
swelling,
chafing
to
their
respective units
and
connect.
Secure
con-
trols
in
position
with
clamps.
Revision
3
12-9
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
8
NOTES
REINFORCED
MOUNTS
CON-
TAIN
MOULDED-IN
WASHER
ON
ALL MODELS:
AT
THIS
LOCATION
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
i.
Connect
all
hot
and
cold
air
flexible
ducts.
j.
Install
propeller
and
spinner
in
accordance
with
Throughout
the
aircraft
fuel
system,
from
instructions
outlined
in
Section
14.
the
fuel
bays
to
the
engine-driven
fuel
k.
Complete
a
magneto
switch
ground-out
and
con-
pump,
use
NS-40
(RAS-4)
(Snap-On
Tools
tinuity
check,
then
connect
primary
lead
wires
to
the
Corp.,
Kenosha,
Wisconsin),
MIL-T-5544
magnetos.
Remove
the
temporary
ground
or
connect
(Thread
Compound,
Antiseize,
Graphite
spark
plug
leads,
whichever
procedure
was
used
dur-
Petrolatum),
USP
Petrolatum
or
engine
oil
ing
removal.
as
a
thread
lubricant
or
to
seal
a
leaking
connection.
Apply
sparingly
to
male
threads
WARNING
only,
omitting
the
first
two
threads,
exer-
cising
extreme
caution
to
avoid
"stringing"
Be
sure
magneto
switch
is
in
OFF
position
sealer
across
the
end
of
the
fitting.
Always
when
connecting
switch
wires
to
magnetos.
ensure that
a
compound,
the
residue
from
a
previously
used
compound,
or
any
other
for-
1.
Clean
and
install
nduction
air
filter in
accor-
eign
material
cannot
enter
the
system.
dance with
Section
2.
Throughout
the fuel
injection
system,
from
m.
Service
engine
with
proper
grade
and
quantity
of
the
engine-driven
fuel
pump
through
the
engine
oil.
Refer
to
Section
2
if
engine
is
new,
newly
discharge nozzles,
use
only
a
fuel-soluble
overhauled
or
has
been
in
storage.
lubricant, such
as
engine
oil,
on
fitting
n.
Check
all
switches
are
in
the
OFF
position
and
threads.
Do
not
use
any
other
form
of
connect
battery
cables.
thread
compound
on
the injection
system.
o.
Rig
engine
controls
in
accordance
with
para-
graphs
12-85,
12-86,
12-87
and
12-88.
f.
Connect
lines
and
hoses
as
follows:
p.
Inspect
engine
installation
for
security,
correct
1.
Connect manifold and
balance
tube
drain
routing
of
controls,
lines,
hoses
and
electrical
wir-
lines.
ing,
proper
safetying
and
tightness
of
all
components.
2.
Connect
manifold
pressure
hose
at
firewall.
q.
Install
engine
cowling
in
accordance
with
para-
3.
Connect
oil
pressure
line at
firewall
fitting.
graph
12-3.
4.
Connect
fuel-flow gage hose
at
firewall.
r.
Perform
an
engine
run-up
and
make
final
adjust-
5.
Connect
primer
line
at
firewall
fitting.
ments
on
the
engine
controls.
6.
Connect fuel supply
and
vapor
return
hose
at
Pump.
12-20.
FLEXIBLE
FLUID
HOSES.
7.
Connect
oil
breather
and
vacuum
system
oil
separator
vent
lines
where
secured
to
the
engine.
12-21. PRESSURE
TEST.
Refer
to
Section
2
for
8.
Connect vacuum
hose
at
firewall.
pressure
test
intervals.
Perform
pressure
test
as
9.
Install
clamps
and
lacings securing
hoses
and
follows:
lines
to
the
engine
to
prevent
chafing.
a.
Place mixture
control
in
the
idle cut-off
position.
g.
Connect
wires
and
cables
as
follows:
b.
Operate
the
auxiliary
fuel
pump
in
the
high
posi-
1.
Connect
electrical
wires
and
wire
shielding
tion.
ground
at
alternator.
c.
Examine the
exterior
of
hoses
for
evidence
of
2.
Connect
cylinder
head
temperature
wire
at
leakage
or wetness.
probe.
d.
Hoses
found
leaking should
be
replaced.
e.
After
pressure
testing
fuel
hoses,
allow
suffi-
CAUTION
cient
time
for
excess
fuel
to
drain
overboard
from
the
engine
manifold before
attempting
an
engine
start.
When
connecting
starter
cable,
do
not
permit
f.
Refer
to
paragraph
12-17
for
detailed
inspection
starter
terminal
bolt
to
rotate.
Rotation
of
procedures
for
flexible hoses.
the
bolt
could
break
the conductor
between
bolt
and
field
coils
causing
the
starter
to
be
12-22.
REPLACEMENT.
inoperative.
a.
Hoses
should
not
be
twisted
on
installation.
Pressure
applied
to
a
twisted
hose
may
cause
failure
3.
Connect
starter
electrical
cable
at
starter.
or
loosening
of
the
nut.
4.
Connect
tachometer drive
shaft
at
adapter.
b.
Provide
as
large
a
bend
radius
as
possible.
Be
sure
drive
cable
engages
drive
in
adapter.
Torque
c.
Hoses
should
have
a
minimum
of
one-half
inch
housing
attach
nut to
100-lb.
in.
.clearance from
other
lines,
ducts,
hoses
or
sur-
5.
Connect
exhaust
gas
temperature wires
at
rounding
objects
or
be
butterfly
clamped
to
them.
quick-disconnects.
d.
Rubber
hoses
will
take
a permanent
set
during
6.
Connect
electrical
wires
at
throttle
micro-
extended
use
in
service.
Straightening
a
hose
with
switches,
a
bend
having
a
permanent
set
will
result
in
hose
7.
Connect
oil
temperature
wire
to
probe
below
cracking.
Care
should
be
taken
during
removal
so
oil
cooler.
that
hose
is
not
bent
excessively,
and
during
rein-
8.
Install
clamps
and
lacings
securing
wires
and
stallation
to
assure
hose
is
returned
to
its
original
cables
to
engine,
engine
mount
and
brackets,
position.
h.
Install
exhaust
system
in accordance
with
para-
e.
Refer
to
Advisory
Circular
43.13,
Chapter
10,
graph
12-97.
for
additional
installation
procedures
for
flexible
fluid
hose
assemblies.
Revision
2
12-11
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12-23.
ENGINE
BAFFLES.
12-26.
REMOVAL AND
INSTALLATION. Removal
and
installation
of
the
various
baffle
segments
is
12-24.
DESCRIPTION.
The
sheet
metal
baffles in-
possible
with
the
cowling
removed.
Be
sure
that
any
stalled
on
the
engine
direct
the
flow
of
air
around
the
replaced
baffles
and
seals
are
installed
correctly
and
cylinders
and
other
engine components
to
provide
that
they
seal
to
direct
the
airflow in
the
correct
di-
optimum
cooling.
Thee
baffles
incorporate rubber-
rection.
Various
lines,
hoses,
wires
and
controls
asbestos
composition
seals
at points
of
contact
with
are
routed
through
some baffles.
Make
sure
that
the
engine
cowling
and
other
engine
components
to these
parts
are
reinstalled
correctly
after
installa-
help
confine
and
direct
the
airflow
to the
desired
area.
tion
of
baffles.
It
is
very
important
to
engine
cooling
that
the
baffles
and
seals are
in
good
condition
and installed
correctly.
12-27.
REPAIR.
Repair
of
an
individual
segment of
The
vertical
seals
must
fold
forward
and
the
side
engine
baffle
is
generally
impractical,
since,
due
to
seals
must
fold
upwards.
Removal
and
installation
of
the
small
size
and
formed
shape
of
the
part,
replace-
the
various
baffle
segments
is
possible
with
the
cowl-
ment
is
usually
more
economical.
However,
small
ing
removed.
Be
sure
that
any
new
baffles
seal pro-
cracks
may
be
stop-drilled
and
a
reinforcing
doubler
perly. installed.
Other
repairs
may
be
made
as
long
as
strength
and
cooling
requirements
are
met.
Replace
12-25.
CLEANING
AND
INSPECTION.
The
engine
sealing
strips
If
they
do
not
seal
properly.
baffles
should be
cleaned
with
a
suitable
solvent
to
remove
oil
and
dirt.
12-28.
ENGINE
OIL
SYSTEM.
NOTE
12-29.
DESCRIPTION.
The
oil
system
is
of
the
full
pressure
wet
sump
type.
Refer
to
applicable
engine
The
rubber-asbestos
seal
are
oil
and
grease
manufacturer's
overhaul
manual
for
specific
details
resistant
but
should
not
be
soaked
in
solvent
and
descriptions.
for
long
periods.
Inspect
baffles
for
cracks
in
the
metal
and
for
loose
and/or
torn
seals.
Repair
or
replace
any
defective
parts.
SHOP
NOTES:
12-12
FIGURE
12-3
DELETED
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-30.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
NO
OIL PRESSURE.
No
oil
in sump.
Check with
dipstick.
Fill
sump
with
proper
grade
and
quantity
of
oil.
Refer
to
Section
2.
Oil
pressure
line broken,
Inspect
pressure
lines.
Replace
disconnected
or
pinched.
or
connect
lines
as
required.
Oil
pump
defective.
Remove
and
inspect.
Examine
engine. Metal
particles
from
damaged
pump may
have
entered
engine
oil
passages.
Defective
oil
pressure
gage.
Check
with
a
known
good
gage.
If
second
reading
is
normal,
replace
gage.
Oil
congealed
in
gage
line.
Disconnect
line
at
engine
and
gage;
flush
with
kerosene.
Pre-fill
with
kerosene
and
install.
Relief
valve defective.
Remove
and
check
for
dirty
or
de-
fective
parts.
Clean
and
install;
replace
valve
if
defective.
LOW
OIL
PRESSURE.
Low
oil
supply.
Check
with
dipstick.
Fill
sump
with
proper
grade
and
quantity
of
oil.
Refer
to
Section
2.
Low
viscosity
oil.
Drain
sump
and
refill
with
proper
grade
and
quantity
of
oil.
Oil
pressure
relief
valve
spring
Remove
and
inspect
spring.
weak
or
broken.
Replace
weak
or
broken
spring.
Defective
oil
pump. Check
oil
temperature
and
oil
level.
If
temperature
is
higher
than
normal
and
oil
level
is
correct,
internal
failure
is
evi-
dent.
Remove
and
inspect.
Examine
engine.
Metal
particles
from
damaged
pump
may
have
entered
oil
passages.
Secondary
result
of
high
oil
Observe
oil
temperature
gage
for
temperature.
high
indication. Determine
and
correct
reason
for
high
oil
tem-
perature.
Dirty
oil
screens.
Remove
and
clean
oil
screens.
12-13/12-14
Blank
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-30.
TROUBLE
SHOOTING
(Cont).
TROUBLE PROBABLE
CAUSE
REMEDY
HIGH
OIL
PRESSURE.
High
viscosity
oil.
Drain
sump
and
refill
with
proper
grade
and
quantity
of
oil.
Relief
valve
defective.
Remove
and
check
for
dirty
or
de-
fective
parts.
Clean
and
install;
replace
valve
if
defective.
Defective
oil
pressure
gage.
Check
with
a
known
good
gage.
If
second
reading
is
normal,
replace
gage.
LOW
OIL
TEMPERATURE.
Defective
oil
temperature
gage
Check
with
a
known
good
gage.
If
or
temperature
bulb.
second
reading
is
normal,
replace
gage.
If
reading
is
similar,
the
temperature
bulb
is
defective.
Oil
cooler
thermostatic
Remove
valve
and
check
for
proper
bypass valve defective operation.
Replace
valve
if
defec-
or
stuck.
tive.
HIGH
OIL
TEMPERATURE.
Oil
cooler
air
passages
clogged. Inspect
cooler
core. Clean
air
passages.
Oil
cooler
oil
passages
clogged.
Drain
oil
cooler
and
inspect
for
sediment.
Remove
cooler
and
flush
thoroughly.
Thermostatic bypass
valve
Feel
front
of
cooler core
with
hand.
damaged
or
held
open
by
If
core
is
cold, oil
is
bypassing
solid
matter.
cooler.
Remove
and
clean
valve
and
seat.
If
still
inoperative,
re-
place.
Low
oil
supply.
Check
with
dipstick.
Fill
sump
with
proper
grade
and
quantity
of
oil.
Refer to
Section
2.
Oil
viscosity
too
high.
Drain
sump
and
refill
with
proper
grade
and
quantity
of
oil.
Prolonged
high
speed
operation
Hold
ground
running
above
1500
on
the
ground.
rpm
to
a
minimum.
Defective
oil
temperature
gage.
Check with
a
known
good
gage.
If
second
reading
is
normal.
Replace
gage.
Defective
oil
temperature
bulb.
Check
for
correct
oil
pressure,
oil
level
and
cylinder
head
tempera-
ture.
If
they
are
correct,
check
oil
temperature
gage
for
being
de-
fective;
if
similar
reading
is
ob-
served,
bulb
is
defective.
Re-
place
bulb.
Revision
2
12-15
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-30.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
HIGH
OIL
TEMPERATURE
Secondary
effect
of
low
oil
Observe
oil
pressure
gage
for
(Cont.)
pressure.
low
indication. Determine
and
correct
reason for
low
oil
pres-
sure.
Oil
congealed
in cooler.
This
condition
can
occur
only
in
extremely
cold
temperatures.
If
congealing
is
suspected,
use
an
external heater
or
a
heated
hangar
to
warm
the
congealed oil.
OIL
LEAK
AT
FRONT
OF
Damaged
crankshaft
seal.
Replace.
ENGINE.
OIL
LEAK
AT
PUSH
ROD
Damaged push
rod
housing
oil
seal.
Replace.
HOUSING.
112-31.
FULL-FLOW
OIL
FILTER.
NOTE
12-32.
DESCRIPTION.
An
external
oil
filter
may Before
discarding
removed
filter
be
installed
on
the
engine.
The
filter
and
filter
element
(5),
remove
the
outer
per-
adapter replace
the
engine
oil
pressure
screen.
Be-
forated
paper
cover; using
a
sharp
ginning
with
the
1980
models a
spin-on
filter
is
used,
knife,
cut
through
the
folds
of
the
previous
models
used
a
replacement
filter
element
filter
element
at
both
ends. Then,
and
filter
can.
The
filter
adapter
incorporates
a
carefully
unfold
the
pleated
element
bypass valve
which
will
open
allowing
pressure
oil
and
examine
the
material
trapped
in
from
the
oil
pump to
flow
to
the
engine
oil
passages
the
element
for
evidence
of
internal
if
the
oil
filter
should
become
clogged
on
prior
to engine
damage,
such
as
chips
or
1980
models.
The
1980
models
have
the
bypass
particles
from
bearings.
In
new
or
valve
in
the spin-on
oil
filters.
newly
overhauled
engines,
some
small
particles
or
metallic
shavings
might
12-33.
REMOVAL
AND
INSTALLATION
(FILTER
be
found,
these
are
generally
of
no
ELEMENT)
(See
figure
12-4).
consequence
and
should not
be con-
fused
with
particles
produced
by
im-
NOTE
pacting,
abrasion
or
pressure.
Evidence
of
internal
damage
found
in
Filter
element
replacement
kits
and
spin-on the
oil
filter
element
justifies further
filters
are
available
from
Cessna
Parts
examination
to
determine
the
cause.
Distribution
(CPD
2)
through
Cessna
Service
Distribution
(CPD
2)
through
Cessna
Service f.
Wash
lid
(7),
hollow
stud
(1),
and
can
(4)
in solvent
|
and
dry
with
compressed
air.
a.
Remove
engine
cowling
in
accordance
with
paragraph
12-3.
NOTE
b.
Remove
both
safety
wires
from
filter
can
and
unscrew
hollow
stud
(1)
to detach
filter
assembly
When
installing
a
new
filter
element
(5),
it
from
adapter
(11)
as
a
unit.
Remove
filter
assem-
is
important
that
all
gaskets
are
clean,
bly
from
aircraft
and
discard
gasket
(9).
Oil
will
lubricated
and
positioned
properly.
Apply
drain
from
filter
as
assembly
is
removed
from
a
thin
coating
of
Dow
Corning
compound,
adapter.
DC-4,
on
the
base gasket
by
brushing
or
c.
Press
downward
on
hollow
stud
(1)
to
remove
wiping.
Also
check
that
the
correct
amount
from
filter
element
(5)
and
can
(4).
Discard
metal
of
torque
is
applied
to
the
hollow
stud
(1).
gasket
(2)
on
stud
(1).
If
the
stud is
under-torqued.
oil
leakage
will
d.
Lift
lid
(7)
off
can
(4)
and
discard
lower
gasket
(6).
occur.
If the
stud
is
over-torqued,
the
filter
e.
Pull
filter
element
(5)
out
of
can
(4).
can
might
possibly
be
deformed,
again
caus-
ing
oil
leakage.
12-16
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
14
NOTE
Do
NOT
subsitute
automotive
gaskets
for
any
^*. -
.Ac-e
13 12
gaskets
used
in
this assembly.
Use only
approved gaskets listed
in
the
Parts
Catalogs.
d11
10
./
1.
Hollow
Stud
2.
Metal
Gasket)
3.
Safety
Wire
Tab
_____
4.
Can
5.
Filter
Element
6.
Lower
Gasket
7.
Lid
8.
Thread
Insert
40
SPIN -
ON
FILTER
9.
Upper
Gasket
BEGINNING
WITH
21064136
10.
Plug
11.
Adapter
_
12.
Bypass
Valve
13.
Nut
(Adapter)
14.
O-Ring
30
THRU
21064135
2
T210
THRU
21064781
210 THRU
21064780
Figure
12-^.
Full-Flow
Oil
Filter
Revision
2
12-17
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
from
can
and cut
off
both
ends.
Carefully
un-
NOTE
fold
the
element
and
inspect for
evidence
of
internal
engine damage
such
as
chips
or
metal
A
special
wrench
adapter
for
adapter
from
bearings.
In
new
or
newly
overhauled
nut
(13)
(Part
No. SE-709)
is
available
engines
chips
and
bearing
metal
may
be
found.
from
Cessna
Parts
Distribution
(CPD
2)
and
generally
are
of
no
consequence.
However,
through
Cessna
Service
Stations,
or
one
particles
produced
by
impact,
abrasion,
or
may
be
fabricated
as
shown in
figure
pressure are
evidence
of
internal
engine
damage
12-5.
Remove
any
engine
accessory
that
and
justify
further
examination
to
determine
the
interferes
with
removal
of
the
adapter.
cause.
b.
Note
angular
position
of
adapter
(11),
then
remove
12-33D. INSTALLATION.
safety
wire
and
loosen
adapter
nut
(13).
a.
Lightly
lubricate
filter
gasket
with
engine
oil
or
c.
Unscrew
adapter
and
remove
from
engine.
Discard
Dow
Corning
Compound (DC-4).
adapter
O-ring
(14).
b.
Attach
filter
to
adapter
by
turning
clockwise
until
it
contacts base
of
adapter;
then
tighten
3/4
to
one
turn
or
torque
to
15
to
20
FT-LBS.
Safety
wire
12-36.
DISASSEMBLY, INSPECTION
AND
REASSEM
c.
Start
engine
and
check
for
proper
oil
pressure;
BLY.
Figure
12-4
shows
the relative
position
of
the
w armup
engine
and
check
for
filterper
ol
pesure;
internal
parts
of
the
filter
adapter
and
may
be
used
d.
Check
that
engine
torque does
not
cause
filter
to
a
a guide during
installation
of
parts.
The
bypass
contact
adjacent
parts.
valve
is
to
be
installed
as
a
complete
unit,
with
the
e.
Replace
engine
cowl
in
accordance
with
para-
valve
being
staked
three
places.
The
heli-coil
type
graph
12-3.
insert
(8)
in
the
adapter
may
be
replaced,
although
f.
Check
oil
level
and
filter
leakage
after
operating
special
tools
are
required.
Follow
instructions
of
engine
at
high
power
setting,
or
after
a flight
around
the
tool
manufacturer
for
their
use.
Inspect
threads
the
fielid.
on
adapter
and
engine
for
damage. Clean
adapter
in
solvent
and
dry
with
compressed
air.
Make
sure
all
12-34.
FILTER
ADAPTER.
210
THRU
SERIAL
passages
in
the
adapter
are
open
and
free
of
dirt.
21064780,
T210
THRU
SERIAL
21064781.
Check
that
bypass
valve
is
seating
properly.
12-35.
REMOVAL.
(Refer
to
figure
12-4.)
a.
Remove
filter
assembly
in
accordance
with
para-
graph
12-33.
Revision
3
12-18A/(12-18B
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
VAPOR
EJECTOR
TO
TANK
FUEL
INLET
INTAKE
AIR
PART
FROM
TANK
THROTTLE
\
·
~ ~
R
ELIEF
\ IT
X
POSITION
\
W^SS
.RELIEF
/
VAPOR
SEPARATOR
VALVE
I 1 1 TOi\rf _ FUE FLOW GAG/
ETO
MANIFOLD
CALRAEVALVE
PUMP_
ADJUSTABLE
ORIFICE
J
--
CHECK
VALVE
| ^-VENT ___
FUEL
INLET
-TO
FUEL
FLOW
GAGE
RIEF
5 KMETERE\
CALIBED
A
T
S
FUESELD
ORIFICE
PUMP P RESSUREEN
I/^
^MANIFOLD
VALVE
A
i^
I
T
A
AIRINLET
PRESSURE
lNJECTION
MIXTURE
OUTLET
Detail
A
LEGEND:
I;;
RELIEF
I
E
VALVE
PRESSURE
|
IMETERED
FUEL
^i PUMP
PRESSURE
|
INLET
PRESSURE
i
RETURN
FUEL
Figure
12-6.
Fuel
Injection
Schematic
12-19
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
IDLE
SPEED
ADJUSTMENT
IDLE
MIXTURE
ADJUSTMENT
Figure
12-7.
Idle
Speed
and Idle
Mixture Adjustment
on
adapter
and
in engine
for
damage.
Clean adapter
12-39.
DESCRIPTION.
A
non-congealing
oil
cooler
in
solvent
and
dry
with
compressed
air.
Ascertain
may
be
installed
on
the
aircraft.
Ram
air
passes
that
all
passages
in
the
adapter
are
open
and
free
of
through
the
oil
cooler
and
is
discharged
into the
en-
foreign
material.
Also,
check
that
bypass
valve
is
gine
compartment.
Oil
circulating
through
the
engine
seated
properly.
is
allowed
to
circulate
continuously
through
warm-up
passages
to
prevent
the
oil
from
congealing
when
op-
12-37.
INSTALLATION.
erating
in
low
temperatures.
On
the
standard
and
a.
Assemble adapter
nut
(14)
and
new
O-ring
(15)
non-congealing
oilcoolers,
as
the
oil increases
to
a
on
adapter
(11)
in
sequence
illustrated
in
figure
12-4.
certain
temperature,
the
thermostat
valve
closes,
b.
Lubricate
O-ring
on
adapter
with
clean
engine
causing
the
oil
to
be
routed
to
all
of
the
cooler
pas-
oil.
Tighten
adapter
nut
until
O-ring
is
centered
in
sages
for
cooling.
Oil
returning
to
the
engine
from
its
groove
on
the
adapter.
the
cooler
is
routed
through the
internally
drilled
oil
c.
Apply
anti-seize
compound
sparingly
to
the
adap-
passages.
ter
threads,
then
simultaneously
screw
adapter
and
adapter
nut
into
engie
until
.0-ring
seats
against
en-
12-40.
ENGINE
FUEL
SYSTEM.
(Refer
to figure
gine
boss
without
turning
adapter
nut
(14).
Rotate 12-6.)
adapter
to
approximate angular
position
noted
during
removal.
Do
not
tighten
adapter
nut
at
this
time.
12-41.
DESCRIPTION. The
fuel
injection
system
d.
Temporarily
install filter
assembly
on
adapter,
is
a
low
pressure
system
of
injecting
fuel
into the
and
position
so
adequate
clearance
with
adjacent
parts
intake
valve
port
of
each
cylinder.
It
is
a
multi-
is
attained.
Maintainig
this
position
of
the
adapter,
nozzle,
continuous-flow
type
which
controls
fuel
flow
tighten adapter
nut
to
50-60
lb-ft
(600-720
lb-in.)
and
to
match
engine
airflow.
Any
change
in
throttle
posi-
safety.
Use
a
torque
wrench,
extension
and
adapter
tion,
engine
speed,
or
a
combination
of
both,
causes
as
necessary
when
tightening
adapter
nut.
changes
in
fuel
flow
in
the
correct relation
to
engine
e.
Using
new
gaskets,
install
filter
assembly
as
airflow.
A
manual
mixture control
and
a
fuel
flow
outlined
in
paragraph
12-33.
Be
sure
to
service
the
indicator
are
provided
for
leaning
at
any
combination
engine
oil
system.
of
altitude
and
power
setting.
The
fuel
flow
indicator
is
calibrated
in gallons
per
hour
and
indicates
approxi-
12-37A.
FILTER
ADAPTER.
210,
BEGINNING
mately
the
gallons
of
fuel
consumed
per
hour.
The
WITH
21064781;
T210
BEGINNING
WITH
21064782.
continuous-flow
system
uses
a
typical
rotary
vane
fuel
The
oil
filter
adapter
is
an
integral
part
of
the
oil
pump.
There
are
no
running
parts
in
this
system ex-
pump
casting,
located
at
the
rear
of
the
engine
on
cept for
the
engine-driven
fuel
pump.
the
right
side.
12-38.
OIL
COOLER.
12-20
Revison
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
FUEL
METERING
ENGINE
DRIVEN
UNIT
FUEL
PUMP
EXISTING
FUEL
PUMP
OUTLET
HOSE
NIPPLES
TEE
PRESSURE
TEST
HOSE
INDICATOR
NIPPLE
TEST
HOSE
NIPPLE
NOTE
WHEN ADJUSTING
UNMETERED
FUEL
PRESSURE,
TEST
EQUIPMENT
MAY
BE
"TEED"
INTO
THE ENGINE-DRIVEN
FUEL
PUMP
OUTLET
HOSE
AT
THE
FUEL
PUMP
OR
AT
THE
FUEL
METERING
UNIT.
Figure
12-8.
Fuel Injection
Pump
Adjustment
Test
Harness
NOTE
12-42.
FUEL-AIR
CONTROL
UNIT.
Throughout
the
aircraft
fuel
system,
from
12-43.
DESCRIPTION.
This
unit occupies
the
posi-
the
fuel
bays
to
the
engine-driven
pump,
tion
ordinarily
used
for
a
carburetor,
at
the
intake
use
NS-40
(RAS-4)
(Snap-On-Tools
Corp.,
manifold
inlet.
The
function
of
this
unit
is
to
control
Kenosha,
Wisconsin),
MIL-T-5544
(Thread
engine
air
intake
and
to
set
the
metered
fuel
pressure
Compound
Antiseize, Graphite
Petrolatum),
for
proper
fuel-air
ratio.
There are
three
control
USP
Petrolatum
or
engine
oil
as
a
thread
elements
in
this
unit, one
for
air
and
two
for
fuel.
lubricator
or
to
seal
a
leaking
connection.
One
of
the
fuel control
elements
is
for
fuel
mixture
Apply
sparingly
to
male
threads
only,
omit-
and
the
other
is
for
fuel
metering.
Fuel
enters
the
ting
the
first
two
threads,
exercising
ex-
control
unit
through
a
strainer
and
passes
to
the
treme
caution to
avoid
"stringing"
sealer
metering valve.
The
position
of
the
metering
valve
across
the
end
of
the
fitting.
Always en-
controls
this
fuel
passed
to
the
manifold
valve
and
sure
that
a
compound,
the
residue
from
a
nozzles.
A
linkage
connecting
the
metering
valve
to
previously
used
compound,
or
any
other
the
air
throttle
proportions
airflow
to
fuel
flow.
foreign
material
cannot
enter
the
system.
The
position
of
the
mixture
valve
determines
the
amount
of
fuel
returned
to
the
fuel
pump.
The
fuel
control
portion
of
the
fuel-air
control unit
is
en-
closed
in
a
shroud
and
is
blast-air
cooled
to
help
prevent
vapor
lock.
12-21
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-44.
REMOVAL
AND
INSTALLATION.
b.
Advance
throttle
to
increase
engine
speed to
a.
Place
all
cabin
switches
and
fuel
selector or
1000
rpm.
fuel
ON-OFF
valve
in
the
OFF
position.
c.
Pull
mixture
control
knob
slowly
and
steadily
b.
Remove
cowling
in
accordance
with
paragraph
toward
the
idle cut-off
position,
observing
tacho-
12-3.
meter,
then
return
control
full
IN
(RICH)
position
c.
Remove
induction
airbox
in
accordance
with
before
engine
stops.
paragraph
12-65.
d.
Adjust
mixture
adjusting
nut
to
obtain
a
slight
d.
Disconnect
engine
controls
at
throttle
and
mix-
and
momentary
gain
of
25
to
50
rpm
at
1000
rpm
ture
control arms.
engine
speed
as
mixture
control
is
moved
from
full
IN (RICH)
toward idle
cut-off
position.
Return
con-
NOTE
trol
to
full
IN
(RICH)
to
prevent
engine
stoppage.
e.
If
mixture
is
set
too
LEAN,
engine
speed
will
Cap
all
disconnected
hoses,
lines
and
fittings.
drop
immediately,
thus
requiring
a
richer
mixture.
Tighten adjusting
nut
(clockwise)
for
a
richer
mixture.
e.
The
three
fuel
lines
which
attach
to
the
fuel
con-
f. If
mixture
is
set
too
RICH,
engine
speed
will in-
trol
unit
are
routed
inside
flexible
tubing
to
help
cool
crease
above
50
rpm,
thus
requiring
a
leaner
mix-
the
fuel.
Loosen
tubing
clamps
at
the
control
unit
ture.
Back
off
adjusting
nut
(counterclockwise)
for
and
slide
tubing back
to
gain
access
to
the
fuel
line
a
leaner
mixture.
fittings.
f.
Disconnect
fuel
lines
at
control unit.
NOTE
g.
Loosen
hose
clamps
which
secure
the
control
unit
to
the
right
and
left
intake manifolds.
After
each
adjustment
to
the
idle
mixture,
h.
Remove
control
unit. run
engine
up
to
approximately
2000
rpm
i.
Cover
the
open
ends
of
the
intake
manifold
piping
to
clear
engine
of
excess
fuel
to
obtain
a
to
prevent entry
of
foreign
matter.
correct
idle speed.
j.
Reverse
the
preceding
steps
for
reinstallation.
Use
new
gaskets
when
installing control
unit.
Rig
12-47.
FUEL
MANIFOLD
VALVE
(FUEL
DISTRIB-
throttle
and
mixture
controls
in
accordance
with
para-
UTOR).
graphs
12-85
and 12-86
respectively.
Rig
throttle-
operated
microswitch
in
accordance
with
Section
13.
12-48.
DESCRIPTION.
Metered fuel
flows
to
the
fuel
manifold
valve,
which
provides
a
central
point
12-45.
CLEANING
AND
INSPECTION.
for
distributing
fuel
to the
individual
cylinders.
An
a.
Check
control
connections,
levers
and
linkage
for
internal
diaphragm,
operated
by
fuel
pressure,
security,
safetying and
for
lost
motion
due
to
wear.
raises
or
lowers
a
plunger
to
open
and
close
the
in-
b.
Remove
the
fuel
screen
assembly
and
clean
in
dividual
cylinder
supply
ports
simultaneously.
A
solvent
(Stoddard
or
equivalent).
Reinstall
and
safety.
needle
valve
in
the
plunger
ensures
that
the plunger
c.
Check the
air
control
body
for
cracks
and
con-
fully
opens
the
outlet
ports
before
fuel
flow
starts
trol
unit
for
overall
condition.
and
closes
the
ports
simultaneously
for
positive
engine
shut-down.
A
fine-mesh
screen
is
includ-
12-46.
ADJUSTMENTS.
(Refer
to
figure
12-7.)
The
ed
in
the
fuel
manifold
valve.
idle
speed
adjustment
is
a
conventional
spring-loaded
screw located
in the
air
throttle
lever.
The
idle
NOTE
mixture
adjustment
is
the
locknut
at
the
metering
valve
end
of
the
linkage.
Tightening
the
nut to
shor-
The
fuel
manifold
valves
are
supplied
in
two
ten
the
linkage
provides
a
richer
mixture.
A
leaner
flow
ranges.
When
replacing
a
valve assem-
mixture
is
obtained
by
backing
off
the
nut
to
lengthen bly,
be
sure
the
replacement
valve
has
the
the
linkage.
Idle
speed
and
mixture
adjustment
same
suffix
letter
as
the
one
stamped
on
the
should
be
accomplished
after
the
engine
has
been
cover
of
the
valve
removed.
warmed
up.
Since
idle rpm
may
be
affected
by
idle
mixture
adjustment,
it
may be
necessary
to
readjust
12-49.
REMOVAL.
idle rpm
after
setting
the
idle
mixture
correctly.
a.
Set
the
throttle
stop
screw
to
obtain
600
*
25
NOTE
rpm,
with
throttle control
pulled
full
out
against
idle
stop.
Cap
all
disconnected
lines,
hoses
and
fittings.
NOTE
a.
Disconnect
all
fuel
and
fuel
injection lines
at
the
fuel manifold.
Engine
idle
speed
may
vary
among
different
b.
Remove
bolts
which
secure
fuel
manifold
and
engines.
An
engine
should
idle smoothly,
remove
manifold.
without
excessive
vibration
and
the
idle
speed
should
be
high
enough
to
maintain
idling
oil 12-50.
CLEANING.
pressure
and
to
preclude
any
possibility
of
a.
Remove
manifold
valve
from
engine
in
accor-
engine
stoppage
in
flight
when
the
throttle
is
dance
with
paragraph
12-49
and
remove
safety
wire
closed.
from
cover
attaching screws.
12-22
MODEL
210
&
T210
SERIES SERVICE
MANUAL
b.
Hold
the
top
cover
down
against
internal
spring cated
in
the cylinder
heads.
The outlet
of
each
noz-
until
all
four
cover
attaching
screws
have been
re-
nozzle is
directed
into
the
intake
port
of
each
cylinder.
moved,
then
gently
lift
off
the
cover.
Use
care
not The
nozzle
body
contains
a
drilled
central
passage
to
damage
the
spring-loaded
diaphragm
below
cover.
with
a
counterbore
at
each
end.
The
lower
end
is
c.
Remove
the
upper spring
and
lift
the
diaphragm
used
as
a
chamber
for
fuel-air
mixture
before
the
assembly
straight
up.
spray
leaves
the
nozzle.
The
upper
bore contains
an
orifice for
calibrating
the
nozzles.
Near
the
top,
NOTE
radial
holes
connect the
upper
counterbore
with
the
outside
of
the
nozzle
body
for
air
admission.
These
If
the valve
attached
to
the
diaphragm
is
radial holes
enter
the counterbore
above
the
orifice
stuck in
the
bore
of
the
body,
grasp
the
and draw
outside
air
through
a
cylindrical
screen
center
nut,
rotate
and
lift at
the
same
fitted
over
the
nozzle
body.
This
screen
prevents
time
to
work gently
out
of
the
body.
dirt
and
foreign
material
from
entering
the nozzle.
A
press-fit
shield
is
mounted
on
the
nozzle
body
and
CAUTION
_extends
over
the
greater
part
of
the
filter
screen.
CAUTION
~leaving a
small
opening
at
the bottom
of
the
shield.
Do
not
attempt
to
remove
needle
or
spring
This
provides
an
air
bleed into
the
nozzle
which
aids
from
inside
plunger
valve.
Removal
of
in
vaporizing the
fuel
by
breaking
the
high
vacuum
in
these
items
will
disturb
the
calibration
of
the intake
manifold
at
idle
rpm
and
keeps
the
fuel
the
valve.
lines
filled.
The
nozzles
are
calibrated
in
several
ranges.
All
nozzles
furnished
for
one
engine
are
the
d. Using
clean
gasoline, flush
out
the
chamber
be-
same
range
and
are
identified by
a
number
and
a
low
the
screen.
suffix
letter
stamped
on
the
flat
portion
of
the
nozzle
e.
Flush
above
the
screen
and
inside
the
center
body. When
replacing
a
fuel
discharge
nozzle be
bore
making
sure
that
outlet
passages
are
open.
Use
sure
it is
of
the
same
calibrated
range
as
the
rest
of
only
a
gentle
stream
of
compressed
air
to
remove
the
nozzles
in
the
engine.
When
a
complete
set
of
dust
and
dirt
and
to
dry.
nozzles
is
being
installed,
the
number
must
be
the
same
as
the
one
removed, but
the
suffix
letters
may
CAUTION-
be
different,
as
long
as
they
are
the
same
for
all
nozzles
being
installed
on
a
particular
engine.
The
filter
screen
is a
tight
fit
in
the
body
and
may
be
damaged
if
removal
is
attempted.
It
12-54.
REMOVAL.
should
be
removed
only
if
a
new
screen
is to
be
installed.
NOTE
f.
Clean
diaphragm,
valve
and
top
cover
in
the
Plug
or
cap
all
disconnected
lines
and
fittings.
same
manner.
Be
sure
the
vent
hole
in
the
top
cover
is
open
and
clean.
a.
Disconnect the fuel injection
lines
at
the
fuel
dis-
g.
Carefully
replace
diaphragm
and
valve.
Check
charge
nozzles.
Remove
nozzles
with
a
1/2
inch
deep
that
valve
works
freely
in
body
bore.
well
socket
wrench.
h.
Position
diaphragm
so
that
horizontal
hole
in
plunger valve
is
90
degrees
from
the
fuel
inlet
port
12-55.
CLEANING
AND
INSPECTION.
To
clean
in the
valve
body.
nozzles,
immerse
in
clean
solvent
and
use
compress-
i.
Place
upper spring
in
position
on
diaphragm.
ed
air
to
dry
them.
When
cleaning,
direct
air
through
i.
Place
cover
in
position
so
that
vent
hole
in
the
nozzle
in
the
direction
opposite
of
normal
fuel
flow
cover
is
90
degrees
from
inlet
port
in
valve
body.
Do
not
remove
the
nozzle
shield
or
distort
it
in
any
Install
cover attaching
screws
and
tighten
to
20±1
way.
Do
not
use
a
wire
or other
metal
object
to
clean
lb-in.
Install
safety
wire
on
cover
screws.
the
orifice
or
metering
jet. After
cleaning, check the
k.
Install
fuel
manifold
valve
assembly
on
engine
shield
height
from the
hex
portion
of
the
nozzle.
The
in
accordance
with
paragraph
12-51 and
reconnect
bottom
of
the
shield
should
be approximately
1/16
all
lines
and
hoses
to
valve.
inch
above
the
hex
portion
of
the
nozzle.
1.
Inspect
installation
and
install
cowling.
INSTALLATION.
12-56.
INSTALLATION.
12-51. INSTALLATION.
a.
Install
nozzles
in
the
cylinders
and
tighten
to
a
a.
Secure
the
fuel manifold
to
the
crankcase
with
torque
value
of
60
to
80
lb-in.
the
two
crankcase
bolts.
b.
Connect
the
fuel
lines
at
discharge
nozzles.
b.
Connect
the
fuel
lines
and
the
six
fuel
injection
c.
Check
installation for
crimped lines,
loose
fit-
lines.
Inspect
completed
installation
and
install tings,
etc.
cowling. 12-57.
FUEL
INJECTION
PUMP.
12-52.
FUEL
DISCHARGE
NOZZLES. 12-58.
DESCRIPTION.
The
fuel
pump
is
a
positive-
12-53.
DESCRIPTION.
From
the
fuel
manifold
displacement,
rotating
vane
type,
connected
to
the
valve,
individual,
identical
size
and
length
fuel
lines
accessory
drive section
of
the
engine.
Fuel
enters
carry
metered
fuel
to the
fuel
discharge
nozzles
lo-
the
pump
at
the
swirl
well
of
the
pump
vapor
separa-
12-23
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
tor.
Here, vapor
is
separated
by
a
swirling
motion
12-60.
INSTALLATION.
so
that
only
liquid
fuel
is
fed
to
the
pump.
The
vapor
a.
Position
a
new
gasket
and
fuel
pump
on
the
is
drawn
from
the
top
center
of
the
swirl
well
by
a
mounting
studs
with
fuel
pump
inlet
to
the left.
Be
small
pressure
jet
of
fuel
and
is
fed
into
the vapor
sure
pump
drive
aligns
with
drive
in
the
engine.
return
line,
where
it
is
returned
to
the
aircraft
fuel
b.
Secure
pump
to
engine
with
plain
washers,
in-
system.
Since the
pump
is
engine-driven,
changes
ternal
tooth
lock
washers
and
nuts.
Tighten
nuts
inengine
speed
affects total
pump
flow
proportion-
evenly.
ally.
A
check
valve
allows
the
auxiliary
fuel
pump
c.
Install
cooling
shroud
on
fuel
pump
pressure
to
bypass
the
engine-driven
fuel
pump
for
d.
Install
all
fittings
and
connect
all
lines.
starting, or
in
the
event
of
engine-driven
fuel
pump
e.
Install
the
flexible
ram
air
tube
on
the
air
horn
failure.
The
pump
supplies
more
fuel than
is
re-
of
the
fuel
pump
shroud
and
install
clamp
quired
by
the
engine;
therefore,
a
spring-loaded,
f.
Replace
the
alternator
drive
belt
and
tighten
the
diaphragm
type
relief
valve
is
provided,
with
an
ad-
nuts
on
the
adjusting
arm
so
that the
drive
belt
has
justable
orifice installed
in
the
fuel
passage
to
the
proper
tension.
Refer
to
Section
17.
relief
valve to
maintain
desired
fuel
pressure
for
g.
Inspect
completed
installation.
engine
power
setting.
The
adjustable
orifice
allows
the
exact
desired
pressure
setting
at
full
throttle.
12-61.
ADJUSTMENT.
The
full
rich
performance
The
fuel
pump
is
equipped with
a
manual
mixture
of
the
fuel
injection
system
is
controlled
by
manual
control
to
provide
positive mixture
control
throughout
adjustment
of
the
air
throttle,
fuel
mixture
and
pump
the
range
required
by
the
injection
system. This
con-
pressure
at
idle
and
only
by
pump
pressure
at
full
trol
limits
output
of
the
pump
from
full
rich
to
idle
throttle.
To
make
full
rich
adjustments,
proceed
as
cut-off.
Non-adjustable mechanical
stops
are
located
follows:
at
these
positions.
The
fuel
pump
is
ram-air
cooled
a.
Remove
engine
cowling
in
accordance
with
para-
to
help
prevent
high
fuel
temperatures.
The
ram
air
graph
12-3.
is
picked
up
at
the
upper
left
engine
baffle
and
direct-
ed
through
a
flexible tube
to
the
fuel
pump
shroud.
NOTE
The
fuel
supply
and
return
lines
from
the
fuel
pump
to
the
control
unit
are
routed
inside
flexible
tubes
to Inspect
the
slot-headed
adjustable
orifice
help
prevent
vaporized
fuel
at these
points.
needle
valve
(located
just
below
the
fuel
12-59.
REMOVAL.
pump
inlet
fitting)
to
see
if
it
is
epoxy
a.
Place
fuel
selector
or
fuel
ON-OFF
valve
in
OFF
sealed
or
safety
wired
to
the
brass
nut.
position
and
mixture
control
In
IDLE
CUT-OFF
posi-
Iftheneedle
valve
is
epoxy
sealed,
Con-
tion.
tinental
Aircraft
Engine
Service
Bulletin
b.
Remove
cowling
in
accordance
with
paragraph
No
70-10
must
be
complied
with
before
12-3.
calibration
of
the
unit
can
be
performed.
c.
Loosen
the
clamps
and
slide
the
flexible
tubes
free
of
the
horns
on
the
fuel
pump
shroud
to
gain
ac-
b.
Disconnect
the engine-driven
fuel pump outlet
cess
to
the
fuel
lines.
fitting
or
the
fuel
metering
unit
inlet
fitting
and
"tee"
d.
Remove
the
alternator
drive
belt.
the
test
gage
into
the
fuel injection
system
as
illus-
e.
Tag
and
disconnect
all
lines
and
fittings
attach-
trated
in
figure
12-8.
ed
to
the
fuel
pump.
NOTE
NOTE
Plug
or
cap
all
disconnected
lines,
hoses
Cessna
Service
Kit
No.
SK320-2J
provides
and
fittings.
a
test
gage,
line
and
fittings
for
connecting
the
test
gage
into
the
system
to
perform
f.
Remove
the
shroud
surrounding
the
fuel
pump.
accurate
calibration
of
the
engine-driven
g. Remove
the
nuts and
washers
attaching
the
fuel
fuel
pump.
pump
to
the
engine.
h.
Remove
fuel
pump
and
gasket.
c.
The
test
gage
MUST
be
vented
to atmosphere
and
MUST
be
held
as
near
to
the
level
of
the
engine-driven
WARNING
fuel
pump
as
possible.
Bleed
air
from
test
gage
line
prior
to
taking
readings.
Residual
fuel
draining
from
lines
and
hose
constitutes a
fire
hazard.
Use
caution
to
NOTE
prevent
accumulation
of
fuel
when
lines
or
hoses
are
disconnected.
The
test
gage
should
be
checked
for
accuracy
at
least
every
90
days
or
anytime
an
error
is
i.
If
a
replacement
pump
is
not
being
installed
im-
suspected.
The
tachometer
accuracy
should
mediately,
a
temporary
cover
should
be
installed
on
also
be
determined
prior
to
making
any
ad-
the
fuel
pump
mount
pad.
justments
to the
pump.
d.
Start
engine
and
warm-up thoroughly.
Set
mix-
ture
control
to
full
rich
position
and
propeller
con-
trol
full
forward
(low
pitch,
high
rpm).
12-24
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
e.
Adjust engine
idle
speed
to
600
rpm
and
gine
baffle.
A
spring-loaded
alternate
air
door
is
check
test
gage
for
9-11
PSI.
Refer
to
figure
12-7
incorporated
in
the airbox
and
will
open
by
engine
for
idle
mixture
adjustment.
suction
if
the
air
filter
should
become
clogged.
This
permits
unfiltered
induction
air
to
be
drawn
from
NOTE
within
the
engine
compartment.
Do
not
adjust
idle
mixture
until
idle
pump 12-64.
AIRBOX.
pressure
is
obtained.
12-65.
REMOVAL
AND
INSTALLATION.
WARN
I
NG
a.
Remove
cowling
in-accordance
with
paragraph
12-3.
DO
NOT
make
fuel
pump
pressure
adjust-
b.
Remove
induction
air
filter.
ments
while
engine
is
operating.
c.
Disconnect
electrical
wiring
at
throttle-operated
micro-switch
and
tape
terminals as
a
safety
"prec
au-
f.
If
the
pump
pressure
is
not
9
to
11
PSI,
stop
en-
tion.
gine
and
turn
the
fuel
pump
relief
valve adjustment,
d.
Remove
clamps
attaching
lines,
wires
and
con-
on
the
centerline
of
the
fuel
pump
clockwise
(CW)
to
trols
to
airbox.
increase
pressure
and
counterclockwise
(CCW)
to
e.
Remove
bolts
securing
airbox
to
fuel-air
control
decrease
pressure.
unit
and
engine
and
remove
airbox
and
gasket.
g.
Maintaining idle
pump
pressure
and idle
RPM,
f.
Install
a
cover
over
fuel-air
control
opening.
obtain
correct
idle
mixture
in
accordance
with
para-
g.
Reverse
the
preceding
steps
for
reinstallation.
graph
12-46.
Adjust
throttle
operated
switch
in
accordance
with
h.
Completion
of
the
preceding
steps
have
provided:
Section
13.
1.
Correct
idle
pump
pressure.
2.
Correct
fuel
flow.
12-66.
CLEANING
AND
INSPECTION.
Clean
metal
3.
Correct
fuel
metering
cam
to
throttle
plate
parts
of
the
induction
airbox
with
Stoddard
solvent
or
orientation.
equivalent.
Inspect
for
cracks,
dents,
loose
rivets,
i.
Advance
to
full
throttle
and
maximum
rated
en-
etc.
Minor
cracks
may
be
stop-drilled.
In
case
of
gine
speed
with
the
mixture
control
in
full
rich
posi-
continued
or
severe
cracking,
replace
airbox.
In-
tion
and
propeller
control
in
full
forward
(low
pitch,
spect
alternate
spring-loaded
door
for
freedom
of
high
rpm).
operation
and complete
closing.
j.
Check
test
gage
for
pressures
specified
in
para-
graph
12-12.
If
pressure
is
incorrect,
stop
engine
12-67.
INDUCTION AIR
FILTER.
and
adjust
pressure
by
loosening
locknut
and
turning
the
slotheaded
needle
valve
located
just
below
the fuel
12-68.
DESCRIPTION.
An
induction
air
filter,
pump
inlet
fitting
clockwise
(CW)
to
increase
pressure
mounted
at
the
airbox
inlet,
removes
dust
particles
and
counterclockwise
(CCW)
to
decrease
pressure.
from
the
ram
air
entering
the
engine.
NOTE
12-69.
REMOVAL
AND
INSTALLATION.
a.
Remove
cowling
in
accordance
with
paragraph
If
at
static
run-up,
rated
RPM
cannot
be 12-3.
achieved
at
full
throttle,
adjust
pump
b.
Remove
bolts
securing
filter
to
the
upper
left
pressure
slightly
below
limits
making
engine
baffle
and
induction
airbox
inlet.
certain
the
correct
pressures
are
ob-
c.
Reverse
the
preceding
steps
for reinstallation.
tained
when
rated
RPM
is
achieved
dur-
Make
sure-the
gasket
is in
place-between
the
filter
ing
take-off
roll.
and
airbox
intake.
k.
After
currect
pressures are
obtained,
safety
12-70.
CLEANING
AND
INSPECTION.
Clean
and
adjustable
orifice
and
orifice
locknut.
inspect
filter
in
accordance
with
instructions
in Sec-
1.
Remove
test
equipment,
run
engine
to check
for
tion
2.
leaks
and
install
cowling.
12-71.
IGNITION
SYSTEM.
(Refer
to
Figure
12-10.)
12-61A.
AUXILIARY
ELECTRIC
FUEL
PUMP
FLOW
RATE ADJUSTMENT.
Refer
to
Section
13.
12-72.
DESCRIPTION.
The
ignition
system
is
com-
prised
of
two
magnetos,
two
spark
plugs in
each
cyl-
12-62.
INDUCTION
AIR
SYSTEM.
(Refer
to
Figure
inder, an
ignition wiring
harness,
an
ignition
switch
12-9.)
mounted
on
the
instrument
panel
and
required
wiring
between
the
ignition
switch
and magnetos.
12-63. DESCRIPTION.
Ram
air
enters
the
induc-
tion
air
system
through
a
filter
at
the
upper
left
en-
12-25
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12-73.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
ENGINE
FAILS
TO
START.
Defective
ignition
switch.
Check
switch
continuity.
Replace
if
defective.
Spark
plugs
defective,
improperly
Clean,
regap
and
test
plugs.
gapped
or
fouled
by
moisture
or
Replace
if
defective.
deposits.
Defective
ignition
harness.
If
no
defects
are
found
by
a
visual
inspection,
check
with
a
harness tester.
Re-
place
defective
parts.
Magneto
"P"
lead
grounded.
Check
continuity.
"P"
lead
should
not
be
grounded
in
the
ON
position,
but
should
be
grounded
in
OFF
position.
Repair
or
replace
"P"
lead.
Failure
of
impulse
coupling.
Impulse
coupling
pawls should
engage
at
cranking
speeds.
Listen
for
loud
clicks
as
im-
pulse
couplings
operate.
Re-
move
magnetos
and
determine
cause.
Replace
defective
magneto.
Defective
magneto.
Refer
to
paragraph
12-79.
Broken
drive
gear.
Remove
magneto
and
check
mag-
neto
and
engine
gears.
Replace
defective
parts.
Make
sure
no
pieces
of
damaged
parts remain
in
engine
or
engine
disassembly
will
be
required.
ENGINE
WILL
NOT
IDLE
Spark
plugs
defective,
im-
Clean,
regap
and
test
plugs.
OR
RUN
PROPERLY.
properly
gapped
or
fouled Replace
if
defective.
by
moisture
or
deposits.
Defective
ignition
harness.
If
no
defects
are
found
by
a
visual
inspection,
check
with
a
harness
tester.
Replace
defective
parts.
Defective
magneto.
Refer
to
paragraph
12-79.
Impulse
coupling
pawls
Listen
for
loud
clicks
as
impulse
remain
engaged.
coupling
operates.
Remove
magneto
and
determine
cause.
Replace
defective
magneto.
Spark
plugs
loose.
Check
and
install
properly.
12-27/12-28
Blank
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12-74.
MAGNETOS.
e.
Remove
magneto
retainer
clamps,
nuts
and.
washers
and
pull
magneto
from
crankcase
mounting
12-75.
DESCRIPTION.
The
airplane
may
be
pad.
equipped
with
either
662
series
or
6200
series
NOTE
Slick
magnetos.
The magnetos
contain
a
con-
ventional
two-pole
rotating
magnet
(rotor),
As
the
magneto
is
removed
from
its
mount-
mounted
in
ball
bearings.
Driven
by
the
engine
ing
be
sure
that
the
drive
coupling
rubber
through
an-impulse
coupling
at
one
end,
the
rotor
bushing
and
retainer
do
not
become
dis-
shaft
operates
the
breaker
points
at
the
other
end lodged
from
the
gear
bub
and
fal
into
the
of
the
shaft.
The
nylon
rotor
gear
drives
a
nylon
engne.
distributor
gear
which
transfers
high
tension
cur-
rent
from
the
wedge-mounted
coil
to
the
proper
outlet
in
the
distributor
block.
A
coaxial
capacitor
12-77.
INTERNAL
TIMING.
is
mounted
in
the
distributor
block
housing
to
serve
a.
Whenever
the
gear
on
the
rotor
shaft
or
the
cam
as
the
condenser
as
well
as
a
radio
noise
suppressor.
(which
also
serves
as
the
key
for
the
gear)
has been
Both
nylon
gears
are
provided with
timing
marks
for
removed, be
sure
that
the
gear
and
cam
are
installed
clockwise
or
counterclockwise
rotation.
The
dis-
so
the
timing mark
on
the
gear
aligns
with
the
"0"
tributor
gear
and
distributor
block
having
timing
etched
on
the
rotor
shaft.
marks,
visible
through
the
air
vent
holes,
for
b.
When
replacing
breaker
assembly
or
adjusting
timing
to
the
engine.
A
timing
hole
is
located
in
contact
breaker
points,
place
a
timing
pin
(or
0.
093
the
662
series
magneto-in
the
bottom
of
the
magneto inch
6-penny
nail)
through
the
timing
hole
into
the
adjacent
to
the
flange.
In
the
6200
series,
the
timing
mating
hole
in
the
rotor
shaft.
Adjusting
contact
hole
is
located
in
the
distributor
block.
A
timing
pin
breaker
points
so
they
are
just
starting
to
open
in
or
6-penny
nail
can
be
inserted
through
this
timing
this
position will
give
the
correct
point
setting.
Tem-
hole
into
the
mating
hole
in
the
rotor
shaft to
lock
porarily assemble
the
magneto
halves
and
capacitor
the
magneto
approximately
in
the proper
firing posi-
slip
terminal
and
use
a
timing
light
to
check
that
the
tion.
The
breaker
assembly
is
accessible
only
after
timing
marks,
visible
through
the
ventilation
plug
removing
the
screws
fastening
the
magneto
halves
holes
are
approximately
aligned.
together
and
disconnecting
the
capacitor
slip
terminal.
Do
not
separate
magneto
halves
while
it
is
installed
NOTE
on
the
engine.
12-76.
REMOVAL.
The
side
of
the
magneto
with
the
manufac-
^~ 12-76. REMOVAL.
turers
insignia
has
a
red
timing mark
and
a.
Remove
engine
cowling
in
accordance
with
para-
the
side
opposite to
the
insignia
has
a
black
the
side
opposite
to
the
insignia
has
a
black
graph
12-3.
..
.timing
mark
viewed
through
the
vent
plug
b.
Tag
for
identification
and
remove
high
tension
holes.
The
distributor
gear
also
has
a
red
holes.
The
distributor
gear
also
has
a
red
wires
from
the magneto being
removed.
timing
mark
and
a
black
timing
mark.
WARNING
*
These
marks
are
used
for
reference
only
WARNING
when
installing
magneto
on
the
engine.
Do
not
place
red
and
black
lines
together
on
The
magneto
is
in
a
SWITCH
ON
condition
the
same
side.
when
the
switch
wire
is
disconnected.
Re-
move the
high
tension
wires
from
magneto
c.
Whenever the
large
distributor
gear
and
rotor
or
disconnect
spark
plug
leads
from
the
gear
have
been disengaged, they
must
be
engaged
spark
plugs to
prevent
accidental firing.
with
their
timing.marks
alignedfor
correct-rotation.
Align
the
timing
mark
on
the
rotor
gear
with
the
c.
Disconnect
switch
wire
from condenser
terminal
"RH"
on
the
distributor
gear.
Care
must
be
taken
to
at
magneto.
Tag
wire
for
identification
so
it
may
be keep
these
two
gears
meshed in
this
position
until
the
installed
correctly.
magneto
halves
are
assembled.
d.
Rotate
propeller
in
direction
of
normal rotation
until
No. 1
cylinder
is
coming
up on
its
compression
12-78.
INSTALLATION
AND
TIMING
TO
ENGINE.
stroke.
The
magneto
MUST
be
installed
with
its
timing
marks
correctly
aligned,
with
the number
one
cylinder
on
NOTE
its
compression
stroke
and
with
number
one
piston
at
its
advanced
firing
position.
Refer
to
paragraph
To
facilitate
the
installation
of
a
replacement
12-12
for
the
advanced
firing
position
of
number
one
magneto,
it is
good
practice
to
position
the
piston
crankshaft
at
the
advanced
firing
angle
for
No.
1
cylinder
during
step "d."
Any
standard
timing
device
or
method
can be
used,
or
if
WARNING
the magneto
being
removed
is
correctly
timed
to
the
engine,
the
crankshaft
can
be
rotated
to
The
magneto
is
grounded
through
the
ignition
a
position
at
which the
breaker
points
will
be
switch,
therefore,
any
time
the
switch
(pri-
just
opening
to
fire
No. 1
cylinder.
mary)
wire
is
disconnected
from
the
magneto,
the
magneto
is
in
a
switch
ON
or
HOT
condi-
tion.
Before turning
the
propeller
by
hand,
remove
the
high
tension
wires
from the mag-
FIGURE
12-10
DELETED Revision 2
12-29
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
neto
or
disconnect
all
spark
plug
leads
to
then push
it
back
into
mesh.
DO
NOT
WITH-
prevent
accidental
firing
of
the
engine.
DRAW
THE
MAGNETO
DRIVE
GEAR
FROM
ITS
OIL SEAL.
To
locate
the
compression
stroke
of
number
one
cy-
linder,
remove
the lower
spark
plugs
from
each
cy-
b.
After
magneto
gasket
is
in place,
position
the
linder
except
number
one
cylinder.
Remove
the
top
magneto
on
the
engine
and
secure,
then
remove
the
plug
from
number
one
cylinder.
Place
thumb
of
one
timing
pin
from
the
magneto.
Be
sure
to
remove
hand
over
the
number
one
cylinder
spark
plug
hole
this
pin
before
turning
the
propeller.
and
rotate
the
crankshaft
in
the
direction
of
normal
c.
Connect
a
timing
light
to
the
capacitor terminal
rotation
until
the
compression
stroke
is
indicated
by
at
the
front
of
the
magneto
and
to
a
good
ground.
positive
pressure
inside
the cylinder
lifting
the
thumb
d.
Turn
propeller
back
a
few
degrees
(opposite
of
off
the
spark
plug
hole.
After
the
compression
stroke
normal
rotation)
to
close
the
contact
points.
is
obtained, locate number
one
piston
at
its
advanced
firing
position.
Locating
the
advanced
firing
position
NOTE
of
number
one
cylinder
may
be
obtained
by
use
of
a
timing
disc
and
pointer,
Timrite,
protractor
and
Do
not
turn
the
propeller
back
far
enough
to
piston
locating
gage
or
external
engine
timing
marks
engage
the
impulse
coupling
or
the
propeller
alignment.
will
have
to
be
turned
in
normal
direction
of
rotation
until
the
impulse
coupling
releases,
NOTE
then backed
up
to
slightly
before
the
firing
position.
External
engine
timing
marks
are
located
on
a
bracket
attached
to
the
starter
adapter,
e.
Slowly
advance
the
propeller
in
the
normal
direc-
with
a
timing mark
on
the
alternator
drive tion
of
rotation
until the
timing
light
indicates
the con-
pulley
as
the
reference
point.
tact
points
breaking.
Magneto
mounting
clamps
may
be
loosened
so
that
the
magneto
may
be
shifted
to
In
all
cases,
it
must
be definitely
determined
that
the
break
the
points
at
the
correct
firing
position.
number
one
cylinder
is
at
the
correct
firing
position
f.
Tighten
magneto
mounting
nuts
and
recheck
and
on
the
compression
stroke,
when
the
crankshaft
timing.
is
turned
in
its
normal
direction
of
rotation.
After
g.
Repeat
steps
"a"
through
"f"
for
the
other
mag-
the
engine
has
been
placed
in
the
correct
firing
posi-
neto.
tion,
install
and
time
the
magneto
to the engine
in
the h.
After
both
magnetos
have
been
timed,
check
syn-
following
manner.
chronization
of
both magnetos. Magnetos
must
fire
at
the
same time.
NOTE
i.
Remove
timing
devices
from
magneto
and
engine.
j.
Connect
spark
plug
leads
to
their
correct
mag-
Install
the
magneto
drive
coupling
retainer
neto
outlets.
and
rubber
bushings
into
the
magneto
drive
gear
hub
slot.
Insert
the
two
rubber
bush-
NOTE
ings
into
the
retainer
with
the chamfered
edges
facing
toward
the
front
of
the
engine.
The
No.
1
magneto
outlet
is
the
one
closest
to
the
ventilation
plug
on
the side
of
the
a.
Turn
the
magneto
shaft
until
the
timing
marks,
magneto having
the
manufacturer's
insignia.
visible
through the
ventilation
plug
holes
are
aligned,
The magneto
fires
at
each
successive
outlet
(red-to-red
or
black-to-black).
Insert
a timing
pin
in
clockwise
direction.
Connect
No.
1 mag-
or
.
093
inch
diameter
6-penny
nail
through the
timing neto
outlet
to
No.
1
cylinder
spark
plug lead,
hole
on
the
bottom
of
the
magneto
adjacent
to
the
No.
2
outlet
to the
next
cylinder
to
fire,
etc.
flange
(662
series);
or
in
the
distributor
block
(6200
Engine
firing
order
is
listed
in
paragraph
series).
Next,
push
the
timing
pin
through
the
mating 12-12.
hole
in
the
rotor
shaft.
This locks
the
magneto
close
to
the
firing
position
during
installation
on
the
engine.
k.
Connect
ignition
switch
(primary)
leads
to
the
capacitor
terminals
on
the
magnetos.
NOTE
1.
Inspect
magneto
installation
and
install
engine
cowling
in accordance
with
paragraph
12-3.
If
the
magneto
drive
gear
was
disengaged
during
magneto
removal,
hold
the magneto
12-79.
MAINTENANCE.
At
the
first
25-hour in-
in
the
horizontal
position
it
will
occupy
spection
and
at
each
100-hour
inspection
thereafter,
when
installed,
make
certain that
the
drive
the
breaker
compartment
should
be
inspected.
Mag-
gear
coupling
slot
is
aligned
with
the mag-
neto-to-engine
timing
should
be
checked
at
the
first
neto
coupling
lugs.
If
it
is
not
aligned, pull
25-hour
inspection,
first
50-hour
inspection,
first
the
magneto
drive
gear
out
of
mesh
with
its
100-hour
inspection
and
thereafter at
each
100-hour
drive
gear
and
rotate
it
to
the
aligned
angle,
12-30
Revision
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
inspection.
If
timing
is
as
specified
in
paragraph
12-
4.
Check
the
carbon
brush
on
the
distributor
12,
internal
timing
need
not
be
checked.
If
timing
is
gear
for
excessive
wear.
The
brush
must
extend
a
out
of
tolerance,
remove
magneto
and
set
internal
minimum of
1/32
nch
beyond
the
end
of
the
gear
timing,
then
install
and
time
to the
engine. In
the
shaft.
The
spring
which
the
carbon
brush
contacts
event
the
magneto
internal
timing
marks
are
off
should
be
bent our
approximately
20
degrees
from
more
than
plus
or
minus
five
degrees
when
the
break- vertical,
since
spring
pressure
on
the
brush
holds
er
points
open
to
fire
number
one
cylinder,
remove
the
distributor gear
shaft
against
the
thrust bearing
the
magneto
and
check
the
magneto
internal
timing.
in
the
distributor
Mock.
Whenever
the
magneto
halves
are
separated
the
5.
Oil
the
bearings at
each
end
of
the
distributor
breaker
point
assembly
should
always
be
checked.
gear
shaft
with
a
drop
of
SAE 20
oil.
Wipe
excess
oil
As long
as
internal
timing
and
magnet-t-toengine
from
parts.
timing
are
within
the
preceding
tolerances,
it
is
6.
Make
sure
internal
timing
is
correct
and
re-
recommended
that
the magneto
be
checked
internally
assemble
magneto.
Install
and
properly
time
mag-
only
at
500
hour
intervals.
It is
normal
for contact
neto to
engine.
points
to
burn
and
the
cam
to
wear
a
comparable
amount
so
the
magneto
will
remain
in
time
within12-80.
MAGNETO CHECK.
*
'anced
timing
set-
itself.
This
is
accomplished
by
having
a
good
area
tings
in
some
cases,
is
the
r.
:,t
of
the
erroneous
making
contact
on
the
surface
between
the
points
practice
of
bumping
magnetos
up
in
timing
in
order
and the
correct
amount
of
spring
pressure
on
the
to
reduce
RPM
drop
on
single
igution.
NEVER
AD-
cam.
The
area
on
the
points
should
be twenty-five
VANCE
TIMING
BEYOND
SPECIFICATIONS
IN
OR-
percent
of
the
area
making
contact.
The
spring
DER
TO
REDUCE
RPM DROP.
Too
much
impor-
pressure
at
the
cam
should
be
10.
5
to
12.5
ounces.
tance
is
being
attached
to
RPM
drop
on
single
Igni-
When
the
contact
points
burn,
the
area
becomes
tion. RPM
drop
on
single
ignition
is
a
natural
char-
irregular,
which
is
not
detrimental
to
the
operation
acteristic
of
dual ignition
design.
The
purpose
of
of
the
points
unless
metal
transfer
is
too
great
which the
following
magneto check
is
to
determine
that
all
will
cause the engine
to
misfire.
Figure
12-11
illus-
cylinders
are
firing.
If
all
cylinders
are
not
firing,
trates
good
and
bad
contact
points.
A
small
dent
will
the
engine
will
run
extremely
rough
and
cause
for
appear
on
the
nylon
insulator
between the
cam follow-
investigation
will
be
quite
apparent.
The
amount
of
er
and
the
breaker
bar.
This
is
normal
and
does
not
RPM
drop
is
not
necessarily
significant
and
will
be
require
replacement.
influenced
by
ambient
air
temperature,
humidity,
airport
altitude,
etc.
In
fact,
absence
of
RPM
drop
NOTE
should
be
cause
for
suspicion
that
the
magneto
timing
IfSi~~~~~
igniiontrobleshold
eveophas
been
bumped
up
and
is
set
in
advance
of
the
setting
If
ignition
trouble
should
develop,
spark
plugs
specified.
Magneto
checks should
be
performed
on
a
and
ignition wiring
should
be
checked
first.
If
comparative
basis
between
individual
right
and
left
the
trouble
definitely
is
associated
with
a
mag-
magneto
performance.
neto,
use the
following
to
help
disclose
the
a.
Start
and
run
engine
until
the
oil
and
cylinder
source
of
trouble
without
overhauling
the mag-
head
temperature
is
in
the
normal
operating
range.
neto.
b.
Place
the
propeller
control
in
the
full
low
pitch
(high
RPM)
position.
a. Moisture
Check.
c.
Advance
engine
speed
to
1700 RPM.
1. Remove
magneto
from
engine
and
remove
d.
Turn
the
ignition
switch to
the
"R"
position
and
screws
securing
the
magneto
halves
together,
dis-
note
the
RPM
drop,
then
return
the
switch
to the
connect
capacitor
slip
terminal
and
remove
distrib-
"BOTH"
position
to
clear
the
opposite
set
of
plugs.
utor.
Inspect
for moisture.
e.
Turn
the
switch
to
the
"L"
position
and
note the
2. Check
distributor
gear
finger
and
carbon
RPM
drop,
then
return
the
switch
to
the
"BOTH"
posi-
brush
for
moisture.
tion.
3.
Check
breaker
point
assembly
for
moisture,
.
The
RPM
drop
should
not
exceed
150
RPM
on
especially
on
the
surfaces
of
the
breaker
points.
either
magneto
or
show
greater
than
50
RPM
differ-
4.
If
any
moisture
is
evident
in
the
preceding
entlal
between
magnetos.
A
smooth'
RPM
drop-off
places,
wipe
with
a
soft,
dry,
clean,
lint-free
cloth.
past
normal
is
uuallya
sign
of
a
too
lean
or
too
b.
Breaker
Compartment
Check,
rich
mixture.
A
sharp
RPM
drop-off
past
normal
is
1.
Check
all
parts
of
the
breaker
point
assem-
usually
a
sign
of
a
fouled
plug,
a
defective
harness
bly
for
security.
lead
or
a
magneto
out
of
time.
If
there
is
doubt
con-
2.
Check
breaker
point
surface
for
evidence
of
cerning
operation
of
the
ignition
system,
RPM
checks
excessive
wear,
burning,
deep
pits
and
carbon
de-
at
a
leaner
mixture setting
or
at higher
engine
speeds
posits.
Breaker
points
may
be
cleaned
with
a
hard-
will
usually
confirm
whether
a
deficiency
exists.
finish
paper.
If
breaker
point
assembly
is
defective,
install
a
new
assembly.
Make no
attempt
to
stone
or
NOTE
dress
the
breaker
points.
Clean
new
breaker
points
with
clean,
unleaded
gasoline
and
hard-finish
paper
An
absence
of
RPM
drop
may
be
an
indica-
before
installing.
tion
of
faultygrounding
of one
side
of
the
3.
Check
capacitor
mounting
bracket
for
cracks
ignition
system,
a
disconnected
ground
lead
or
looseness.
at
magneto
or
possibly
the
magneto
timing
is
set
too
far
In
advance.
12-31
MODEL
210
&
T210
SERIES SERVICE
MANUAL
THESE
CONTACT POINTS
ARE
USABLE
THESE
CONTACT
POINTS NEED
REPLACEMENT
Figure
12-11.
Magneto
Contact
Breaker
Points
12-81. SPARK
PLUGS.
Two
spark
plugs
are
in- for
more
or less
friction
as
desired.
The
friction
stalled
in
each
cylinder
and
screw
into
hellcoil type
knob
prevents
vibration
induced
"creeping"
of
the
con-
thread
inserts.
The
spark
plugs
are
shielded
to
pre-
trol.
A
"Palnut"
type
locknut
is
installed
in
back
of
vent
spark
plug
noise
in
the
radios
and
have
an
inter-
the
existing
locknut
at
the
engine
end
of
the
throttle,
nal
resistor
to
provide
longer
terminal life.
Spark
mixture
and
propeller
controls.
plug
service
life
will
vary
with
operating
conditions.
A
spark
plug
that
is
kept
clean
and
properly
gapped
12-84.
RIGGING.
When
adjusting any
engine
control,
will
give
better
and
longer
service
than
one
that
is
it
is
important
to
check
that
the
control slides
smooth-
allowed
to collect
lead
deposits
and
is
improperly
ly
throughout
its
full
travel,
that
it
locks
securely
if
gapped.
equipped
with
a
locking
device
and the
arm
or
lever
NOTE
which
it
operates
moves
through
its
full
arc
of
travel.
Refer
to
Section
2
for
inspection
intervals.
CAUTION
Remove,
clean,
inspect
and
regap
all
spark
plugs
at
these
intervals.
At
this
time,
install
Whenever
engine
controls
are
being
discon-
lower spark
plugs
in
upper
portion
of
cylin-
nected,
pay
particular
attention
to the
EXACT
ders
and install
upper
spark
plugs
in
lower
position,
size
and
number
of attaching
wash-
portion
of
cylinders.
Since
deterioration
of
ers
and
spacers.
Be
sure
to
install
attaching
lower spark
plugs
is
usually
more
rapid
than
parts
as
noted
when
connecting
controls.
that
of
the
upper
spark
plugs,
rotating
helps
prolong spark
plug
life.
12-82.
ENGINE
CONTROLS.
(Refer
to
figure
12-11.)n
Refer
to
inspection
and
lubrication
charts
12-83.
DESCRIPTION.
The
throttle,
mixture
and
in
Section
2
of
this
manual
for
inspection,
propeller
controls
are
of
the
push-pull
type.
The
lubrication
and/or
replacement
intervals
propeller
and
mixture
controls
are
equipped
to
lock
for
engine
controls.
in
any
position
desired.
To
move
the
control,
the
spring-loaded
button,
located
in
the
end
of
the
con-
12-85.
THROTTLE
CONTROL.
trol
knob,
must
be
depressed.
When
the
button
is
a.
Push
throttle
control
full
in,
then
pull
control
released,
the
control
is
locked.
The
propeller
and
out
approximately
1/8
inch
for
cushion.
mixture controls
also
have
a
vernier
adjustment.
b.
Check
that
throttle
control
arm
is
against
the
Turning
the
control
knob
in
either direction
will
mechanical
stop.
If
necessary,
loosen
locknut
and
change
the
control
setting.
The
vernier
is
primarily
screw
rod
end
IN
or
OUT
as
necessary
to
align
with
for
precision
control
setting.
The
throttle
control
attachment
hole
while
throttle
arm
is
against
the
has
neither
a
locking
button
nor
a
vernier
adjustment,
mechanical
stop.
but
contains
a
knurled
friction
knob
which
is
rotated
c.
Pull
control
full
out
and
check
that throttle
arm
contacts
the
idle
stop.
d.
The
throttle
arm
must
contact
the
stops
in
each
direction
and
the
control
should have
approximately
1/8
inch
cushion
when
pushed
full
in.
12-32
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-86.
MIXTURE
CONTROL.
NOTE
a.
Push mixture control full
in,
then
pull
control
out
approximately
1/8
inch
for
cushion.
Refer
to the
inspection
chart
in
Section
2
for
b.
Check
that
mixture
control
arm
is
in
full
rich
inspection
and/or
replacement
interval
for
position
(against
stop).
If
necessary,
loosen locknut
the
mixture
control.
and
screw
rod
end
IN
or
OUT
as
necessary
to
align
with
attachment
hole
while
mixture
arm
is
against
12-87.
THROTTLE-OPERATED
MICROSWITCH.
the
mechanical
stop.
Refer
to
Section
13.
c.
Pull
control
full
out
and
check
that
mixture
arm
contacts
the
idle
cut-off
stop.
12-87A.
LANDING
GEAR
WARNING
HORN.
Refer
d.
The
mixture
arm
must
contact the
stops
in
each
to
Section
5.
direction
and
the
control
should have
approximately
1/8 inch
cushion
when
pushed
full
in.
SHOP NOTES:
12-33
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12-88.
PROPELLER
CONTROL.
Refer
to Section
running
clutch
in
the
starter
adapter,
which
incorpo-
14.
rates
worm reduction
gears.
The
starter
motor
is
located
just
aft
of
the
right
rear
cylinder.
12-89.
STARTING
SYSTEM.
12-90.
DESCRIPTION.
The
automatically-engaged
starting
system
employs
an
electrical
starter
motor Never
operate
the
starter
motor
more
than
mounted
to
a
90-degree
adapter.
A
solenoid
is
acti-
12
seconds
at
a
time.
Allow
starter
motor
vated
by
the
ignition
switch
on
the
instrument
panel.
to
cool between
cranking
periods
to
avoid
When
the
solenoid
is
activated,
its
contacts
close
and
overheating.
Longer
cranking
periods
electrical
current
energizes
the
motor.
Initial
rota-
without cooling
time
will
shorten
the
life
tion
of
the
motor
engages
the
starter
through
an
over-
of
the
starter
motor.
12-91.
TROUBLE SHOOTING.
TROUBLE PROBABLE
CAUSE REMEDY
STARTER WILL
NOT
OPERATE.
Defective
master
switch
or
circuit.
Check
continuity.
Install
new
switch
or
wires.
Defective
starter
switch
or
switch
Check
continuity.
Install
new
circuit.
switch
or
wires.
Defective
starter
motor.
Check
electrical
power
to
motor.
Repair
or
replace
starter
motor.
STARTER
MOTOR
RUNS,
BUT
Defective
overrunning
clutch
Check
visually. Install
new
DOES
NOT
TURN
CRANK-
or
drive.
starter
adapter.
SHAFT.
Starter
motor
shaft
broken.
Check
visually. Install
new
starter
motor.
STARTER
MOTOR
DRAGS.
Low
battery.
Check
battery.
Charge
or
install
new
battery.
Starter
switch
or
relay
contacts Install
serviceable
unit.
burned
or dirty.
Defective
starter
motor
Check
visually.
Install
new
power
cable.
cable.
Loose
or
dirty
connections.
Remove,
clean
and
tighten
all
terminal
connections.
Defective
starter
motor.
Check
starter
motor
brushes,
brush
spring tension,
thrown
solder
on
brush
cover.
Repair
or
install
new
starter
motor.
Dirty
or
worn
commutator.
Check
visually.
Clean
and
turn
commutator.
STARTER
EXCESSIVELY
Worn
starter
pinion.
Remove
and
inspect.
Replace
NOISY.
starter
drive.
Worn
or
broken
teeth
Check
visually.
Replace
on
crankshaft
gears.
crankshaft
gear.
12-35
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12-92.
PRIMARY
MAINTENANCE.
The
starting
12-96A.
ECONOMY
MIXTURE
INDICATOR
(EGT)
circuit
should
be
inspected
at
regular
interals,
the
Refer
to
Section
16.
frequency
of
which
should be
determined
by
the
12-97.
REMOVAL
AND
INSTALLATION.
(Refer
to
amount of
service
and
conditions under
which
the
figure
12-12.
)
equipment
is
operated.
Inspect
the
battery
and
wir-
a.
Remove
engine
cowling
in
accordance
with
para-
ing.
Check
battery
for
fully
charged condition,
pro-
graph
12-3.
per
electrolyte
level
with
approved
water
and
termi-
b.
Disconnect
ducts
from
heater
shroud
on
left
muf-
nals
for
cleanliness.
Inspect wiring
to
be
sure
that
fler
assembly
and
EGT
wires
at
quick-disconnects.
all
connections
are
clean
and
tight
and
that
the wiring
c.
Disconnect
tailpipe
braces
from
shock-mounts
at
insulation
is
sound.
Check
that
the
brushes
slide
firewall brackets.
freely
in
their
holders
and
make
full
contact
on
the
d.
Remove
nuts,
springs
and
bolts
attaching
tailpipe
commutator.
When
brushes
are
worn
to
one-half
of
and
muffler
to
collector
pipe
and
remove
muffler
and
their
original
length,
install
new
brushes
(compare
tailpipe
assemblies.
brushes
with
new
brushes).
Check
the
commutator
e.
Remove
nuts
attaching
exhaust
stack
assemblies
for
uneven
wear,
excessive
glazing
or
evidence
of
to
the
cylinders
and
remove exhaust
stacks
and
gas-
excessive arcing.
If
the
commutator
is
only
slightly
kets.
dirty,
glazed
or
discolored,
it
may
be
cleaned
with
a
f.
Reverse
the
preceding steps
for
reinstallation
strip
of
No.
00
or
No.
000
sandpaper. If
the
commu-
Install
a
new
copper-asbestos
gasket
between each
tator
is
rough
or
worn,
it
should
be
turned
in
a
lathe
riser
and
its
mounting
pad
on
each
cylinder,
regard-
and
the
mica
undercut.
Inspect
the
armature
shaft
less
of
apparent
condition
of
those
removed.
Torque
for
rough
bearing
surfaces.
New
brushes
should
be
exhaust
stack
nuts
at
cylinders
to
100-110
pound-
properly
seated
when
installing
by
wrapping
a
strip
inches.
of
No.
00
sandpaper
around
the
commutator
(with
12-98.
INSPECTION.
Refer
to
Section
2
for
inspec-
sanding
side
out)
1-1/4
to
1-1/2
times
maximum. tion
intervals.
Since
exhaust
systems
of
this
type
are
Drop
brushes
on
sandpaper
covered
commutator
and
subject
to
burning,
cracking
and
general
deterioration
turn
armature
slowly
in
the direction
of
normal
re-
from
alternate
thermal
stresses
and
vibrations,
in-
tation.
Clean
sanding
dust
from
motor
after
sanding
spection
is
important
and should
be
accomplished
as
operations.
specified
in
the
Inspection
Charts
in
Section
2.
A
thorough
inspection
of
the
engine
exhaust system
is
12-93.
STARTER
MOTOR.
required
to
detect
cracks
which
could
cause
leaks
and
result
in
loss
of
engine
power.
To
inspect
the
12-94.
REMOVAL
AND
INSTALLATION.
engine
exhaust
system,
proceed
as
follows:
a.
Remove
engine
cowling
in
accordance
with
para-
a. Remove
engine
cowling
as
required
so
that
ALL
graph
12-3.
surfaces
of
the
exhaust
assemblies
can
be
visually
inspected.
CAUTION
NOTE
When
disconnecting
arter
electrical
cable,
Especially
check
the
areas
adjacent to
welds
do
not
permit
terminal
bolt
to
rotate.
Ro-
and
slip
joints.
Look
for
gas
deposits
in
sur-
tation
of
the
bolt
could
break
the
conductor
rounding
areas,
indicating
that exhaust
gases
between
bolt
and
field
coils
causing
the
are
escaping through
a
crack
or
hole
or
around
starter
to
be
inoperative.
the
slip
joints.
b.
Disconnect
battery
cables
and
Insulate
as
a
b.
After
visual
inspection,
an
air
leak
check
should
safety
precaution.
be
made
on
the
exhaust system
as
follows:
c.
Disconnect
electrical
cable
at
starter
motor.
1.
Attach
the
pressure
side
of
an
industrial
d.
Remove
nuts
and
washers
securing
motor
to
vacuum
cleaner to the
tailpipe
opening,
using
a
rub-
starter
adapter
and
remove
motor.
Refer to
engine
ber
plug
to
effect
a
seal
as required.
manufacturer's
overhaul
manual
for
adapter
removal.
e.
Reverse
the
preceding
steps
for
reinstallation.
NOTE
Install
a
new
O-ring
seal
on
motor,
then
install
motor.
The
inside
of
the
vacuum
cleaner
hose
should
Be
sure
motor drive
engages
with
the
adapter
drive be
free
of
any
contamination
that
might
be
when
installing.
blown
into
the
engine exhaust
system.
12-95.
EXHAUST
SYSTEM.
2.
With
vacuum
cleaner
operating,
all
joints
in
the
exhaust
system
may
be
checked
manually
by
12-96.
DESCRIPTION.
The
exhaust
system
consists
feel,
or
by
using
a
soap
and
water
solution
and
of
two
exhaust
stack
assemblies,
for
the
left
and
right watching
for
bubbles.
Forming
of
bubbles
is
con-
bank
of
cylinders.
Each
cylinder
has
a
riser
pipe
at-
sidered
acceptable,
if
bubbles
are
blown
away
tached
to
the
exhaust
port.
The
three
risers
at
each
system
is
not
considered
acceptable.
bank
of
cylinders
are
joined together
into
a
collector
c.
Where
a
surface
is
not
accessible
for
a visual
pipe
forming
an
exhaust stack
assembly.
The
center
inspection,
or
for
a
more
positive
test,
the
following
riser
on each
bank
is
detachable,
but
the
front
and
aft
procedure
is
recommended.
risers
are
welded to
the
collector
pipe.
The
left
muf-
1. Remove
exhaust-stack
assemblies.
fler
is
enclosed in
a
shroud
which
captures
exhaust
2.
Use
rubber
expansion
plugs
to
seal
openings.
heat
which
is
used to
heat
the
cabin.
3.
Using
a
manometer
or
gage, apply
approxi-
12-36
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1.
Riser
2.
Clamp
Half
MODEL
210
&
T210
SERIES SERVICE
MANUAL
mately
1-1/2
psi
(3
inches
of
mercury)
air
pressure
has
been
preheated,
inspect
all
engine
drain
and vent
while
each
stack assembly
is
submerged
in water.
lines
for
presence
of
ice.
After
this
procedure
has
Any
leaks
will
appear
as
bubbles
and
can
be
readily
been
complied
with,
pull
propeller
through
several
detected.
revolutions
by
hand
before
attempting
to
start
the
4.
It
is
recommended
that
exhaust
stacks
found
engine.
defective
be
replaced before
the
next
flight.
d.
After installation
of
exhaust
system
components,
CAUTIION
perform
the
air
leak
check
as
specified
in
step
"b"
of
this
paragraph
to
make
sure
that
the
system
is
Due
to
the desludging
effect
of
the
diluted
acceptable. oil,
engine
operation
should
be
observed
e.
In
addition
to the
above
inspections,
at
200
hours
closely
during
the
initial
warm-up
of
the
(after
the mufflers
have
accumulated
more
than
1000
engine.
Engines
that
have
considerable
hours
time
in
service)
perform
the
following
inspec-
amount
of
operational
hours
accumulated
tion:
since
their
last
dilution
period
may
be
1. Remove engine
cowling
in
accordance
with
seriously
affected
by
the
dilution
process.
paragraph
12-3.
This
will
be
caused
by
the
diluted
oil
dis-
2.
Remove
the
mufflers from
the
collector
lodging
sludge and
carbon
deposits
within
assemblies.
the
engine.
This
residue
will
collect
in
3.
Remove
the
tailpipes
from
the
mufflers.
the
oil sump and
possibly
clog
the
screened
4.
Using
a
flashlight
and
a
mirror,
inspect inlet
to
the
oil
sump.
Small
deposits
may
the
baffles
and
cones
from
both
ends
of
the
mufflers.
actually
enter
the
oil
sump
and
be
trapped
Check
for
general
deterioration
and
make
sure
the
by the
main
oil
filter
screen.
Partial
or
baffles
are
intact
and
not
separated
from
the
sup-
complete
loss
of engine
lubrication
may
re-
port
rods.
suit
from
either
condition.
If
these
condi-
5.
If
defects
are
found,
replace
the
mufflers
tions
are
anticipated
after
oil
dilution, the
before
further
flight.
engine
should
be
run for several minutes
at
6.
If
no
defects
are
found,
reinstall
the
muf-
normal operating
temperatures
and
then
flers
and
tailpipes.
stopped
and
inspected
for
evidence
of
sludge
and
carbon
deposits
in the
oil
sump and
oil
12-99.
EXTREME
WEATHER MAINTENANCE.
filter
screen.
Future
occurrence
of
this
condition can
be
prevented
by
diluting
the
12-100.
COLD
WEATHER.
Cold
weather
starting
oil
prior
to
each
engine
oil
change.
This
will
be
made
easier
by
the
Installation
of
an
engine
will
also
prevent
the
accumulation
of
the
primer
system
and
a
ground
service receptacle.
The
sludge
and
carbon
deposits.
primer
system
is
manually
operated
from
the
cabin.
Fuel
is
supplied
by
a
line from
the
fuel
strainer to
the
plunger.
Operating
the
primer
forces
fuel
to
the
engine.
With
an
external
power
receptacle
installed,
12-101.
HOT
WEATHER.
Refer to
Pilot's
Operating
an
external
power
source
may
be
connected
to
assist
Handbook.
in
cold
weather
or
low
battery
starting.
Refer
to
paragraph
12-104
for
use
of
the
external
power
re-
12-102.
SEACOAST
AND
HUMID
AREAS.
In
salt
ceptacle.
The
following
may
also
be
used
to
assist
water
areas
special
care
should
be
taken
to keep
engine
starting
in
extremely
cold
weather.
After
the
engine,
accessories
and
airframe
clean
to
pre-
the
last
night
of
the
day,
drain
the
engine
oil
into
a
vent
oxidation.
In
humid
areas,
fuel
and
oil
should
clean
container
so
the
oil
can
be
preheated.
Cover be
checked
frequently
and
drained
of
condensation
the
engine
to
prevent
ice
or
snow
from collecting
in-
to
prevent
corrosion.
side
the
cowling.
When
preparing
the
aircraft
for
flight
or
engine
run-up
after
these conditions
have
12-103.
DUSTY
AREAS.
Dust
induced
into
the in-
been
followed,
preheat
the
drained
engine
oil.
take
system
of
the
engine
is
probably
the
greatest
single
cause
of
early
engine
wear.
When
operating
l
in
high
dust
conditions,
service
the
induction
air
filters
daily
as
outlined
in
Section
2.
Also
change
engine
oil
and
lubricate
airframe
items more
often
Do
not
heat
the
oil
above
121"C
(250-F).
A
than
specified.
flash
fire
may
result.
Before
pulling
the
propeller
through,
ascertain
that
the
mag-
12-104.
GROUND
SERVICE
RECEPTACLE.
Refer
neto
switch
is
in
the OFF
position
to
pre-
to Section
17.
vent
accidental
firing
of
the engine.
After
preheating
the
engine
oil,
gasoline
may
be mix-
ed
with
the
heated
oil
in
a
ratio
of
1
part
gasoline
to
12
parts
engine
oil
before
pouring
into
the
engine
oil
sump.
If
the
free
air
temperature
is
below
minus
29ºC
(-20-F),
the
engine
compartment
should
be
pre-
heated
by
a
ground
heater.
Pre-heating
the
engine
compartment
is
accomplished
by
inducing
heated
air
up
through
the
cowl
flap
openings;
thus
heating
both
the
oil
and
cylinders.
After
the
engine
compartment
12-38
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
12A
ENGINE
TURBOCHARGED
WARNING
When
performing
any inspection
or
maintenance
that
requires
turning
on
the
master
switch,
installing
a
battery,
or
pulling
the propeller
through
by
hand,
treat
the
propeller
as
if
the
ignition
switch were
ON.
Do
not
stand
nor allow
anyone
else
to
stand,
within
the
arc
of
the
propeller,
since
a
loose
or
broken wire or
a
component
malfunction
could
cause
the
propeller
to
rotate.
NOTE
For
additional
information
covering
turbocharger
and
component
maintenance,
overhaul and
trouble
shooting
refer
to
the
Manufacturer's
Overhaul
Manual. Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
ENGINE
COWLING ..........
2E7/12A-2
Installation.
.........
2E18/12A-12
Description
...........
2E7/12A-2
Oil
Cooler
............
2E18/12A-12
Removal and
Installation
.....
2E7/12A-2
Description
.........
2E18/12A-12
Cleaning
and
Inspection
......
2E7/12A-2
ENGINE
FUEL
SYSTEM
......
.2E18/12A-12
Repair
.............
2E7/12A-2
Description
...........
2E18/12A-12
Cowl
Flaps
...........
2E7/12A-2
Fuel-Air
Control
Unit
......
2E18/12A-12
Description
....
..
2E7/12A-2
Description
.........
2E18/12A-12
Removal
and
Installation
. .
.2E7/12A-2
Removal
. .
....
.
2E18/12A-12
Rigging
...........
2E7/12A-2 Cleaning
and
Inspection
...
2E20/12A-15
ENGINE
..............
2E8/12A-3
Installation
.
........
2E20/12A-15
Description
.
.....
...
2E8/12A-3
Adjustments
........
.2E20/12A-15
Engine
Data
.
..........
2E8/12A-3
Fuel
Manifold Valve
.......
2E20/12A-15
Time
Between Overhaul
(TBO)
. . .
2E9/12A-4
Description
.........
2E20/12A-15
Overspeed
Limitations
......
2E9/12A-4
Removal
.........
2E20/12A-15
Trouble
Shooting
........
2E10/12A-4A
Cleaning
..........
2E20/12A-15
Static
Run-Up
Procedures
....
.2E14/12A-8
Installation
.........
2E20/12A-15
Removal
..........
.
.2E14/12A-8
Fuel
Discharge
Nozzles
......
2E20/12A-15
Cleaning.
............
2E16/12A-10
Description
.........
2E20/12A-15
Accessories
Removal
......
.
2E16/12A-10
Removal
..........
2E20/12A-15
Inspection
.
...........
2E16/12A-10
Cleaning
and
Inspection
.. ..
2E20/12A-15
Buildup
............
2E16/12A-10
Installation
......
.
2E20/12A-15
Installation
...........
2E16/12A-10
Fuel
Injection
Pump
.......
2E20/12A-15
Flexible
Fluid
Hoses
.....
.
2E17/12A-11
Description
........
2E20/12A-15
Pressure
Test
........
2E17/12A-11
Removal
.........
2E21/12A-16
Replacement.........
2E17/12A-11
Installation
.........
2E21/12A-16
Engine
Baffles
..........
2E17/12A-11
Adjustment
(1977
thru
1982
Description
.
.......
2E17/12A-11
Models)
.
.........
2E21/12A-16
Cleaning
and
Inspection
....
2E17/12A-11
Adjustment
(Beginning
with
Removal
and
Installation
. .
2E17/12A-11
1983
Models
.......
.2E22/12A-16A
Repair
..........
.2E17/12A-11
INDUCTION
AIR
SYSTEM
......
2E24/12A-17
ENGINE
OIL
SYSTEM
.
......
2E18/12A-12
Description
.
.....
.2E24/12A-17
Description
.
..........
2E18/12A-12
Airbox
..
...........
2F1/12A-18
Trouble
Shooting
.
........
2E18/12A-12
Removal
and
Installation
. .
2F1/12A-18
Full-Flow
Oil
Filter
.....
.2E18/12A-12 Cleaning
and
Inspection
..
2F1/12A-18
Description
.......
.
2E18/12A-12
Induction
Air
Filter.
......
.2F1/12A-18
Removal
and
Installation
..
2E18/12A-12
Description
.......
.2F1/12A-18
Filter
Adapter
.
.......
.2E18/12A-12
Removal
and
Installation
..·
2F1/12A-18
Removal
.....
2E18/12A-12
Cleaning
and
Inspection
....
2F1/12A-18
Disassembly,
Inspection
and
Installation
of
Induction
Air
Reassembly
.......
2E18/12A-12
System
Ducts
.....
...
2F2/12A-18A
Revision
3
12A-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
IGNITION
SYSTEM
..........
2F2/12A-18A
EXHAUST
SYSTEM
........
.
2F3/12A-19
Description
...........
2F2/12A-18A
Description
..
......
...
2F3/12A-19
Trouble
Shooting
.........
2F2/12A-18A
Removal
............
2F3/12A-19
Magnetos
.
...........
2F2/12A-18A
Installation
...
.......
.
2F3/12A-19
PressurizedMagnetos
.....
2F2/12A-18A
Inspection
............
2F6/12A-22
Description
.
........
2F2/12A-18A
TURBOCHARGER
..........
2F7/12A-23
Removal
.........
2F2/12A-18A
Description
................
2F7/12A-23
Internal
Timing
.......
2F2/12A-18A
Removal
and
Installation
.....
2F7/12A-23
Installation
and
Timing-to-
CONTROLLER
AND
WASTE-GATE
Engine
..........
2F2/12A-18A
ACTUATOR
............
2F7/12A-23
Maintenance
.........
2F2/12A-18A
Functions
............
2F7/12A-23
Magneto
Check
........
2F2/12A-18A
Operation
............
2F7/12A-23
Spark
Plugs
...........
2F2/12A-18A
Trouble
Shooting
.........
2F10/12A-26
ENGINE
CONTROLS
.........
2F2/12A-18A
Controller
and
Turbocharger
Oper-
Description
...........
2F2/12A-18A
ational
Flight
Check.
......
2F14/12A-30
Rigging
............
2F2/12A-18A
Removal
and
Installation
of
Throttle
Control
.......
2F2/12A-18A
Turbocharger
Controller
. . . .
2F15/12A-31
Mixture Control
......
.2F2/12A-18A
Absolute
ControllerAdjustment
.. .
2F15/12A-31
Propeller
Control
......
2F2/12A-18A Removal
and
Installation
of
Waste-
Throttle
Operated
Microswitch.
2F3/12A-19
Gate
and
Actuator
.......
2F15/12A-31
Auxiliary
Electric
Fuel
Pump
Adjustment
of
Waste-Gate
Flow
Adjustment
......
2F3/12A-19
Actuator.
...........
2F16/12A-32
Landing
Gear
Warning
Horn
..
2F3/12A-19
EXTREME
WEATHER
MAINTENANCE
2F16/12A-32
STARTING
SYSTEM
.........
2F3/12A-19
Cold
Weather
..........
2F16/12A-32
Description
...........
2F3/12A-19
Hot
Weather
.........
.
2F16/12A-32
Trouble
Shooting
.........
2F3/12A-19
Seacoast
and
Humid
Areas
... .
2F16/12A-32
Primary
Maintenance
.......
2F3/12A-19
Dusty
Areas
...........
2F16/12A-32
Starter
Motor
..........
2F3/12A-19
Ground
Service
Receptacle
....
2F16/12A-32
Removal
and
Installation
...
2F3/12A-19
12A-1.
ENGINE
COWLING.
12A-2.
DESCRIPTION.
The
engine
cowling
is
simi-
b.
Check
to
make
sure
that
the
flexible controls
lar
to
that described
in
Section
12,
except
it is
wider
reach
their
internal
stops
in
each
direction.
Mark
at
the
front,
with
additional
ram
air
openings
in the
controls
so
that full
control
travel
can
readily
be
right
and
left
nose caps.
The opening
in
the
right
checked
and
maintained
during the
remaining
rigging
side supplies
ram
air
to
the
turbocharger.
The
open-
procedures.
ing
in the
left
side supplies
ram
air
to
the
cabin
heat-
c.
Place
cowl
flap control
lever
in
the
OPEN
posi-
ing
system.
tion,
which
is
the
top
hole
in the
bracket.
Be
sure
that
correct
hole
in
bracket
is
used.
If
control
lever
12A-3.
REMOVAL
AND
INSTALLATION.
Refer
to cannot
be
placed
in
correct
hole
in
bracket,
loosen
paragraph
12-3.
clamp
at
upper
end
of
controls
and
slip
housings
in
clamp
or
adjust
controls
at
upper
clevis
to
position
12A-4.
CLEANING
AND
INSPECTION.
Refer
to
control
lever
in
correct
hole in
bracket.
paragraph
12-4. d.
THRU
1979
MODELS.
Adjust
clevis at
lower
end
of
control
so
cowl
flaps
are
streamlined
in the
closed
12A-5.
REPAIR.
Refer
to
paragraph
12-5.
position.
BEGINING
WITH
1980
MODELS.
Set
cowl
open .
98
inch
from
cowl
contour
in
the
closed
position.
12A-6.
COWL
FLAPS.
Measure
at
outboard
trailing
edge
of
cowl
flap
and
90
°
to
cowl
skin.
If
full
travel
of
the
control
is
obtained
12A-7.
DESCRIPTION.
The
cowl
flaps
are
similar
the
open
position
will
be
correct.
to
that
described
in
Section
12,
except the
overboard
f.
Check
that
locknuts
are
tight.
clamps
are
secure
exhaust
tube
for
the
cabin
heater
extends
through
and
all
bolts
and
nuts
are
installed.
the
cutout
in the aft
portion
of
the
left
cowl
flap.
12A-8.
REMOVAL
AND
INSTALLATION.
Refer
to
paragraph
12-8.
NOTE
12A-9.
RIGGING.
In
all
cases,
the
flexible
controls must
reach
a.
Disconnect
cowl
flap control
clevises
from
cowl
their
internal
stops
in
each
direction
to
assure
flaps.
full
travel
of
the
controls.
12A-2
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-10.
ENGINE.
right
side
are
identified
by
odd
numbers
1,
3
and
5.
The
left
rear
cylinder
is
number
2
and
the
cylinders
12A-11.
DESCRIPTION.
An
air-cooled,
horizon-
on
the
left
side
are
identified
as
2, 4
and
6.
Refer
to
tally-opposed,
direct-drive,
fuel-injected,
six-cylin-
paragraph
12A-12
for
engine
data.
For
repair
and
der,
turbocharged,
Continental TSIO-520-R
series
overhaul
of
the
engine,
accessories
and
propeller,
engine,
driving
a
constant-speed
propeller,
is
used
refer
to
the
appropriate
publications
issued
by
their
to
power
the
aircraft
The
cylinders,
numbered
from manufacturer's.
These
publications
are
available
rear
to
front,
are
staggered
to
permit
a
separate
from
the
Cessna
Supply
Division.
throw
on
the
crankshaft
for
each
connecting
rod.
The
right
rear
cylinder
is
number
1
and
cylinders
on
the
12A-12.
ENGINE
DATA.
Aircraft
Series
T210
Model
(Continental)
TSIO-520-R
BHP
Maximum
for
Take-Off
310
(5
Minutes)
at
RPM
2700
BHP
Maximum
Except
Take-Off
285
RPM
(maximum
Continuous)
2600
Limiting
Manifold
Pressure
(Sea
Level)
36.5 Inches
Hg.
Number
of
Cylinders 6-Horizontally
Opposed
Displacement
520
Cubic
Inches
Bore
5.25
Inches
Stroke
4.00
Inches
Compression
Ratio
7.
5:1
Magnetos
Slick
Model
No.
662
(1977-1982 Models)
MagneSlick
Model
No.
6220
(Beginning
with
1983
Models)
Right
Magneto
Fires
22
°
BTC
Upper
Right
and
Lower
Left
Left
Magneto
Fires
22*
BTC
Upper
Left
and
Lower
Right
Firing
Order
1-6-3-2-5-4
Spark
Plugs
18mm
(Refer
to
Continental
Service
Bulletin
M77-10
for
factory
approved
spark
plugs
and
required
gap)
Torque
33030
Lb-In.
Fuel
Metering
System Continental
Fuel
Injection
Unmetered Fuel
Pressure
5.5
to
6.5
PSI
at
600
RPM
33
to
37
PSI
at
2700
RPM
(1977-1982
Models)
32
to
36
PSI
at
2600
RPM
(Beginning
with
1983 Models)
Nozzle
Pressure
3.
5
to
4.0
PSI
at
600
RPM
19.0
to
20.
0
PSI
at
2700
RPM
Oil
Sump
Capacity
10
U.S.
Quarts
With
Filter
Element
Change
11
U.S.
Quarts
Tachometer
Mechanical
Drive
Oil
Pressure
(PSI)
Minimum
Idling
10
Normal
30-60
Maximum
(Cold
Oil
Starting)
100
Connection
Location
Between
No.
2
and
No.
4
Cylinders
Oil
Temperature
Normal
Operating
Within
Green
Arc
Maximum
Permissible
Red
Line
(240°F)
Probe
Location
In
front
of
No.
5
Cylinder
base
Revision
2
12A-3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
Cylinder
Head
Temperature
Red
Line
(4600F)
Max.
Probe
Location
Lower
Side
No.
1
Cylinder
(1977
thru
1979)
Without
Airconditioning
With
Airconditioning
Lower
Side
of
Cylinder
No.
1
No's.
1
or
5
(1980
thru
1981)
No.
3
No.
3
(1982
and
ON)
Economy
Mixture
Indicator
(EGT)
Probe
Location
Exhaust
Collector
R.
H.
Side
(at turbine
inlet)
Approximate
Dry
Weight
With
Accessories
461
Lb.
(Weight
is
approximate
and
will
vary
(Excluding
Turbocharger
System)
with
optional
accessories
installed.)
12A-12A.
TIME
BETWEEN
OVERHAUL
(TBO).
of
overhaul,
engine
accessories
should
be
overhauled.
Teledyne
Continental
Motors
recommends
engine
Refer
to
Section
14
for
propeller
and
governor over-
overhaul
at
1400
hours operating
time
for
the
TSIO-
haul
periods.
520-R
series
engines.
Refer
to
Continental
Aircraft
Engine
Service
Bulletin
M79-14,
Rev.
1,
and
to
any 12A-12B. OVERSPEED
LIMITATIONS.
Refer
to
superseding
bulletins,
revisions
or
supplements
paragraph
12-12B.
thereto,
for
further
recommendations.
At
the
time
SHOP
NOTES:
12A-4
FIGURE
12A-1
DELETEr
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-13. TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
ENGLNE
FAILS
TO
START.
Engine
flooded
or
improper
use
Use
proper
starting
procedure.
of
starting
procedure.
Refer
to
Pilot's
Operating
Handbook.
Defective
aircraft
fuel
system.
Refer
to
Section
13.
Fuel
tanks
empty.
Service
fuel
tanks.
Spark
plugs
fouled
or
defective.
Remove,
clean,
inspect
and
regap.
Use
new
gaskets.
Check
cables
to
presistently
fouled plugs.
Re-
place
if
defective.
Magneto
impulse
coupling
failure.
Repair
or
install
new
coupling.
Defective
magneto
switch
or
Repair
or replace
switch
and
leads.
grounded magneto
leads.
Defective
ignition
system. Refer
to
paragraph
12-79.
Induction
air
leakage.
Correct
cause
of
air
leakage.
Clogged
fuel
screen
in
fuel
control
Remove
and
clean.
Replace
unit
or
defective
unit.
defective
unit.
Clogged fuel
screen
in
fuel
Remove
and
clean
screen.
Replace
manifold valve
or
defective
defective valve.
valve.
Clogged
fuel
injection
lines
or
Remove
and
clean lines
and
nozzles.
discharge
nozzles.
Replace defective
units.
Defective
auxiliary
fuel
pump.
Refer
to Section
13.
Engine-driven
fuel
pump
not
Install
new
engine-driven
permitting
fuel
from auxiliary
fuel
pump.
pump
to
bypass.
Vaporized
fuel
in
system.
(Most
Refer
to paragraph
12A-115.
likely
to
occur
in
hot
weather
with
a
hot
engine.)
ENGINE
STARTS
BUT
DIES,
OR
Propeller
control
in
high
pitch
Use
low
pitch
(high
RPM)
position
WILL
NOT
IDLE
PROPERLY.
(low
RPM)
position. for
all
ground
operations.
Improper
idle
speed
or
idle
Refer
to
paragraph
12-46.
mixture
adjustment.
Defective
aircraft
fuel
system.
Refer
to
Section
13.
Spark plugs
fouled
or
defective.
Remove,
clean,
inspect
and
regap.
Use
new
gaskets.
Check
cables
to
persistently
fouled
plugs.
Replace
if
defective.
Water
in fuel
system.
Drain
fuel tank
sumps,
lines
and
fuel
strainer.
Defective
ignition
system.
Refer
to
paragraph
12-79.
12A-4A/(12A-4B
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-13.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
ENGINE
STARTS
BUT
DIES,
OR
Induction
air
leakage.
Correct
cause
of
air
leakage.
WILL
NOT
IDLE
PROPERLY
(CONT).
Clogged
fuel
screen
in
fuel
Remove
and
clean.
Replace
control
unit
or
defective
unit.
defective
unit.
Clogged fuel
screen
in fuel
mani-
Remove
and
clean.
Replace
fold valve
or
defective
valve.
defective
valve.
Restricted
fuel
injection
lines
Remove,
clean
lines
and
nozzles.
or
discharge
nozzles.
Replace
defective
units.
Defective
engine-driven
fuel
Install
and
calibrate
new
pump.
pump.
Vaporized
fuel
in
system.
Refer
to
paragraph
12A-115.
(Most
likely
to
occur
in
hot
weather
with
a
hot
engine.)
Manual
engine
primer
leaking.
Disconnect
primer
outlet
line.
If
fuel
leaks
through
primer,
repair
or
replace primer.
Obstructed
air
intake.
Remove
obstruction;
service
air
filter,
if
necessary.
Discharge
nozzle
air
vent
Check
for
bent
lines
or
loose
con-
manifolding
restricted
or
nections.
Tighten
loose
connec-
defective.
tions.
Remove
restrictions
and
replace
defective
components.
Defective
engine.
Check
compression
and
listen
for
unusual
engine
noises.
Check
oil
filter
for
excessive
metal. Repair
engine
as required.
ENGINE
HAS
POOR
ACCEL- Idle
mixture
too
lean.
Refer
to
paragraph
12-46.
ERATION,
RUNS
ROUGHLY
AT
SPEEDS
ABOVE
IDLE
OR
Propeller
control
in
high
pitch
Use
low
pitch
(high
RPM)
position
LACKS
POWER.
(low
RPM)
position.
for
all
ground
operations.
Incorrect
fuel-air
mixture,
Replace worn
elements
of
worn
control
linkage
or
control
linkage.
Service
restricted
air
filter,
air
filter.
Defective
ignition
system.
Refer
to
paragraph
12-79.
Malfunctioning
turbocharger.
Check
operation, listen
for
unusual
noise.
Check
operation
of
waste-
gate
valve
and
for
exhaust
system
defects. Tighten
loose
connections.
Improper
fuel-air
mixture.
Check
intake
manifold
connections
for
leaks.
Tighten
loose connec-
tions.
Check
fuel
controls
and
link-
age
for
setting
and
adjustment.
12A-5
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12A-13.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
ENGINE
HAS
POOR
ACCEL-
Spark
plugs
fouled
or
defective.
Remove,
clean,
inspect
and regap.
ERATION,
RUNS
ROUGHLY
Use
new
gaskets.
Check
cables
to
AT
SPEEDS
ABOVE
IDLE
persistently
fouled
plugs.
Replace
OR
LACKS
POWER
(CONT).
if
defective.
Fuel
pump
pressure
improperly
Refer
to
paragraph
12A-62.
adjusted.
Restriction
in
fuel
injection
Clean
out
restriction.
Replace
system.
defective
items.
Propeller
out
of
balance.
Check
and
balance
propeller.
Defective
engine.
Check
compression,
check
oil
filter
for
excessive
metal.
Listen
for
unusual
noises.
Repair
engine
as
required.
Exhaust
system
leakage.
Refer
to
paragraph
12A-100.
Turbocharger
wheels
rubbing.
Replace
turbocharger.
Improperly
adjusted
or
defective
Refer
to paragraph
12A-112.
waste-gate controller.
Leak in
turbocharger
discharge
Correct
cause
of
leaks.
Repair
pressure
system.
or
replace
damaged
parts.
Manifold
pressure
overshoot.
Move
throttle
about
two-thirds
(Most
likely
to
occur
when
open.
Let
engine
accelerate
engine
is
accelerated
too
and
peak.
Move
throttle
to
rapidly.)
full
open.
Engine oil
viscosity
too
high
Refer
to
Section
2
for
proper
for
ambient
air.
grade
of
oil.
POOR
IDLE
CUT-OFF. Mixture control
linkage
im-
Refer
to
paragraph
12-86.
properly
rigged.
Defective
or
dirty
fuel
manifold
Remove
and
clean
manifold
valve.
valve.
Fuel
contamination.
Drain
all
fuel
and
flush
out
fuel
system.
Clean
all
screens,
fuel
strainers,
fuel
manifold
valves,
nozzles
and
fuel
lines.
Defective mixture control
Replace
fuel
pump.
valve
in
fuel
pump.
ENGINE
LACKS
POWER,
RE-
Incorrectly
adjusted
throttle
Check
movement
of
linkage
by
mov-
DUCTION
IN
MAXIMUM
control,
"sticky"
linkage
or
ing
control
through range
of
travel.
MANIFOLD PRESSURE
OR
dirty
air
filter.
Make
proper
adjustments
and
re-
CRITICAL
ALTITUDE.
place
worn components. Service
air
filter.
12A-6
MODEL
210
&
T210
SERIES SERVICE
MANUAL
12A-13.
TROUBLE
SHOOTING
(Cont).
TROUBLE PROBABLE
CAUSE
REMEDY
ENGINE
LACKS
POWER, RE-
Defective
ignition
system.
Inspect
spark
plugs
for
fouled
DUCTION
IN MAXIMUM
electrodes,
heavy
carbon de-
MANIFOLD
PRESSURE
OR
posits,
erosion
of
electrodes,
CRITICAL ALTITUDE
(CONT).
improperly
adjusted
electrode
gaps
and
cracked
porcelains.
Test
plugs
for
regular firing
under
pressure.
Replace dam-
aged
or misfiring
plugs.
Improperly
adjusted
waste-gate
Refer
to
paragraph
12A-112
valve.
Loose
or
damaged
exhaust
Inspect
entire
exhaust
system
to
system. turbocharger
for
cracks
and
leaking
connections.
Tighten
connections
and
replace
damaged
parts.
Loose
or
damaged
manifolding.
Inspect
entire
manifolding
system
for
possible
leakage
at
connections.
Replace
damaged
components,
tighten
all
connections and
clamps.
Fuel
discharge
nozzle
defective. Inspect
fuel
discharge
nozzle
vent
manifolding
for
leaking
connections.
Tighten
and
repair
as
required.
Check
for
restricted
nozzles
and
lines
and
clean
and
replace
as
necessary.
Malfunctioning
turbocharger.
Check
for
unusual
noise
in
turbo-
charger.
If
malfunction
is
sus-
pected,
remove
exhaust
and/or
air
inlet
connections
and
check
ro-
tor
assembly,
for
possible
rubbing
in
housing,
damaged
rotor
blades
or
defective
bearings.
Replace
turbocharger
if
damage
is
noted.
BLACK SMOKE
EXHAUST.
Turbo
coking,
oil forced
through
Clean
or
change
turbocharger.
seal
of
turbine
housing.
HIGH
CYLINDER
HEAD
Defective
cylinder
head
tempera-
Refer
to
Section
16.
TEMPERATURE.
ture
indicating
system.
Improper
use
of
cowl
flaps. Refer
to
Pilot's
Operating
Handbook.
Engine
baffles
loose,
bent
or
Install
baffles
properly.
Repair
or
missing.
replace
if
defective.
Dirt
accumulated
on
cylinder
Clean
thoroughly.
cooling
fins.
Incorrect
grade
of
fuel.
Drain
and
refill
with
proper
fuel.
12A-7
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-13.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE REMEDY
HIGH
CYLINDER
HEAD
Incorrect
ignition
timing.
Refer
to
paragraph
12-78.
TEMPERATURE
(CONT).
Improper
use
of
mixture
control.
Refer
to
Pilot's
Operating
Handbook
Defective
engine.
Repair
as
required.
HIGH
OR
LOW
OIL
Refer
to
paragraph
12-30.
TEMPERATURE
OR
PRESSURE.
NOTE
Refer
to
paragraph
12A-107
for
trouble
shooting
of
controller
and
waste-gate actuator.
12A-13A.
STATIC
RUN-UP
PROCEDURES.
In
a
3.
Check
magneto
timing,
spark
plugs
and
igni-
case
of
suspected
lw
engine
power,
a
static
run-
tion
harness
for
settings
and
conditions.
up
should
be conducted
as
follows:
4.
On
fuel
injection
engines,
check fuel
injec-
a.
Run-up
engine,
using
take-off
power
and
mix-
tion
nozzles
for
restriction
and
check
for correct-
ture
settings,
with
the
aircraft
facing
90
°
right
and
unmetered
fuel
flow.
then
left
to the
wind
direction.
5.
Check
condition
of
induction
air
filter.
Clean
b.
Record
the
RPM
obtained
in
each
run-up
posi-
if
required.
tion.
6.
Perform
an
engine
compression
check
(Refer
to
engine
Manufacturer's
Manual).
NOTE
12A-14.
REMOVAL.
If
an
engine
is
to
be
placed
in
Daily
changes
n atmospheric
pressure,
storage
or
returned
to
the
manufacturer
for
over-
temperature
and
humidity
will
have
a
haul,
proper
preparatory
steps
should be taken
for
slight
effect
on
static
run-up.
corrosion
prevention
prior
to
beginning
the removal
procedure.
Refer
to
Section
2
for
storage
prepara-
c.
Average
the
results
of
the
RPM
obtained.
It
tion.
The
following
engine
removal
procedure
is
should
be
within
50
RPM
of
2680
RPM.
based
upon the
engine
being
removed
from
the
air-
d.
If
the
average
results
of
the
RPM
obtained
are craft as
a
complete
unit
with
the
turbocharger
and
lower
than
stated
above,
the
following
recommended
accessories
installed.
checks
may
be
performed
to
determine
a
possible
deficiency.
NOTE
1.
Check
governor
control
for
proper
rigging.
It
should
be
determined
that
the
governor control
Tag
each
item
when
disconnected
to
aid
in
arm
travels
to
the
high
RPM
stop
on
the
governor
Identifying
wires,
hoses,
lines
and
control
and
that
the
high
RPM
stop
screw
is
adjusted prop-
linkages
when
engine
is
reinstalled.
Like-
erly.
(Refer
to
Section
14
for procedures).
wise,
shop
notes
made
during
removal
will
often clarify
reinstallation.
Protect
open-
NOTE
ings,
exposed
as
a
result
of
removing
or
disconnecting
units,
against
entry
of
foreign
If
verification
of
governor
operation
is
material
by
installing covers
or
sealing
with
necessary
the
governor
may
be
removed tape.
from
the
engine
and
a
flat
plate
installed
over
the
engine
pad.
Run-up
engine
to
a Place
all
cabin
switches
in
the
OFF
position.
determine
that
governor
was
adjusted
b.
Place
fuel
selector
valve
or
fuel
ON-OFF
con-
properly.
trol
in
the
OFF
position.
c.
Remove
engine
cowling in
accordance
with
para-
2. Check
operation
of
alternate
air
door
graph
12-3.
spring
or
magnetic
lock
to
make
sure
door
will
re-
d.
Disconnect
battery
cables
and
insulate
terminals
main
closed
in
normal
operation.
as
a
safety
precaution.
Remove
battery
and
battery
box
for
additional
clearance,
if
desired.
e.
Drain
fuel
strainer
and
lines
with
strainer drain
control
12A-
MODEL
210
&
T210
SERIES SERVICE
MANUAL
NOTE
1.
Disconnect
vacuum
hose
at
vacuum
pump
and
remove
oil
separator
vent
line.
During the
following
procedures,
remove
any
clamps
or
lacings
which
secure
con-
WARNIN
trols,
wires,
hoses
or
lines
to
the
engine,WARNING
engine
nacelle
or
attached
brackets,
so
they
will
not
interfere
with
engine
removal.
Residual
fuel
and
oil
draining
from
discon-
Some
of
the
items
listed
can
be
disconnected
nected
lines
and
hoses
constitutes
a
fire
at
more
than
one
place.
It
may
be
desirable
hazard.
Use
caution to
prevent
accumula-
to
disconnect
some
of
these
items
at
other
tion
of
such
fuel
and
oil
when
lines
or
hoses
than
the
places
indicated.
The
reason
for
are
disconnected.
engine
removal
should
be
the
governing
fac-
tor
in
deciding
at
which
point
to
disconnect
2.
Disconnect
fuel
supply
and
vapor
return
them.
Omit
any
of
the
items
which
are
not
hoses
at
fuel
pump.
Disconnect
and
remove
fuel
present
on
a
particular
engine
installation.
pump
drain
line.
3.
Disconnect
manifold
pressure
line
at
intake
f.
Drain
the
engine
oil sump
and oil
cooler. manifold.
g.
Disconnect
magneto
primary
lead
wires
at
4.
Disconnect
the
fuel-flow
gage
line
at
fire-
magnetos.
wall.
5.
Disconnect
the
oil
pressure
line
at
the
WARNING
engine.
6.
Disconnect
and
remove
the
right
and left
The
magnetos
are
in
a
SWITCH
ON
condition
manifold
drain
lines
and
the
balance
tube
drain
line.
when
the
switch
wires
are
disconnected.
7.
Disconnect
air
and
oil
lines
at
the waste-gate
Ground
the
magneto
points or
remove
the
high
controller,
located
on the
firewall.
tension
wires
from
the
magnetos
or
spark
8.
Disconnect
the
air
vent line
to
fuel-flow
gage,
plugs
to
prevent
accidental
firing.
at
firewall.
9.
Disconnect
engine
primer
lines
at
right
and
h.
Remove
the
spinner
and
propeller
in
accordance
left intake
manifolds.
with
Section
14.
Cover
exposed
end
of
crankshaft
10.
Disconnect
the
oil
drain
line
from oil
deflec-
flange
and
propeller
flange
to
prevent
entry
of
foreign
tor
under
external
oil
filter.
material.
1.
Disconnect
flexible ducting
from
heater
shroud
i.
Disconnect
throttle,
mixture
and
propeller
con-
and
cabin
valve.
trols
from
their
respective
units.
Remove
clamps
m.
Carefully
check
the
engine
again
to
ensure
ALL
attaching
controls
to
engine
and
pull
controls
aft
hoses,
lines,
wires,
cables, clamps
and
lacings
are
clear
of
engine.
Use
care
to
avoid
bending
controls
disconnected
or
removed
which
would
interfere
with
too
sharply.
Note EXACT
position,
size
and
number
the
engine
removal.
Ensure
all
wires,
cables
and
of
attaching
washers
and
spacers
for
reference
on
engine
controls
have
been
pulled
aft
to
clear
the
en-
reinstallation.
gine.
j.
Disconnect
wires
and
cables
as
follows:
1.
Disconnect
tachometer
drive
shaft
at
adapter.
CAUTION
CAUTION
1
Place
a
suitable
stand
under
tail
tie-down
ring
before
removing
engine.
The
loss
of
When
disconnecting
starter
cable
do
not
engine weight
will
cause
the
aircraft
to
be
permit
starter
terminal
bolt
to
rotate,
tail
heavy.
Rotation
of
the
bolt
could
break
the
con-
ductor
between
bolt
and
field coils
caus- n.
Attach
a
hoist
to
the
lifting
lug
at
the top
center
ing
the
starter
to
be
inoperative.
of
the
engine
crankcase.
Lift
engine
just
enough
to
relieve
the
weight
from
the
engine
mounts.
2.
Disconnect
starter
electrical
cable
at
starter.
o.
Remove
mount
bolts,
ground
strap
and
heat
3.
Disconnect
cylinder
head
temperature
wire
at
shields.
probe.
p.
Slowly
hoist
engine out
of
nacelle
and
clear
of
4.
Disconnect
oil
temperature
wire
at
probe be-
aircraft
checking
for
any
items
which
would
inter-
low
oil
cooler.
fere
with the
engine
removal.
Balance the
engine by
5.
Disconnect
electrical
wires
and
wire
shield-
hand
and
carefully
guide
the
disconnected
parts
out
as
ing
ground
at
alternator.
the
engine
is
removed.
6.
Disconnect
exhaust
gas
temperature
wires
at
q.
Remove
engine
shock-mounts.
quick-disconnects.
7.
Disconnect
electrical
wires
at
throttle
micro-
NOTE
switches.
8.
Remove
all
clamps
and
lacings
attaching
If
shock-mounts
will
be
re-used,
mark
each
wires
or
cables
to
engine and pull
wires
and
cables
one
so
it
will
be
reinstalled
in
exactly
the
aft
to
clear
engine.
same
position.
If
new
shock-mounts
will
be
k.
Disconnect
lines
and
hoses
as
follows:
installed,
position
them
as
illustrated
in
figure
12-2.
12A-9
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-15.
CLEANING.
Refer
to
paragraph
12-15.
NOTE
12A-16.
ACCESSORIES
REMOVAL.
Refer
to
para-
Throughout
the
aircraft
fuel
system,
from
graph
12-16.
the fuel
bays
to
the
engine-driven
fuel
graph 12-16.pump,
use
NS-40
(RAS-4)
(Snap-On
Tools
12A-17.
INSPECTION.
Refer
to
paragraph
12-17.
Corp.,
Kenosha,
Wisconsin,
-T-5544
(Thread
Compound,
Antiseize,
Graphite
12A-18.
BUILDUP.
Refer to
paragraph
12-18.
Petrolatum),
USP
Petrolatum
or
engine
oil
as
a
thread
lubricant
or
to
seal
a
leaking
connection.
Apply
sparinglyto
male
threads
12A-19. INSTALLATION.
Before
installing
the
en-
gine
on
the
aircraft,
instal
any
items
which
were
only,
omitting
the
first
to
threads,
exer-
removed
from
the
engine
or
aircraft
after
the
engine
cising
extreme caution
to
avoid
"stringing"
was
removed.
sealer
across
the
end
of
the
fitting.
Always
ensure
that
a
compound,
the
residue
from
a
NOTE
previously used
compound,
or
any
other
for-
eign
material
cannot
enter
the
system.
Remove
all
protective
covers,
plugs,
caps
Throughout
the
fuel
injection
system,
from
and
identification
tags
as
each
item
is
con-
the engine-driven
fuel
pump
through
the
nected
or
installed. Omit
any
items
not
discharge
nozzles,
use
only
a
fuel-soluble
present
on
a
particular
lubricant,
such
as
engine
oil,
on
fitting
threads.
Do
not
use
any
other
form
of
a.
Hoist
the
engine to
a
point
just
above the nacelle.
thread
compound
on
the
injection
system.
b.
Install
engine
shock-mounts
and
ground
strap
as
illustrated
in figure
12-2.
h.
Connect
lines
and hoses
as
follows:
c.
Carefully lower
engine
slowly
into
place
on
the
1.
Install
and
connect
the
left
and
right
manifold
engine
mounts.
Route
controls,
lines,
hoses
and
drain
lines
and
the balance
tube
drain
line.
wires
in
place
as
the
engine
is
positioned
on
the
en-
2.
Connect
the
oil
pressure
line
at
its
fitting.
gine
mounts.
3.
Connect
the fuel-flow
gage
line
at
firewall.
4.
Connect
the
fuel
supply
and
the
vapor
return
NOTE
lies
at
the
fuel
pump.
Connect
and
install
fuel
pump
drain
line.
Be
sure
engine
shock-mounts,
spacers
and
5.
Connect
manifold
pressure
line
at
intake
mani-
washers
are
in
place
as
the
engine
is
lowered
fold.
into
position.
6.
Connect
vacuum
line
at
the vacuum
pump, and
install
oil
separator
vent
line.
d.
Attach
ground
strap
under
engine sump
bolt
and
7.
Connect
air
and
oil
lines
at
waste-gate
on-
install
engine
mount
bolts.
Torque
bolts
to
300
+
50
-0
troller
on
firewall.
lb-in.
Bend
tab
washers
to
form
lock
for
mount
bolts.
8.
Connect
air
vent
line
to
fuel-flow
gage
line
at
Install
heat
shields.
e.
Remove
support
stand
placed
under
tail
tie-down
9.
Connect
engine
primer
lines at
right
and
left
fitting
and
remove
hoist.
intake
manifolds
10.
Connect
oil
drain
line
to
oil deflector
under
~~~~~NOTE ~external
oil
filter.
11.
Install
all
clamps
securing
lines
and
hoses
to
If
the
exhaust
system
was
loosened
or
re-
engine
or
structure.
moved,
refer
to
paragraph
12A-99.
i.
Connect
wires
and
cables
as
follows:
1.
Connect
oil
temperature
wire
at
probe
below
f.
Connect
flexible
ducting
on
heater
shroud
and
oil
cooler.
cabin valve. 2.
Connect
tachometer
drive
to
adapter
and
tor-
g.
Route
propeller
governor
control
along
left
side
que
to
100
lb-in.
of
engine
and
secure
with
clamps.
SHOP NOTES:
12A-10
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
WARNING
NOTE
When
connecting
starter
cable,
do
not
permit
When
installing
a
new
or
newly
overhauled
starter
terminal
bolt
to
rotate.
Rotation
of
engine,
and
prior
to
starting
the
engine,
tag
the bolt
could
break
conductor
between
terminal
and
disconnect
the
oil
inlet line at
the
con-
and
field
coils
causing
starter
to
be
inoperative.
troller
and
the
oil
outlet
line
at
the
con-
troller.
Connect
these
oil
lines
to
a
full
3.
Connect
starter
electrical
lead.
flow
oil
filter,
allowing
oil
to bypass
the
4.
Connect
cylinder
head
temperature
wire
at
controller.
With
the
filter
connected,
probe.
operate
the
engine
approximately
15
minutes
5.
Connect
electrical
wires
and
wire
shielding
to
filter
out
any
foreign
particles
from
the
ground
to
alternator.
oil.
This
is
done
to prevent
foreign
material
6.
Connect
electrical
wiring
to
throttle
switches.
from
entering
the
controller.
After
this run
7.
Connect
exhaust
gas
temperature
wires
at
period
disconnect
the
full-flow
filter
and
re-
quick-disconnects.
connect
the
lines
to
the
controller
as
tagged.
8.
Install
clamps
that
attach
wires or
cables,
to
engine
or
structure.
r.
Install
engine
cowling
in
accordance
with
para-
j.
Connect
engine
controls
and
install
block
clamps.
graph
12-3.
k.
Rig
engine
controls
in
accordance
with
para-
s.
Perform
an
engine
run-up
and
make
final
adjust-
graphs
12-85,
12-86,
12-87
and 12-88.
ments
on
the
engine
controls.
1.
Install
propeller
and
spinner in
accordance
with
instructions
outlined
in
Section
14.
12A-20.
FLEXIBLE
FLUID
HOSES.
Refer to
para-
m.
Complete
a
magneto
switch
ground-out
and
con-
graph
12-20.
tinuity
check,
then
connect
primary
lead
wires
to
the
12A-21
PRESSURE
TEST.
Refer
to
paragraph
12-21.
magnetos.
Remove
the
temporary
ground
or
connect
spark
plug
leads,
whichever
procedure
was
used
dur-REPAIR 1
ing
removal.
12A-22.
REPLACEMENT.
Refer
to
paragraph
12-22.
WARNING1c
12A-23.
ENGINE
BAFFLES.
Refer
to
paragraph
12-23.
Be
sure
magneto
switch
is
in
OFF
position
12A-24.
DESCRIPTION.
Refer
to
paragraph
12-24.
when
connecting
switch
wires
to
magnetos.
12A-25.
CLEANING
AND
INSPECTION.
Refer
to
n.
Clean
and
install
induction
air filter
in
accor-
paragraph
12-25.
dance
with
Section
2.
o.
Service
engine
with
proper
grade
and
quantity
of
12A-26.
REMOVAL
AND
INSTALLATION.
Refer
to
engine
oil.
Refer
to
Section
2
if
engine
is
new,
newly
paragraph
12-26.
overhauled
or
has
been
in
storage.
p. Check
all
switches
are
in
the
OFF
position
and
12A-27.
REPAIR.
Refer
to
paragraph
12-27.
connect
battery
cables.
q.
Inspect
engine
installation
for
security,
correct
routing
of
controls,
lines,
hoses
and
electrical
wir-
ing,
proper
safetying
and
tightness
of
all
components.
SHOP
NOTES:
12A-11
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-28.
ENGINE
OIL
SYSTEM,
fold
valve
and
the
fuel
discharge
nozzles.
The
fuel
injection
pump
incorporates
an
adjustable
aneroid
12A-29.
DESCRIPTION.
The
oil
system
is
of
the
full
sensing
unit
which
is
pressurized
from
the
discharge
pressure
wet
sump
type.
Refer
to
applicable
engine
discharge
air
pressure
is
also
used
to
vent
the
fuel
manufacturer's
overhaul
manual
for
specific
details
discharge
nozzles
and
the
vent
port
of
the
fuel-flow
and
descriptions.
gage.
12A-30.
TROUBLE
SHOOTING.
Refer
to
paragraph
NOTE
12-30.
Throughout
the
aircraft
fuel
system,
from
the
12A-31.
FULL-FLOW
OIL FILTER.
Referto
para-
fuel
bays
to
the
engine-driver
fuel
pump,
use
graph
12-31.
NS-40
(RAS-4.
Snap-On
Tools
Corp..
Kenosha,
12 11-32
Wisconsin),
MIL-T-5544
(Thread
Compound,
12A-32. DESCRIPTION.
Refer
to
paragraph
12-32.
Wisconsin),
MIL-T-5544
(Thread
Compound,
DESCRIPTION
Refer
to
paragraph
12-32.
Antiseize,
Graphite-Petrolatum)
or
equivalent,
as
a
thread
lubricant
or
to
seal
a
leaking
con-
12A-33.
REMOVAL
AND
INSTALLATION.
Refer
nection.
Apply
sparingly
to
male
fittings
only,
to
paragraph
12-33.
omitting
the
first
two
threads.
Always
ensure
12A -34. FILTER ADAPTER Refer to
paragraph
that
a compound,
the
residue
from
a
previously
12A-34.
FILTER
ADAPTER.
Refer
to
paragraph
used
compound
or
any
other
foreign
material
cannot
enter
the
system.
Throughout the
fuel
12A-35.
REMOVAL
Refer
to
paragraph
12-35.
pump
through
the
discharge
nozzles,
use
only
12A-36.
DISASSEMBLY,
INSPECTION
AD
RE-
a
fuel
soluble
lubricant,
such
as
engine
lubri-
ASSEMBLY.
Refer
to
paragraph
INSPECTION
AND
RE-
cating
oil,
on
the
fitting
threads.
Do
not
use
ASSEMBLY.
Refer
to
paragraph
12-36.
any
other
form
of
thread
compound
on
the
in-
jection
system
fittings.
12A-37.
INSTALLATION.
Refer
to
paragraph
12-37.
12A-42. FUEL-AIR
CONTROL
UNIT.
Refer
to
12A-38.
OIL
COOLER.
Refer
to
paragraph
138
paragraph
12-42.
12A-39.
DESCRIPTION.
Refer
to
paragraph
12-39.
12A-43.
DESCRIPTION.
Refer
to
paragraph
12-43.
12A-40.
ENGINE
FUEL
SYSTEM.
Refer
to
figure
12A-44.
REMOVAL.
a.
Place
all
cabin
switches
and
fuel
selector
or
fuel
ON-OFF
valve in
the
OFF
position.
12A-41. DESCRIPTION.
The fuel
injection
system fuel
ON-OFF
valve
in
accordance
with
paragraph
is
a
low
pressure
system
of
injecting
fuel
into
the 12-3
intake
valve port
of
each
cylinder.
It
is a
multi-
c.
Loosen
clamp
and
disconnect
flexible
duct
from
nozzle,
continuous-fow
type which
controls
fuel
elbow
at
top
of
air
throttle
flow
to match
engine
airflow.
Any
change
in
throttle
d
Tag
and
disconnect
electrical
wires
from
elec-
position,
engine
speed,
or
.
combination
of
both,
tric
fuel
pump
microswitch.
causes
changes
in
fuel
flow
in
the
correct
relation
to
causes
engine
airflow.
A
manual
mixture correct
relation
to
e.
Disconnect
throttle
and
mixture
control
rod
ends
flow
indicator
are
provided
for
leaning
at
any
combi- at
fuel-air
control unit.
nation
of
altitude
and
power
setting. The fuel
flow
indicator
is
calibrated
in
gallons
per
hour
and
indi-
NOTE
cates
approximately
the gallons
of
fuel
consumed
per
hour.
The
continuous-flow
system
uses
a
typical
Cap
or
plug
a
disconnected
hoses,
lines
and
rotary
vane
fuel
pump.
There
are
no
running
parts
fittings.
in
this
system
except
for
the
engine-driven
fuel
pump.
f.
Disconnect
cooling
air
blast
tube
from
fuel
con-
The
four major
components
of
the
system
are:
the
fuel
injection
pump,
fuel-air
control
unit,
fuel
mani-
trol
valve
shroud.
g.
Disconnect and
tag all
fuel
lines
at
the
fuel
con-
trol
valve.
h.
Remove nuts
and
washers
securing
triangular
brace
to
fuel-air
control
unit
and engine,
at
lower
end
of
control
unit.
Remove
brace.
12A-12
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
i.
Remove
bolt
attaching
fuel-air
control
unit
to
12A-55.
REMOVAL
brace
at
top
of
control
unit.
a.
Remove
engine
cowling
in
accordance
with
para-
j.
Loosen
hose
clamps
which-secure
fuel-air
con-
graph 12-3.
trol
unit
to
right and
left
intake
manifold
assemblies
and
slip
hoses
from
fuel-air
control
unit.
NOTE
k.
Remove
fuel-air
control
unit.
Plug
or
cap
all
disconnected
lines
and
fittings.
12A-45.
CLEANING
AND
INSPECTION.
Refer
to
paragraph
12-45.
b.
Disconnect
nozzle
pressurization
line
at
nozzles
and
disconnect
pressurization
line
at
"tee"
fitting
so
12A-46.
INSTALLATION.
that
pressurization
line
may
be moved
away
from
a.
Place
control
unit
in
position
at
rear
of
engine.
discharge
nozzles.
b.
Install
bolt
attaching
control
unit
to
brace
at
top
c.
Disconnect
fuel injection
line at
fuel
discharge
of
unit.
Ascertain
that
shock-mount
is
in
place
and
in
nozzle.
good
condition.
d.
Using
care
to
prevent damage
or
loss
of
washers
c.
Install
triangular
brace
at
lower
end
of
control
and
O-rings,
lift
sleeve
assembly
from
fuel
dis-
unit.
charge
nozzle.
d.
Install
hoses
and
clamps
which
secure
control
e.
Using
a
standard
1/2-inch deep
socket,
remove
unit
to
right
and
left
intake manifold
assemblies.
fuel
discharge
nozzle
from
cylinder.
Tighten
hose
clamps.
e.
Connect
fuel
lines
to unit
and connect
air
blast
12A-56.
CLEANING
AND
INSPECTION.
Refer
to
tube
at
fuel
control
shroud.
paragraph
12-55.
f.
Connect
throttle
and
mixture
control
rod
ends
to
control
unit.
12A-57. INSTALLATION.
g.
Connect
electrical
wiring
to
throttle-operated
a.
Using
a
standard
1/2-inch
deep
socket,
install
microswitch.
Check
switch
rigging
in
accordance
nozzle
body
in
cylinder
and
tighten
to
a
torque
value
with
Section
13.
of
60-80
lb-in.
h.
Install
induction
air
duct
to
elbow
at
top
of
con-
b.
Install
O-rings,
sleeve
assembly
and
washers.
trol
unit.
c.
Align
sleeve
assembly
and connect
pressuriza-
i.
Inspect
installation
and
install
cowling.
tion line
to
nozzles.
Connect
pressurization
line
to
"tee"
fitting.
12A-47. ADJUSTMENTS.
Refer
to
paragraph
12-46.
d.
Install
O-ring
and
washer
at
top
of
discharge
nozzle
and
connect
fuel
injection
line
to
nozzle.
12A-48.
FUEL
MANIFOLD
VALVE
(FUEL
DISTRI-
e.
Inspect
installation
for
crimped
lines
and
loose
BUTOR).
Refer
to
paragraph
12-47.
fittings.
f.
Inspect
nozzle
pressurization
vent
system
for
12A-49.
DESCRIPTION.
Refer
to
paragraph
12-48.
leakage.
A
tight
system
is
required,
since
turbo-
charger
discharge
pressure
is
applied
to
various
12A-50.
REMOVAL.
Refer
to
paragraph
12-49.
other
components
of
the
injection
system.
g.
Install
cowling.
12A-51.
CLEANING.
Refer
to
paragraph
12-50.
12A-58.
FUEL
INJECTION
PUMP.
12A-52.
INSTALLATION.
Refer
to
paragraph
12-51.
12A-59.
DESCRIPTION.
The
fuel
pump
is a
positive
12A-53.
FUEL
DISCHARGE
NOZZLES.
displacement,
rotating
vane
type.
R
has
a
splined
shaft
for
connection
to
the
accessory
drive
section
12A-54.
DESCRIPTION.
From
the
fuel
manifold
of
the engine.
Fuel
enters
the
pump
at
the
swirl
well
valve,
individual,
identical
size
and
length
fuel
lines
of
the
pump
vapor
separator.
Here, vapor
is
separ-
carry
metered
fuel to
the
fuel
discharge
nozzles
lo-
ated
by
a
swirling
motion
so
that
only
liquid
fuel
is
fed
cated
in
the
cylinder
heads.
The
outlet
of
each
nozzle
to the
pump.
The
vapor
is
drawn
from
the
top
center
is
directed-into
the
intake
port
of
each
cylinder.
An
of
the
swirl
well
by
a
small
pressure
jet
of
fuel and
air
bleed
and
nozzle
pressurization
arrangement
is is
fed
into
the vapor
return
line
where
it is
returned
incorporated
in
each
nozzle
to
aid
in-vaporization
of
to
the
fuel
tank.
Since
the
pump
is
engine-driven,
the
fuel.
The
nozzles
are
calibrated
in
several
ranges.
changes
in
engine
speed
affect
total
pump
flow
propor-
All nozzles
furnished
for
one
engine
are
of
the
same
tionally.
A
check valve
allows
the
auxiliary
fuel
pump
calibrated
range
and
are
identified
by
a
number
and
pressure
to
bypass
the
engine-driven
pump
for
start-
suffix
letter
stamped
on
the
flat
portion
of
the
nozzle
ing,
or
in
the
event
of
engine-driven
fuel
pump
failure
body.
When
replacing
a
fuel
discharge
nozzle,
be
in
fight.
The
pump
supplies
more
fuel
than
is
required
sure
that
it
is
of
the
same
calibrated
range
as
the
by
the engine;
therefore,
a
relief
valve
is
provided
rest
of
the
nozzles
in
that
engine.
When
a
complete
to
maintain
a
constant
fuel
pump
pressure.
The
set
of
nozzles
is
being
replaced,
the
number
must
be
engine-driven
fuel
pump
is
equipped
with
an
aneroid.
the
same
as
the
one
removed
but
the suffix
letter
The
aneroid
and
relief
valve
are
pressurized
from
the
may
be
different,
as
long
as
they
are
the
same
for
all
nozzles
being
installed
in
a
particular
engine.
12A-15
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
c.
The
test
gage
MUST
be
held
as
near
to
the
level
discharge
side
of
the
turbocharger
compressor
to
of
the
engine
driven
fuel
pump
as
possible.Bleed
air
maintain
a
proper
fuel/air
ratio
at
altitude.
The
from
test
gage
line
prior
to
taking
readings.
aneroid
is
adjustable
for
fuel
pump
outlet
pressure
at
full
throttle
and
the
relief
valve
is
adjustable
forNOTE
fuel pump
outlet
pressure
at
idle.
The
test
gage
should
be
checked
for
accuracy
12A-60.
REMOVAL.
at
least
every
90
days
or
anytime
an
error
is
a.
Place
fuel
selector
or
fuel
ON-OFF
valve
in
suspected.
The
tachometer
accuracy
should
OFF position.
also
be
determined
prior
to
making
any
ad-
b. Remove
engine
cowling
in
accordance
with
para-
justments
to
the
pump.
graph
12-3.
c.
Remove
alternator
and
left
rear
intake
elbow.d.
Start
engine
and
warm-up
thoroughly.
Set
mix-
d.
Hoist
engine
far
enough
to remove
weight
from
ture
control
to
full
rich
position
and
propeller
con-
engine
mount
and
remove
left
rear
engine
mount
leg,
trol
full
forward
(low
pitch,
high
rpm).
shock-mount
and
alterntor
bracket.
e.
Adjust
engine
idle
speed
to
600
±
25
rpm
and
e.
Remove
flexible
duct
and
shroud, removing
fuel
check
test
gage
for
5.5
-
6.5
PSI.
Refer
to
figure
lines
and
fittings
as
necessary.
Tag
each
fitting
and
12-7
for
idle
mixture adjustment.
line
for
identification and
cap
or
seal
to
prevent
en-
try
of
foreign
material.
Flanges
of
shroud
may
be
NOTE
straightened
to
facilitate
removal
and
installation,
but
must
be
re-formed
after
intallation.
Note
an-
Do
not
adjust idle mixture
until
idle
pump
gular
position
of
fittings
before
removal.
pressure
is
obtained.
f.
Remove nuts
and
washers
attaching fuel
pump
to
engine
and
pull
pump
aft
to
remove.
Remove
thin
WARNING
gasket.
g.
Place
temporary cover
on
pump
mounting
pad.DO
NOT
make
fuel
pump
pressure
adjust-
ments
while
engine
is
operating.
12A-61.
INSTALLATION.
a.
Install
and
align
any
fittings
removed
after
pump
f. If the
pump
pressure
is
not
5.5
-
6.5
PSI,
stop
removal.
engine
and
turn
the
pump
relief
valve
adjustment,
b. Using
new
thin gasket,
install
pump
with
aneroid
on
the
fuel pump
clockwise
(CW)
to
chamber
down.
increase pressure
and counterclockwise
(CCW)
to
c.
Install
cooling
shroud
and
remainder
of
fittings,
decrease
pressure.
bending
flanges
of
shroud
to
their
original
positions
g.
Mantaining
idle
pump
pressure
and idle
RPM,
and
aligning
fittings
as
noted
during
removal.
obtain
correct
idle
mixture
in
accordance
with
para-
d. Connect
all
fuel
lines
and
shroud
flexible
duct.
graph
12-46.
e.
Install
alternator
bracket,
shock-mount
and
h.
Completion
of
the
preceding
steps
have
provided:
engine
mount
leg.
Remove
hoist,
then
adjust
alter-
1.
Correct
idle
pump
pressure.
nator drive
belt
tension.
Refer
to
Section
17.
2.
Correct
fuel
flow.
f.
Install
intake
elbow.
3.
Correct
fuel
metering
cam
to
throttle
plate
g.
Start
engine
and
perform
an
operational
check,
orientation.
adjusting fuel
pump
if
required.
Advance to
full
throttle
and
maximum
rated
h.
Install
cowling.
engine
speed
(propeller
control full
forward)
with
12A-62.
ADJUTMENT.
(1977
thru
1982
Models).
the mixture
control
in
the
full
rich
position
and
verify
that
maximum
limit
manifold
pressure
Adjustments
of the
fuel
injection
pump
requires
verify
that
maximum
limit
manifold
pressure
special
equipment
and
procedures.
Adjustment
to (36.5±
. 5) is
indicated.
If
manifold
pressure
is
the
aneroid
applies
only
to
the
full
throttle
setting.
incorrect
or
static
RPM
is not
at
least
2650
RPM
incorrect
or
static
RPM
is
not
at
least
2650
RPM
refer
to
paragraph
12A-13A
or
12A-110.
Adjustment
of
the
idle
position
is
obtained
through
the
relief
valve.
To
adjust
the
pump
to
the
pressures
NOTE
specified
in
paragraph
12A-12,
proceed
as
follows:
a.
Remove
engine
cowling
in
accordance
with
para-
If
a
static
run-up,
rated
RPM
(2700)
cannot
graph
12
-3.
b.
Disconnect the
existing
engine-driven
fuel
pump
be achieved
at throttle,
adjust
pump
flow
slightly below
limits
(-1
PPH
for
each
pressure
hose
at
the
fuel
metering
unit
and
connect
flow
slightly
below
limit
(-1
PPH
for
each
the
test
gage
pressure
bose
and
fittings
into the
fuel
10
RPM
low).
Verify
that
correct
pressures
are
obtained
when
rated
RPM
is
achteved
Injection
system
as
shown
In
figure
12A-3.
Gage
are
obtainedwhen
rated
RPM
is
achieved
MUST
be
vented
to
atmosphre.
during
ta-off
rol.
NOT15E
j.
Check
ships
fuel
flow
gage
for
186
-
190
PPH.
If
fuel
flow
is
Incorrect,
stop
engine
and
adjust
flow.
Cessna
ervice
KNit
No.
K320-2
K
provides
This
is
accomplished
by
loosening
the locknut and
Caessna
gervice
itNod
fitigs
for
connecig
turning
the
adjusting
screw
located
at
the
rear
of
the
the
test
age
into
the
systemgs
tor
connecting
aneroid
counterclockwise
(CCW)
to
Increase
flow
or
t
ccutet
calig
tion
of
the
esst
nperformn
clockwise
(CW)
to
decrease
flow.
When
fuel
flow
is
accurate calibration
of
th
eng
-d
ncorrect,
verify
the
unmetered
pressure
is
within
the
fuel
pump
limits
specified
in
paragraph
12A-12.
12A-16
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
k.
After
correct
pressures
are
obtained,
shut
down
i
screw.
DO
NOT
make
fuel
pump
pressure
adjust-
screw.
Remove
test
equipment,
run
engine
to
check
for
ments
while
engine
s
operating.
leaks
and
install
cowling.
12A-62A.
ADJUSTMENT.
(Beginning with
1983
g.
If
the
pump
pressure
is
not
5.5
-
6.
5
PSI,
stop
Models.
)
Adjustments
of
the
fuel
injection
pump
engine
and
turn
the
pump
relief
valve
adjustment,
requires
special
equipment
and
procedures.
Ad-
on
the
centerline
of
the
fuel
pump
clockwise
(CW) to
justment
to
the
aneroid
applies
only
to
the
full
increase
pressure
and
counterclockwise
(CCW)
to
throttle
setting. Adjustment
of
the idle
position
decrease
pressure.
is
obtained
through
the
relief
valve.
To
adjust
the
h.
Maintaining
idle
pump
pressure
and
idle
RPM,
pump
to
the
pressures
specified
in
paragraph
12A-12,
obtain
correct
idle
mixture
in
accordance
withpara-
proceed as
follows:
graph
12-46.
a.
Remove
engine
cowling
in
accordance
with
para-
.
Completion
of
the
preceding
steps
have
provided:
graph
12-3.
1.
Correct
idle
pump
pressure.
b.
Disconnect
the
existing
engine-driven
fuel
pump
2.
Correct
fuel
flow.
pressure
hose
at
the
fuel
metering
unit
or
fuel
limiter
3.
Correct
fuel
metering
cam
to
throttle
plate
unit
and
connect
the
test
gage
pressure
hose
and
orientation.
fittings
into
the
fuel
injection
system
as
shown
in
J.
Advance
to
full
throttle
and
maximum
rated
figure
12A-3.
Gage
MUST
be
vented
to
atmosphere.
engine
speed
(propeller
control
full
forward)
with
the
mixture
control
in
the
full
rich
position
and
NOTE
verify
that
maximum
limit
manifold
pressure
(36.
5
.
5)
is
indicated.
If
manifold
pressure
is
Cessna
Service
Kit
No.
SK320-2K
provides
incorrect
or
static
RPM
is not
at
least
2650
RPM
a
test
gage,
line
and
fittings
for
connecting
refer
to
paragraphs
12A-13A
and
12A-110.
the
test
gage
into
the
system
to
perform
k.
Retard
the
propeller
control
to
obtain
2600
*
25
accurate
calibration
of
the
engine-driven
RPM
stabilized.
fuel
pump.
l
Check
ships
fuel
flow
gage
for
186
-
190
PPH.
If
fuel
flow
is
incorrect,
stop
engine
and
adjust
flow
c.
The
test
gage
MUST
be
held
as
near
to
the
level
by
loosening
locknut
and
turning
the
adjusting
screw
of
the
engine
driven
fuel
pump
as
possible.
Bleed
air
located
at
the
aneroid
counterclockwise
from
test
gage
line
prior
to
taking
readings.
(CCW)
to
increase
flow
or
clockwise
(CW)
to
decrease
NOTE
pressure is
within
the
limits
specified
in
paragraph
12A-12.
The
test
gage
should
be
checked
for
accuracy
m.
After
correct
pressures
are
obtained,
shut
down
at
least
every
90
days
or
anytime
an
error
is
engine
and
tighten
locknut
on
fuel
pump
adjustment
suspected.
The
tachometer iccuracy
should
screw.
also
be
determined
prior
to
making
any
adjust-
n.
Reconnect
line
to
return
(center)
port
of
fuel
ments
to
the
pump.
flow
limiter.
o.
Start
engine
and
advance
to
full
throttle
with
d.
Disconnect line
from
the
return
(center)
port
of
mixture
control
full
rich
and
the
propeller
control
fuel
flow
limiter,
plug
line and cap
port.
See
figure full
forward.
Check
the
ships
fuel
flow
gage
for
12A-2A.
186
-
190
PPH.
If
fuel
flow
is
incorrect,
shut
down
CAUTION
the
engine
and
adjust
fuel
flow
set
screw
of.
fuel
flow
limiter
(clockwise
(CW)
to
increase,
counterclockwise
Do
not
plug
side
port
(inlet)
of
pressure
(CCW)
to
decrease
to
obtain
proper
fuel
flow.
limiter
or
limiter
may
be
damaged
during
p.
Remove
test
equipment,
run
engine,
check
for
adjustment.
leaks
and
install
cowling.
e.
Start
engine,
warm
up
and
run
until
oil
temper-
ature
reads
40%
to
70%
in
the
green
arc
range.
Oil
cooler
inlet
may
have
to
be
partially
blocked
in
cold
weather.
Set
mixture
control
to
full
rich
position
and
propeller
control
full
forward
(low
pitch,
high
RPM).
Revision
2
12A-16A
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
PRESSURE
LIMITER
INSTALL
CAP
HERE
FUEL
INSTALL
CAP
HERE
METERING
UNIT
FUEL
PUMP
Figure
12A-2A.
Fuel-Injection
Pump
Adjustment/Test
12A-16B
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
FUEL
METERING
ENGINE DRIVEN
UNIT
FUEL
PUMP
EXISTING
FUEL
PUMP
OUTLET
HOSE
NIPPLES
TEE
PRESSURE
TEST
HOSE
INDICATOR
NIPPLE
TEST
HOSE
NIPPLE
NOTE
WHEN
ADJUSTING
UNMETERED
FUEL
PRESSURE,
TEST
EQUIPMENT
MAY
BE
"TEED"
INTO THE
ENGINE-DRIVEN
FUEL
PUMP OUTLET
HOSE
AT
THE
FUEL
PUMP
OR
AT
THE
FUEL
METERING
UNIT.
Figure
12A-3.
Fuel
Injection
Pump
Adjustment
Test
Harness
(Turbocharged
Engine)
12A-63.
INDUCTION
AIR
SYSTEM.
alternate
air
door,
mounted
in
the
duct
between
the
filter
and
the
turbocharger
compressor,
is
held
12A-64.
DESCRIPTION.
Ram
air
to
the
engine
en-
closed
by
a
small
magnet.
If
the
induction
air
filter
ters
an
induction
air
duct
at
the
right
side
of
the nose
should
become
clogged,
suction
from
the
turbocharger
cap.
The
air
is
filtered
through
a
dry
filter,
located
compressor
will
open
the
door
permitting
the
com-
in
the
induction
airbox. From
the
filter,
the
air
pas-
pressor
to
draw
heated,
unfiltered
air
from
within
the
ses
through
a
flexible
duct
to
the
inlet
of
the
turbo-
engine
compartment.
The
alternate
air
door,
Serial
charger
compressor.
The
pressurized
air
is
then
21061574
thru
21063489,
should
be
checked
every
100
routed
through
a
duct
to
the
fuel-air
control
unit hours
of
operation
for
hinge
wear,
ease
of
operation,
mounted
behind
the
engine
and
is
then
supplied
to
and
complete
closing.
If
excessive
hinge
wear
is
the
cylinders
through
the
intake manifold piping.
The
found,
the
hinge
and
magnetic
catches
should
be
re-
fuel-air
control
unit
is
connected
to
the
cylinder
in-
placed.
Refer
to Service
Information
Letter
#SE80-12
take
manifold
by
elbows,
hoses
and
clamps.
The
in-
for
part
numbers.
The
induction
air
filter
should
be
take
manifold
is
attached
to
each
cylinder
by
four
removed
and
cleaned
at
each
50-hour
inspection;
or
bolts
through
a welded
flange,
which
is
sealed
by
a
more
frequently
when
operating
under dusty
condi-
gasket.
A
balance
tube
passes
around
the
front
side
tions.
Refer
to
Section
2.
of
the
engine
to
complete
the
manifold
assembly.
An
Revision
2
12A-17
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-65.
AIRBOX.
12A-70.
REMOVAL
AND
INSTALLATION.
a.
Remove
right
half
of
engine
cowling
in
accor-
12A-66.
REMOVAL
AND
INSTALLATION.
dance
with
paragraph
12-3.
a.
Remove
engine
cowling
in
accordance
with
para-
b.
Remove
screws
attaching
airbox
to
upper
rear
graph
12-3.
baffle.
b.
Loosen
clamp
at
lower
end
of
airbox
and
remove
c.
Loosen
clamp
and disconnect
flexible
air
duct
to
flexible
duct.
airbox.
c.
Remove
two
screws,
washers
and
nuts
attaching
d.
Remove
four
screws
attaching
airbox
to
forward
airbox
to
upper
rear
engine
baffle.
air
duct
and
work
airbox
and
filter
from
aircraft.
d.
Remove
four
screws
attaching
airbox
to
induc-
e. Remove
four bolts,
washers
and
nuts
attaching
tion
air
duct
and
work
airbox
and
filter
from
duct.
filter
between
airbox
halves.
e.
Remove
screws
attaching
clips
on
duct
to
clips
on
rocker
box
covers.
NOTE
f.
Remove
screws
attaching lower
side
of
induction
air
duct
to
the
two
front cylinder
rocker
box
covers.
When
installing
filter,
note
direction
of
air
g.
Loosen
clamp and
remove
air
duct
from
flexible
flow.
Inspect
and
install gasket
at
aft
face
inlet
air
duct
and
remove
duct.
of
filter
assembly.
Also,
when
tightening
h.
Reverse
the
preceding
steps
for
reinstallation.
bolts
fastening
filter,
push
inward
on
lower
end
of
the
upper
duct
(where
turbocharger
NOTE
inlet
connects
to
the
upper duct).
This
is
done
so
that
inlet
hose
doesn't
chafe
against
Clean
filter
and
ascertain
that
induction
air
the
cowling.
ducts
and
airbox
are
clean
when
installing.
f.
Reverse
the
preceding
steps
for reinstallation.
12A-67.
CLEANING
AND
INSPECTION.
Refer
to
paragraph
12-66. 12A-71.
CLEANING
AND
INSPECTION.
Clean
and
inspect
filter
in
accordance
with
Section
2.
12A-68.
INDUCTION
AIR
FILTER.
12A-69.
DESCRIPTION.
An
induction
air
filter,
mounted
in
the
aft
end of
the airbox
removes
dust
particles
from
the
ram
air
entering
the engine.
12A-18
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-71A. INSTALLATION
OF
INDUCTION AIR
12A-75A.
PRESSURIZED
MAGNETOS
(Beginning
SYSTEM
DUCTS.
When
cutting
induction
air
system
with
1983
Model
T210).
Pressurized
air
is
taken
ducts
to
length,
the
support
wire
should
be
cut
back
from
the
throttle
body
adaptor
assembly
and
directed
far
enough
to
bend
back
(Minimum
bend
radius,
1/8
by
a
hose,
through
a
filter,
to
a
tee
and
then
to
each
inch)
under
the clamp
and
protrude
1/4
inch.
Do
not
magneto.
The
filter material
is
enclosed
in
a
trans-
break
the
bond
between
the
wire
and
the
fabric.
Be-
parent
case,
with
a
flow
arrow
imprinted
on
it.
The
fore
tightening
clamps,
make
sure
there
is
no
twist
filter
should
be
replaced
when
the
filtering
material
or
torque
on
the
duct.
If
the
duct
is
supported
with
is
dirty.
MIL-Y-1140
cord
in
place
of
wire,
the
preceding
installation
applies
except; MIL-Y-1140
cord
has
no
12A-76.
DESCRIPTION.
Refer
to
paragraph
12-75.
minimum
bend
radius
requirements.
minimum
bend
.
12A-77.
REMOVAL.
Refer to
paragraph
12-76.
The
minimum
installed
bend
radii
for
wire-supported
ducts
in
plane
of
bend,
measured from
the
wall
of
12A-78.
INTERNAL
TIMING.
Refer to
paragraph
the
duct,
are
as
follows:
12-77.
1.
Neoprene
-
one
ply,
1/4
diameter
of
the
maximum
duct
dimension.
12A-79.
INSTALLATION
AND
TIMING-TO-ENGINE.
2.
Neoprene
-
two
ply,
and
silicone
-
one
ply.
Refer
to
paragraph
12-78.
1/3
diameter
of
the
maximum
duct
dimension.
3.
Silicone
-
two
ply.
1/2
diameter
of
the
maxi- 12A-80.
MAINTENANCE.
Refer
to
paragraph
12-79.
mum
duct
dimension.
12A-81.
MAGNETO
CHECK.
Refer to
paragraph
NOTE
12-80.
12A-82.
SPARK
PLUGS.
Refer
to
paragraph
12-81.
Ducts
carrying
filtered
induction
air
may
not
have
local
areas
hand-formed
to
a
12A-83.
ENGINE CONTROLS.
Refer to
paragraph
different
cross
section. 12-82.
12A-72. IGNITION
SYSTEM.
Refer
to
paragraph
12A-84.
DESCRIPTION.
Refer
to
paragraph
12-83.
12-71.
12A-85.
RIGGING.
Refer
to
paragraph
12-84.
12A-73.
DESCRIPTION.
Refer
to
paragraph
12-72.
.
12A-86.
THROTTLE
CONTROL.
Refer
to
paragraph
12A-74.
TROUBLE
SHOOTING.
Refer
to
paragraph
12-85.
12-73.
12A-87.
MIXTURE
CONTROL.
Refer
to
paragraph
12A-75.
MAGNETOS.
Refer
to
paragraph
12-74.
12-86.
12A-88.
PROPELLER
CONTROL.
Refer
to
Section
14.
Revision
2
12A-18A/(12A-18B blank
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-89.
RIGGING
THROTTLE-OPERATED
MICRO- 12A-98.
REMOVAL.
SWITCH.
Refer
to
Section
13.
a.
Remove
engine
cowling
and
right
and
left
nose
12A-98A. AUXILIARY
ELECTRIC
FUEL
caps
in
accordance
with
paragraph
12-3.
12A-89A.
AUXILIARY
ELECTRIC
FUEL PUMP
b.
Remove
intake
manifold
balance
tube
from
front
FLOW ADJUSTMENT.
Refer
to
Section
13.
of
engine.
c.
Remove
heat
shield
at
front
of
engine.
12A-89B.
LANDING
GEAR
WARNING HORN.
d.
Loosen clamp
and
disconnect
flexible
duct
at
aft
Refer
to
Section
5.
end
of
cabin
heater
shroud
on
left
exhaust
stack
12A-90.
STARTING
SYSTEM.
Refer
to
paragraph assembly.
12-89.
e.
Remove
clamps
and
bolts
securing
rear
heat
shield
to
engine
and
remove
heat
shield.
12A-91.
DESCRIPTION.
Refer
to
paragraph
12-90.
f.
Remove
clamps
attaching
left
exhaust
stack
assembly
to
riser
pipes
and
to
rear
crossover
pipe
12A-92.
TROUBLE
SHOOTING.
Refer
to
paragraph
on
left
side
of
engine.
12-91.
g.
Work
left
exhaust
stack
assembly
down
from
risers
and
out
of
crossover pipes
at
front
and
rear
12A-93.
PRIMARY MAINTENANCE.
Refer
to
para-
of
engine.
graph
12-92.
h.
Remove
four
nuts
and
washers
attaching
ex-
haust
riser
pipe
to
each
cylinder
on
left
bank
of
cyl-
12A-94.
STARTER
MOTOR.
inders
and
remove
riser
pipes
and
gaskets.
i.
Remove
clamp attaching
exhaust tailpipe
to
ex-
12A-95.
REMOVAL
AND
INSTALLATION.haust
port
of
turbine
a.
Remove
cowling
in
accordance
with
paragraph
j.
Remove
bolts
attaching
waste-gate
to
right
ex-
12-3.
haust
stack
assembly.
Work
tailpipe
from
turbine
b.
Remove
induction
airbox
in
accordance
with
and
lower waste-gate
and
tailpipe
into
cowling.
paragraph
12A-66.
.
.k.
Remove
bolts
attaching
turbocharger
to
mount-
c.
Disconnect
electrical
power
cable
at
starter
ing
brackets
and
insulate
terminal
as
a
safety
precaution.
1.
Remove
bolts
and
nuts
attaching
turbocharger
d.
Remove
nuts
securing
starter
and
remove
to
right
exhaust stack
assembly.
Lower
turbocharger
starter.
into
cowling.
e.
Reverse
the
preceding
steps
for
reinstallation.
m.
Remove
bolts,
nuts
and
clamps
attaching
right
Install
a
new
O-ring
and
be
sure
the
starter
drive
exhaust
stack
assembly
to
riser
pipes
on
right
side
engages
with
the
drive
in
the
adapter.
of
engine.
n.
Work
right
exhaust
stack
assembly
down
from
12A-96.
EXHAUST SYSTEM.
Refer
to
figurerisers
and
remove.
o.
Remove
nuts
and
washers
attaching
riser
pipes
to
front
two
cylinders
on
right
side
of
engine
and
12A-97.
DESCRIPTION.
The
exhaust
system
con-
remove
riser
pipes and
gaskets.
sists
of
two
exhaust
stack
assemblies,
one
for
the
p.
Remove
nuts
and
washers attaching
exhaust
pipe
left
and
one
for
the
right
bank
of
cylinders. These
to
rear
cylinder
on
right
side
of
engine
and
remove
exhaust
stack
assemblies
are
joined
together
to
pipe
and
gasket
route
the
exhaust
from
all cylinders
through
the
waste-gate
or
turbine.
The
three
risers
on
the
12A-99.
INSTALLATION.
left
bank of
cylinders
are
joined
together
into
a
common
pipe
to
form
the
left stack
assembly.
The
right
rear
cylinder
exhaust
is
routed
down
and
aft
NOTE
to
the
rear
of
the
engine
where
it connects to
the
left
stack
assembly.
The
risers
on
the
two
right
It
is
important
that
the
complete
exhaust
sys-
front
cylinders
are
connected
to
a
common
pipe
to
tem,
including
the
turbocharger
and
waste-
form
the
right
stack
assembly.
The
right
stack gate,
be
installed
without
pre-loading
any
assembly
connects
to
the
left
stack
assembly
at
section
of
the
exhaust
stack
assembly.
the
front
of
the
engine.
Mounting
pads
for
the
waste-gate
and
turbine
are
provided
on
the
right
a.
Use
new
gaskets
between
exhaust
stacks
and
en-
stack
assembly.
From
the
exhaust port
of
the
tur-
gine
cylinders,
at
each
end
of
waste-gate
and
between
bine,
a
tailpipe routes
the
exhaust
overboard
through
turbocharger
and
exhaust
stack.
the
lower
fuselage.
The
exhaust
port
of
the
waste-
b.
Place
all
sections
of
exhaust
stacks
in
position
gate
is
routed
into
the
tailpipe
so
the
exhaust
gas
can
and
torque
nuts
attaching
them
to
the
cylinders
evenly
be
expelled
from
the
system
when
not
needed
at
the
to
100-110
lb-in.,
while
riser
clamps
are
loose.
turbine.
The
waste-gate
is
actuated
by
the
waste-
c.
Manually
check
that
crossover
pipe
slip-joints
do
gate
actuator
which,
in
turn,
is
controlled
by.the
not
bind.
Tighten
clamp
attaching
left
risers
to
left
waste-gate
controller.
Also,
sleeving
is
installed
stack
assembly.
Tighten
the
clamp
attaching right
on
the
fuel
hose
from
the
engine-driven
pump
to the
stack to
right
front
riser.
fuel
metering
body
and
on
the
hose
from
the
auxiliary
d.
Raise turbocharger
into
position
and
install
bolts
fuel
pump
to
the
engine-driven
pump.
This
is
to
pre-
and
nuts
attaching
turbocharger
to right exhaust
stack
vent
excessive
heat
on
these
fuel
hoses
as
they
route
and
those
attaching
turbocharger
to
front
and
rear
close
to
the
exhaust
stack.
turbocharger
supports (figure
12A-6).
Tighten bolts.
12A-19
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
INTAKE
PIPE
ATTACHES
ATTACHES
TO
ENGINE TO
CYLINDERS
HEAT
INTAKE
SHIELD
HERE
TAILPIPE
INSTALLED
ECONOMY
MIXTURE
(EGT) PROBE
INSTALLED
HERE
12A-20
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
4
3
14
HEAT
DEFLECTORS AND
INSULATORS
1.
Clamp
6.
Heat
Shield
10.
Right
Nosecap
2.
Crankcase
7.
Bolt
11.
Insulation
3.
Intake
Manifold
Balance
Tube
8.
Lockwasher
12.
Retaining
Skin
4.
Heat
Deflector
9.
Washer
13.
Left
Nosecap
5.
Rivet
14.
Screw
Figure
12A-4.
Exhaust
System
(Sheet
2
of
2)
12A-21
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
e.
Install
bolts
and
nuts
attaching
waste-gate
to
be
made
to
detect
cracks
causing
leaks
which
could
right
hand
exhaust
stack
and
tighten
securely.
result
in
loss
of
optimum
turbocharger
efficiency
and
f.
While
applying an
upward
force
of
one
G
to engine
power.
To
inspect
the
engine
exhaust
system
counteract
weight
of
turbocharger
and
waste-gate
proceed
as
follows:
assembly,
tighten
clamp attaching exhaust
stack
to
a.
Remove
engine
cowling
as
required
and
remove
riser.
heater
shroud
so
that
ALL
surfaces
of
the
exhaust
g.
Tighten
clamp
securing
tailpipe to
turbocharger.
assemblies
can be
visually
inspected.
h.
Be
sure
all
parts
are
secure
and
safetied
as
re-
quired,
then
perform
step
"b"
of
paragraph
12A-100
WARNING
to
check
for
air
leaks.
i.
Install heater
shroud
duct
and
heat
shields.
Never
use
highly
flammable
solvents
on
j.
Install
intake
manifold
balance
tube
at
front
of
engine
exhaust
systems.
Never
use
a
engine
and
install
heat
shields at
front
of
engine,
wire
brush
or
abrasives
to
clean exhaust
then
install
nose
caps
and
cowling.
systems
or
mark
on
the
system
with
lead
pencils.
NOTE
NOTE
The
lower
sections
of
turbocharger
supports
(in-
dex
8,
figure
12A-6)are
supplied
as
service
parts
Especially
check
the
areas
adjacent
to
welds
with
their
upper
holes
omitted.
These
undrilled
and
slip
joints.
Look
for
gas
deposits
in
parts
are
also
supplied
when
a
new
turbocharger
surrounding
areas,
indicating
that
exhaust
inlet
stack, right
front
stack,
or either
of
the
gases
are
escaping
through
a
crack
or
hole
two
right
front
risers
is
ordered.
The
follow-
or
around
the
slip
joints.
ing
steps
outline
the
proper
procedure
for
drilling
and
installing
the
supports.
b.
After visual
inspection,
an
air
pressure
test
should
be
made
on
the
exhaust
system
as
follows:
k.
Install
all
parts
but
do
not
tighten
attaching
1.
Attach
the
pressure
side
of
an
industrial
clamps
or
bolts.
vacuum
cleaner
to
the
tailpipe
opening,
using
a
rub-
1.
Torque
nuts
attaching
risers
to
cylinders
evenly
ber
plug
to
effect
a
seal
as
required.
to
100-110
1b-in.
m.
Tighten bolts
and
clamps per
steps
"d"
through
NOTE
"g".
The
inside
of
the vacuum
cleaner
hose
should
NOTE
be
free
of
any
contamination
that
might
be
blown
into
the
engine
exhaust
system.
It
is
important
that
weight
of
turbocharger
and
waste-gate assembly
be
counteracted,
as
listed
2.
With
vacuum
cleaner
operating,
all
joints
in
in
step
"f",
when
tightening
clamps
attaching
the
exhaust
system
and
the heat
exchanger
area
may
stacks
to
risers.
be
checked
manually
by
feel,
or
by
using
a
soap
and
water
solution
and
watching
for
jubbles.
The
exhaust
n.
Make
hole
locations
in
undrilled
supports
to
manifold
in
the
heat
exchanger
area
must
be
free
of
match
existing
holes
in
upper
supports.
air
leaks.
In
other
areas,
forming
of
bubbles
is
ac-
o.
Remove
lower
supports,
leaving
all
other
parts
ceptable;
however,
if
bubbles
are
blown away
system
tight.
is
not
acceptable.
Also,
some
bubbles
will appear
at
p.
Drill
the
marked
holes
with
a
3/8-inch
drill.
the
joint
of
the
turbocharger
turbine
and
compressor
q.
Reinstall
supports,
install
bolts
fastening upper
bearing
housing.
and
lower
supports
together,
then
tighten
all
bolts
c.
Where
a
surface
is
not
accessible
for
a
visual
securely.
If
any
exhaust
system
bolts
or
clamps
inspection,
or
for a
more
positive
test,
the
following
were
loosened
while
lower
supports
were
not
install-
procedure
is
recommended.
ed,
loosen
all
clamps
and
bolts
and
repeat
the
install-
1.
Remove
exhaust
stack
assemblies.
ation
procedure
to
be
sure
no
pre-loading
is
present.
2.
Use
rubber
expansion plugs
to
seal
openings.
r.
Be
sure
all
parts
are
secure
and
safetied
as
re-
3.
Using a
manometer
or
gage,
apply approxi-
quired.
reinstall
any
parts
removed
for
access,
then
mately
1-1/2 psi
(3
inches
of
mercury)
air
pressure
install
nose
caps
and
cowling.
while
each
stack assembly
is
submerged
in
water.
Any
leaks
will
appear
as
bubbles
and
can
be
readily
12A-100.
INSPECTION.
Since
exhaust
systems
of
detected.
this
type
are
subject to
burning,
cracking
and
general
d.
It
is
recommended
that
any
components
of
the
deterioration
from
alternate
thermal
stresses
and
exhaust
system
found
defective
be
replaced
before
vibrations,
inspection
is
important
and
should be
ac-
the
next
flight.
complished
every
50
hours
of
operation. Also,
a
thor-
e.
After
installation
of
exhaust
system
components,
ough
inspection
of
the
engine
exhaust
system
should
recheck
by
performing
the
air
pressure test
to
make
sure
that
system
is
acceptable.
12A
-22
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-101. TURBOCHARGER.
1.
Reverse
the
preceding
steps
for
reinstallation.
When
installing
the
turbocharger,
install
a
new
gas-
12A-102.
DESCRIPTION.
The
turbocharger
is
an
ket
between
exhaust
manifold
and
turbine
exhaust
exhaust
gas-driven
compressor,
or
air
pump,
which
inlet.
Reinstall
safety
wire.
provides
high
velocity
air
to
the engine
intake
mani-
fold.
The
turbocharger
is
composed
of
a
turbine
CAU
TION
wheel,
compressor
wheel,
turbine
housing and
com-
pressor
housing.
The
turbine,
compressor
wheel
When
installing
cowling
or
turbine
access
and
interconnecting
drive
shaft
comprise
one
corn-
door,
check
that
the
clearence
between
plete
assembly
and
are
the
only
moving
parts
in
cowling
or
turbine
access
door
and
nose
the
turbocharger.
Turbocharger
bearings
are
lubri-
gear
doors
is
within
presceibed
limits
of
cated
with
filtered
oil
supplied
from
the
engine
oil
.12
to
.15
inches. Refer
to
SE77-15
for
system.
Engine
exhaust
gas
enters
the
turbine
details.
housing
to
drive
the
turbine
wheel.
The
turbine
wheel,
in
turn,
drives
the
compressor
wheel,
pro-
12A-104.
CONTROLLER
ANDWASTE-GATE
ducing
a
high
velocity
of
air
entering
the
engine
in-
ACTUATOR.
duction
intake
manifold.
Exhaust
gas
is
then
dumped
overboard
through
the
exhaust
outlet
of
the
turbine
12A-105.
FUNCTIONS.
The
waste-gate
actuator
housing
and
exhaust
tailpipe.
Air
is
drawn into
the
and
controller
uses
engine
oil
for
power
supply.
The
compressor
through
the
induction
air
filter
and
is
turbocharger
is
controlled
by
the
waste-gate,
waste-
forced
out
of
the
compressor
housing
through
a
gate
actuator,
the
absolute
pressure
and
overboost
tangential
outlet
to
the
intake
manifold.
The
degree
control valve.
The
waste-gate
bypasses
engine
ex-
of
turbocharging
is
varied
by
means
of
a
waste-gate
haust
gas
around
the
turbocharger
turbine
inlet.
valve,
which
varies
the
amount
of
exhaust
gas
allowed
The
waste-gate
actuator,
which
is
physically
con-
to
bypass
the
turbine.
nected
to
the
waste-gate
by
mechanical
linkage,
con-
trols
the
position
of
the
waste-gate
butterfly
valve.
12A-103. REMOVAL
AND
INSTALLATION.
(Refer
to
The
absolute
pressure
controller
controls
the
maxi-
figure
12A-6).
mum
turbocharger
compressor
discharge
pressure,
a.
Remove
engine
cowling
as
required.
the
overboost control
valve
prevents
an
excessive
b.
Remove
waste-gate
to
tailpipe
clamp.
pressure
increase
from
the
turbocharger
compressor.
c.
Loosen
clamp
at
turbine
exhaust
outlet
and
work
tailpipe
from turbine
outlet.
12A-106. OPERATION.
The
waste-gate
actuator
is
d.
Loosen
clamps
and
remove
air
inlet
and
outlet
spring-loaded
to
position the
waste-gate
to
the
nor-
ducts from
turbocharger
compressor.
mally
open
position
when
there
is
not
adequate
oil
e.
Disconnect
oil
pressure
and
scavenger
lines
pressure
in
the
waste-gate
actuator
power
cylinder
from
turbocharger.
Plug
or
cap
open
oil
lines
and during engine
shut
down.
When
the
engine
is
started,
fittings.
Remove
clamp
on
oil
supply line
to
the
oil
pressure
is
fed
into
the
waste-gate
actuator
power
turbocharger.
cylinder
through
the
capillary
tube.
This automati-
f.
Loosen
clamp
and
remove
induction
air
inlet
cally
fills
the
waste-gate
actuator
power
cylinder
and
elbow
at
turbocharger
compressor.
lines
leading
to
the
controllers,
blocking the
flow
of
g.
Remove
right
cowl
flap
by
disconnecting
control
oil
by
normally closed metering
and/or
poppet
valves.
at
cowl
flap
and
removing
hinge
pin.
As
oil
pressure
builds
up
in
the
waste-gate
actuator
h.
Cut
safety
wire
and
remove
two
bolts
attaching
power
cylinder,
it
overcomes
the
force
of
the
waste-
turbine
to
forward
mounting
bracket.
gate open
spring,
closing the
waste-gate.
When
the
i.
Remove
three
bolts
attaching
turbine
to
turbine
waste-gate
begins
to
close,
the
exhaust
gases
are
rear
mounting
bracket.
routed through
the
turbocharger
turbine.
As the
en-
j.
Remove
three
remaining
bolts,
washers
and
gine
increases its
power
and speed,
the
increase
of
nuts
attaching turbine
to
exhaust
manifold.
k.
Work
turbocharger
from
aircraft
through
cowl
flap opening
in
lower
cowling.
SHOP
NOTES:
12A-23
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
temperature
and
pressure
of
the
exhaust
gases
causes
versely,
at
engine
idle,
the
turbocharger
runs
slowly
the
turbocharger
to
rotate
faster,
raising
the
turbo-
with
low
compressor
pressure
output;
therefore,
the
charger compressor
outlet
pressure.
As
the
com-
low
pressure
applied
to
aneroid
bellows
is
not
suffi-
pressor
outlet
pressure
rises,
the
aneroid
bellows
cient
to
affect
the unseating
of
the
normally
closed
and
the
absolute
pressure
controller
sense
the
in-
metering
valve.
Consequently,
engine
oil
pressure
crease
in
pressure.
When
at
high engine
speed
and
keeps
the
waste-gate
closed.
The
overboost
control
load
and
the
proper
absolute
pressure
is
reached,
the
valve
acts
as
a
pressure
relief
valve
and
will
open
to
force
on
the
aneroid
bellows
opens
the
normally
prevent
an
excessive
pressure
increase
from
the
closed
metering
valve.
When
the
oil
pressure
in
the
turbocharger
compressor.
Above
17,000
feet,
the
waste-gate
actuator
power
cylinder
is
lowered
suffi-
absolute
pressure
controller
will
continue
to
maintain
ciently,
the
waste-gate
actuator
open
spring
forces
36.5
±
.
5
inches
of
mercury
manifold
pressure
at
full
the
mechanical linkage to
open
the
waste-gate.
A
throttle.
It is
necessary
to
reduce
manifold
pressure
portion
of
the
exhaust
gases
then
bypasses
the
turbo-
with
the
throttle
to
follow
the
maximum
manifold
charger
turbine,
thus
preventing
further
increase
of
pressure
versus
altitude
schedule
shown
on
the
instru-
turbocharger
speed
and
holding
the
compressor
dis-
ment
panel
placard.
charge
absolute
pressure
to
the
desired
valve.
Con-
CA
OUTION
This
turbocharged
engine
installation
is
equipped
with
a
controller
sustem
which
automatically
controls
the
engine
within
prescribed
manifold
pressure
limits.
Although
these
automatic
controller
systems
are
very
reliable
and
eliminate
the
need
for
manual
control
through constant
throttle
manipulation,
they
are
not
infallible.
For
instance,
such
things
as
rapid
throttle
manipulation
(especially
with
cold
oil),
momentary
waste-gate
sticking,
air
in
the
oil
system
of
the
controller.
etc.
can
cause
overboosting.
Consequently,
it
is
still
necessary
that
the
pilot
observe
and
be
prepared
to
control
the mani-
fold
pressure,
particularly
during
take-off
and
power
changes
in
flight.
The
slight
overboosting
of
manifold
pressure
beyond
established
maximums,
which
is
occasionally
experienced
during
initial
take-off
roll
or
during
a
change
to
full
throttle
operation
in
flight,
is
not
considered
detrimental
to
the
engine
as
long
as
it
is
momentary.
Momentary
overboost
is
generally
in
the
area
of
2
to
3
inches
and
can
usually
be
controlled
by
slower
throttle
movement.
No
corrective
action
is
required
where
momentary
overboosting
corrects
itself
and
is
followed
by
normal
engine
operation.
However,
if
overboosting
of
this
nature
persists,
or
if
the
amount
of
overboost
goes
as
high
as
6
inches,
the
controller
and
overboost
control
should
be
checked
for
necessary
adjustment
or
replacement
of
the
malfunctioning
component.
OVERBOOST EXCEEDING
6
INCHES
beyond
established maximums.is
excessive
and
can
result
in
engine
damage.
It
is
recommended
that overboosting
of
this
nature
be
reported to
your
Cessna
Dealer,
who
will
be
glad
to
determine
what,
if any,
corrective
action
needs to
be
taken.
12A
-25
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
13A-107.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
UNABLE
TO
GET
RATED
Controller
not
getting
enough
oil
Check
oil
pump
outlet
pressure,
oil
POWER
BECAUSE
MANI-
pressure
to
close
thewaste-gate.
filter
and
external
lines for
ob-
FOLD
PRESSURE
IS
LOW.
structions.
Clean
lines
and
re-
place
if
defective.
Replace
oil
filter.
Controller
out
of
adjustment
or
Refer
to
paragraph
12A-110.
defective.
Replace
controller
if
defective.
Defective
actuator.
Refer
to
paragraph
12A-112. Re-
place
actuator
if
defective.
Leak
in
exhaust
system.
Check
for
cracks
and
other
ob-
vious
defects.
Replace defective
components.
Tighten
clamps
and
connections.
Leak
in
intake
system.
Check
for
cracks
and
loose
connections.
Replace
defective
components.
Tighten
all
clamps
and
connections.
ENGINE
SURGES
OR
Defective
controller.
Refer
to
paragraph
12A-110.
SMOKES.
Replace
if
not
adjustable.
Waste-gate
actuator
linkage
Refer
to
paragraph
12A-112.
binding.
Waste-gate
actuator
leaking
Replace
actuator.
oil.
TURBOCHARGER
NOISY
Turbocharger
overspeeding
from
Refer
to
paragraph
12A-110.
WITH
PLENTY
OF
POWER
defective
or
improperly adjusted
Replace
if
defective.
controller.
Waste-gate
sticking
closed.
Correct
cause
of
sticking.
Refer
to
paragraph
12A-110.
Replace
defective
parts.
Controller
drain
line
(oil
return
Clean
line.
Replace
if
defective.
to
engine
sump)
obstructed.
ENGINE
POWER
INCREASES
Overboost
control valve
out
of
Replace
if
defective.
SLOWLY
OR
SEVERE
MANI-
adjustment
or
defective.
FOLD
PRESSURE
FLUCTU-
ATIONS
WHEN
THROTTLE
Waste-gate
operation
is
Refer
to
paragraph
12A-112.
ADVANCED
RAPIDLY.
sluggish.
Replace
if
defective.
Correct
cause
of
sluggish
operation.
ENGINE
POWER
INCREASES
Overboost control
valve
out
of
Replace
if
defective.
RAPIDLY
AND
MANIFOLD
adjustment
or
defective.
PRESSURE
OVERBOOSTS
WHEN
THROTTLE
AD-
Waste-gate
operation
is
Refer
to
paragraph
12A-112.
VANCED RAPIDLY.
sluggish.
Replaceif
defective.
Correct
cause
of
sluggish
operation.
12A-26
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-107. TROUBLE
SHOOTING
(Cont).
TROUBLE PROBABLE
CAUSE REMEDY
FUEL
PRESSURE
DECREASES
Compressor
discharge
pressure
Check
and
clean
out
restrictions.
DURING
CLIMB,
WHILE
MANI-
line
to fuel pump
aneroid
FOLD
PRESSURE
REMAINS
restricted.
CONSTANT.
Leaking
or
otherwise
defective
Replace
engine-driven
engine-driven
fuel
pump
fuel
pump.
aneroid.
MANIFOLD
PRESSURE
DE- Leak
in
intake
system.
Check
for
cracks
and
other
CREASES
DURING
CLIMB
obvious
defects.
Tighten
all
AT
ALTITUDES
BELOW
NOR-
hose
clamps
and
fittings.
MAL
PART
THROTTLE
Replace
defective
components.
CRITICAL ALTITUDE,
OR
POOR
TURBOCHARGER
Leak
in
exhaust
system.
Check
for
cracks
and
other
PERFORMANCE
obvious
defects.
Tighten
all
INDICATED
BY
CRUISE
clamps
and
fittings.
Replace
RPM
FOR
CLOSED WASTE-
defective components.
GATE.
(Refer
to
paragraph
12A-107.) Leak
in
compressor
discharge
Check
for
cracks
and
other
pressure
line
to
controller.
obvious
defects.
Tighten
all
clamps
and
fittings.
Replace
defective
components.
Controller
seal
leaking.
Replace
controller.
Waste-gate
actuator
leaking
oil.
Replace
actuator.
Waste-gate
butterfly
-
closed
gap
Refer
to
paragraph
12A-112.
is
excessive.
Intake
air
filter
obstructed.
Service
air
filter.
Refer
to
Section
2
for
servicing
instructions.
FUEL
FLOW
DOES
NOT
DE-
Defective
engine-driven
fuel
Replace
engine-driven
fuel
CREASE
AS
MANIFOLD
pump
aneroid
mechanism.
pump.
PRESSURE DECREASES
AT
PART-THROTTLE
Obstruction
or
leak
in
compressor
Check
for leaks
or
obstruction.
CRITICAL
ALTITUDE.
discharge
pressure
line
to
engine- Clean
out
lines
and
tighten
driven
fuel
pump.
all
connections.
FUEL
FLOW
INDICA-TOR
Moisture
freezing
in
indicator
Disconnect
lines,
thaw
ice
and
DOES
NOT
REGISTER
line. clean
out
lines.
CHANGE
IN
POWER
SETTINGS
AT
HIGH
ALTITUDES.
SUDDEN
POWER
DECREASE
Intake
system
air
leak
from
Check
hose
condition.
Install
ACCOMPANIED
BY
LOUD
hose
becoming
detached.
hose
and
hose clamp
securely.
NOISE
OF
RUSHING
AIR.
MANIFOLD
PRESSURE
GAGE
Defective
controller.
Replace
controller.
INDICATION
WILL
NOT
RE-
MAIN
STEADY
AT
CONSTANT
Waste-gate
operation
is
Refer
to
paragraph
12A-112.
POWER
SETTINGS.
sluggish.
Replace
if
defective.
Correct
cause
of
sluggish operation.
12A-27
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
12A-108.
CONTROLLER
AND
TURBOCHARGER
OPERATIONAL
FLIGHT CHECK.
The
following
procedure
de-
tails
the
method
of
checking
the
operation
of
the
absolute
controller
overboost
control
valve, and
a
performance
check
of
the
turbocharger.
TAKE-OFF-ABSOLUTE
CONTROLLER
CHECK.
a.
Cowl
Flaps
-
Open.
b.
Airspeed
-
105
KIAS.
c.
Oil
Temperature
-
Middle
of
green
arc.
d. Engine
Speed -
2700
±
25
RPM.
e.
Fuel
Flow
-
192
LBS/HR
*
6
LBS/HR (Full
Rich
Mixture).
f.
Full
Throttle
M.
P.
-
Absolute
controller
should
maintain
36.
5 ±
.5
in.
Hg
(stabilized).
Climb
2000
feet
after
take-off
to
be
sure
manifold
pressure
has stabilized.
It
is
normal
on
the
first
take-off
of
the
day
for
full
throttle
manifold
pressure
to
decrease
1/2 to
1.0
inch
of
mercury
within
one
minute
after
the-
initial
application
of
full
power.
Refer
to
paragraph
12A-109
for
absolute
controller
adjustment.
CLIMB
-
ABSOLUTE
CONTROLLER
AND
TURBOCHARGER
PERFORMANCE
CHECK.
a.
Cowl
Flaps
-
Open.
b.
Airspeed
-
105
KIAS.
c. Engine
Speed
-
2500
RPM.
d.
Fuel
Flow -
Adjust
mixture
for
120.0
LBS/HR.
e.
Part-Throttle
M.
P.
-
30.0
in.
Bg.
f.
Climb
to
17,
000
feet
-
Check
part-throttle
critical
altitude
during
climb.
This
part-throttle
critical
altitude
is
where manifold
pressure
startz
decreasing
during
the
climb
at
a
rate
of
approximately
1.0
inch
of
mercury
per
1000
feet.
After
noting
this
altitude
and
the
outside
air
temperature
the
desired
manifold
pressure
should
be
maintained
by
advancing
the
throttle
during
the
remainder
of
the
climb.
Once
the
climb
power
setting is
established
after
take-off,
the
controller
should
maintain
a
steady
manifold
pressure
up
to
the
part-throttle
critical
altitude
indicated in
the
following
chart.
If
part-throttle
critical
altitude
has
not
been
reached
by
17,
000
feet,
discontinue
check
and
proceed
to
cruise
check.
Outside
Air
Temperature
Part-Throttle
Critical
Altitude
(80%
Power)
Standard
or
Colder
Above
21,000
feet
20°F
Above
Standard
13,
000
to
19,
000
feet
40°F
Above
Standard
7,
000
to
13,
000
feet
Part-throttle
critical
altitudes
lower
than
those
listed
indicate the
turbocharger
system
is
not
operating
properly
(refer
to
the
trouble
shooting
chart in
paragraph
12A-107).
Critical altitudes
above
those
listed
indicate
turbocharger
performance
better than
normal.
Also
check
that
fuel
flow
decreases
as
manifold
pressure
decreases
at
critical
altitude.
Refer
to
the
trouble
shooting
chart
if
fuel
flow
does
not
decrease.
CRUISE
-
TURBOCHARGER
PERFORMANCE
CHECK.
a.
Cowl
Flaps
-
Closed.
b.
Airspeed
-
Level
flight.
c.
Pressure
Altitude
-
17,
000
feet.
d.
Engine
Speed
-
2700
RPM
(5
minute
limit).
e.
Part-Throttle
M.P.
-
30.0
in.
Hg.
f.
Fuel
Flow
-
Lean
to
130.0 LBS/HR.
g.
Propeller
Control
-
(1)
Slowly
decrease
RPM
until
manifold
pressure
starts
to
drop,
indicating waste
gate
is
closed.
NOTE
If
the waste
gate
closes
at
engine
speeds
lower than
shown
on
the
chart
in figure
12A-7,
the
turbocharger
performance
is
normal.
If
the
waste
gate
closes
at
engine
speeds
higher
than
shown
in
figure
12A-7,
refer
to
the
trouble
shooting
chart
in
paragraph
12A-107.
(2)
Note
outside
air
temperature
and
RPM
as
manifold
pressure
starts
to drop,
which
should
be
in
accordance
with
the
chart
in
figure
12A-7.
(3)
After
noting
temperature
and
RPM,
increase
engine
speed
50
RPM
to
stabilize
manifold
pres-
sure,
with
the
waste
gate
modulating
exhaust
flow
to
control
compressor
output.
12A-30
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
b.
Remove
bolts,
washers
and
nuts
attaching
waste-gate
and
actuator
assembly
to
tailpipe.
ABOLUTE
PRESSURE
c.
Loosen
clamp
attaching
tailpipe to
turbine
ex-
SOUTEPRESUR
haust
outlet
and
work
tailpipe
from
turbine.
CONTROLLER
d.
Remove
bolts,
washers
and
nuts attaching
the
assembly
to
the
exhaust
manifold.
e.
Remove
the
assembly
from
aircraft,
being
care-
ful
not
to
drop
the unit.
f.
Installation
may
be
accomplished
by
reversing
the
preceding
steps.
NOTE
When
Installing
the
assembly,
be
sure
the
gaskets
at
inlet
and
outlet
of
valve
are
in-
stalled
and
are
in
good
condition.
Replace
gaskets
if
damaged.
12A-112.
ADJUSTMENT
OF
WASTE-GATE
ACTUA-
TOR.
(Refer
to
figure
12A-9.)
a.
Remove
waste-gate
actuator
in accordance
with
paragraph
12A-111.
b.
Plug
actuator
outlet
port
and
apply
a
50
to
60
psig
air
pressure
to
the
inlet
port
of
the
actuator.
.
Check
for
0.00
inch
gap
between
butterfly
and
-
waste-gate
body
as
shown
in
figure
12A-9.
d.
f
adjustment
is
required,
remove
pin
from
actuator
shaft.
e.
Hold
clevis
end
and
turn
shaft
clockwise to
in-
crease
gap
or
counterclockwise
to
decrease
gap
of
butterfly.
Install
pin
through
clevis
and
shaft,
se-
FLAT-BLADED
SCREWDRIVER
curing
pin
with
washer
and
cotter
pin.
f.
After
adjusting
closed
position
and
with
zero
pressure
in
cylinder,
check butterfly
for
a
clearance
of
1.100
+ .000 -.
125
inch
in
the
full-open position
.
Controller
as
shown
in
figure
1A-9.
Figure
12A-8.
Controller
Adjustment
as
shown
in
figure
12A-9.
g.
If
adjustment
is
required,
loosen
locknut
and
turn stop
screw
clockwise
to
decrease
or
counter-
clockwise
to increase
clearance
of
butterfly.
12A-113.
EXTREME
WEATHER
MAINTENANCE.
h.
Recheck
butterfly
in
the closed
position
to
as-
Refer
to
paragraph
12-99.
certain
that
gap
tolerance
has
been
maintained.
12A-114.
COLD
WEATHER.
Refer to
paragraph
NOTE
12-100.
To
assure
correct spring
loads,
actuate
12A-115.
HOT
WEATHER.
Refer
to
Pilot's
Operating
butterfly
with
air
pressure.
Actuator
shaft
Handbook.
and
butterfly
should
move
freely.
Actuator
shaft
should
start
to
move
at
15*2
psig
and
12A-116.
SEACOAST
AND
HUMID
AREAS.
Refer
to
fully
extend
at
35*2
psig.
Two
to
four
psi
paragraph
12-102.
hysteresis
is
normal,
due
to
friction
of
0-
ring
against
cylinder
wall.
12A-117.
DUSTY
AREAS.
Refer
to
paragraph
12-103.
.
Remove
air
pressure
line
and
plug
from
actua-
12A-118.
GROUND SERVICE
RECEPTACLE.
Refer
tor.
to
Section
17.
.
Install
waste-gate
and
actuator
as
outlined
in
paragraph
12A-111.
12A-32
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
13
FUEL
SYSTEM
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
FUEL
SYSTEM.
........
. ...
2F20/13-2
Fuel
Strainer
(THRU
21064535).
.
2G12/13-18
Description
(THRU
21064535)
. .
2F20/13-2
Description
..........
2G12/13-18
Precautions
.... ........
2F20/13-2
Disassembly
and
Assembly
. .
2G14/13-20
Trouble
Shooting
.....
...
2F21/13-3
Removal
and
Installation
. .
.2G14/13-20
Fuel
Bays
........
. .
2G2/13-8
FUEL
SYSTEM
(BEGINNING
WITH
Description
.........
2G2/13-8
21064536)
..
...........
2G14
/13-20
Leaks
.
..........
..
2G2/13-8
Description
........
.
2G1
4/13-20
Classification
of
Fuel
Leaks
. .
2G2/13-8
Fuel
Selector
Valve
.......
2G14/13-20
.
--
3s/qJ
-8
.
Description
.
....
.
2G14/13-20
Sealant
.
......
. ..
2G3/13-9
Removal
and
Installation
. .
.2G14/13-20
Mixing
.........
2G3/13-9
Disassembly,
Repair
and
Sealing
.....
.
2G3/13-9 Reassembly
........
2G14/13-20
Sealing
Fuel
Leaks
...
.2G3/13-9
.
Leak
Test
.
.......
.
2G19/13-25
Curing
Time
...
2G6/13-12
Alternate
Method
....
2G19/13-25
Testing
Fuel
Bay
. ..
.2G6/13-12
Fuel
Reservoir.
.......
...
2G19/13-25
Fuel
Vents.
..........
.2G6/13-12
Description
.........
2G19/13-25
Description
........
.2G6/13-12 Removal
and
Installation
...
2G19/13-25
Removal
and
Installation
. .
2G7/13-13
Fuel
ON-OFF
Valve
......
.
2G21/13-27
Checking
..........
2G7/13-13
Description
.........
2G21/13-27
Fuel
Quantity
Indicating
System
. .
2G8/13-14
Removal
and
Installation
. .
2G21/13-27
Description
........
.2G8/13-14
Disassembly,
Repair
and
Removal
and
Installation
...
2G8/13-14
Reassembly
.......
.
2G21/13-27
Fuel
Reservoirs
(THRU
21064535)
.
2G8/13-14
Fuel
Strainer.
.
........
..
2G21/13-27
Description
........
2G8/13-14
Description
........
2G21/13-27
Removal
and
Installation
. . .
2G8/13-14
Disassembly,
Assembly
and
Fuel Selector
Valve
(THRU
210-
Reassembly
........
2G21/13-27
64535)
.............
2G8/13-14
Vented
Fuel
Filler
Caps
.....
2G24/13-30
Description
.
.........
2G8/13-14
Description
......
.
2G24/13-30
Removal
and
Installation
...
2G8/13-14
Metal
"Flush-Type"
Repair
.
...........
2G8/13-14
Filler
Caps
........
2G24/13-30
Auxiliary
Fuel
Pump
....
2G10/13-16
Inspection
.......
.
2G24/13-30
Description
.........
2G10/13-16
Cleaning
.........
2G24/13-30
Removal
and
Installation
. . .
2G10/13-16
Reassembly
.....
.
2G24/13-30
Circuit
..........
2G10/13-16
Red
Plastic
"Flush-Type"
Rigging
Throttle
Operated
Filler
Caps
.......
.2G24/13-30
Microswitches
.......
2G10/13-16
Inspection
........
2G24/13-30
Flow
Rate
Adjustment
....
2G10/13-16
Cleaning
.... ....
2H3/13-33
Maximum
High
Boost Check
. .
2G12/13-18
Reassembly
.......
2H3/13-33
Leak
Testing
Metal
or
Red
Plastic
Filler
Caps
..
.....
2H3/13-33
13-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
13-1. FUEL
SYSTEM.
The
fuel
system as
defined
13-3.
PRECAUTIONS.
During
maintenance
on
the
by
this
manual
includes
all
components
up
to
and
in-
fuel
system
the
following
precautions should
be
ob-
cluding
the
fuel
line
connecting
to the
engine
driven
served:
pump
inlet.
Engine
mounted components
are
covered
a.
Aircraft
should
be
properly
GROUNDED
prior
to
in
Section
12
or
12A.
performing
maintenance
on
the
fuel
system
or
compo-
nents.
b.
Drain
all
lines
or
hoses
when
disconnected,
be-
13-2.
DESCRIPTION.
(THRU
21064535.)
The
fuel
cause
residual
fuel
draining
constitutes
a
fire
hazard,
system
is
essentially
a
gravity-flow
system
from
the
and
accumulation
of
this
drainage
increases
the
haz-
bay
outlets
to
the
selector
valve
and
a
pump
augmented
ard.
system
from
the
selector
valve
to
the
engine. The
c.
Cap
open
lines
and
cover
connections
to
prevent
fuel
system
is
comprised
of
the
wing
bays,
reservoirs,
entry
of
foreign
material
in
the
former case,
and
selector
valve,
auxiliary
fuel
pump,
fuel
strainer,
prevent
damage
to
threads
in
the
latter.
and
associated
plumbing.
The fuel
bay
outlets
are
located
at
the
inboard
end
of
the
bays
with
lines
sub-
NOTE
sequently
routed
down
the
front
and
rear
doorposts,
under
the
floorboard,
to
the
reservoirs.
The
fuel
Use
NS-40(RAS-4)
(Snap-On-Tools
Corp.,
line
from
the
lower
forward
corner
of
each
bay
to
the
Kenosha,
Wisconsin),
MIL-T-5544
(Thread
reservoir
serves
as
a
combination
fuel
feed
and
vapor
Compound,
Antiseize,
Graphite
Petrolatum),
return
line.
Fuel
bypasses
the
auxiliary
pump
when
USP
Petrolatum
or
engine
oil
as
a
thread
the
pump
is
not
in
operation.
The
bays
are
individu-
lubricant
or
to
seal
a
leaking
connection.
ally
vented
overboard
through
vent
lines
with
a
check
Apply
sparingly
to
male
threads
only,
omit-
valve
located
at
each
wing
tip.
Beginning with
T210,
ting
first
two
to prevent
entry
into
fuel
sys-
21063661
and
earlier
aircraft
modified
by
SK210-93
tem.
Use
only
a
fuel
soluble
lubricant
on
the
following
changes have
been
made.
The
fuel lines
fitting
threads,
and
use
NO
compound
on
the
from
the
firewall
to
the
strainer
and
the
strainer
to
injection
system.
the
tunnel
fitting
will
be
changed
from
aluminum
to
stainless
steel
with
insulating
sleeving.
The
fuel
hose
from
the
fuel
pump
to
the
check
valve and
from
the
check
valve
to
the
firewall
and
fuel pump
to
the
tunnel
fitting
will
be
changed
from
nonsleeved
hose
to
fire
sleeved
hose.
The
check
valve
is
also
fire
sleeved.
SHOP
NOTES:
13-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
13-4.
TROUBLE
SHOOTING.
Use
this trouble
shooting
chart
in
conjunction
with
the engine
trouble
shooting
chart
in
Section
12
or
12A.
TROUBLE PROBABLE
CAUSE
REMEDY
NO
FLOW
TO
Fuel
selector
or
fuel
ON-OFF
valve
Turn
selector
or
fuel
ON-OFF
ENGINE-DRIVEN
not
turned
on.
valve
on.
FUEL PUMP.
Fuel
bays
empty.
Service
with
proper
grade
and
amount
of
fuel.
Fuel
line
disconnected
or
broken.
Connect
or
repair
fuel
lines.
Fuel
bay
outlet
screens
plugged.
Remove
and
clean
screens
and
flush
out
fuel
bays.
Defective
fuel
selector
valve.
Repair
or
replace
selector
valve.
Plugged
fuel
strainer.
Remove
and
clean
strainer
and
screen.
Defective
check
valve
in
electric
Repair
or
replace
pump.
fuel
pump.
Fuel
line
plugged.
Clean
or replace
fuel
line.
FUEL
STARVATION
AFTER
Partial
fuel
flow
from
the
pre-
Use
the
preceding
remedies.
STARTING.
ceding
causes.
Malfunction
of
engine-driven
fuel
Refer
to Section
12
or
12A.
pump
or
fuel
injection
system.
Plugged
fuel
vent.
Refer
to
paragraph
13-19.
Water
in
fuel.
Drain fuel
bays,
lines
and
strainer.
NO
FUEL
FLOW
WHEN
Defective
fuel
pump
switch.
Replace
defective switch.
ELECTRIC
PUMP
OPERATED.
Loose
connections or
open
Tighten
connections;
repair
or
circuit.
replace
wiring.
Defective
electric
fuel
pump.
Replace
defective
pump.
Defective
engine-driven
fuel
Refer
to
Section
12
or
12A.
pump bypass
or
defective
fuel
injection system.
NO
FUEL
QUANTITY
Fuel
bays
empty.
Service
with
proper
grade
and
INDICATION.
amount
of
fuel.
Open
or
defective
circuit
breaker.
Reset.
Replace
if
defective.
Loose
connections
or
open
Tighten
connections;
repair
or
circuit.
replace
wiring.
Defective
fuel
quantity
indi-
Refer
to
Section
16.
cator
or
transmitter.
FLUCTUATING
FUEL
Obstructed
filter
in
fuel
inlet
Remove
and
clean.
PRESSURE
INDICA-
strainer
of
metering
unit.
TIONS.
(T210).
Manifold valve.
Replace.
Fuel
flow
indicator.
Replace.
13-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODIFIED
PER CESSNA
SERVICE
KIT
SK210-
8.
Union
20.
Check
Valve
MODEL
210
&
T210
SERIES SERVICE
MANUAL
SEE
FIGURE
13-5
*
NOTE
7
21064102
thru
21064535
torque
340
to
380
lb-in.
Lubricate
threads
per
8
MIL-H-5606.
17
Detail
D
21064136
thru
•24
21064535
SEE FIGURE
13-6
24*
WHEN
MODIFIED
BY
SK210-138,
AN
ADDITONAL
FUEL
DRAIN
VALVE
IS
INSTALLED IN
THE OUTBOARD
END
19
OF
EACH FUEL
TANK.
13
15
18
SEE FIGURE
13-7
FUEL SAMPLER
CUP
23
For
use
with
drain
Detail
F
valves.
(Refer
to
Sec-
Detail
E
tion
2
of
this
manuaL)
Figure
13-2.
Fuel
System
(Sheet
2
of
2)
13-6
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
The
following
procedure
may
be
used
to
purge
the
completely
around
the
joint
when
the
parts
are
riveted
bay
with
argon
or
carbon
dioxide.
or
fastened together.
The
fillet
seal is
applied
after
a.
Ground
the
aircraft
to
a
suitable
ground
stake.
the
joint
is
fay
surface
sealed
and
riveted
or
fastened
b.
Set
fuel
selector
valve
handle
in
"OFF"
post-
together.
Fillet
sealing
is
applying
sealant
to the
tion.
edge
of
all
riveted
joints,
joggles,
bend
reliefs,
voids.
c.
Drain all
fuel from
bay
being
repaired.
(Observe
rivets
or
fasteners
through
the
boundary
of
the
bay
the precautions
in
paragraph
13-3.)
and
any
place
that
could
produce
a
fuel
leak.
The
fay
d.
Remove
access
doors
and
insert
hose
to each
sealant
need
not
be
cured
before
the
fillet
seal
is
end
of
bay
simultaneously.
applied,
but
the
squeezed
out
sealant,
to
which
the
e.
Allow
inert
gas
to
flow
into
bay
for
several
min-
fillet sealant
is
applied,
must
be
free
of
dirt
and
con-
utes
(time
dependent
upon
hose
size,
rate
of
flow,
tamination.
Fillets
laid
on
intersecting joints shall
be
etc.)
to
remove
all
fuel
vapors.
joined
together
to
produce
a
continuous
fillet.
Filler
sealant
must be
pressed
into
the
joint,
working
out
Since
argon
or
carbon
dioxide
are
heavier
than
air,
all
entrapped
air.
The
best
method
of
applying
seal-
these
gases
will
remain
in
the
bay
during
the
repair.
ant
is
with
an
extrusion
gun.
Then
work
the
sealant
The
repair
shall
be
made
using
non-sparking tools
into
the
joint
with
a
small
paddle,
being
careful
to
(air
motors,
plastic
scrapers,
etc.)
eliminate
all
air
bubbles.
NOTE
NOTE
Portable
vapor
detectors
are
available
to During
structural
repair,
parts
must
be
pre-
determine
presence
of
explosive
mixtures
drilled,
countersunk
or
dimpled
and
cleaned
and
are
calibrated
for
leaded
fuel. These
before
being
sealed
and
positioned
for
final
detectors
can
be
used
to
determine
when
installation.
it is
safe
to
make
repairs.
13-10.
FUEL
BAY
SEALANT.
Two
typesealants
a.
Removeall
existing
sealant
from
area
to
be
are
used
in
integral
fuel
bay
construction.
A
pliable sealed,
leaving
a
taper
on
the remaining
sealant.
The
taper
will
allow
a
scarf
bond
and
a
continuous
type
for
access
doors,
and
the
rigid
type
for
sealing
Thetaperwillallowascarfbondand
a
continuous
ribs
and
spars
to
the
skin.
Service
Kit
SK210-56C,
seal
when the
new
sealant
is
applied.
available
through Cessna
Supply
Division, contains
these
sealants
with
the
proper
ratio
of
acceleratorsNOTE
for
each.
The
best
method
for
removing
sealant
is
with
a
chisel
tool
made
of
hard
fiber.
WARNING
Remaining sealant
is
then
removed
with
aluminum
wool.
Neither
steelwool
nor
Keep
sealants
away
from
heat
and
flame.
sandpaper
can
be
used.
Use
only
in
a
well
ventilated
area.
Avoid
skin
and
eye contact.
WEAR
EYE
SHIELDS.
b.
Vacuum
thoroughly
to
remove
all
chips,
filings,
In
case
of
eye
contact,
flush
generously
and
other
foreign
material
from
bay
areas.
with
clean
water,
and
secure
prompt
med-
c.
All
surfaces
and
areas
to
be
sealed
shall
be
ical attention.
thoroughly
cleaned
by
wiping
with
a
clean
cloth
dampened
with
Methyl
Ethyl
Ketone
(MEK),
acetone
13-11.
MIXING
SEALANT.
Mix
sealant
according
to
or similar
solvent,
and
dried
with
a clean
cloth
prior
service
kit
instructions.
to
solvent evaporation.
Always
pour
the
solvent
on
the
cloth. Never
use
contaminated
solvent.
The
13-12.
SEALING.
(Refer
to
Section
18
for
repair
cloth
shall
not
be
so
saturated
that dripping
occurs.
procedures).
CAUTION
13-13.
SEALING
FUEL
LEAKS.
First
determine
the
source
of
the
fuel
leak.
Fuel
can
flow
along
a
seam
or
structure
of
the
wing
for
several
inches,
Protect
drains
and
fuel
outlet
screens
when
Protect
drains
and
fuel
outlet
screens
when
making
the
leak
source
difficult
to
find.
A
stained
applying
sealants
to
fuel
bays.
area
is
an
indication
of
the
leak
source.
Fuel
leaks
can
be
found
by
testing
the
complete
bay
as
described
Any
repair
that
breaks
the
fuel
bay
seal
will
necessi-
in
paragraph
13-15.
Another
method
of
detecting
the
tate
resealing
of
that
area
of
the
bay.
Repair
parts
source
of
a
fuel
leak
is
to
remove
access
doors
and
that
need
sealing
must
be
installed
and
riveted
during
blow
with
an
air
nozzle
from
the
inside
of
the
bay
in
the sealing
operation.
All
joints
within
the
boundary
the
area
of
the
leak
while
soap
bubble
solution is ap-
of
the
bay,
but
which
do
not
provide
a
direct
fuel
path
plied
to
the
outside
of
the
bay.
After
the
leak
source
out
of
the
bay,
such
as
stringers
and
rib
flanges with-
has
been
found,
proceed
as
follows:
in
the bay,
must
be
fay
surface
sealed
only.
Joints
a.
Remove
existing
sealant
in
the
area
of
the
leak.
which
provide a
direct
fuel
path
out
of
the
bay
area,
b.
Clean the
area
and
apply
a
fillet seal.
Press
such
as
fuel
spar
flanges
and
inboard
and
outboard
sealant
into leaking
area
with
a
small
paddle,
work-
rib
flanges, must
be
fay
surface
sealed
and
fillet
ing
out
all
air
bubbles
sealed
on
the
fuel
side.
Fay
surface
sealing
is
ap-
c.
If
leakage
occurs
around
a
rivet
or
bolt,
restrike
plying
sealant
to
one
mating
part
before
assembly
.
c. I f l e a k age oc cur sar ound a r i v et or bol t r est r i ke
plying
sealant
to one
mating
part
before
assembly.
the
rivet
or
loosen
bolt,
retorque,
and
reseal
around
Enough
sealant
must
be
applied
so
it
will
squeeze
out
nutplate.
Revision
2
13-9
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES SERVICE
MANUAL
NOTE
Refer
to
paragraph
13-12.
TYPICAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
d.
Apply
fay
surface
door sealant
to
access
doors,
hours.
Curing
time
may
be
accelerated
by
applying
fuel
quantity
transmitters,
etc.,
if
removed,
and
heat
up
to
120ºF
on
the
PR1321B
1/2,
and
by
applying
install
heat
up
to
130ºF
on
the
PR1422B
1/2.
Refer
to
e.
Test
fuel
bay
for
leakage.
Accelerated
Curing
Time Chart
above.
13-15.
TESTING
INTEGRAL
FUEL
BAY.
13-14.
CURING
TIME.
Service
Kit
SK210-56
con-
a.
Remove
vent line
from
vent
fitting
and
cap
fitting.
tains
SP654706B2
Access
Door
Sealant
Kit
and
b.
Disconnect
fuel
lines
from
bay.
SP65489ºB2
Fuel
Bay
Sealant
Kit.
Normal
curing
c.
To
one
of
the bay
fittings.
attach
a
water
manom-
time
for
each
seal
is
24
hours.
These
values
are
eter
capable
of
measuring
twenty
inches
of
water.
based
on
a
standard
condition
of
77ºF
(25°C)
and
d.
To
the
other
bay
fitting,
connect
a
well
regulated
50%
relative
humidity.
Curing
time
may
be
accele-
supply
of
air
(1/2
PSI
MAXIMUM,
or
13.
8
INCHES
of
rated
as
shown
in
the
following
chart.
water). Nitrogen
may
be
used
where
the
bay
might
be
exposed
to
temperature
changes
while
testing.
NOTE
e.
Make
sure
filler
cap
is
installed
and
sealed.
Temperature
shall
not
exceed
160°F
(71C).
CAUTION
Bay
must
be
vented
to
relieve
pressure
during
accelerated
curing.
Do
not
attempt
to
apply
pressure
to
the
bay
without
a
good
regulator
and
a
positive
shut-
off
in
the
supply line.
Do
not
inflate
the
fuel
ACCELERATED
CURING
TIME
bay
to
more than
1/2
psi
or
damage
may
occur.
*F
of
Sealant
Time
in
Hours
f.
Apply
pressure
slowly
until
1/2
PSI
is
obtained.
g.
Apply
soap
solution
as
required.
160
3 h.
Allow
15
to 30
minutes
for
pressure
to
stabilize.
140
4
i.
If
bay
holds
for
15
minutes,
without
pressure
130
5
1/2
loss,
bay
is acceptable.
120 7 j.
Reseal
and
retest
if
any
leaks
are
found.
13-16.
FUEL
VENTS.
Service
Kit
SK210-101
contains
PR1321B
1/2
Access
Cover
Sealant
Kit
and PR1422B
1/2
Fuel
Bay
Sealant
13-17.
DESCRIPTION. The
fuel
bay
vent
line
extends
Kit.
Normal
curing
time
for
PR1321B
1/2
seal
based
from
the
upper
aft
outbrd
corner
of
each
fuel
bay
on
a
standard
condition
of
75-F
(23.
9C)
and
60%
to the
wing
tip.
This
vent
line
contains a
check
valve
relative
humidity
is
18
hours.
Normal
curing
time
to
prevent
fuel
drainage
through
the
vent
line,
but
for
PR1422B
1/2
seal
based
on
a
standard
condition
of
75°F
(23.
93º
and
50%
relative
humidity
is
45
SHOP
NOTES:
13-12
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
13-20.
FUEL
QUANTITY
INDICATING
SYSTEM.
h.
Reverse
preceding
steps
for
installation.
Prior
21. DESCRIPTION
The
system
is
comprised of
to
reinstalling
equipment removed
for
access,
service
13-21.
DESCRIPTION.
The
system
is
comprised
of
fuel
bays
and
check
for
leaks.
two
sensing
elements
in
each
fuel
bay
(thru
serial
21062273),
control
monitor,
located
inside
the
right
13-29. REPAIR.
(See
figure
13-6.)
The
fuel
selec-
cabin
wing
root
area,
two
quantity
indicators
located
tor
valve
may be
repaired
by
disassembly,
replace-
in
a
cluster
on
the
Instrument
panel,
and
associated
ment
of
defective
parts
and
reassembly
as
follows:
wiring.
Beginning
serial
21062274,
the
dual sensing
a.
Mark
sump
plate
(23)
and
body
(1)
to
ensure
elements
have
been
changed
to
variable
resistive
correct
reassembly,
then
remove
sump
plate
(23)
single
element
type,
one
in each
bay,
which
eliminates
and
O-ring
(22)
after
removing
four
screws.
the
control
monitor.
Refer
to
Section
16
for
operation, b.
Drive
out
roll
pin
(5)
securing
yoke
(6)
to
rotor
removal,
installation,
and
calibration.
shaft
(21).
As
yoke
is
lifted
off,
balls
(8)
and
springs
13-22.
REMOVAL
AND
INSTALLATION
OF
SYSTEM
(7)
are
free..
Retain
them.
COMPONENTS.
Refer
to
Section
16
for
procedures.
c.
Lift
off
brass
washer
(9).
d.
Mark cover
(4)
and
body
to
assure
later
align-
13-23.
FUEL
RESERVOIRS.
(Thru
21064535.)
ment
of
parts
and
remove
screws
(3).
e.
With
fine
emery
paper,
sand
off
any
burrs
or
13-24.
DESCRIPTION.
There
are
two
reservoirs
sharp
edges
on
rotor
shaft
(21).
Apply
petrolatum
to
installed
in
the
lower fuselage,
one
on
each
side
of
rotor
shaft
as
a
lubricant,
then
work
cover
off
shaft.
the
aircraft,
immediately
outboard
of
the
selector
f.
Drive
hack
roll
pin
(13)
and
remove
rotor
(12).
valve.
Each
reservoir
has
four fuel
line
connections;
Teflon
seal
(14),
O-rings
(15),
washers
(16)
and
two
from
the
fuel
bay,
one
to
the
selector
valve
and
springs
(17)
are
now
free
to
be
removed.
Check
all
one
from
the
selector
valve,
utilized
for
vapor
return.
parts
carefully
for
defects.
A
drain
valve
is
installed
in
the
bottom
of
each
reser-
g.
Remove
burrs
or
sharp
edges
on
rotor
shaft
(21),
volr
for
draining
trapped
water
and
sediment
from
the
lubricate
and
slide
it
down,
out of
body
(1).
Remove
fuel
system.
teflon
seals
(20)
and
O-rings
(19).
h.
Remove
O-ring
(18)
within
body
and
O-ring
(10)
13-25.
REMOVAL
AND
INSTALLATION
within
cover.
a.
Place
selector
valve
in
"OFF" position.
i.
Replace
all
O-rings,
lap
or
replace
teflon
seals
b.
Drain
all
fuel
from
wing
bay,
reservoir
and
lines
and
lubricate O-rings
before
installation.
for
the
reservoir
being
removed.
(Observe
precau-
tions
in
paragraph
13-3.)
CAUTION
c.
Remove
front
seat,
carpeting
and
plates
as
neces-
sary
to
gain
access
to
reservoir.
Install all
parts
in
the
relative
position
illus-
d.
Disconnect
and
cap
or
plug
all
fuel
lines
at
reser-
trted
in
figure
13-6,
otherwise the
valve
will
volr.
not
operate
correctly.
e.
Remove
screws
securing
tank
mounting
legs
to
fuselage
structure.
j.
Install
O-ring
(18)
in
body
rotor
shaft
hole.
In-
f.
Lift
reservoir
out.
stall
O-rings
(19)
and
teflon
seals
(20),
then
slide
g.
Reverse
the
preceding
steps
for
installation.
rotor
shaft
into
place.
Position
rotor
in
exact
rela-
Prior
to
reinstalling
equipment
removed
for access,
tive position
shown in
figure
13-6,
then
install
0-
service
fuel
bays
and
check
for leaks.
ring
(22)
and
sump plate
(23).
k.
Install
.169"
diameter
pins
in
body
ports,
then
13-26.
FUEL
SELECTOR
VALVE.
(Thru
21064535.)
slide
springs
(17),
washers
(16),
O-rings
(15)
and
teflon
seals
over
pins.
Slide
rotor
(21)
over
shaft.
13-27.
DESCRIPTION.
A
three
position fuel
selec-
Remove
.169"
diameter
pins
and,
readjusting
rotor
tor
valve
is
located
In
the
lower
fuselage
between
the
(12)
vs.
rotor
shaft
(21)
position
as necessary,
tap
pilot
and
copilot
positions.
The
positions
on
the
plac-
roll
pin
(13)
into
place,
letting
it protrude
on
the
ard
are
labeled
"OFF,
LEFT
ON
and
RIGHT
ON."
side
illustrated.
Valve
repair
consists
of
replacement
of
seals,
springs
balls
and
other
detail
parts.
Figure
13-7
illustrates
NOTE
the
proper
relationship
of
parts
and
may
be
used
as
a
guide
during
disassembly
and
assembly.
This roll
pin
(13)
serves
also
as
a
stop,
limit-
13-28.
REMOVAL
AND
INSTALLATION.
ing valve
rotor
shaft
travel.
a. Drain
all
fuel
from
wing
bays,
reservoir
tanks,
a.
Drain
all
fuel
from
wing
bays,
reservoir
tanks,
1.
Install
O-ring
(10)
in
cover
(4),
lubricate
rotor
strainer
and
lines.
(Observe
precautions
in
para-
Install
O-ring
(10)
in
cover(4)
lubricate rotor
graph
13-3.)
shaft
(21)
with
petrolatum, install
large
O-ring
(11)
b.
Remove
selector
valve
handle.
in
cover
(4)
and
slide
down
into
place.
c.
Remove
pedestal cover.
d.
Remove
access
plates
in
floorboard
and
fuselage
CAUTION
skin
in
area
of
selector
valve.
e.
Disconnect
and
cap
or
plug
all
fuel
lines
at
vale.
Make
sure
cover
(4)
is
installed
in
relative
f.
Disconnect
square
shaft
from
valve
by
removing
position
illustrated.
A
lug on
the
cover
attached
roll
pin.
serves
as
a
stop
detent
and
if
the
cover
is
g.
Remove
bolts
or
screws
attachg
valve
to
not
installed
correctly,
the
valve
to
sup-will
not
port
bracket
and
remove
valve.operate
properly.
13-14
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
m.
Install
brass washer
(9)
and
yoke
(6).
Note
the
engine-driven
fuel
pump
is
functioning
and
the
position
of
the
small
hole
in
the
squared,
upper
auxiliary
fuel
pump
is
placed
in
the
"ON"
position.
portion
of
the
yoke.
If
this
is
reversed,
the
valve
a
fuel/air
ratio
considerably
richer
than
best
power
linkage
will
not
attach
properly.
is
produced
unless
the
mixture
is
leaned.
If
the
auxiliary
fuel
pump
switch
is
accidentally
placed
13-30.
AUXILIARY
FUEL
PUMP.
in
the
"ON"
position
with the
master
switch
"ON"
and
the
engine stopped.
the
intake
manifolds
will
13-31.
DESCRIPTION.
An
electric
auxiliary
fuel
be
flooded.
A
throttle
shaft-operated
microswitch
pump
is
located
immediately
forward
of
the
left
adds
a
resistance
to the
high
circuit
to
slow
down
fuel
reservoir.
An
integral
bypass
and
check
valve
the
pump
when
the
throttle
is
retarded
to
prevent
incorporated
in
the
pump assembly
permits
fuel
an
excessively
rich
mixture.
Refer
to
paragraph
flow
through
the
pump
even when
inoperative
but
13-34
for
rigging
instructions.
prevents
reverse
flow.
A
separate
overboard
drain
line
from
the
pump
prevents entry
of
fuel
into
the
13-34.
RIGGING THROTTLE-OPERATED
MICRO-
electric
motor.
in
the
event
of
pump
internal
SWITCHES.
(Refer to
figure
13-7.)
These
aircraft
leakage.
The
auxiliary
pump
is
used
in
engine
are
equipped
with
a
throttle-operated
microswitch
starting
and
in
the
event
of
engine-driven
pump
which
slows
down
the
electric
fuel
pump
whenever
malfunction.
the
throttle
is
retarded
while
the
electric
pump
is
being
used.
The
electric
fuel
pump
microswitch
13-32.
REMOVAL
AND INSTALLATION.
should
slow down
the
pump
as
the
throttle
is
a.
Place
fuel
selector valve
in
"OFF"
position.
retarded
to
approximately
19
inches
of
mercury
b.
Drain
fuel
from
pump.
lines
and
strainer
with manifold
pressure
(sea
level
aircraft)
and
23
inches
quick-drain
control.
of
mercury
manifold
pressure
(turbocharged
c.
Ensure
master
switch
and
pump switch
are
in
aircraft).
"OFF"
position.
d.
Remove
pilot's
seat,
carpeting
and
plates
at
NOTE
left
side
of
pedestal
as
necessary
for
access
to
pump.
These
settings must
be
established
during
e.
Disconnect
and
cap
or
plug
all
fuel
lines
and
ground
run-up
only.
These
values
will
electrical
connections
at
pump.
(Observe
not apply
in
flight.
precautions
in
paragraph
13-3.)
f.
Loosen
the
two
securing
clamps
and
lift
pump
a.
Start
engine
and
set
throttle
to
obtain
19
out. inches
of
mercury
manifold
pressure
(sea
level
g.
Reverse
the
preceding
steps
for
installation. aircraft)
or
23
inches
of
mercury
manifold
pressure
Prior
to
reinstalling
equipment
removed for
access.
(turbocharged
aircraft).
place selector
valve
to
"ON"
position
and
check
for
b.
Mark
position
of
throttle
control at instrument
leaks
and
proper
pump
operation.
panel
and
shut
down
engine.
c.
Remove
cover
(1)
and
adjust
cam
(3)
to
13-33.
AUXILIARY
FUEL
PUMP
CIRCUIT.
The
activate
fuel
pump
switch
(6)
at
throttle
position
auxiliary
fuel
pump
switch
is a
yellow
and
red
marked
in
step
"b".
split-rocker
type
switch.
The
yellow
right
half
of
d.
With
mixture
control
in
"IDLE
CUT-OFF
"
the switch
is
labeled
"START,"
and
its
upper
"ON"
electrical
fuel
pump
switch
in
"ON.
"
and
master
|
position,
is
used
for
normal
starting
and
minor
switch
in
"ON"
position. listen
for
change
in
sound
vapor
purging
during
taxi.
The
red
left
half
of
the
of
electric
fuel pump
as
the
throttle
is
retarded
to
switch
is
labeled
"EMERG."
and
its
upper
"HI"
the
marked
position.
position
is
used
in
the
event
of
an
engine-driven
fuel
pump
failure
during
take-off
or
high
power
13-35.
AUXILIARY ELECTRIC
FUEL
PUMP
operation.
The
"HI"
position
may
also
be
used
for
FLOW
RATE
ADJUSTMENT.
(Refer
to
figure
13-
extreme
vapor
purging.
With
the
right
half
of
the
8.)
switch
in
the
"ON"
position,
the
pump
operates
at
one
of
two
flow
rates
that
are
dependent upon
the
setting
of
the
throttle.
With
the
throttle
open
to
a
WARNING
cruise setting,
the
pump
operates
at
a
high
capacity
to
supply
sufficient
fuel
flow
to
maintain
During
this
test,
raw
fuel
will
drain
from
flight.
When
the
throttle
is
moved
toward
the
the
engine
compartment,
therefore,
proper
closed
position
(as
during
letdown,
landing
and
safety
precautions
should be
taken.
Conduct
taxiing),
the
fuel
pump
flow
rate
is
automatically
test
in
well
ventilated
area,
use
drip
pans,
reduced, preventing
an
excessively
rich
mixture
insure
aircraft
is
properly
grounded,
and
during
these
periods
of
reduced
engine
speed.
keep
ignition
source,
(cigarettes,
lighters,
Maximum
fuel
flow
is
produced when
the
left
half
matches,
etc.)
away
from
area.
of
the
switch
is
held
in
the
spring-loaded
"HI"
position.
In
the "HI"
position,
an
interlock
within
the
switch
automatically
trips
the
right
half
of
the
NOTE
switch
to
the
"ON"
position.
When
the
spring-
loaded
left
half
of
the
switch
is
released,
the
right
These
tests
are
to
be
conducted
with
the
manually
returned to the
OFF
position.
When
the
supplied
to
the
aircraft
bus.
13-16
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
3
2
1.
High-Boost
Resistor
(#1)
3.
Spacer
(Typical)
6.
Battery
Box
Support
2.
Low-Boost
Resistor
(#2)
4.
Adjustable
Slide
7.
Firewall
5.
Bracket Assembly
Figure
13-9. Auxiliary
Fuel
Pump
Resistors
a. Apply an
external
source
of
27.75VDC
±
.25V
to
spring-loaded
rocker
and
verify
a
noticeable
the
aircraft
bus.
increase
in
indicated
fuel
flow
on
the
fuel
flow
b.
Set mixture
control
at
"FULL
RICH."
gage.
c.
Turn
master switch
"ON,"
and fuel
pump
rocker
switch
"ON."
13-37.
FUEL STRAINER.
(Thru
21064535.)
d.
Advance
throttle
to
full
open
position.
e.
Check
metered
fuel
pressure/flow
on
ship's
13-38.
DESCRIPTION.
The
fuel
strainer
is
located
gage
for
a
flow
of
88-96
pounds/hour
(14.7
-
16.0
in
the
nose
wheel
well
and
is
readily
accessible
gallons/hour).
with the
nose
gear
doors open.
The
strainer
is
f.
Adjust
number one
resistor
(1)
if
required.
equipped
with
a
quick-drain
valve
which
provides
g.
Retard throttle
slowly
from
the
full
"OPEN" a
means
of
draining
trapped
water
and sediment
position until
the
speed
of
the
fuel
pump
can
be
from
the
fuel
system.
The
quick-drain
control
is
audibly
detected
to
change
due
to
microswitch
located adjacent
to
the
oil
dipstick.
activation.
h.
Wait
momentarily for
the
fuel flow
gage
to
NOTE
respond.
i.
The metered fuel
pressure/flow
on
the
ship's
The
fuel
strainer
can
be
disassembled,
gage
should
read
on
the
low
end
red
line
or
cleaned and
reassembled
without
approximately
one
red line
width
above.
removing
the
assembly
from
the
aircraft.
j.
Adjust
number
two
resistor
(5)
if
required.
Beginning
with
T210,
21063661
thru
13-36.
MAXIMUM
HIGH
BOOST
CHECK.
To
21064535
and
those
aircraft
modified
verify
high
position
function,
momentarily
depress
by
SK210-93
the
fuel
strainer
is
in-
13-18
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
sulated.
The
insulation
material
The
upper
segment
of
the
three
position (LEFT
ON,
consists
of
a
split
top
and
a
bowl
BOTH
ON,
RIGHT
ON)
fuel
selector
valve
handles
covering. This
insulation
material
fuel
from
the
bays.
The
lower
segment
handles
must
be
removed
prior
to
disassembly
vapor,
along
with
returned
and
excess
fuel
from
the
and
reinstalled
upon
reassembly
of
the
engine-driven
fuel
pump.
fuel
strainer.
The
reservoir
accepts
fuel
from
the
selector
valve,
13-39.
DISASSEMBLY
AND
ASSEMBLY.
(Refer
bay
drain
and
vent
lines.
The
fuel
flows
from
the
to
figure
13-9.)
reservoir
through
a
by-pass
in
the
auxiliary
fuel
a.
Place
fuel
selector
valve
in
"OFF"
position.
pump
(when
the
pump
is
not
in
operation)
to
the
fuel
b.
Open
landing
gear
doors.
ON-OFF
valve.
c.
Drain
fuel
from
strainer
with
quick-drain
control.
(Observe
precautions
in
paragraph
13-3.)
The fuel
ON-OFF
valve
provides
a
means
of
stopping
d.
Disconnect
strainer
drain
tube
and
remove
fuel
flow
to
the STRAINER and
the
engine
driven
fuel
safety
wire.
nut
and
washer
at
bottom
of
filter
bowl
pump.
The
fuel
ON-OFF
control
is
mounted
on
the
and
remove
bowl.
left
side
of
the
pedestal.
e.
Carefully
unscrew
standpipe
and
remove.
f.
Remove
filter
screen
and
gasket.
Wash
filter
The fuel
STRAINER,
mounted
on
the
firewall
incorpo-
screen
and
bowl
in
solvent
(Federal
Specification
rates
a
remote
drain
valve.
This
valve,
is
mounted
P-S-661
or
equivalent)
and dry
with
compressed
on
the
lower,
left,
engine
cowling.
The
drain
val.-e
air.
is
activated
by
the
fuel
sampler
cup.
g.
Using
a
new
gasket
between
filter
screen
and
top
assembly, install
screen
and
standpipe.
13-43.
FUEL
SELECTOR
VALVE.
(See
figure
Tighten
standpipe
only
finger
tight.
13-13.)
h.
Using
all
new
O-rings,
install
bowl. Note
that
step-washer
at
bottom
of
bowl
is
installed
so
that
13-44.
DESCRIPTION.
A
three
position,
six
port
step
seats
against
O-ring.
Connect
strainer
drain
fuel
selector
valve
is
located
beneath the
floorboard.
tube.
A
shaft
links
the
fuel
selector
valve
to
a
handle
i.
Place
selector
valve
in
"ON"
position,
close
mounted
on the
pedestal
structure.
The
positions
strainer
drain
and
check
for
leaks
and
proper
of
the
handle
are
labeled
"BOTH
ON,
LEFT
ON,
operation.
RIGHT
ON".
Valve
repair
is
limited
to
replacement
j.
Safety
wire
bottom
nut
to
top
assembly.
Wire
of
component
parts
only.
Figure
illustrates
must
have
right
hand
wrap,
at
least
45
degrees.
the
proper relationship
of
parts
and
may
be
used
as
13-40.
REMOVAL
AND INSTALLATION,
a
guide during
disassembly
and
assembly.
a.
Place
selector
valve
in
"OFF"
position.
13-45.
REMOVAL
AND
INSTALLATION.
b.
Open
landing
gear
doors.
a.
Drain
all
fuel
from
wing
bays,
reservoir,
c.
Drain
fuel from
strainer
and
lines
with
quick-
strainer
and
lines.
(Observe
precautions
in
para-
drain
control.
d.
Disconnect
and
cap
or
plug
all
fuel
lines
at
b.
Remove
selector
valve
handle.
strainer.
(Observe
precautions
in
paragraph
13-3.)
c.
Remove
pedestal
cover.
e.
Loosen
clamp
and
clamp
bolt
attaching
quick-
d.
Remove
center
access
plate.
d.
Remove
center
access
plate.
.
Disconnect
primer
line.(
e.
Tag,
and
then
disconnect
or
plug
all
six
lines at
g.
Remove
attaching
bolts
and
remove
strainer.
valve
h.
Reverse
preceding
steps
for
installation.
f.
Remove
screws
attaching
elevator
cable
bracket
Place
selector
valve
to
"ON"
position
and check
for
to
valve.
leaks and
proper
operation
of
quick-drain
valve.
g.
Remove
nuts,
washers,
and
bolts attaching
valve
to
its
bracket.
13-41.
FUEL
SYSTEM. h.
Remove
valve.
BEGINNING
WITH
21064536
1.
Reverse
preceding
steps
for
installation. Prior
to
reinstalling
equipment
removed
for
access,
secure
fuel
bays
and
check
all
lines
and
fittings
for
leaks
in
13-42.
DESCRIPTION.
The
fuel
system
is
essenti-
all selector
valve
positions.
ally
a
gravity-flow
system
from
the
bay
outlets
to the
selector
valve
and
a
pump augmented
system
from
13-46.
DISASSEMBLY,
REPAIR
AND
REASSEMBLY.
the
selector
valve
to
the
engine.
The
fuel
system
is a.
Remove
pin
(31)
and
shaft
(30).
comprised
of
wing
bays,
a
selector
valve,
fuel
b.
Remove
spring
retainer
(24)
spring
(23)
packing
strainer,
and
associated
plumbing.
Fuel
bag
outlets
(22)
and
seal
(21)
from
each
part
of
the
lower
body
are
located
at
the
inboard
end
of
the
bags.
A
single
(20)
fuel supply
line
is
routed
down
the
rear
doorposts
to
c.
Remove
screw
(2)
holding
upper
body
(4)
and
the
fuel
selector
valve.
A
fuel
supply
line,
Inter-
lower
body
(20)
together.
connected
with
a vent
line,
and
a
separate drain
line
d.
Remove
lower
body
(20)
with
twisting
motion.
are
routed
down
the
front
doorposts.
A
combination
Remove
and tag
washer(s)
(16).
drain,
and vent line
is
routed
down
the left,
forward,
e.
Cover
upper
body
(4)
and
detent
insert
(17)
with
doorpost,
from
the
vent
crossover
line
to
the
reser-
a
clean
shop
cloth.
voir.
The
fuel
bays
are
vented
by
a
crossover
vent
line,
wing
tip
vents,
and
vented
fuel
caps.
13-20
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
14
12
11
8
BEGINNDIG
WITH
21064536
10
1.
Right-Hand
Fuel
Line
9.
ON-OFF
Valve
2.
Crossvent
Line
10
Strainer
Drain
Valve
3.
Left-Hand
Fuel
Line
11.
Fuel
Strainer
4.
Vent
Line
12.
Fuel
Selector
Valve
5.
Fuel
Line
13.
Vent Line
Drain
Valve
6.
Drain
Line
14.
Drain
Line
7.
Reservoir
15.
Fuel
Line
8.
Auxiliary
Fuel
Pump
16.
Vent
Line
Figure
13-12.
Fuel
System.
13-22
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
t.
Remove
the
upper
body
(4)
from
bench
vise
or
support.
The
shop
cloth
will
contain
ball
(15)
and u.
Insert
stop
pin
(3)
Into
rotor
shaft.
spring
(14)
when
detent
insert
(17)
is
v.
Place
detent
insert
(17)
on
rotor
(13)
with
slots
removed.
for
ball
(15)
towqrd
upper
body
(4).
w.
Place
ball
(15)
on
spring
(14)
align
one
of
the
f.
Carefully
pry
detent
insert
(17)
from
upper
slots,
with
the
ball
(15)
and
depress
the
ball
(15).
body
(4).
While
pushing
the
detent
insert
(17)
toward
the
upper
g.
Remove
ball
(15)
and
spring
(14)
from
shop
body
(4)
as
the
ball
(15)
enters
the
slot
the
detent
cloth,
insert
(17)
may
be
pushed
on
to
rotor
(13)
until
it
is
h.
Remove
stop
pin
(3)
from
rotor
(13).
flush
with
the
upper
body
(4).
Rotate
the
detent
I.
Cover
upper
body
(4)
completely
with
a
clean
insert
(17)
until
all
four
of
its
bolt
holes
align
with
shop
cloth,
four
of
the holes
on
the
upper
body
(4).
x.
Roll
packing
(18)
over
end
of
rotor
(13)
and
push
NOTE
into
cutout
between
rotor
(13)
and
detent
insert
(17).
Packing
(18)
must
not
protrude
beyond
lip
of
detent
The
shop
cloth
will
contain
seals
(12),
insert
(17).
Care
must
be
exercised
to
avoid
damage
packings
(11),
washers
(10)
and
springs
to
packing.
(9)
when
the
rotor is
removed.
y.
Place
packing
(19)
in
groove
on
outer
edge
of
detent
insert
(17).
j.
Push
the
rotor
(13)
out
of
the
upper
body
(4).
z.
Place
lower
body
(20)
over
rotor
(13).
The
five
k.
Remove
the
rotor
(13),
seals
(12),
packings
(11),
bolt
holes
in
the
lower
body
(20)
must
align
with
the
washers
(10),
and
springs
(9)
from
the
shop
cloth.
five bolt
holes
in
the
upper
body
(4).
1.
Check
detent
holes
in
detent
insert
(17)
for
ex-
cessive
wear.
13-47.
LEAK
TEST
m.
Replace
all
seals
and
packings. a.
.With
valve
assembled remove
stop
pin
(3).
n.
Insert
rotor
(13),
in
upper
body
(4),
place
de-
b.
Set
valve
in a
closed position.
tent
insert
(17),
over
rotor
(13),
place
washer
(16) c.
Apply
6-10
psi
Stoddard
solvent
to
each
port
in
lower
body
(20),
place
lower
body
(20),
over
separately.
rotor
(13)
insert
three
screws
(2)
and
torque
to
d.
Maximum
internal
leakage
10
drops
per
minute.
30
lbs-in.
Check
end
play
between
rotor
and
valve
No
external
leakage
allowed.
bodies.
If
end
play
is:
13-48.
ALTERNATE
METHOD.
(1) .
008
or
greater,
add
S-1358-11
and/or
a.
With
valve,
assembled remove
stop
pin
(3).
S-1358-12
washers
to
decrease
end
play
to
.001
b.
Set
valve
in
a
closed
position.
to
.007.
c.
Apply
6-10
psi
air
to
each
port
while
valve
is
(2)
.
007
to .
004
add
(1)
S-1358-12
washer. submerged
in
water.
(3) .
003
or
less,
disassemble
valve
and
re-
d.
Maximum
internal
leakage
equivalent
to
10
drops
assemble
with
different
parts,
recheck
end
play.
per
minute
Stoddard
solvent.
No
external
leakage
o.
When
end play
is
within
tolerance
disassemble,
allowed.
retain
washers.
Add two
drops
of
Locktite
242
to
end
of
each
spring
retainer
(24)
after
pressure
test.
NOTE
13-49.
FUEL
RESERVOIR
(See
figure 13-14.)
Reassembly
of
the
selector
valve
is
facili-
tated
by
mounting
upper
body
(4)
in
a
bench
13-50.
DESCRIPTION.
There
is
one
reservoir
in-
vise
or
equivalent
bench
support
making
stalled
in
the lower
fuselage,
on
the
pilot's
side
out-
certain
upper
body
(4)
is
protected
from
board
of
the
fuel
selector
valve.
The
reservoir
has
damage.
Fabrication
of
spring compres-
four fuel
line
connections;
one
from
the
fuel
selector
sors
(32)
three
required
is
necessary.
valve,
one
from
the
lower
right
hand
crossover
drain
line,
one
from
the
left
hand
crossover
drain
line
and
p.
Place
upper
body
(4)
upside
down
in
bench
vise
one
to
the
engine
by
way
of
the
auxiliary
fuel
pump,
or
support.
ON-OFF
valve
and
fuel
strainer.
A
drain
valve
is
q.
Replace packing
(6).
Lubricate
spring
(14)
with
installed
in
the
bottom
of
the
reservoir
for
draining.
petrolatum
and
insert
in
rotor
(13).
petrolatum
and
insert
in
rotor
(13).
installed
in
the
bottom
of
the
reservoir
for draining.
r.
Insert
spring
(9)
and
compress
with
spring
com-
REMOVAL
AND
INSTALLATION.
pressor
(32)
then
insert
washer
(10),
packing
(11)
13-51
and
seal
(12).
The
concave
portion
of
the
seal
must
strainer
and
lines.
Observe
reservoir
in
para-
_ .- .
strainer
and
lines.
Observe
precautions
in
para-
fit
the
convex
surface
of
the
rotor
(13).
Complete
graph
13-3)
this
for
each
port.
this
for
each
port.
b.
Remove
carpeting
and
access
plate.
s.
While
holding
the
three
springs
(9)
with
the
Remove
carpeting
and
cap
or
plug
all
fuel
at
the
spring
compressors
(32),
place
washers
(7)
and/or
c.
Disconnect
and
cap
or
plug
all
fuel
lines
at
the
spring
compressors
(32),
place
washers
(7)
and/or
reservoir
(8)
on
the
shaft
end of
rotor
(13)
and
insert
rotor
(13)
Remove
screws
securing
mounting
legs
to
use-
into
the
upper
body
(4).
The
seals
(12)
must
fit
flush
lage.
against
the
rotor
(13).
Release
the
spring
compres-
sors
(32).
13-25
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Figure
13-14.
Fuel
Reservoir
13-26
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
e.
Lift
reservoir
out.
NOTE
f.
Reverse
the
preceding
steps
for
installation.
Prior
to
replacing
the
access
plate,
secure
fuel
bays
Reassembly
of
valve
is
facilitated
by
mounting
and
check
all
connections for
leaks.
in
a
bench
vise
or
equivalent
bench
support,
making
sure
valve
body
(19)
is
protected
from
NOTE
damage.
Fabrication
of
a
spring
compressor
is
recommended
before
reassembly.
Replace
The
clearance
between
the
elevator
cables
packings
(21)
and
(18)
whenever
rotor
(17)
is
and the
drain
line
is
.37
inch
minimum
removed from
valve
body.
and.
50
maximum.
f.
Ensure
all
component
parts
are
clean.
then
coat
Lower
Right
Hand
Crossover
Drain
Line
sparingly
with
lightweight
oil.
From
Fuel
Selector
Valve
g.
Install
new
packinu
ilo
minto
recess
at
top
uf
Left
Hand
Crossvent
Drain
Line
valve
body
(19).
To
Engine
h.
Insert
spring
(20) into
valve
body
(19).
i.
With
spring
compressor,
compress
spring
(20).
13-52. FUEL
ON-OFF
VALVE.
(See
figure
13-15).
j.
Install
washer
(21),
new
packing
(22).
and
seal
(23)
into
port.
13-53.
DESCRIPTION.
The fuel ON-OFF
.alve
is
k.
Holding
spring
(20)
compressed,
carefully
insert
a
two
position valve
located
just
forward
of
the
auxili-
rotor
(17)
into
valve
body
(19),
release
spring
com-
ary
fuel
pump
under
the
pilot's
floorboard.
The
valve
pressor,
and
visually
inspect
assembly
for
proper
control
knob
is
located
on
the
left
lower
area
of
the
seating
of
seal
(23)
to
rotor.
pedestal.
Valve
repair consists
of
replacement
of
1.
Lubricate
spring
(16)
and
ball
(15)
with
Petro-
component
parts.
latum.
m.
Insert
spring
(16)
into
rotor
(17).
13-54.
REMOVAL
AND
INSTALLATION.
n.
Place
ball
(15)
on top
of
spring
(16).
a.
Drain
all
fuel
from
wing
bays,
reservoir, strain-
o.
Position
cover
(14)
on
valve
body
and
turn rotor
er
and
lines.
(Observe
precautions
in
paragraph
(17)
as
required
to
index
one
of
detents
in
cover.
13-3).
p.
Secure
cover
(14)
to
valve
body
(19)
with
screws
b.
Remove
carpeting
and
access
plate.
(13).
c.
Remove
control
cable
from
clamp
on
valve
and
q.
Test
rotation
of
rotor
(17)
for
ease
of
operation
control
wire
from
valve
arm.
and
positive
detent
engagement.
d.
Disconnect
and
cap
or
plug
both
the
inlet
and
outlet
fuel
lines.
~outlet fuel lines. ~13-56.
FUEL
STRAINER.
(See
figure
13-16.)
e.
Remove
bolts
from
bracket
and
remove
valve.
f.
Reverse
the
preceding
steps
for
installation.
DESCR
ON.
The
fuel
strainer
is
located
Prior
to
replacing
the
access
plate,
service
the
fuel
on
the
left
f
d
se
of
he
f
irewall.
It
is
acces-
barrows an
hekalonetinfrlek.
hon
the
left
forward
side
of
the
firewall.
It
is
acces-
bays
and
check
all
connections for
leaks.
The
valve
s a check ti o a
.
sible
through
the
left
cowl
flap
opening
or
from
above
must
also
be
checked
for
positive
on
and
off
position.
The
fuel
by
removing
the
upper
engine cowling.
The fuel
NOTE
strainer
incorporates
a
quick
drain
valve.
The
valve
protrudes
from
the
lower
left
side
of
the
engine cowl-
When
installing
the
valve
make
certain
the
ig.
arrow
on
the
valve
points with
the
direction
NOTE
of
normal
fuel
flow.
(Toward
the
engine).
The
fuel
strainer
can
be
disassembled,
13-55.
DISASSEMBLY,
REPAIR
AND
REASSEMBLY.
cleaned
and
reassembled
without
re-
a.
Remove
screws
(13)
securing
cover
(14)
to
valve
moving
the
assembly
from
the
aircraft.
body
(19);
carefully
remove
cover.
b.
Remove
ball
(15)
and
spring
(16)
from
rotor
(17).
13-58.
DISASSEMBLY, ASSEMBLYAND
c.
Slowly
withdraw
rotor
(17)
from
valve
body
(19).
REASSEMBLY.
NOTE
a.
Place
ON-OFF
fuel
control
in
OFF
position
Removal of
rotor
(17)
from
valve
body
(19)
d.
Drain
fuel
from
strainer
and
lines
with
drain
will allow
seal
(23),
packing
(22)
washer
valve
(16).
(21),
and
spring
(20)
to
pop
free.
c.
Disconnect
strainer
drain
line
(10)
from
strainer
bowl
(6)
and
drain
valve
(16).
d.
Remove
seal
(23),
packing
(22),
washer-(21),
and
d.
Remove
nut
(9),
step
washer
(8)
and
0-ring
(7)
spring
(20)
from
valve
body
(19).
at
bottom
of
bowl
(6)
and
remove
bowl
(6)
remove
e.
Remove
packing
(18)
from
valve
body
(19).
0-ring
(5).
e.
Carefully
unscrew
Standpipe
(4)
and
remove.
13-27
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
3
2
33
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
8
BEGINNING
WITH
21064536
1.
Top
2.
Gasket
3.
Filter
Screen
4.
Standpipe
5.
O-Ring
10
11
6.
Bowl
7.
O-Ring
12
8.
Step
Washer
9.
Nut
10.
Drain
Line
11.
Nut
13
12.
Washer
13.
Bracket
14
14.
Fitting
15.
O-Ring
16.
Drain
Valve
17.
Washer
18.
Screw
Figure
13-16.
Fuel
Strainer.
13-29
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
f.
Remove
filter screen
(3)
and
gasket
(2).
Wash
g.
To
replace
the
umbrella,
lubricate
the
umbrella
filter
screen
and
bowl
in
solvent
(p-S-661)
and
dry
stem
with
(MIL-H-5606)
hydraulic
fluid
and
use
a
with
compressed
air.
small
blunt
tool
to
insert
the
retaining
knob
on
the
g.
Using
a
new
gasket
(2)
install
filter
screen
(3)
umbrella
stem
into
the
check
valve
body
to
prevent
and
standpipe
(4).
Tighten
standpipe
finger
tight. damaging
the
stem.
h.
Using
new
O-rings
(5)
and
(7)
install
bowl
(6).
The
step
washer
(8)
must
be
installed
so
that
the
step
13-64.
REASSEMBLY.
seats
against
the
O-ring
(7),
connect
drain
line
(10).
a.
Place
split
washer
(16)
in
cap well
correctly.
i.
Place
ON-OFF
fuel
control
in
ON
position.
b. With handle
(1)
and
O-ring
installed
on
stem
(14),
j.
Check
for
fuel
leaks.
insert
stem
(14)
through
split
washer
(16)
on
cap
k.
Check
drain
valve
(16)
for operation.
body
(2).
c.
Place spring
(15)
on
stem
(14).
13-59.
VENTED
FUEL
FILLER
CAPS.
d.
Position
cap
handle (1)
to
full
"OPEN"
position.
e.
Place
lock
plate
(6)
on
threaded
end
of
stem
(14)
13-60..
DESCRIPTION.
The
filler
cap
assemblies
and
align
all
three
lugs
(12)
with
three
guide
bosses
may
be
constructed
of
either
metal
or
red
plastic.
on
the cap
body
(2).
Both
cap
assemblies
incorporate
a
vent
safety
valve
f.
Check
that
square
hole
in
bottom
of
lock
plate
that
provides
vacuum
and
positive
pressure
relief
(6)
is
aligned
with
square surface
on
threaded
end
of
for
their
respective
fuel
tanks.
It
is
important
that
stem
(14).
both
type
caps
to
be
cleaned
on
as
required
basis,
NOTE
if
proper
filler
cap
sealing
is
to
be
maintained.
It
is
possible
to
install
the
lock
plate
(6)
13-61.
METAL
"FLUSH-TYPE"
FILLER
CAPS.
180º
out
of
the
desired
position,
if
the
align-
Except
for
minor
differences
in
construction
and
ment
procedures
in
steps
"d"
and
"Y"
are
weight,
metal
fuel
filler
caps
perform
the
same
not
followed.
If
the
cap
will
not
fit
when
as-
function
as
red
plastic
fuel
filler
caps.
The
caps
sembled,
remove
the
lock
plate
(6)
and
re-
are
interchangeable
and
will
fit
the
same
adapter
assemble
adapter
rotating
it
180".
assembly.
g.
Compress
the
lock plate
(6)
and
fuel
cap
body
(2)
13-62.
INSPECTION.
and
secure
with
washer
(11)
and
nut
(10).
h.
Connect
fuel
cap
assembly
to
safety
chain
(9)
and
NOTE
reinstall
in
tank.
13-65.
RED
PLASTIC
"FLUSH-TYPE" FILLER
If
fuel collects
in
the
handle
well
it
could in-
CAPS.
A
red
plastic
"Flush-Type"
vented
filler
cap
dicate
stem
O-ring
leakage.
Fuel
collecting
may
be
used.
Extra care
is
required
when
reinstall-
around
perimeter
of
cap
could
indicate
cap
ing
plastic
filler
caps
in
the
fuel
filler
adapter
assem-
O-ring or
check
valve
leakage.
bly.
An
improperly installed
filler
cap
could
cause
a
loss
of
fuel
from
the
tanks
during
flight.
a.
Remove
fuel
cap
from
adapter
(7),
remove
safety
chain
(9)
from
cap and
cover
or
plug
fuel
opening
to
keep out
foreign
matter.
13-66.
INSPECTION.
b.
Remove
nut
(10)
and,
oberving
position
of
lock
plate
(6)
in
relation
to
stem
(14)
disassemble
cap.
NOTE
c.
Note
resiliency
of
0-rings
(3
&
13)
and
condi-
tion
of
grooves.
If
the
0-rlngs
(3
&
13)
have
deteri-
If
fuel
collects
in
the
handle
well
it
could
in-
orated
they
must
be
replaced
dicate
stem
O-ring
leakage.
Fuel
collecting
around
perimeter
of
cap
could
indicate
cap
13-63.
CLEANING.
outer
seal
or
check
valve
leakage.
a.
Using
a
cotton
swab
and
Stoddard
solvent
or
equivalent,
gently
lift
edges
of
rubber umbrella
(5)
a.
Remove
fuel
cap from
adapter
(8),
remove
safe-
and
clean stainless
steel
seat
and
umbrella
removing
ty
chain
(10)
from
cap
and
cover
or
plug
fuel
opening
all
contaminates.
Using
a
second
swab
wipe
seat
to
keep
out
foreign
matter.
and
umbrella
thoroughly, removing
all
cotton
fibers.
b.
Rotate
cap
handle
(1)
to
the
"OPEN"
position,
Repeat until
swabs show
no
discoloration.
compress
cap
body
(2)
and
lock
plate
(6)
to
expose
b.
If
O-ring
grooves appear
contaminated, clean
the
.
125
inch
diameter
handle
pin
(17).
with
Stoddard
solvent
or
equivalent
and cotton swabs.
c.
Using
a
small
wire
push
out
the
handle
pin
(17).
c.
Ascertain
that
all
vent
holes
in
check
valve
are
d.
Note
resilience
of
O-ring
(13)
and
outer
seal
(3)
unobstructed.
and condition
of
grooves.
If
the
O-ring
(13)
or
the
d.
Clean
cap
body
and lock
plate,
check
for
defects.
outer
seal
(3)
have
deteriorated
they
must
be
replaced.
e. If
the
umbrella
continues
to
leak
or
is
deterio-
e.
Note
condition
of
tabs
on
lock
plate
(6)
for
signs
rated it
must
be
replaced.
of
abnormal
wear,
if
such
wear
is
evident replace
f.
To
remove
umbrella,
lubricate
the
umbrella
the
complete
cap
assembly.
tearing
the
stem.
13-30
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1.
Handle
2.
Fuel
Cap
Body
3.
O-RingCheck
Valve
(Vent)
Vent
safety
valve
(4)
opens
at
or
before
5.
Umbrella
.25
PSI
vacuum,
and
5.0
PSI
pressure.
6.
Fuel
Cap
Lock
Plate
16
7.
Adapter
Assembly
8.
Placard
9.
Safety
Chain
10. Nut
11.
Washer
3
12.
Lug
13.
O-Ring
4
14.
Stem
15.
Spring
15
16.
Split
Washer
17.
Handle
Pin
14
*
A
Letter
M
on
the
fuel
cap
body
located
under the handle
(1),
12
signifies
that
the
0-ring
(3)
mounting groove
is
machined.
Figure
13-17.
Fuel
Filler
Cap-Metal
(Sheet
1
of
2)
Revision
2
13-31
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
13-67.
CLEANING.
13-69.
LEAK TESTING
METAL
OR RED
PLASTIC
a.
Using
a
cotton
swab and
Stoddard
solvent
or
FILLER
CAPS.
The
following
procedure
may
be
equivalent,
gently lift
edges
of
rubber
umbrella
(5)
used
to
detect
fuel
filler
cap
leakage.
and
clean
stainless
steel
seat
and
umbrella
removing
a.
Service
the
aircraft
with
approved
fuel,
filling
all
contaminates.
Using
a
second
swab
wipe
seat
and each
fuel
bay.
umbrella
thoroughly,
removing
all
cotton
fibers.
b.
Place
the
fuel
selector
in
the
OFF
position.
Repeat
until
swabs
show
no
discoloration.
c.
Plug
one
of
the
fuel
bay
vent
lines
(where
it
pro-
b.
If
0-ring
or
outer
seal
grooves
appear
contami-
trudes
beneath the
wing)
with
a
small
rubber
plug
or
nated,
clean with Stoddard
solvent
or
equivalent
and
tape.
cotton swabs.
d.
Connect
a
rubber
hose
to
the
other
vent. Then
c.
Ascertain
that
all
vent
holes
in
check
valve
are
tee
into
this
hose
a
pressure
measuring
device, such
unobstructed.
as
a
water
manometer,
manifold
pressure
gage or
d. Clean
cap
body
and
lock
plate,
check
for
defects.
airspeed
indicator.
e.
If
the
umbrella
continues
to
leak
or
is
deterio-
e.
Blow
into
the
open
end
of
the
hose. The
pressure
rated
it
must
be
replaced.
must
not
exceed
.7
psi
which
equals
20
inches
of
f.
To
remove
umbrella,
lubricate
the
umbrella
water
on
a
water
manometer.
or
1.
43
inches
Hg
on
a
stem
with
(MIL-H-5606)
hydraulic
fluid
to
prevent
manifold
pressure
gage,
or
174
kts
on
an
airspeed
tearing
the
stem.
indicator.
g.
To
replace
umbrella,
lubricate
the
umbrella
WARNING
item
with
(MIL-H-5606)
hydraulic
fluid
and
use
2
small
blunt
tool
to
insert
the
retaining
knob
on the
Do
not
inhale
fuel
vapor
while
blowing
into
umbrella
stem
into
the check
valve
body to
prevent
the
rubber
hose.
damaging
the
stem.the
rubber
hose.
f.
It
may
take
several
applications
of
pressure
to
13-68.
REASSEMBLY.
bring
the
bay
to
the
desired
pressure.
NOTE
WARNING
If
fuel
was
observed
leaking
around
the
cap
Do
not
apply
regulated
or
unregulated
air
periphery
prior
to
disassembly
and
the
leak-
pressure
from
an
air
compressor
to
the
age
was
not
due to
a
bad
O-ring
or
outer
seal
fuel
vent.
Over
inflation and
major
struc-
an
additional
split
washer
(16)
may
be
added
tural
damage will
occur
if
more
than
.7
psi
for
a
total
of
two,
prior
to
reassemblying
is
applied.
cap.
To
make
sure
that
these
washers
are
not
installed
upside
down,
check
to
see
that
g.
Pinch
or
close
the
rubber
hose
to
sustain
pres-
edges
of
the
split
parallel
the
respective
sure
in
the
fuel
bay.
sides
of
the cap
well
The addition
of
a
h.
Apply
a
soap solution
to
the
fuel
filler
caps
and
washer
under
the
cap handle
will
increase
inspect
for
leakage
around
the
rubber
seal
to
filler
the
effort
required
to
uncap
the
fuel
tank.
neck
junction,
the
fuel cap
vent,
and
the
fuel
cap
handle
stem.
Load
the
cap
sideways
in
all
directions
b.
Install
fuel
cap
body
(2)
on
stem
(14).
by
pressing
on
the
fuel cap
vent
housing
by hand.
c.
Check
that
three
metal
plates
(12)
on
top
rim
of
NOTE
lock
plate
(6)
are
aligned
with
three
guide
bosses
on
fuel
cap
body
(2).
No
leakage
is
permissible.
If
leaks
are
CAUTION
or
repair
in
accordance
with
Cessna
Service
Information
Letter
SE80-59,
It
is
possible
to
install
the
handle
pin
in
the Supplement
#1,
dated,
June
23,
1980.
pin
hole
180
°
out
of
the
desired
position,
if
the
alignment
procedure
in
step
"c"
is
not
CAUTION
followed.
If
the
handle
(1)
is
not
installed^^
properly
the
FWD
arrow
on
the cap
will
not
Care must
be
exercised
in
removing
the
align
with
the
arrow
on
the
placard
(9)
when
fuel
filler
caps
until
the
system
has
been
the
cap
is
reinstalled.
depressurized.
d.
Compress cap
body
(2)
and
lock
plate
(6),
install
split
washers
cap
body
(2)
and
lock
plate
(6)
install
i.
After
replacement
of
either
fuel
filler
cap.
repeat
e.
Install
cap
handle
(1)
on
stem
(14)
so
that
the
the
Inspection.
handle
(1)
will
be
in
the
open
position.
j.
Remove
the
rubber
hose,
unplug
or
remove
the
f.
Insert
handle
(1)
will
in
the
open
position.
(tape
from
the
other
fuel
vent,
and
place
the
fuel
selec-
f.
Insert
handle
pin
(17)
through
handle
(1)
and
tor
in
the
desired
position.
stem
(14).
g.
Connect
fuel
cap
assembly
to
safety
chain
(10)
and
reinstall
fuel
cap.
Make
certain
that
the
arrow
on
the
fuel
cap
body
(2)
and
the
arrow
on
the
placard
(9)
align.
13-33/(13-34
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
14
PROPELLER
AND
GOVERNOR
WARNING
When
performing
any
inspection
or
maintenance
that
requires
turning
on
the master
switch,
installing
a
battery,
or
pulling
the
propeller
through
by
hand,
treat
the
propeller
as
if
the
ignition
switch
were
ON.
Do
not
stand
nor
allow
anyone
else
to
stand,
within
the
arc
of
the
propeller,
since
a
loose
or
broken
wire
or
a
component
malfunction
could
cause
the
propeller
to
rotate.
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
PROPELLER
............
2H6/14-1
Trouble
Shooting
.......
2H13/146
Description
...........
2H8/14-1
Removal
......
2H13146
Repair
............
.2H6/14-1
Control
Arm
and
Bearing
Assembly.
2H13/14-6
Trouble
Shooting
.. .. .
.2H77/14-2
Removal
and
Installation.
.....
2H13/14-6
Removal
...........
2H9/14-2B
Governor
Installation
.......
2H13/14-6
Installation
..........
.2H9/14-2B
High-RPM
Adjustment
......
2H14/14-7
Time
Between Overhaul
(TBO)
. .
2H10114-3
Rigging
Governor
Control
.....
2H1414-7
GOVERNOR
....
.......
.2H10/14-3
Time
Between
Overhaul
(TBO)
* ·
2H15/14-8
Description
..........
.2H10I4-3
14-1.
PROPELLER.
higher
pitch
and
engine
speed
will
remain
constant.
Conversely,
if the
throttle
opening
or
the
aircraft
14-2.
DESCRIPTION.
The
aircraft
is
equipped
speed
is
decreased,
the
engine RPM
will
try
to
de-
with
an
all-metal,
constant-speed,
governor-regu-
crease.
The
governor
senses this
and
allows
oil
to
lated
propeller.
The
constant-speed
propeller
is
drain
from
the
forward
side
of
the
piston.
Spring
single- acting,
in
which
engine
oil
pressure,
boosted
tension
and
centrifugal
twisting
moment
will
move
and
regulated
by
the
governor is
used
to
obtain
the
the
blades
to
a
lower
pitch
to
maintain
the
selected
correct
blade
pitch
for
the
engine
load.
Engine
lub-
engine
speed.
ricating
oil
is
supplied
to
the
power piston
in
the
pro-
14-3.
REPAIR.
Metal
propeller
repair
first
involves
peller
hub
through
the
crankshaft.
The
amount
and
evaluating
the
damage
and
determining
whether
the
pressure
of
the
oil
supplied
is controlled
by
the
engine-
repair
will
be a
major
or
minor
one.
Federal
Avia-
driven
governpr.
An
increase
or
decrease
in
throttle
tion
Regulations,
Part
43
(FAR
43),
and
Federal
setting
or
a
change
in
aircraft
attitude
will
affect
the
Aviation
Agency,
Advisory
Circular
No.
43.13
(FAA
balance
which
maintains
a
given
RPM.
If
the
throttle
AC
No.
43.
13),
define
major
and
minor
repairs.
31-
is
opened
further
or
if
aircraft
speed
is
increased,
rerations
and
who
may
accomplish
them.
When .aic-
engine RPM
will
try
to
increase.
The
governor
ing
repairs
or
alterations
to
a
propeller
FAR
43.
senses
this
and
directs
oil
pressure
to
the
forward
FAA
AC
No.
43.13
and
the
propeller manufacturer's
side
of
the
piston.
The
blades
will
be
moved
to
a
instructions
must
be
observed.
Revision
3
14-
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
14-4.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE REMEDY
FAILURE
TO
CHANGE
PITCH.
Governor
control
disconnected
or
Check
visually.
Connect
or
re-
broken.
place
control.
Governor
not
correct
for
Check
that
correct
governor
is
propeller.
(Sensing
wrong.)
installed.
Replace
governor.
Defective
governor.
Refer
to
paragraph
14-9.
Defective
pitch
changing
mechanism
Propeller
repair
or
replacement
inside
propeller
or excessive
pro-
is
required.
peller
blade
friction.
FAILURE
TO
CHANGE
PITCH
Improper
rigging
of
governor
Check
that
governor
control
arm
FULLY.
control.
and
control
have
full
travel.
Rig
control
and
arm
as
required.
Defective
governor.
Refer
to
paragraph
14-9.
SLUGGISH
RESPONSE
TO
Excessive friction
in
pitch
Propeller
repair
or
replacement
PROPELLER
CONTROL.
changing
mechanism
inside
is
required.
propeller
or
excessive
blade
friction.
STATIC
RPM
TOO
HIGH
OR
Improper
propeller
governor
Perform
static
RPM
check
TOO
LOW.
adjustments.
Refer
to section
12
and
12A
for
procedures.
ENGINE
SPEED
WILL
NOT
Sludge
in
governor.
Refer
to
paragraph
14-9.
STABILIZE.
Air
trapped
in
propeller
Trapped
air
should
be
purged
actuating
cylinder.
by
exercising
the
propeller
several
times
prior
to
take-off
after
propeller
has
been
rein-
stalled
or
has
been
idle
for
an
extended
period.
Excessive
friction
in
pitch
Propeller
repair or
replacement
changing
mechanism
inside
is
required.
propeller
or
excessive
blade
friction.
Defective
governor.
Refer
to
paragraph
14-9.
OIL
LEAKAGE
AT
PROPEL-
Damaged
O-ring
and
seal
between
Check
visually.
Remove
propeller
LER
MOUNTING
FLANGE.
engine
crankshaft
flange
and
and
install
O-ring
seal.
propeller.
Foreign
material
between
Remove
propeller
and
clean
engine
crankshaft
flange
and
mating
surfaces;
install
new
propeller
mating
surfaces
or
O-ring
and
tighten
mounting
mounting
nuts
not
tight.
nuts
evenly
to
torque
value
in
para
14-6,
e.
OIL
LEAKAGE
AT
ANY
Defective
seals,
gaskets,
Propeller
repair
or
replacement
OTHER
PLACE.
threads, etc.,
or
incorrect
is
required.
assembly.
14-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
THIS
PAGE
INTENTIONALLY
LEFT
BLANK
14-2A
blank
14-2A
blank
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
14-5.
REMOVAL.
Refer
to
figure
14-1.
14-6.
INSTALLATION.
a.
Remove
spinner
attaching
screws
(2)
and
remove
spinner
(1),
spinner
support
(3)
and
spacers
(4).
Re-
a.
If
the
spinner
bulkhead
was
removed,
position
tain
spacers
(4).
bulkhead
so
the
propeller
blades
will
protrude
thru
b.
Remove
cowling
as
required
for
access
to the
spinner
with
ample clearance.
Install
spinner
mounting
nuts
(9).
bulkhead
attaching
screws
(10),
which
attach
the
c.
Loosen
all
mounting
nuts
(9)
approximately
spinner
to
bulkhead.
1/4
inch
and
pull
propeller
(15)
forward
until
stopped
by
nuts.
CAUTION
WARNING ^Avoid
scraping
metal
from
bore
of
spinner
WARNING
bulkhead
and
wedging
scrapings
between
engine
flange
and
propeller. Trim
the
in-
Be
certain
that magneto
is
GROUNDED
side
diameter
of
the
bulkhead
as
necessary
before
turning
propeller.
when
installing
a
new
spinner
bulkhead.
b.
Clean
propeller
hub
cavity
and
mating
surfaces
NOTE of
propeller
and
crankshaft.
c.
Lightly
lubricate
a
new
O-ring
(13)
and
the
crank-
As
the
propeller
(15)
is
separated
from
the
shaft
pilot
with
clean
engine
oil
and
install
the
O-ring
engine
crankshaft
flange,
oil
will
drain
in
the
propeller
hub.
from
the
propeller
and
engine
cavities.
NOTE
NOTE
d.
Remove
all
propeller
mounting
nuts
(9)
and
pull
propeller
forward
to
remove
from
engine
crank-
If
aircraft
is
configured
with
optional
pro-
shaft
(12).
peller anti-ice
system,
the
slip
ring
assem-
bly
must
be
installed
with
or
prior
to
pro-
peller.
Use
care
to
prevent
damaging
e.
If
desired,
the
spinner
bulkhead
(11)
can
be
brushes
and
slip
ring,
and
insure
proper
removed
by
removing
screws
(10),
which
attach
the
alignment.
Reconnect
slip
ring
wires
ac-
spinner
bulkhead
to
the
propeller.
cording
to
applicable
wiring
diagram.
NOTE
WARNING
*
Be
certain
that
magneto
is
GROUNDED
If
the
optional
propeller
anti-ice
system
before
turning
propeller.
is
installed,
use
caution
when
removing
propeller.
Removing
the
propeller
without
the
anti-ice
slip ring
requires
disconnecting
nine
wires
at
spinner
bulkhead,
since
the
slip
ring
is
mounted
to
the
bulkhead.
Wires
should
be
identified
according
to
wiring
dia-
gram
to
facilitate
reassembly.
During
re-
moval.
installation,
or
other
maintenance,
use
care
to
prevent
damaging
slip
ring
and
brushes.
14-2B
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
*~
*d.
Lubricate
the
hub
mounting
studs
with
A-1637-16
h.
Install
spacers
(4)
and
spinner
support
(3)
on
(MIL-T-83483)
grease.
propeller
cylinder
(5).
If
spacers
(4) are
not
centered
mechanically
(piloted),
visually center
and
hold
them
CAUTION
until
spinner
support
(3) is
forced
firmly
in place.
ALL
PROPELLER
STUDS
AND
NUTS ARE
i.
Hold
spinner
(1)
snug
against spinner
support
(3)
and
REQUIRED
TO
BE
INSTALLED
WITH
check
alignment
of
holes
in
spinner
(1)
with
holes in
LUBRICATION
ON
THE
HUB
MOUNTING
spinner
bulkhead(
1).
Add
or
remove
spacers
(4)
STUDS.
from propeller
cylinder
(5)
until
holes are
within
.050
e.
Align
propeller
mounting
studs
and
dowel
pins
with of
alignment.
proper
holes in
engine crankshaft
flange
and
slide
j.
Push
hard
on
spinner
(1)
to
align
holes
and
install
propeller carefully
over
crankshaft
pilot
until
mating
screws
and
washers
(if
required)
in
three
(3)
or
more
surfaces
of
propeller
and
crankshaft
flange
are
equal
spacers
around
the spinner
bulkhead
(11).
approximately
1/4
inch
apart.
Relax
pressure
on
spinner
and
install
remaining
f.
Install
propeller
attaching
washers
and new
nuts
(9)
screws
and
washers
(if
required)
in
spinner.
and
work
propeller
aft
asfar
as
possible,
then
tighten
k.
Tighten
all
screws
uniformly
around the
spinner.
nuts
evenly.
WARNING
14-6A.
TIME
BETWEEN
OVERHAUL
(TBO).
Propeller
overhaul
shall
coincide
with
engine
DO
NOT USE
ALL
STEEL
LOCKNUTS.
USE
overhaul,
but
shall
not
exceed
limits
specified
in
ONLY
NEW
ELASTIC
ELEMENT
LOCKNUTS
McCauley
Service
Bulletin
137
and
all
revisions
WHEN
INSTALLING
PROPELLER.
and
supplements
thereto.
Refer
to
Sections
12
and
12A
for
engine
overhaul
periods.
g.
Torque
nuts
45
to
50
lb-ft.
LUBRICATED
TORQUE
ONLY.
Refer
to
McCauley
Service
Bulletin
227,
or
14-7.
GOVERNOR.
latest
revision,
as
applicable
for
propeller
stud
and
14-8.
DESCRIPTION.
The
propeller
governor
is a
single-
acting,
centrifugal
type,
which
boosts
oil
pressure
from
the
engine
and
directs
it
to
the
propeller
where
.
CAUTION
the
oil is
used
to
increase
blade
pitch.
A
single-
acting
governor
uses
oil
pressure
to
effect
a
pitch
USE
OF
CROW
FOOT
OPEN-ENDED
TORQUE
change
in one
direction
only;
a
pitch
change in
the
WRENCHES
CAN
CAUSE
SLIPPAGE
AND
opposite
direction
results
from a
combination
of
LEAVE
MARKS
ON
THE
ENGINE
OUTPUT
centrifugal twisting
moment
of
rotating
blades
and
FLANGE
IF
CARE
IS
NOT
USED
DURING
THE
compressed
springs.
Oil
pressure
is
boosted
in
the
TORQUE
PROCESS.
governor
by
a
gear
type oil
pump.
A
pilot
valve,
USE
PROPER
CALCULATIONS
WHEN
USING
flyweight
and
speeder
spring
act
together
to
open
TORQUE
ADAPTERS
TO
ENSURE
CORRECT
and
close
governor oil
passages
as required
to
INSTALLATION TORQUE.
maintain
a
constant
engine
speed.
TO
PRODUCE
CONSISTENT
AND
ACCURATE
NOTE
INSTALLATION TORQUE,
MCCAULEY
RECOMMENDS
AN
ADJUSTABLE
"CLICK"
Outward
physical
appearance
of
specific
TYPE
WRENCH
WITH
NON
RACHETING,
governors
is
the
same,
but
internal
parts
INTERCHANGEABLE,
12
POINT
BOX-END
determine
whether
it
uses
oil
pressure
to
WRENCH
HEADS.
increase or
decrease
blade
pitch.
The
IT
MAY
BE
NECESSARY
TO
USE VARIOUS
propellers
used
on
these
aircraft
require
ADAPTERS
IN
CERTAIN
APPLICATIONS.
governors
which
"sense"
in
a
certain
HOWEVER,
IT
IS
STRONGLY
manner.
"Sensing"
is
determined
by
the
RECOMMENDED
THAT
EXTREME
CAUTION
type pilot
valve installed
inside
the
BE
EXERCISED
TO
ENSURE THAT
governor.
Since
the
basic
governor
may
be
ACCURATE
TORQUE
IS
BEING
APPLIED sentto
FOR
MAXIMUM
RETENTION.
ON
MOST
AIRPLANES,
A
TORQUE
WRENCH
CANNOT
BE
FITTED
DIRECTLY
ON
THE
PROPELLER
MOUNTING
NUT
BECAUSE
OF
THE
LACK OF CLEARANCE BETWEEN
THE
FLANGE
AND
ENGINE
CASE.
AN
ADAPTER
MUST
BE USED
ON
THE
TORQUE
WRENCH.
THE
USE
OF
A
TORQUE
WRENCH
WITH
ANY
FORM OF
EXTENSION
REQUIRES
THE
TORQUE
READING
ON
THE WRENCH
TO
BE
CHANGED
TO
OBTAIN
THE CORRECT
TORQUE
APPLIED
AT
THE
NUT.
TO
OBTAIN
CORRECT RESULTS
REFER
TO
THE
FORMULA IN
SECTION
1.
Temporary
Revision
Number
4
14-3
MODEL
210
&T210
SERIES
SERVICE
MANUAL
8
7
6
1
Additional
spacers
(4)
may
be
required when
installing
a
new
spinner
(1)
to
ensure
a
snug
fit
between
spinner
(1)
and
support
(3).
THRU
SERIAL
21062003:
Order
Cessna
Part
Number
1.
Propeller Spinner
10.
Screw
0752620-2.
DO
NOT
USE
more
2.
Screw
11.
Spinner
Bulkhead
than
6
spacers
in
this installation
3.
Spinner Support
12.
Engine
Crankshaft
BEGINNING
WITH
SERIAL
4.
Spacer
13.
O-Ring
NUMBER
21062004:
Order
5.
Cylinder
14.
Dowel
Pin
Cessna
Part
Number
0752620-3.
6.
Screw
15.
Propeller
DO
NOT
USE
more than
14
7.
Stud
16.
Tube
spacers
in
this
installation.
8.
Washer
17.
Ring
9.
Nut
Figure
14-1.
Propeller installation
(Sheet
1
of
2)
14-4
Revision
2
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES SERVICE
MANUAL
NOTE
14-16.
TIME
BETWEEN
OVERHAUL. (TBO)
Propeller
governor
overhaul
shall
coincide
with
engine
The
result
of
rigging
is
full
travel
of
the overhaul.
Refer to
section
12
or
12A
for
engine
time
governor arm
(bottomed
out
against
both
between
overhaul
(TBO)
intervals.
The
governor
and
high and
low
pitch
stops)
with
some
cushion propeller
overhaul
manuals
are
available
from
Cessna
at
each
end
of
control
travel.
Parts
Distribution
(CPD
2)
through
Cessna
Service
Stations.
SHOP
NOTES:
14-8
Revision
3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
SECTION
15
UTILITY
SYSTEMS
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
UTILITY
SYSTEMS
..........
2H18/15-2A
Trouble
Shooting
..........
2114/15-22
Heating
System.
..........
.2H18/15-2A
De-Ice
Flow
Valve
.........
2114/15-22
Description
..........
.2H18/15-2A
Description
...........
2114/15-22
Operation
...........
.2H18/15-2A
De-Ice
Flow
Valve
Trouble
Shooting
.......
.2H18/15-2A
Overhaul
.............
2114/15-22
|
Removal
and
Installation
of
.Functional
Check
Components
.......
.
2H18/15-2A
(Known
Icing)
...........
2123/15-31
Defrosting
System
.........
.2H18/15-2A
BootRepair(ColdPatch)
...
2124/15-32
Description
............
2H18/15-2A
De-Ice
Boot
Types
of
Damage
Operation
......
..
.2H18/15-2A
and
Repair
..............
2124/15-32
Trouble
Shooting
........
.2H18/15-2A Materials
Required
for
Removal
and
Installation
of
Installation
.............
2124/15-32
Components
.........
.2H18/15-2A
Boot
Replacement
.........
2124/15-32
Ventilating
System
.........
.2H18/15-2A Timer
....................
2124/15.32
Description
.........
.
.2H18/15-2A
Description
............
2124/15-32
Operation
.
............
218/15-2A
Functional
Test
(Thru
Trouble
Shooting
.........
2H19/15-3
1982
Models)
.........
2124/15-32
Removal
and
Installation
of
Functional
Test
Components
....
.
....
2H19/15-3
(Beginningwith
De-Ice
and
Anti-Ice
Systems
.. ...
213/15-11
1983 Models)
.........
2124/15-32
Wing
and
Horizontal
Stabilizer
Propeller
Anti-Ice
Boots
(Known
One-Cycle
De-ice
System
Icing)
............
.
.2J1/15-33
(Thru
21062968)
... .
.213/15-11
Windshield
Anti-Ice Panel
(Known
Description
.........
213/15-11
Icing)
..
.......
.
2J1/15-33
System
Operation
....
. 213/15-11
Pitot
Tube
and
Stall
Warning
Removal
and
Installation
of
Heaters
(Known
Icing)
..
....
2J1/15-33
Components
........
213/15-11
Description
........
2J1/15-33
Trouble
Shooting
.......
213/15-11 Removal
and
Installation
.. .
2J1/15-33
Operational
Check
......
215/15-13 Ice
Detector
Light
........
2J1/15-33
Adhesion
Test
........
216/15-14
Description
.........
2J1/15-33
Cleaning
.
.........
216/15-14
95-Amp
Alternator
Installation
.
2J2/15-34
|
Boot
Protective Products
. . ..
216/15-14 Dual 60-Amp
Alternator
Approved
Repairs
(Cold
Patch). 217/15-15
Installation
..........
2J2/15-34
Approved
Repairs
(Damage
to
Control
Surface
Tube Area)
........
217/15-15
Dischargers
..........
2J2/15-34
Approved
Repairs
(Damage
to
Description
.
.......
2J2/15-34
Fillet
Area)
.......
217/15-15
Resistance
Check
.....
2J2/15-34
Approved
Rep-irs
(Damaged
Propeller
Anti-Ice
System.
.. .
2J3/15-34A
Veneer
.........
.218/15-16
TroubleShooting
.............
2J3/i5-34A
Materials
Required
for
Slip
Ring
Removal
...........
2J4/15-35
Installation
of
Boots ...
218/15-16
Slip
Ring
Installation
.........
2J415-35
Replacement
of
Boots
..
.218/15-16
Slip
Ring
Alignment
Check ...
2J4/15-35
Wing
and
Horizontal
Stabilizer
Removal
of
Propeller
Three-Cycle
De-Ice
System
Anti-Ice
Timer
.............
2J7/15-38
(Beginning with
21062969)
. . .
219/15-17
Installation
of
Propeller
Description
........
.19/15-17
Anti-Ice
Timer
.............
2J8/15-39
System
Operation.
.....
.219/15-17
PropellerAnti-Ice
Ammeter
...
2J8/15-39
Flight
into
Known
Icing
Equipment
Description
...............
2J8/15-39
and
Systems
(Beginning
with
Removal
..................
2J8/15-39
21063253)
.........
.
219/15-17
Installation
...............
2J8/15-39
Description
........
.219/15-17
TroubleShooting
..........
28/15-39
Wing,
Horizontal
Stabilizer
TimerTest
..................
2J8/15-39
and
Vertical
Fin De-Ice
Installation
and
Alignment
of
System
(Beginning
with
Brush
Block
Assembly
......
2J9/15-40
21063253)
....
.219/15-17
ReplacementofDe-IceBoots
..
2J9/15-40
Description
.
.....
2114/15-22
Revision
3
15-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Page
No.
TABLE
OF CONTENTS
Aerofiche/Manual
Windshield
Anti-Ice
Panel
(Removable)
...................
2J10/15-40A
Service
Requirements
... 2J22/15-47
Description
..................
2J10/15-40A
Inspection
Removal and
Installation
.....
2J10/15-40A
Requirements
.........
2J22/15-47
Windshield
Anti-Ice
Panel
(Fixed)
2J10/15.40A
System
Components
Service
Description
..................
2J10/1540A Requirements
...........
2J22/15-47
Removal
and
Installation
.....
2J10/15.40A
Inspection
Requirements
2J22/15.47
Trapped Moisture
............
2J14/15-40E
Masks
and
Hose
...........
2J23/15-48
Oxygen System
..................
2J15/15.40F
Maintenance
and
Description
...............
2J15/15-40F
Cleaning
.............
2J23/15.48
Maintenance
Precautions
.....
2J16/15-41
System
Purging
............
2J23/15-48
Replacement
of
Components
..
2J16/15-41
Functional
Testing
Oxygen
Cylinder
General
System
Leak
Test
.........
2J24/15-49
Information
.............
2J18/15.43
System
Charging
..........
2J24/15-49
15-2
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15-1.
UTILITY
SYSTEMS.
the
heater
system.
Cut
replacement
hose
to
length
and
install in
the
original
routing.
Trim
hose
winding
15-2.
HEATING
SYSTEM.
(See
Figure
15-1.)
shorter
than
the hose
to
allow
hose
clamps
to
be
fitted.
Defective
heater
valves
should
be
repaired
or
replaced.
15-3.
DESCRIPTION.
On
non-turbocharged
air-
Check
for
proper
operation
of
valves
and
their
con-
craft,
the
heating
system
is
comprised
of
the heat
trols
after
installation
or
repair.
exchange
section
of
the
left
exhaust
muffler,
a
heat-
er
valve, mounted
on
the
left
forward
side
of
the
15-7.
DEFROSTING
SYSTEM.
(See
figure
15-1.)
firewall,
a
duct
across
the
aft
side
of
the
firewall,
a
push-pull
control
on
the
instrument
panel,
and
flex-
15-8.
DESCRIPTION. The
system
is
composed
of
ible
ducts
connecting
the
system.
On
aircraft
with
a
duct
across
the
aft side
of
the
firewall,
a
defroster
turbocharged engines,
the
heating
system
consists
of
outlet,
mounted
in
the
left
side
of
the
cowl
deck
im-
an
opening
in
the
left
side
of
the nose
cap,
an
exhaust mediately
aft
of
the
windshield,
a
defroster
control
shroud,
a
heater
valve,
mounted
on
the
left
forward
knob
on
the
instrument
panel,
and
flexible
ducting
side
of
the
firewall,
to
which
is
attached
an
adapter
connecting
the
system.
and
a tube
axtending
downward
and
overboard.
The
system
also
includes
a
duct
across
the
aft
side
of
the
15-9.
DEFROSTER
OPERATION.
Air
from the
duct
firewall,
a
push-pull control
on
the
instrument
panel,
across
the
aft
side
of
the
firewall
flows
through
a
and
flexible
ducts
connecting
the
system.
flexible
duct to
the
defroster
outlet.
The
defroster
control
operates
a
damper
in
the
outlet
to
regulate
15-4.
HEATER
OPERATION.
On
aircraftwith
the
amount
of
air
deflected
across
the
inside
surface
non-turbocharged
engines,
ram
air
is
ducted
through
of
the
windshield.
The
temperature
and volume
of
an
engine baffle
and
the
heat
exchange
section
of
the
this
air is
controlled
by
the
settings
of
the
cabin
left
exhaust
muffler,
to
the
heater
valve
at
the
fire-
heating
system
control.
wall.
On
aircraft
with
turbocharged
engines,
ram
air
is ducted
through
an
opening
in
the
left
side
of
the
15-10.
TROUBLE
SHOOTING.
Most
of
the
opera-
nose
cap,
through
an
exhaust
shroud,
to
the
heater
tional
troubles
in
the
defrosting
system
are
caused
valve
at
the
firewall.
On
both
models, heated
air
by
sticking
or
binding of
the
damper
in
the
defroster
flows from
the
heater
valve
into
a
duct
across
the
aft
outlet
or
its
control.
Since the
defrosting
system
side
of
the
firewall,
where
it
is
distributed
into the depends
on
proper
operation
of
the cabin heating
sys-
cabin.
The
heater
valve,
operated
by
a
push-pull
tem,
refer
to paragraph
15-5
for
trouble
shooting the
control
marked
"CABIN
HEAT",
located
on
the
in-
heating
and
defrosting
system.
strument
panel,
regulates
the
volume
of
heated
air
15-11.
REMOVAL
AND
INSTALLATION
OF
COM-
entering
the
system.
Pulling
the
heater
control full
PONENTS.
Figure
15-1
and
15-2
may
be
used
as
a
out
supplies
maximum
flow,
and
pushing
it
in
grad-
ually
decreases
flow,
shutting
off flow
completely
guide
for
removal
and
installation
of
components
of
when
the
controlis
pushed
full
in
completely
the
defrosting
system.
Cut
replacement
hose
to
leng-
th
and
install
in
the
original routing.
Trim
hose
win-
15-5.
TROUBLE
SHOOTING.
Most
of
the
oper-
ding
shorter
than
the
hose
to
allow
hose
clamps
to
be
tional
troubles
in
the
heating
system
are
caused
by
fitted.
A
defective
defroster
outlet
should
be
repaired
sticking
or
binding
air
valves
and
their
controls,
or
replaced.
Check
for
proper
operation
of
defroster
damaged
air
ducting,
or
defects
in
the
exhaust
muff-
outlet
and
its
control
after
installation
or
repair.
ler.
In
most
cases,
valves
or
controls
can
be
freed
by
proper
lubrication.
Damaged
or
broken
parts
15-12
VENTILATING
SYSTEM.
(See
figure
15-3.)
should
be
repaired
or
replaced.
When
checking
con-
trols,
be
sure valves
respond
freely
to
control
move-
15-13.
DESCRIPTION.
The
system
is
comprised
of
ment,
that
they move
in
the
correct
direction,
and
an
airscoop,
mounted
in
the
inboard
leading
edge
of
that
they
move
through
their
full
range
of
travel
and
each
wing,
outlet control
valves,
installed
in
overhead
seal
properly.
Check
that
hose
are
properly secured
consoles,
located
on
the
aircraft
centerline,
control
and
replace
hose
that
are
burned,
frayed
or
crushed. valves,
located
above
each
rear
doorpost,
two
fresh
If
fumes
are
detected
in
the
cabin,
a
very
thorough
airscoop
doors,
one
on
each
side
of
the
fuselage, just
inspection
of
the exhaust
muffler
should
be
accom-
forward
of
the
front
seats,
a
control
on
the
instrument
plished.
Refer
to the
applicable
paragraph
in
Section
panel
for
each
of
these
scoop
doors,
and
flexible
duc
-
12
for
the
non-turbocharged
engine
exhaust
system
ting
connecting
the
systems.
On
1977
thru
1980
inspection,
or for
the
turbocharged
engine,
refer
to
models, fixed
inlet
scoops
are
installed
in
the
Section
12A.
Since
any
holes
or
cracks
may
permit
lower
forward
cabin. The
scoops
are
ducted
to
exhaust
fumes
to
enter
the
cabin,
replacement
of
de-
the
avionics
equipment
to
aid
in
cooling,
and
un-
fective
parts
is
imperative
because
fumes
constitute
der
the cabin
floor to
help
prevent
exhaust
fumes
an
extreme
danger.
Seal
any
gaps
in
heater
ducts
from
entering
the
cabin.
across
the
firewall
with
Pro-Seal
#700
(Coast
Pro-
Seal
Co.,
Los
Angeles,
California)
compound,
or
15-14.
VENTILATING
SYSTEM
OPERATION.
Air
equivalent
compound.
received
from
scoops
mounted
in
the
inboard
leading
edges
of
the
wings
is
ducted
to
individually-controlled
15-6.
REMOVAL
AND
INSTALLATION
OF
COM-
control
valves,
two
of
which
are
mounted
in
each
of
PONENTS.
Figures
15-1
and
15-2 may
be
used
as
a
guide
for
removal
and
installation
of
components
of
Revision
1
15-2A/(15-2B
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
two overhead
consoles
and
one
mounted
in
a
console
15-15.
TROUBLE
SHOOTING.
Most
of
the
opera-
located
above
each
rear
door
post.
Each
control
tional
troubles
in
the
ventilating
system
are
caused
valve
meters
the
incoming
cabin
ventilation
air,
and by
sticking
or
binding
of
the
lever
in
the
inlet
scoop
provides
an
expansion
chamber
which
reduces
inlet
door
or
its
control.
The
inner
tube
in
the
control
air
noise.
Filters
at
the
air
inlets are
primarily
valve
could
also
bind
or
stick.
requring
repair
or
re-
noise
reduction
filters.
Air
volume
from
the
lou-
placement
of
the
control
valves.
Check
the
filter
ele-
vers
in
the
outlet control
valves
is
controlled
by
ments
in
the
airscoops
in
the leading
edges
of
the
knobs
located
on
the
end
of
each valve.
Beginning
wings
for obstructions.
The
elements
-nay
be
removed
with
1982
models.
outside
air
is
routed
from
the
wing-
and
cleaned
or
replaced.
Since
air
passing
through
mounted
scoopsthrough valves
in
each
wing
root
to
the
filters
is
omitted
into
the
cabin.
do
not
use
a
clea-
our
lever-adjusted
ventilators
in
the
cabin.
The
lever-
ning
solution
-which
would
contaminate
cabin
air.
The
adjusted
ventilators
replace
the
outlet
control
valves
filters
may
be-
removed
to
increase
air
flow.
However
and
are
located
in
the
same
area.
Airflow
from
the
their
removal.
could
cause
a
sligh
increase
in
noise
wing
root
valves
is
controlled
by
a
lever
in
the
overhead
level.
console
labeled:
OVERHEAD
AIR
VENTS
ON
OFF.
Beginning
with
1983
models
without
air
conditioning,
15-16.
REMOVAL
AND
INSTALLATION
OF
COM-
the fresh
air
scoops
and
wing
root valves
are
replaced
PONENTS.
Figure
15-3
may
be
used
as
a
guide
for
by
ducts
stopped
withadjustable
doors
located
on
the
removal
and
.astallation
of
components
of
the
venti-
underside
of
each
wing
near
the
root.
The
adjustable
lating
system.
Cut
replacement
hose
to
length
and
in-
doors
in
the
ducts
are
controlled
by
the
lever
labeled:
stall
in the
original
routing.
Trim
hose
winding
shor-
OVERHEAD
AIR
VENTS.
Cabin
ventilation
is
provided
ter
than the
hose
to
allow
hose
clamps
to
be
fitted.
A
by
two
fresh
air
scoop
doors,
one
on
each
side
of
the defective
control
valve
should
be
repaired
or
replaced.
fuselage,
Just
forward
of
the
front
seats.
The
left
scoop
Check
for
proper
operation
of
ventilating
system
con-
door
is
operated
by
a
knob
on
the
instrument
panel
trots
after
installation
or
repair.
labeled:
CABIN
AIR,
and
the
right
scoop
door
is
con-
trolled
by
a
knob
adjacent to the
CABIN
AIR
knob
labeled:
AUX
CABIN
AIR.
Fresh
air
from the
scoops
is
routed
to
a
duct
running
across
the
aft
side
of
the
firewall,
where
it
is
distributed
to
the
cabin.
As
long
as
the
CABIN
HEAT knob
is
pushed
full
in,
no
heated
air
can
enter
the
firewall
duct,
however,
as
the
CABIN
HEAT
knob
is
gradually
pulled
out,
more
and
more
heated
air
will
blend
with
fresh
air
from
the
scoops.
Any
of
the
knobs
may
be
set
to
any
desired
position
to
provide
comfortable
cabin
temperatures.
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
.
3.
Clamp Bolt
10
11
12
6.
Cabin Heat
Control
7.
Defroster
Nozzle
9.
Cabin
Heat
Valve
10.
Control Arm
11.
Spring
13.
Valve
Seat
14.
Valve
Body
14
Thru
21064135
Figure
15-1.
Model
210
Heating and
Defrosting
System
(Sheet
1
of
2)
15-4
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
7
Detail
B
Beginning
with
21064536
12
B
9
1
.Defr
osterNozzle9.C
o
ntrol
Arm
2. Nut 10.
spring
3.
Clamp
Bolt
11.
Cabin
Heat
Valve
4.
Shaft
12.
Valve
Seat
5.
Valve
13.
Valve
Body
6.
Cabin
Heat
Control
14.
Adapter
7.
Defroster
Control
15.
Tube
Assembly
8.
Duct
16.
Shroud
Detail
B
Beginning
with
21064136 21064136
thru
21064535
Figure
15-2.
Model
T210
Heating
and
Defrosting
System
(Sheet
2
of
2)
15-7
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
2
10
2
Detail B
Detail
B
Detail
A
5
NOTE
B
Filter
elements
(12)
are
installed
in
the
leading
edge
inlets
and
at
the
pilot's
and
copilot's
over-
head
console
air
valve
duct connections.
13
12
1.
Clamp
16
2.
Connector
19
3.
Mounting
Bracket
4.
Inner
Tube
20
5.
Nut
6.
Outer
Tube
19
7.
Wheel
8.
Retainer
9.
Mounting
Bracket
10.
Housing
11.
Fresh
Air
Scoop
12.
Filter
Element
20
13.
Tie
14.
Overhead
Console
15.
Fitting
16.
Hose
7.
Cabin
Air
Control
18.
Aux
Cabin
Air Control
19.
Cold
Air
Inlet
22
20.
Air
Scoop
Assembly
23
21.
Inlet
Screen
24
22.
Air
Valve
Assembly
23.
Scoop
Door
24.
Fuselage
Skin
*
Electronics
Cooling
Thru
21064135
Detail
C
Figure
15-3.
Ventilating
System
(Sheet
1
of
3)
15-8
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15-17.
DE-ICE
AND
ANTI-ICE
SYSTEMS.
the
vacuum
is
removed,
and
a
pressure
is
applied
to
"blow
up"
the
boots.
The
resulting
change
in
contour
15-17A.
WING
AND
HORIZONTAL
STABILIZER
of
the
boot
will
break
the
ice
accumulated
on
the
ONE-CYCLE
DE-ICE
SYSTEM.
(Thru
21062968.)
leading
edges.
The ice
will
then
be
removed
by
nor-
mal
in-night
air
forces. Controls
for
the
de-icing
15-18.
DESCRIPTION.
The
de-ice
system
consists
system consist
of
a
spring-loaded
on-off
rocker
of
an
engine-driven
pneumatic
pump,
an
annunciator
switch
on
the
left
switch
and
control
panel,
a
pres-
light
to
monitor
system
operation,
a
timer,
control
sure
indicator
light
on the
upper
left
side
of
the
in-
valves,
pneumatic
de-icing
boots,
installed
on
the
strument
panel,
and
a
5-amp
circuit
breaker
switch
leading
edges
of
the
wings
and
horizontal stabilizer
on
the
left
sidewall
circuit
breaker
panel.
The
two-
and
the necessary
hardware
to
complete
the
system. position
de-ice
switch,
labeled
DE-ICE
PRESS,
is
spring-loaded
to
the
normal
off
(lower)
position.
CAUTIO
N
When
pushed
to
the
ON
(upper)
position
and
released,
the
system
timer
(located
on
the
glove
box)
is
ener-
Always
allow
sufficient
ice
build-up for
effi
-
gized
which
in
turn
activates
one
de-icing
cycle.
cient
ice
removal
before
actuating the
de-ice
Each
time
a
cycle
is
desired,
the
switch
must
be
system.
If
de-ice
system
is
actuated
con-
pushed
to
the
ON
position
and
released.
The
pressure
tinuously,
or
before
ice
has
reached
sufficient
indicator light,
labeled
DE-ICE
PRESSURE,
should
thickness,
the
ice
will
build
up
over
the
boots
come
on
within
four
seconds
after
the cycle
is
initi-
instead
of
cracking
off.
ated and
remain
on
for
two
or
three
seconds
if
the
system
is
operating
properly.
15-19.
SYSTEM
OPERATION.
The
boots
expand
and
contract, using
pressure
or
vacuum
from
the 15-20.
REMOVAL
AND
INSTALLATION
OF
DE-ICE
engine-driven
vacuum
pump.
Normally,
vacuum
is
SYSTEM
COMPONENTS.
For
removal
and
installa-
applied
to
all
boots
to
hold
them
against
the
leading
tion
of
de-ice
system
components,
see
figure
15-4.
edge
surfaces.
When
a
de-icing
cycle
is
initiated,
See
figure
15-5
for
ice
detector
light
installation.
15-21.
TROUBLE
SHOOTING
-
WING
AND
HORIZONTAL
STABILIZER
ONE-CYCLE
DE-ICE
SYSTEM.
TROUBLE PROBABLE
CAUSE
REMEDY
DE-ICE
BOOTS
DO
NOT
Loose
or
faulty
wiring.
Repair
or replace
wiring.
INFLATE
OR
INFLATE
SLOWLY.
Loose
or
damaged
hose.
Tighten
or
replace
hose.
Loose
or
missing
gasket.
Tighten
fitting
and/or
replace gasket.
Shuttle
valve
malfunction.
Replace
shuttle
valve.
Pressure
relief
valve
set
too
low.
Reset
or
replace
valve.
Pressure
relief
valve
malfunction.
Replace
pressure
relief
valve.
Defective
timer.
Replace
timer.
DE-ICE
BOOTS
DO
NOT
Pressure
relief
valve
malfunction.
Replace
pressure
relief
valve.
DEFLATE
OR
DEFLATE
SLOWLY.
Shuttle valve
malfunction.
Replace
shuttle
valve.
Defective
timer.
Replace
timer.
Revision
1
15-11
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
CAUTION
CAUTION
The negative ground
must
be
applied
to
the
Use only
the
following
instructions
when
clean-
black
wire;
red
is
positive.
A
reverse
ing
de-ice/anti-ice
boots.
Disregard
instruc-
voltage
will
ruin
timer
diode.
The
28
VDC
tions
which
recommend
petroleum
base
liquids
must
be
filtered
if
it
is
rectified
from
AC.
(MEK,
non-leaded
gasoline,
etc.)
which
can
If
possible
use
a
battery.
harm
the
boot
material
15-22A.
ADHESION
TEST.
a
Clean
boots
with
mild
soap
and
water,
then
rinse
a.
Using
excess
material
trimmed
from
ends
of
an
thoroughly
with
clean
water.
wing
or
empennage
de-ice
boot,
prepare
one
test
specimen
for
each
de-ice
boot
installed.
NOTE
b.
This
specimen should
be
one-inch
wide
and
four
or
more
inches
long.
Isopropyl
alcohol
can
be
used
to
remove
c.
Cement specimen
to
installation
surface
adjacent
grime
which
cannot
be
removed
using
to
installed
de-ice
boot, following
the
identical
proce-
soap.
If
isopropyl
alcohol
is
used
for
dure
used for
boot
installation.
cleaning,
wash
area
with
mild
soap
and
d.
Leave one-inch
of
the
strip
uncemented
to
attach
water,
then
rinse
thoroughly
with
clean
a
clamp.
water.
e.
Four
hours
or
more
after
de-ice
boot
installa-
tion,
attach
a
spring
scale
to
uncemented
end
of
each
15-23A.
DE-ICE
AND
ANTI-ICE
BOOT
PROTECTIVE
strip
and
measure
force
required
to
remove
the
strip
PRODUCTS.
Two
rubber
treatment
products,
Age
at
a
rate
of
one-inch
per
minute.
The
pull
shall
be
Master
#1,
and
Icex
are
approved
for
use
on
de-ice
applied
180º
to
the
surface.
(Strip
doubled
back
on
boots
and
anti-ice
boots
of
Cessna
aircraft.
Age
itself).
Master
#1
protects
the
rubber
against
deterioration
f.
A
minimum
of
five
pounds
tension
(pull)
shall
be
from
ozone,
sunlight
weathering, oxidation
and
polu-
required
to
remove
test
strip.
tion.
Icex
helps
retard
ice adhesion
and
keeps the
boots
looking
new
longer;
both
products
are
produced
NOTE
and
recommended
by
B.
F.
Goodrich.
Age
Master
#1
(part
#74-451-127)
and
Icex
(part
#ICEX)
are
avail-
If
less
than
five
pounds
is
required
accept-
able
from
the
Cessna
Supply
Division.
ability
of the
de-ice
boot
adhesion
shall
be a.
Mask
surrounding
areas
before
applying
Age
based
on
carefully
lifting
one
corner
of
the
Master
#1
to
clean,
dry
boot
surfaces.
Apply with
de-ice
boot in
question
sufficiently
to
attach
a
cheesecloth
swab.
DO
NOT
SPRAY
this
product;
a
spring
clamp
and
attaching
a
spring
scale
a
rubbing
or
brushing
action
is
required
for
the
pro-
to
this
clamp.
Pull
with
force
180° to
the
tective
agent
to
penetrate
the
rubber surfaces.
Apply
surface,
and
in
such
a
direction that
the
de-
three
or
more
coats
allowing
a
5
to
10
minute
drying
ice
boot
tends
to
be
removed
on
the
diagonal
period
between
applications.
However,
the
total
If
a
force
of
five
pounds
per
inch of
width
amount applied
should
not
exceed
0.
3
to
0.
4
ounce
can
be
exerted
under
these
conditions,
the
per
square
foot
of boot
surface.
installation shall
be
considered
satisfactory.
b. Mask
surrounding
areas
before
applying
a
light
Width
increases
as
corner
peels
back.
coat
of Icex
with
a
cheesecloth
swab
to
clean,
dry
boot
surfaces.
A
heavy
coat
of
Icex
will
result
in
a
g.
Re-cement
corner
following
installation
proce-
sticky
surface
which
collects
dust
and
dirt.
One
dure.
quart
of
Icex
will cover approximately
500
square
feet.
If
boots have
been
treated
with
Age
Master
#1,
|CAUTION
allow
it
to
dry
for
a
minimum
of
24
hours
before
applying the
Icex.
Apply
Icex
Spanwise
in
a
single
Failure
to
achieve five
pounds
adhesion
per
continuous
back
and
forth
motion.
inch
of
width
requires
reinstallation
of
the
de-ice
boot.
CAUTION
NOTE
Protect
adjacent
areas,
clothing,
and wear
plastic
or
rubber
gloves
during
application.
Possible
reasons
for
failure
are:
dirty
sur-
Age
Master
stains
clothing
and
Icex
con-
faces,
cement
not
mixed
thoroughly.
Corro-
tains
silicone
which
makes paint
touch-up
sion
of
metal
skin
may
occur
if
good
adhesion
nearly
impossible.
Waterless
hand
cleaner
is
not attained,
especially
around
rivet
heads
is
beneficial
for
cleaning
hands,
equipment
and
metal
skin
splices.
If
these adhesion
and
clothing.
requirements
are
met,
the
aircraft
may
be
flown
immediately.
Do
not
inflate
de-ice
Age
Master
#1
and
Icex
coatings
last
approximately
boots
within
48
hours
of
installation.
150
hours
on
wing
and
stabilizer
boots
and
15
hours
on
propeller
boots.
15-23.
CLEANING.
15-14
Revision
1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15-24.
APPROVED
REPAIRS.
(Cold
Patch
for
a.
Select
a
patch
of ample
size
to
extend
at
least
Scuff
or
Surface
Damage.)
5/8-inch
beyond
the
damaged
area.
NOTE
NOTE
Surface
coatings
and
surface
refurbishing
If
the
correct
size
patch
cannot
be
obtained,
kits
will
not
repair
leaks.
Use
repair
kit
one
may
be
cut
to
the
size desired from
a
materials.
larger
patch. If
this
is
done,
the
edges
should
be
beveled
by
cutting
with
the
shears
NOTE
at
an
angle.
These
patches
are
manufactured
so
they
will
stretch
in
one
direction
only.
Be
When
repairing
de-ice
boots
and
replacement
sure
to
cut
the
patch
selected
so
that
the
stretch
layers
are
being
installed,
exercise
care
to
is
in
the
width
wise
direction
of
the
inflatable
prevent trapping
air
beneath
the
replacement
tube.
layers.
If
air
blisters
appear
after
material
is applied,
they
may
be
removed
with
a
hypo-
b.
Clean
the
area
to
be
repaired
with
a
cloth
slightly
dermic
needle.
Should
air
blisters
appear
dampened with
cleaner.
after
boots
have
been
installed
for
a
length
c.
Buff
the
area
around
damage
with
steel
wool
so
of
time,
it
is
permissible
to
cut
a
slit
in
the
that
area
is
moderately
but
completely
roughened.
de-ice
boot,
apply
adhesive
and
repair
in
d..
Wipe
buffed
area
clean
with
a
cloth
slightly
dam-
accordance
with
the
following
cold
patch
re-
pened
with
cleaner
to
remove
all
loose
particles.
pair
procedures.
An
alternate
method of
e.
Apply
one
even,
thorough
coat
of 1300L
cement
repair
is
to
peel
the
de-ice
boot
back
using
to
the
patch
and
to
the
corresponding damaged
area
of
Toluol
and
reapply
using
1300L
cement.
the
de-ice
boot.
Allow
cement
to
set
until
it
becomes
tacky.
a.
Select
a
patch
of
ample
size
to
cover
damaged
f.
Apply
patch
to
de-ice
boot with
the
stretch
in
area.
the
width-wise
direction
of
the
inflatable
tubes,
stick-
b.
Clean
area
to
be
repaired
with
a
cloth
slightly
ing
edge
of
patch
in
place
first,
and
working
remain-
dampened
with
cleaner.
der
down
with
a very
slight
pulling
action
so
the
rup-
c.
Buff
area
around
damage
with
steel
wool
so
that
ture
is
closed.
Use
care
not
to
trap
air
between
area
is
moderately
but
completely
roughened
patch
and
de-ice
boot.
d.
Wipe
buffed
area
clean
with
a
cloth
slightly
dam-
g.
Roll patch
thoroughly
with
a
stitcher
roller
and
pened
with
cleaner
to
remove
all
loose
particles,
allow
to
set
for
ten
or
fiteeen minutes.
e.
Apply
one
even,thorough
coat
of
1300L
cement
h.
Wipe
patch
and
surrounding
area,
from
the
cen-
to the
patch
and
to
the
corresponding
damaged
area
ter
of
patch
outward with
a
cloth
slightly
dampened
of
the
de-ice
boot.
Allow
cement
to
set
until
it
be-
with
cleaner.
comes
tacky.
I.
Apply
one
light
coat
of
A-56-B conductive
cement
f.
Apply
patch
to
the
de-ice
boot with
an edge
or
(B.
F.
Goodrich
part
number
74-451-11)
to
restore
the
center
adhering
first,
then
work
remainder
of
conductivity.
patch
down,
being
careful
to
avoid
trapping
air
pock-
ets.
NOTE
g.
Roll
patch
thoroughly
with
a
stitcher
roller,
and
allow
to
set
for
ten
or
fifteen minutes.
Satisfactory
adhesion
of
patch
to
de-ice
boot
h.
Wipe
patch
and
surrounding
area
from
center
of
should
be
reached
in
four
hours;
however,
if
patch
outward
with
a
cloth
slightly
dampened
with patch
is
allowed
to
cure
for
a
minimum
of
MEK.
twenty
minutes,
de-ice
boots
may
be
inflated
i. Apply
one
light coat
of
A-56-B
conductive
cement
to
check
the
repair.
(B.
F.
Goodrich
part
number 74-451-11)
to
restore
conductivity.
15-24B. APPROVED
REPAIRS.
(Damage
to
Fillet
Area.)
NOTE
NOTE
Satisfactory
adhesion
should
be
obtained
in
four
hours;
however,
if
the
patch
is
allowed
This
damage includes
any
tears
or
cuts
to
to
cure
for
a
minimum
of
twenty
minutes,
the
tapered
area
aft
of the
inflatable
tubes.
the
de-ice
boots may
be
inflated
to
check the
repair.
a.
Trim
damaged
area
square
and
remove
excess
material.
Cut
must
be
sharp
and
clean
to
permit
a
15-24A. APPROVED REPAIRS.
(Damage
to
Tube
good
butt
joint
of
the
inlay.
Area.)
b.
Cut
inlay
from tapered
fillet
B.
F.
Goodrich
part
number
74-451-21)
to
match
cut out
area.
NOTE
c.
Using
Toluol,
loosen edges
of
de-ice
boot
around
area
approximately
one
and
one-half
inches
from
all
This
type
of
damage
consists
of
cuts,
tears
edges.
or
ruptures
to the
inflatable
tube
area,
and
d.
Clean
area
to
be
repaired
with
a cloth
slightly
a
fabric-reinforced
patch
must
be
used.
dampened
with
cleaner.
Revision
1
15-15
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
e.
Lift
back
edges
of
cutout
and
apply
one coat
of
and
one
coat
to
veneer
ply.
Allow
cement
to
set
until
1300L
cement
to
underneath
side
of
loosened
portion
it
becomes
tacky.
of
de-ice
boot.
g.
Roll
veneer
ply
to
de-ice
boot
with
a
two-inch
f.
Apply
one
coat
of
1300L
cement
to
wing
skin
rubber
roller,
applying
a
slight
tension
on
veneer
underneath
loosened
edges
of
de-ice
boot
and
extend-
ply
when
applying, to
prevent
trapping
air.
ing
one and
one-half inches
beyond
edges
of
de-ice
h.
Wipe
patch
and
surrounding
area
from
center
boot
into cutout
area.
of
patch
outward
with
a
cloth
slightly
dampened
with
g. Apply
second
coat
of
1300L
cement to
underneath
cleaner.
side
of
de-ice
boot
as
outlined
in
step
(e).
i.
Apply one
light
coat
of
A-56-B
conductive
cement
h.
Apply
one
coat
of
1300L
cement
to
one
side
of
a
(B.
F.
Goodrich
part
number
74-451-11)
to
restore
two-inch
wide
neoprene-coated
fabric
tape
(B.
F.
conductivity.
Goodrich
part
number
74-451-22),
allow
to
dry
and
NOTE
trim
to
size.
i.
Reactivate
cemented
surfaces
with
Toluol
and
B.
F.
Goodrich
Repair
Kit
No.
74-451-C,
apply
reinforcing
tape to
wing
skin,
exercising
care
for
repairing
de-ice
boots,
is
available
to
center
tape
under
all
edges
of
cutout.
from
Cessna
Parts
Distribution
(CPD
2)
j.
Roll
down
tape
on
wing
skin with
stitcher
rollerthroughCessnaService
Stations.
to
assure
good
adhesion,
being
careful
to
avoid
creating
air
pockets.
15-25.
MATERIALS
REQUIRED
FOR
INSTALLT
-
k. Apply
one
coat
of 1300L
cement
to
top
surface
of
TION
OF
DE-ICE
BOOTS
tape
and
allow
to
dry
approximately
five
to
ten
min-
1.
No.
EC-1300L
(EC-1403)
Cement,
Minnesota
utes.
Mining
&
Manufacturing
Company.
l.
Reactivate
cemented
surfaces
with
toluol.
Work-
2.
Methyl-Isobutyl
Ketone
(MIBK).
ing
toward
cutout,
roll
down
edges
of
loosened
de-ice
3. Cleaning
Solvent
-
Toluol.
boot,
being
careful
to avoid
creating
air
pockets.
4.
Cleaning
Solvent
-
Hexane.
Edges
should
overlap
on
tape
approximately
one
inch.
5.
Clean,
lint-free
cleaning
cloths.
m.
Roughen
back
surface
of
inlay
repair
material,
6.
Four
yards clean,
heavy
canvas
duck
fabric
previously
cut
to
size,
clean
with
cleaner
and
apply
48
inches
wide.
one
coat
of 1300L
cement.
7.
Several
empty
tin
cans.
n.
Apply
one
coat
of 1300L
cement
to
wing
skin in-
8.
Three-inch
paint
brushe
s
side
of
cutout
area
and
allow
to
dry.
9.
Two-inch
rubber
hand
rollers.
o.
Apply
second
coat
of
1300L
cement
to
back
side
10.
1/4-inch
metal
hand
stitcher
roller,
B.
F.
of
inlay
material
and
allow
to
dry.
Goodrich Company
(Part
Number
3306-10).
p.
Reactivate
cemented
surfaces
with
Toluol
and
11.
Carpenters'
chalk
line.
carefully
insert
inlay
material
with
feathered
edge
12.
One-inch
marking
tape.
aft.
Working
from
wing
leading
edge
aft,
roll
down
13.
Steel
measuring
tape.
inlay
material
carefully
to
avoid
trapping
air.
14.
Sharp
knives.
q.
Roughen
area
on
outer
surface
of
de-ice
boot
15.
Fine
sharpening
stone.
and
inlay
with
steel
wool,
one
and
one-half
inches
16.
No.
EC-539
Sealing
Compound,
Minnesota
on
each
side
of
splice.
Clean
with
cleaner
and
ap-
Mining
&
Manufacturing
Company.
ply
one
coat
of
1300L
cement
to
this
area.
17.
No.
A-56-B
Cement,
B.
F.
Goodrich
Com-
r.
Apply
one
coat
of
1300L
cement
to
one
side
of
pany
(Part
Number
3306-15).
two-inch
wide
neoprene-coated
fabric
tape,
trim
to
18.
GACO-700-A
Coating,
Gates
Engineering
Co.,
size
and
center
tape
over
splice
on
all
three
sides.Wilmington,
Delaware
19899.
s.
Roll
down
tape
on
de-ice
boot
with
stitcher
roller
to
assure
good
adhesion,
being
careful
to
15-26.
REPLACEMENT
OF
DE-ICE
BOOTS.
To
avoid
creating
air
pockets.
remove
or
loosen
installed
de-ice
boots,
use
toluol
t.
Apply
one
light
coat
of
A-56-B
conductive
or
toluene to
soften
the
"cement"
line.
Apply
a
cement
(B.
F.
Goodrich
part
number
74-451-11)
to
minimum
amount
of
this
solvent
to
the
cement
line
restore
conductivity.
as
tension
is
applied
to
peel
back the
boot.
Removal
should
be slow
enough
to
allow
the
solvent
to
under-
15-24C.
APPROVED
REPAIRS.
(Damaged
Veneer,
cut
the cement
so
that
parts
will
not
be
damaged.
To
loose
from
De-ice
Boot.)
install
a
wing
de-icer
boot,
proceed
as
follows:
a.
Peel
and
trim
loose
veneer
to
the
point
where
Clean
the
metal
surfaces
and the
bottom side
of
adhesion
of
veneer
to
de-ice
boot
is
good.
the
de-icer
thoroughly
with Methyl
Ethyl
Ketone
or
b.
Roughen
area
in
which
veneer
is
removed,
with
Methyl
Isobutal
Ketone. This
shall
be
done
by
wiping
steel
wool, rubbing
parallel
to
cut
edge
of
veneer
the
surfaces
with
a
clean,
lint-free
rag
soaked
with
ply
to
prevent
loosening
it.
the
solvent
and
then
wiping
dry
with
a
clean,
dry,
c.
Taper
edges
of
veneer
down
to
tan
rubber
ply
by
lint-free
rag
before
the
solvent
has time
to
dry.
rubbing
parallel
to
edges
with
steel
wool
and
MEK.b.
Place
one
inch
masking
tape
on
wing
to
mask
off
d.
Cut
a
piece
of
veneer
material
(B.
F.
Goodrich
boot
area
allowing
½
inch
margin. Take
care
to
mask
part
number
74-451-23)
to
cover
damaged
area
andaccurately so
that
clean-up
time
will
be
reduced.
extend
at
least
one-inch
beyond,
in
all
directions.
StirEC-1300L cement
thoroughly
before
using.
e.
Mask
off
an
area
one-half
inch
larger
in
length
Brush
one
even,
light
coat
onto
leading
edge
and
to
and
width
than
size
of
veneer
patch
rough
side
of
boot,
brushing
well
into
rubber.
Allow
Apply-one coat
of
1300L
cement
to
damag
ed
area,
cement
to
air
dry
until
cement
does
not
transfer
to
15-16
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
fingers
when
touched.
Then
apply
a
second
coat
to
flating
the
boots)
by
pulling
out
the
circuit
breaker
each
of
the
surfaces
and
allow
to
dry.
Apply
a
labeled
WING,
DE-ICE.
During
a
normal
de-icing
vacuum
to
the
boots
when
they
are
installed
to
help
cycle,
the
boots will
inflate
according
to
the
following
smooth
out
wrinkles.
sequence:
first,
the
horizontal
stabilizer
boots will
d.
Place
a
straight
line
along
the
leading
edge
line inflate
for
approximately
six
seconds,
then
the
in-
and
a
corresponding line
on
the
inside
of
the
de-icer
board boots
inflate
for
the
next
six
seconds,
followed
boot
if
it
does
not
have
a
centerline.
Securely
attach
by
the
outboard
wing
boots
for
another
six
seconds.
hoses
to
de-icer
connections.
Position
centerline
of
The
total
time
required
for
one
cycle
is
approximately
boot
with
leading
edge
line,
using
a
clean,
lint-free
18
seconds. The
pressure
indicator
light,
labeled
cloth,
heavily
moistened
with
toluol,
reactivate
sur-
DE-ICE
PRESSURE,
should
illuminate
when
the
hori-
face
of
cement
on
wing
and
the
boot
in
small,
span-
zontal
stabilizer
boots
reach
proper
operating
pres-
wise
areas
approximately
6-inches
wide.
Avoid
ex-
sure.
At
lower
altitudes,
it
should
come
on
within
cessive
rubbing
of
cement,
which
would
remove
it
one
to
two
seconds
after
the
cycle
is
initiated
and
re-
from
the
surface
of
the
wing.
Utilize
enough
help
to
main
on
for
approximately
17
seconds
if
the
system
hold
boot
steady
during
installation,
and
caution them
is
operating
properly.
At
higher
altitudes,
the
light
against
handling
cemented
surfaces.
Roll
boot
firmly
will
come
on
initially
within
three
seconds
and
will
go
against
leading edge,
being
careful
not
to
trap
any
air
off
for
one
to
three
seconds
during
sequencing. The
between
boot
and
leading
edge
surface.
Always
roll
system
may
be
recycled
six
seconds after
the
light
parallel
to
the
inflatable
tubes.
Should
the boot
attach
goes
out.
The
absence
of
illumination
during
any
one
"off
course",
pull
it
up immediately
with
a
quick
of
the
three
sequences
of
a
cycle
indicates
insufficient
motion,
and
reposition properly.
Avoid
twisting
or pressure
for
proper
boot
inflation
and
effective
de-
sharp
bending
of boot.
Finally,
roll
the
entire
icing
ability.
An
ice
detector
light
is
also
installed
surface
of
the boot
parallel
to
tubes,
applying
pres-
to
facilitate
detection
of
wing
ice
at
night
or
during
sure.
Use
the
metal
stitcher
roller
between
tubes reduced
visibility.
The
ice
detector
light
system
and around
connections.
Should
an
air
pocket
be
consists
of
a
light
installed
on
the
left
side
of
the
encountered,
carefully
insert
a
hypodermic needle
cowl
deck
forward
of
the
windshield
which
is
posi-
and
allow
air
to
escape.
Do
not
puncture
the
in-
tioned
to
illuminate
the
leading
edge
of
the
wing,
flatable
tubes
at
any
time.
Fill
any
gaps
between
and
a
rocker-type
switch,
labeled
DE-ICE
LIGHT,
adjoining
boots
with
GACO
N-700-A
Neoprene
coating
located
on
the
left
switch
and
control
panel.
(Gates
Engineering
Co.,
Wllmington, Delaware
19899).
Apply
a
coat
of
the
Neoprene
coating
along
15-26D.
FLIGHT
INTO
KNOWN
ICING
EQUIPMENT
trailing
edge
of boot
to
the
surface
of
the
skin
to
form
AND
SYSTEMS.
(Beginning
with
serial
21063253.)
a
neat,
straight
fillet.
(See
figure
15-5B.)
a.
Remove
masking tape
and
clean
surfaces
with
tohsol
15-26E.
DESCRIPTION.
A
night
into
known
icing
equipment
package
may
be
installed
on
the
airplane.
15-26A.
WING
AND
HORIZONTAL
STABILIZER
For
operations
in
known
icing
conditions
as
defined
THREE-CYCLE
DE-ICE
SYSTEM.
(Beginning
by
the
FAA,
the
following
Cessna
(drawing
number
with
21062969.)
(See
figure
15-5A.)
1200254)
and
FAA
approved
equipment
must
be
in-
stalled
and
operational:
15-26B.
DSCRIPTION.
The
system consists
of
pneumatically-operated
boots,
an
engine-driven
1.
Wing
horizontal
stabilizer
and
vertical
fin
pneumatic
pump, an
annunciator
light
to
monitor
leading
edge pneumatic
de-ice
boots.
system
operation,
system
controls
and
the
hardware
2.
Propeller
anti-ice
boots.
necessary
to complete
the
system.
3.
Windshield
anti-ice
panel.
4.
Heated
pitot
tube
(high
capacity).
15-26C.
SYSTEM
OPERATION.
The
boots
expand
5.
Heated
stall
warning
transducer
(high
and
contract,
using
pressure
or
vacuum
from
the
capacity).
engine-driven
vacuum
pump.
Normally,
vacuum
is
6.
Ice
detector
light.
applied
to
all
boots
to
hold
them
against
the
leading
7.
95-amp
alternators.
(Thru
1982
edge
surfaces.
When
a
de-icing
cycle
is
initiated,
models).
the
vacuum
is
removed
and
a
pressure
is
applied
to
8.
Dual
60-amp
alternators.
(Beginning
with
"blow
up,"
the
boots.
Ice
on
the
boots
will then
be
1983
models).
removed
by
normal
in-flight
air
forces.
Controls
9.
Control surface
static
dischargers.
for
the
system
consist
of
a
spring-loaded
on-off
10.
High
capacity
vacuum
pump
(thru
1981
models).
rocker
switch
on
the
left
switch
and
control
panel,
a
11.
Dual
vacuum
pumps.
(Beginning with
1982
pressure
indicator
light
on
the
upper
left
side
of
the
models).
instrument
panel,
and
a
5-amp
"pull-off"
type
circuit
breaker
on
the
left
sidewall
circuit
breaker
paneL
Service
information
on
this
equipment
when
installed
The
two-position de-icing
switch, labeled
DE-ICE
on
known
icing
certified
aircraft
is
contained
in
the
PRESS,
is
spring-loaded
to
the
normal
off
(lower)
following
paragraphs.
position.
When
pushed
to
the
ON
(upper)
position
and
released,
it
will
activate
one
de-icing
cycle. Each
15-26F.
WING,
HORIZONTAL
STABILIZER
AND
time
a
cycle
is
desired,
the
switch
must
be
pushed
to
VERTICAL
FIN
DE-ICE
SYSTEM.
(Beginning
with
the
ON
position
and
released.
If
necessary,
the
serials
21063253.)
(See
figures
15-5C
and
15-5D. )
system
can
be
stopped
at
any
point
in
the cycle
(de-
Revision
1
15-17
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Detail
C
C
A
8
1
1.
Wing
De-Ice
Boot
2.
De-Ice
Pressure
Light
3.
Switch
and
Circuit
Breaker
Panel
4.
Vacuum
Pump
5.
Pressure
Valve
10
7.
Cross
Detail
B
8.
Pressure
Switch
9.
Stabilizer
De-Ice
Boot
10.
Flow
Control
Valve
11.
Grommet
12.
Tube
Assembly
17
16
11
13.
Cover
Assembly
18
15
14.
Lens
18.
De-Ice
Bulb
BEGINNING
WITH
21062969
Detail
A
Figure
15-5A.
Wing
and
Horizontal
Stabilizer Three-Cycle
De-Ice
System
15-18
Revision
1
l
11
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
* ._
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
21063641 THRU
21064535
21064536 THRU
21064772
6
21
22 23
24
25
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
BEGINNING
WITH
1983
MODELS
SERIAL
21064773
&
ON
L
II
-0oOOt
-T l----L I ALT
FW
-/
-
Tl-
w
c
AAA
I
I.--
AVIN
P
IM
;--'.;HOH
L»'r J
!S'l*
000000000
®OOOO
--
lt
IMOIC
OT
I T
M AVn §K TANI
1_
_C04IRA
38.
Sta
ll
oWann
B
e
t
Sw itc
Figue .-.
GKNown
in.-
Equim~et
It,
(e
3
®0000e 0000
»i _
s
__ RII
.,
ArT
|
0000
I
|
RDIGS
^,
-
AVIONICS
-- L
S
24 23
22
3
'^ \
30
28
29
31
27
38
36
35
36.
Lo-Vacuum Warning
Light
37.
Heated
Stall
Warning
Circuit
Breaker
38.
Stall
Warning Heat
Switch
Figure
15-5B.
Known
Icing
Equipment
Installation
(Sheet
3
of
3)
Revision
1
15-21
MODEL
210
&
T210
SERIES SERVICE
MANUAL
NOTE
relief
valve
adjustment
should
be
maintained
in
ac-
cordance
with
procedures
outlined
in
the
applicable
A
few
aircraft
which
are
not
certified
for
paragraph
in
Section
16
of
this
manual.
If
the
vacuum
flight
into
known
icing
conditions may
have
relief
valve
is
set
too
low,
suction
to
the gyros
will
this
system
installed. drop
momentarily
during
the
boot
inflation
cycle.
This
suction
variation
can
be
corrected
with
proper
15-26G.
DESCRIPTION.
The
system
consists
of
an
vacuum
relief
valve
adjustment.
The
standard
vac-
engine-driven
vacuum
pump,
pressure
control
valve,
uum
pump
is
replaced
with
a
larger
capacity
vacuum
vacuum
relief
valve,
flow
control
valves,
pressure
pump.
Beginning
with
1982
models
dual
vacuum
switch,
timer
and
boots
mounted
on
the
leading
edge
pumps
and
dual
control
valves
are
components
of
the
of
each
wing,
horizontal
stabilizer
and
the
vertical
system.
An
ice
detector
light
is
incorporated
in
the
fin.
The
aircraft
vacuum
system
components
also
left
side
of
the
cowl
deck
below
the
windshield
to
aid
serve
the
de-ice
vacuum
system,
and
the
vacuum
in
checking
for
ice
formations
during
night
operation.
15-26H.
TROUBLE
SHOOTING
--
WING,
HORIZONTAL
STABILIZER
AND
VERTICAL-IN
DE-ICE
SYSTEM.
AOMD
15-26J.
DE-ICE
FLOW
VALVE.
(Serial
21062969
15-26L
.
DE-ICE
FLOW
VALVE OVERHAUL.
If
it
thru
21064802.)
B.
F.
Goodrich
part
number
3D2357-
becomes
necessary
to overhaul
a
de-ice
flow
valve
01.
(B.
F.
Goodrich
part
number
3S2357-01),
follow-the
procedures
outlined
in
Service
Information
Letter
15-26K.
DESCRIPTION.
The
system
is
equipped SE83-12.
with
three
de-ice
flow
valves
(Figure
15-5C,
items
13
and
25.)
The
valves
are
electrical
solenoid
operated
and
route
pressure
and
vacuum
from
the
vacuum
pimps
to
the de-ice
boots.
15-22
Revision
2
15-26K. DESCRIPTION.
The
system
is
equipped
#SE83-12.
*~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
with three
de-ice
flow
valves
(Figure1-C
'-
~
~
15-22
Revision--2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Beginning
with
21064536
L
M
'
'si s
NOTE
-- --
~ _
'_ '-*--..^_ \
This
installation
is a
required
-^»_U- Z _ss^W ~ r~"7T-^~
r'
1
component
for
flight
in
known
2^^P^'~ 7\>~ .fy~~~~~~~
^ II r10 lcing
certified
aircraft.
Detai
A
7DelC
,8~~~~~~~~~~~~~~~~~~8
1.
Bulb 7
2.
Bracket
/
3.
Lamp
Socket
,
c
9
4.
Doubler
\1/ / / 9
5.
Fuselage
Skin
, --,
[
/
6.
Lens
A
// 8
7.
Cover Assembly
8
8.
Hose
7 \I
9.
De-Ice
Control
Valve
9/X
Detail
B
10.
Line
11
0^
/
11.
Grommet
Figure
15-5D.
Wing,
Horizontal
Stabilizer
and
Vertical
Fin
De-Ice
System (Sheet
1
of
4)
Revision
1
15-25
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
26
MODEL
210
&
T210
SERIES SERVICE
MANUAL
9. Lin
'"
8
S
Nose
o ^O°°°° °
' '
10.
De-Ice
Pressure
Control
Valve
28.
Vacuum
Pump
29.
Check
Valves
NaI
E
Dual
Vacuum
Pumps
(28)
beginning
with
1982
Models.
Dual
Pressure
Control
Valves
(9)
beginning
with
1983
Figure
15-5D.
Wing,
Horizontal
Stabilizer
and
Vertical
Fin
De-Ice
System
(Sheet
4
of
4)
15-28
Revision
129~~~~~~~~~~~(.-
......
V.
...
~/
'
'.;
.
".:-..
iOi
~'x~~~~ul~cu
"up
.:"..
.. ', .
nin
iit ;i8 ,#~.'~.'...
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15-26M.
DE-ICE
SYSTEM
FUNCTIONAL
CHECK
5.
Connect
a vacuumsource
(5.6
in.
Hgminimum)
(KNOWN
ICING).
(See
figure
15-5E.)
to
right
pump vacuum
hose.
a.
Electrical
Controls
Check:
6.
Connect
a
switched
28VDC
electrical source
to
1.
Check
wing
de-ice
circuit
breaker
is
closed.
right
pressure
control
valve
(3).
2.
Check
de-ice
pressure
switch
is
off
(spring-
7.
Insert pressure
probe
equipped
with
vacuum
loaded
to
off
position).
pressure
gage
into
the
rubber
hose
connecting
tail
3.
Turn
master
switch
on.
boots
with
tail
boot
flow
valve.
4.
Press
de-ice
pressure
light
to
check
light
8.
Turn
on
pressure
and
vacuum
sources.
circuit
and
bulb.
Make
sure
dimming
shutter
is
open.
Verify
that
pressure
flow
is
being
vented
overboard
5.
Turn
master
switch
off.
at
right
pressure
control
valve
and
no
flow
is
present
b.
Vacuum
Relief
Valve(s)
Adjustment.
either
in
or
out
of
disconnected hoses
at left
vacuum
1.
Refer
to
Section
16
of
this
manual
for
vacuum
pump.
Pressure
gage
on
probe
should
read
4.
5-4.
6
relief
valve(s)
adjustment.
in.
Hg
vacuum.
c.
Preflight
System
Check:
9.
Switch
on
electrical
power
to
right
pressure
1.
With
vacuum
relief
valve(s) adjusted
and
en-
control
valve
and
actuate
tail
boot
flow
control
manu-
gine
running
from
2200
to
2500
rpm,
check
both
ally.
buttons
on
the
suction
gage
are
retracted
out
of
sight
and
vacuum
is
normal.
NOTE
2.
Place de-ice
pressure
switch
on
and
release.
3.
Check
that
de-ice
pressure
light
comes
on
Flow
valves
can
be
actuated
mechanically
within
one
second,
remains
on
for
18
seconds,
then
by
depressing
the
solenoid
plunger
inward
off.
using
the
fingers.
This procedure
elimi-
4.
Check
boots
for
inflation
during
18
second
nates
the
necessity
of
disconnecting
and
cycle
as
follows:
first
six
seconds
tail
section
boots,
reconnecting
electrical
leads.
then
inboard
wing boots
for
next
six
seconds,
finally
the outboard
wing
boots
inflate
for
six
seconds
com-
10.
Overboard
flow
at
pressure
control
valve
pleting
one
cycle.
should
stop
and
pressure
air
should
inflate
tail
5.
The
absence
of
or
slow
illumination
of
the
boots.
Pressure
gage
should
show
18
±
.
5
psi
with
de-ice
pressure
light
during
any
one
of
the
three
audible
venting
of
pressure
air
from
pressure
regu-
sequences
of
a
cycle
indicates
insufficient
pressure
lator
valve
(7)
evident.
Recheck
for
absence
of
for
proper
system
operation,
airflow
out
of
left
pressure
control
valve.
d.
Timer
Check:
11.
With
pressure
control
valve
energized
turn
1.
Refer
to
paragraph
15-26U
for
timer
check. off
pressure
source
using
hand-operated
valve.
e.
Air
Pressure
Check
(See
figure
15-5E):
Pressure
leak-down
as
shown
by
probe
pressure
gage
should
be
2
psi
per
minute
or
less.
Use
soap
NOTE
and
water
solution
to
locate
leaks,
turn
off power
to
left
pressure
control
valve,
repair
leaks
and
This
check
may
be
performed
in
the
engine
restest
until
leak-down
rate
is
within
tolerance.
12.
Insert
pressure
probe
into
hose
connecting
outboard
wing
boots
with
outboard
boot
flow
control
1.
Disconnect
both
pump
pressure
hoses
(8)
from
valve
and
repeat
steps
8
thru
11
noting
leaks.
vacuum
pumps
(1).
13.
Insert
pressure
probe
into
hose
connecting
Connect
a
source
of clean
regulated
dry
air
inboard
wing
boots
with
inboard
boot
flow
control
pressure
(21
±1
psig)
fitted
with a
hand-operated
valve
and
repeat
steps
8
thru
11
noting
leaks.
valve
or
check
valve
and
an in-line
air
pressure
14.
Disconnect
pressure
and
vacuum
sources
gauge to
right
pump
pressure
hose
(8).
from
right
vacuum
pump
hoses
and
connect
to
left
pump
hoses.
NOTE
15.
Turn
on
pressure
and
vacuum
sources.
Verify
that
pressure
flow
is
being
vented
overboard
A
test
kit
(No.
343)
for
testing
vacuum
and
at
left
pressure
control
valve
and
no
flow
is
present
pneumatic
de-ice
system
is
available
from
either
in
or
out
of
disconnected
hoses
at
right
pump.
Airborne,
711
Taylor
Street,
Elyria,
Ohio
Probe
pressure
gauge
should
read
4.
5-5.
6
in.
Hg
44035,
or
from
Cessna
Parts
Distribution
(CPD
vacuum.
2)
through
Cessna
Service
Stations.
This
kit
16.
Switch
on
electrical
power
to
left
pressure
contains
the
necessary
equipment
and
control
valve.
Overboard
flow
at
pressure
control
supplemental
instructions
to
perform
this
check.
valve
should
stop.
Check
for
no
airflow
from
right
pressure
control
valve
and
audible
venting
of
pressure
3.
Disconnect
left
and
right
vacuum inlet
hoses
air
from
pressure
regulator
valve
(7)
evident.
from
left and
right
vacuum
pumps
(1).
17.
With
probe
air
pressure
gauge
inserted
into
4.
Disconnect
electrical
leads
from
pressure
hose
connecting
any
flow
valve
with
its
associated
control valves
(3).
de-ice
boot,
actuate
flow
valve
manually,
and
recheck
probe
air
pressure
gauge
reads
18 ±.
5
psi.
CAUTION
18.
Disconnect
test
equipment
and
reconnect pres-
sure
and vacuum
lines
to
vacuum
pumps.
Do
not
attempt
air
pressure
check
with
19.
Reconnect
wiring
to
pressure
control
valves.
de-ice
timer
module
connected
into
the
circuit.
Revision
3
15-31
MODEL
210
&
T210
SERIES SERVICE
MANUAL
15-26N.
DE-ICE
BOOT
REPAIR.
(COLD
PATCH.)
f.
Timer
output
shall
complete
the
cycle
then
shut
Follow
procedures
outlined
in
paragraph
15-24.
off
all
outputs.
15-26P.
DE-ICE
BOOT
TYPES
OF
DAMAGE
AND
NOTE
REPAIR.
Follow
procedures
outlined
in
paragraphs
15-24A,
15-24B, and
15-24C.
Do
not
check
voltage
levels
without
a
load
attached;
readings
may
be
erroneous.
15-26Q.
MATERIALS
REQUIRED
FOR
INSTALLA-
TION
OF
DE-ICE
BOOTS.
Use
the
materials listed
15-26V.
FUNCTIONAL
TEST
OF
TIMER.
(1983
in
paragraph
15-25.
Models
and
on)
(See
figure
15-5E,
Sheet
2.)
a.
Connect
timer
as
shown in
wiring
schematic.
15-26R.
REPLACEMENT
OF
DE-ICE
BOOTS.
Fol-
b.
Set
the
voltage
at
28
VDC
and
turn
the
control
low
the
procedures
outlined
in
paragraph
15-26.
switch
on.
c.
Record
the
time
each
light
is
on.
15-26S.
TIMER
(See
figure
15-5E.)
d.
The
recorded
times
shall
be
as
shown
in
the
chart
(sheet
2)
*10%
at
28
VDC.
15-26T.
DESCRIPTION.
The
timer,
located
on
the
e.
Turn control
switch
on,
then
release
to
off.
underside
of
the
glove
box,
controls
the
time
the
de-
f.
The
timer
output
shall
complete
the
cycle
and
ice
boots
are
inflated.
then shut
off
all
outputs.
15-26U.
FUNCTIONAL
TEST
OF TIMER.
(Thru
1982
NOTE
Models)
(See
figure 15-5E,
Sheet
1.)
a.
Connect
timer as
shown
in
the
wiring
schematic.
Do
not
check
voltage
levels
without
a
load
b.
Set voltage
at
28
VDC,
and
turn
control
switch
on.
attached;
readings
may be
erroneous.
c.
Record
the
time
each
light
is
on.
d.
The
recorded
times
shall
be
as
shown
in
the
g.
Vary
the
voltage
from
22-31
VDC
and
repeat
chart
*
10%
at
28
VDC.
step
f.
Timer
must
continue
to
operate
at
these
e.
Turn
control
switch
on,
then
release
to
off.
voltages
within
the
time
frame
shown
in
chart.
NOTE
BLACK
TIMING
CHART
BLUE
18
SECONDS
YELLOW
6
SEC.
*
.1
AMP
LAMP
WRITE/BLUE
6SEC.
*
20 RESISTOR,
50
WATT
OR
24
-
32
VDC
SOLENOD
VIOLET
SEC.
Figure
15-5E.
Wing.
Horizontal
Stabilizer
and
Vertical
Fin
De-Ice
System
Timer
Test
(Sheet
1
of
2)
15-32
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
BLACK
MS
35058-30
ORANGE
r
CONTROL
SWITCH
GREEN
28
VDC
TIMER
BLUE
YELLOW
NOTE
WHITE/BLUE
Black
wire
is
the
ground
wire.
VIOLET
The
unit
shall,
once
control
switch
is
activated, complete
one
cycle.
Reactivation
of
the
control
switch
during
the
ini-
* * *
tial
cycle
shall
not
interrupt
or
reset.unit
until
one
cycle
is
completed.
*
.1
AMP
LAMP,
28
VDC
20
OHM
RESISTOR,
50
WATT
OR
24-32
VDC
SOLENOID
(20
OHM)
O
65
OHM
RESISTOR,
10
WATT
OR
24-32
VDC
SOLENOID
(65
OHM)
TIMING
CHART
WIRE
COLOR
TIME
ON
(SECONDS)
BLUE
18
SECONDS
YELLOW
6
SEC.
WHITE/BLUE
_
6
SEC.
VIOLET
6
SEC.
GREEN
18
SECONDS
Figure
15-5E.
Wing,
Horizontal
Stabilizer
and
Vertical
Fin
De-Ice
System
Timer
Test
(Sheet
2
of
2)
15-26W.
PROPELLER ANTI-ICE
BOOTS
(KNOWN
Beginning
with
1983
models,
separate
switches,
ICING
EQUIPMENT).
Aircraft
certified
for
night
labeled
PITOT
HEAT
and
STALL HEAT,
on
the
left
into
known
icing
conditions
must
have
propeller
anti- switch
and
control
panel
operate
the
heaters.
Two
ice
boots
installed
and
operational.
Refer
to
para-
10-amp
"push-to-reset"
type
circuit breakers,
graph
15-27
for
this
installation.
labeled PITOT
HEAT
and
STALL
HEAT,
on
the
left
sidewall
circuit
breaker
panel
protect
the
systems.
15-26X.
WINDSHIELD
ANTI-ICE
PANEL
(KNOWN
When
the
aircraft
is
on
the
ground,
a
resistor
is
ICING
EQUIPMENT).
Aircraft
certified
for
flight
introduced
into
the
stall
warning
heater
circuit
by
into
known
icing
conditions
must
have
a
windshield
the
nose
wheel
squat
switch
in
order
to
prevent
ove-
anti-ice
panel installed
and
operational.
Refer
to
heating.
paragraph
15-32D
for this
installation.
15-26AA.
REMOVAL
AND
INSTALLATION.
(See
15-26Y.
PITOT
TUBE
AND
STALL
WARNING
Section
17.)
HEATERS.
(KNOWN
ICING)
(See
figure
15-5B.)
15-26AB.
ICE
DETECTOR
LIGHT.
15-26A.
DESCRIPTION.
A
special
pitot
tube
with
a
larger
inlet
and
a
higher
capacity
heating
element
15-26C.
DESCRIPTION.
An
ice
detector
light
is
and
a higher
capacity
heated
stall
warning
transducer
flush-mounted
on
the
left
side
of
the
cowl
deck
to
are
installed
in
the
left
wing
on
aircraft
certified
for
facilitate
the
detection
of
wing
ice at
night
or
during
flight
into
known
icing
conditions.
These
systems
reduced
visibility
by
lighting
the
leading
edge
of
the
assure
proper
airspeed
indications
and
stall
warning
wing.
Components
of
the
system
include
the
ice
in
the
event
icing
conditions
are
encountered.
They
detector
light,
a
two-position
rocker-type
switch.
are
designed
to
prevent
ice
formation
rather
than
labeled
DE-ICE
LIGHT,
on the
left
switch
and
a
5-
remove
it
once
formed.
Thru
1982
models
both
amp
"push-to-reset"
type
circuit
breaker,
labeled
systems
are
controlled
by
a
rocker
switch,
labeled
CABIN LIGHTS
on
the left
sidewall
circuit
breaker
PITOT
HEAT,
on
the
left
switch
and
control
panel.
panel.
The
richer
switch
is
spring-loaded
to
the
Revision
2
15-33
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
off
(lower) position
and
must
be
held
in
the
ON
(upper)
15-26AH.
RESISTANCE CHECK.
Since
static
dis-
position
to
keep the ice
detector
light
illuminated.
chargers
lose
their
effectiveness
with
age
and
expo-
sure
to
static
electricity,
they
should
be
checked
15-26AD. 95-AMP
ALTERNATOR
INSTALLATION.
with
a
500
to
1000
volt
capacity
megohmmeter
every
(thru
1982
Models)
(See
Section
17.)
500
hours
or
annually; whichever
occurs
first.
Meg-
ohmmeters
may
be
purchased
from
the
following
15-26AE.
DUAL
60-AMP
ALTERNATOR
INSTALLA-
source:
TION.
(Beginning
with
1983
Models.)
To
provide
James
G.
Biddle
Co.
electrical
system
redundancy
dual
60-amp
alternators
Plymouth
Meeting, PA
19462
must
be
installed
and
fully
operational
on
aircraft
certified
for
flight
into
known
icing
conditions.
See
NOTE
Section
17.
A
GOOD
aircraft
ground
must be
established
15-26AF.
CONTROL SURFACE
DISCHARGERS. in
order
to
perform
RELIABLE
resistance
checks
on
the control
surface
dischargers.
15-26AG.
DESCRIPTION.
Wick
type
static
discharg-
ers
may
be
installed
on
the
trailing
edge
surfaces
of
Perform
the
following
resistance
checks
on
each
con-
the
ailerons,
elevators
and
rudder
of
the
aircraft.
trol
surface
discharger
and
replace
those
which
do
One
type
discharger
is
fabricated
with
the
wick
and
not conform
to
the
resistance
requirements.
base
combined
into an
integral
unit;
in
the
other
type,
a.
If
the
wick
and
base
of
the
discharger are
an
the
wick
is
attached
to
the
base
by
a
threaded
fitting,
integral
unit,
the
resistance from
the
base
of
the
and
may
be
replaced
without
removing
the
base
from
discharger
to
a
good
aircraft
ground
should
check
the
aircraft.
The
installation
of
static
dischargers
2. 5
milliohms
maximum.
reduces
the
build-up
of
static
electricity
on
the
air-
b.
If
the
wick
can
be
separated
from
the
base,
the
frame
as
a
consequence
of
flying
through
haze,
dust,
resistance
from
the
base
to
a
good
aircraft
ground
rain,
snow
or
ice
crystals.
In
some
cases,
if
dis-
should check
1.0
ohm
maximum.
chargers
are
not
installed
or
not
functioning
as
a
c.
Connect
the
EARTH
terminal
to
the
base
of
the
result
of
age
or
repeated
exposure
static
electricity,
discharger
and
check
the
resistance
at
the
tip
of
the
static
build-up
can
result
in
the
loss
of
usable
radio wick.
The
resistance
should
check
1
to
100
megohms
signals
on
all
communication
and
navigation
equip-
for
both
types
of
dischargers.
ment.
Whenever
static dischargers
are
installed,
replaced,
and
at
regular
intervals
during
their
ser-
WARNING
vice
life,
resistance
checks
should be
performed
to
determine
their
effectiveness
in
reducing
static
So
not bend
the
wick
during
the preceding
build-up.
check,
since
wicks
have
a
higher
resistance
when
bent.
15-34
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15-27.
PROPELLER
ANTI-ICE
SYSTEM.
The
sys-
ments,
and
inboard
and
an
outboard
section.
Each
tem
is
of
an
electrothermal
type,
consisting
of
boot
has
three
leads
extending
from
a
tab
at
the
bot-
electrically-heated
de-ice
boots
bonded
to
each
tom
of
the
boot.
Each
electrical
lead is
identified
by
propeller
blade,
a
slip
ring
assembly for
power
a
letter.
The
letter
"G"
stands
for
ground.
The
distribution
to
the
propeller de-ice
boots,
a
brush
letter
'T'
stands
for
inboard,
and
the
letter
"O"
stand
block
assembly
to
transfer
electrical
power
to
the
for
outboard.
When
the
PROP
A/ICE
switch
is
turned
rotating
slip ring,
and
a
timer
to
cycle
electrical
on,
the
timer
provides
power
through
the
brush
block
power
to
the
de-ice
boots
in
proper
sequence.
A
and
slip
ring
to
the
outboard
element
of
the
propeller
rocker
switch
labeled
PROP
A/ICE, located
on
the
for
approximately
20
seconds
±1
second.
The
timer
pilot's
lower
left-hand
panel,
controls
the
propeller
then
switches
power
to
the
inboard
element
of
the
de-ice
system.
A
circuit
breaker
labeled
PROP
propeller
for
approximately
20
seconds
*1
second.
A/ICE,
located
in
the
left
circuit breaker
panel,
The
complete cycle is
then repeated.
This outboard-
protects
the
propeller
de-ice
system.
A
propeller
inboard
sequence
is
very
important
since
the
loosened
de-ice
ammeter,
located
on
the
upper
left
instrument
ice,
through
centrifugal
force,
moves outboard.
Heat
panel,
indicates
amperage
for
the
propeller
de-ice
ing
may
begin
at
any
phase
in
the
cycle,
depending
on
system.
timer
position
when
the
switch was
turned
off
from
previous
use.
Ground
checkout
of
the
system
is per-
The
de-ice
system
applies
heat
to
the
surfaces
of
the mitted
with
the
engine
not
running.
Propeller
remova
propeller
blades
where
ice
would
normally
adhere.
is
necessary
before
propeller de-ice
system
compo-
This
heat,
plus
centrifugal force
and
the
blast from
nents,
except
for
the
brush
block
assembly,
timer,
the
airstream,
removes
accumulated
ice.
Each
de-
ammeter,
circuit
breaker
and
switch
can
be
removed
ice
boot
has
two
separate
electrothermal
heating
ele-
or
installed.
15-27A.
TROUBLE
SHOOTING
---
PROPELLER ANTI-ICE
SYSTEM.
TROUBLE
PROBABLE
CAUSE
REMEDY
ELEMENTS
DO
NOT
HEAT.
Circuit
breaker
out
or
defective.
Reset
circuit breaker.
If
it
pops
out
again,
determine
cause
and
correct.
Replace
defective
parts.
Defective
wiring.
Repair
or
replace
wiring.
Defective
switch.
Replace
switch.
Defective
timer.
Replace
timer.
Revision
2
15-34A/(15-34B
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15-27A.
TROUBLE
SHOOTING
---
PROPELLER
DE-ICE
SYSTEM
(Cont).
TROUBLE PROBABLE
CAUSE
REMEDY
ELEMENTS
DO
NOT HEAT.
Defective
brush-to-slip
ring
Check
alignment.
Replace
defective
connection.
parts.
SOME
ELEMENTS
DO
NOT
Incorrect
wiring.
Correct
wiring.
HEAT.
Defective wiring.
Repair
or
replace
wiring.
Defective
timer.
Replace
timer.
Defective
brush-to-slip
ring
Check
alignment.
Replace
defective
connection.
parts.
Defective element.
Replace
element.
CYCLING
SEQUENCE
NOT
Crossed
connections.
Correct
wiring.
CORRECT
OR
NO
CYCLING.
Defective
timer.
Replace
timer.
RAPID
BRUSH
WEAR,
Brush
block
or
slip ring
out
of
Align
properly.
FREQUENT
BREAKAGE,
alignment.
SCREECHING
OR
CHATTERING.
15-27B. SLIP
RING
REMOVAL.
(See
figure
15-6.)
e.
Remove
nuts,
washers,
de-ice
lead
wires
and
WARNIN
head
(7).
Tag
lead
wires
to
facilitate
reinstallation.
f.
Remove
all
propeller
mounting
nuts
(24)
and
Be
certain
magneto
is
grounded
before washers
(23)
and
pull
propeller
forward
to
remove
turning
propeller.
from
engine
crankshaft
(25).
g.
Remove
slip
ring
(6).
a.
Remove
spinner
attaching
screws
(22)
and
re-
move
spinner
(12),
spinner
support
(20)
and
spacers
15-27C.
SLIP
RING
INSTALLATION.
(See
figure
(21).
Retain
spacers
(21).
15-6.)
b.
Remove
engine
cowling
as
required for
access
a.
Install
slip
ring
(6)
and
aft
spinner
bulkhead
(7).
to
propeller
mounting
nuts
(24)
and
washers
(23).
b.
Install
de-ice
boot
lead
wires
and
slip
ring
lead
c.
Loosen
all
propeller
mounting
nuts
(24)
approxi-
wires,
screws,
washers
and
nuts
in
aft
spinner
bulk-
mately
1/4-inch
and
pull
propeller
forward
until
head
(7).
stopped
by
mounting
nuts
(24).
c.
Install
propeller
and
install washers
(23)
and
NOTE
propeller
mounting
nuts
(24).
d.
Secure
aft
spinner
bulkhead
(7)
to
propeller
with
As propeller is
separated
from
engine
crank- screws.
As
propeller is
separated
from
engine
crank-
e.
Tighten
propeller
mounting
nuts
to
a
torque
of
shaft
fange,
oil
will
drain
from propeller
and
55
to
60
lb.
ft.
engine
cavities.
f.
Tighten
clamps
(13)
with
clamp
screw
housings
180
°
apart
to
maintain
balance.
Safety
wire
clamp
CAUTION
screw
housings
to
clamps
as
shown
in
view
B-B.
g.
Install
spacer
(21)
and
spinner
support
(20)
in
Use
caution
when
removing
propeller.
Re-
spinner
(12)
and
install
spinner
on
propeller.
moving
propeller
without
the
de-ice
slip
15-2.
SLIP
RING
ALIGNMENT CHECK.
After
in-
the
spinner
bulkhead,
since
the
slip
ring
is
stallation,
slip
ring must
be
checked
for
run-out.
mounted
to
the
bulkhead.
Wires
should
be NOTE
identified
according
to
wiring
diagrams
to
facilitate
reassembly.
During
removal, Excessive
slip
ring
run-out
will
result
in
installation
or
other
maintenance,
use
care
severe arcing
between
slip
ring
and
brushes,
to
prevent
damaging
slip
ring
and
brushes.
and
cause
rapid
brush
wear.
If
allowed
to
continue,
this
condition
will
result
in
rapid
d. Remove
safety
wire
and
loosen
clamps
(13).
deterioration
of
slip
ring
and
brush
contact
Revision
1
15-35
MODEL
210
&
T210
SERIES SERVICE
MANUAL
Restrainer
strap
to
start
10
at
point
"A."
Wrap
re-
strainer
strap
clockwise.
End
strap
at
point
"B."
Trim
strap
length
as
10.
Boot
necessary.
11.
Restraining Strap
.10-ich
1.00
±
.10-inch
1.
250-
inch
THREADLESS
PROPELLERS
BEGINNING
WITH
21061574
10
.38-inch
Restrainer
strap
to
start
in
this
area
(approximately
120°
from
lead
strap.
Wrap
120°
around
prop
blade
twice
so
a
double
thickness
will
cover
the
de-ice
lead
strap.
Trim
1.38-inch
restrainer
strap
so
it
will
end
approximately
as
shown.
.19-inch
0.12-inch
(approx.)
Figure
15-6.
Propeller
Anti-Ice
System
(Sheet
3
of
3)
surfaces,
and
lead
to
the
eventual
failure
of
fitting
thrust
bearings.
the
propeller
de-icing system.
If
slip
ring run-out
is
within
the
limits
specified,
a.
Securely
attach
a
dial indicator
gage
to
the
en-
no
corrective
action
is
required.
If
the
run-out
is
not
gine
and
place
the
pointer
on
the
slip
ring.
within
limits
specified,
the
slip
ring
will
have
to
be
b.
Rotate
the
propeller
slowly
by
hand,
noting
the
removed
and
returned
to
the claims
department
of
deviation
of
the
slip
ring
from
a
true
plane
as
indi-
Cessna
Supply
Division,
and
a
new
part
ordered.
cated
on
the
gage.
c.
Check
that
the
total
run-out
does not
exceed
0.010
15-29.
REMOVAL
OF
PROPELLER
ANTI-ICE
inch
(±
0.005
inch), and
that
the total
is
not
exceeded
TIMER.
(See
figure 15-6.)
within
any
four inches
of
slip
ring
travel.
a.
Ensure
that
aircraft
electrical
power
is
off
and
PROP
A/ICE
circuit
breaker
is
pulled.
NOTE
b.
Gain
access
to
left
elevator
control
torque
tube
support
(19),
forward
of left
instrument
panel.
Care
must
be
taken
to
exert
a
uniform
push
c.
Remove
screws,
timer
(2)
and
spacers
(17)
from
or
pull
on
the
propeller
to
avoid
a
consider-
nutplates.
able
error
in
the
readings
caused
by
loose
15-38
Revision
1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15-29A.
INSTALLATION
OF
PROPELLER
ANTI-
PROP
A/ICE
circuit
breaker
is
pulled.
ICE
TIMER. (See
figure
15-6.)
b.
Gain
access
to
forward
side
of
instrument
panel
a.
Install
spacers
(17),
timer
(2)
and
screws
in
(right
side
thru
21062273;
left
side
beginning
with
nutplates
in
left
elevator control
torque
tube
support
21062274).
(19).
c.
Unscrew
bezel
(26)
and
remove
along
with
O-ring
b.
Push
in
PROPA/ICE
circuit
breaker.
(27).
d.
Remove
body
(29)
forward
out
of
instrument
15-29B.
PROPELLER
ANTI-ICE
SYSTEM
panel
(28).
AMMETER. (See
figure
15-6.)
15-29E.
INSTALLATION.
(See
figure
15-6.)
15-29C.
DESCRIPTION.
An
ammeter
is
utilized
in
a.
Install
body
(29)
aft through
hole
in
instrument
the
propeller
anti-ice
system
to
visually
monitor the
panel-
(28):
amperage
being
applied
to
that
system.
b.
Install O-ring
(27)
and
screw
bezel
(26) on
threads
of
body
(29).
15-29D.
REMOVAL.
(See
figure
15-6.)
c.
Push
in
PROP A/ICE
circuit
breaker.
a.
Ensure
that
aircraft
electrical
power
is
off and
15-29F.
TROUBLE
SHOOTING
--
PROPELLER ANTI-ICE
SYSTEM
AMMETER.
TROUBLE PROBABLE
CAUSE
REMEDY
AMMETER
READING
Open
anti-ice
boot
element.
Replace
boot.
BELOW
GREEN
ARC.
AMMETER
READING
Shorted
anti-ice
boot
element.
Replace
boot.
ABOVE
GREEN
ARC.
NO
AMMETER
READING.
Faulty
ammeter
shunt
Replace
ammeter
shunt.
(Boots
are
heating)
Open
circuits
in
wiring
to
Repair
wiring.
ammeter.
Faulty
ammeter.
Replace
ammeter.
NO AMMETER
READING.
Faulty
system
component.
Determine
cause
and
correct.
(Boots
not beating)
15-30.
TIMER
TEST.
input
pins.
(Refer
to
chart
following
this
step
for
pin
a.
Remove
connector
plug
of
wire harness
from
timer
identification.)
and
jump
power
input
socket
of
wire
harness
to
timer
Timer
P/N
PowerInput
Pin&
Socket
Ground
Pin
OutputSequence,
Time,
Voltage
Time
Repeat
Cycle
Time
(sec)
3E1540-1
B (14VDC)
A
(14VDC) C, D 34
seconds
each
74
C165020-0101
B
(28VDC)
(24-32)
G
(28VDC)
C,
D
20
seconds
each
40
b.
Jump
timer
ground
pin
to
ground.
drops
to
0.
Move
the
probe to
the
next
pin
in
the
se-
c.
Turn
on
De-Icing
System.
quence
shown
in
the
chart.
Check
voltage at
each
pin
d.
Check
timer
operation
per
the
chart
preceding
in
sequence.
When
correctness
of
the
cycling
sequence
step
"b."
(Use
a
voltmeter.)
is
established,
turn
propeller
De-Icing
switch
off
at
e.
Check
volts
to
ground
in
each
case.
If
engine
is
the beginning
of
one
of
the
on-time
periods,
and
re-
not
running,
and
auxiliary
power
is
not
used,
voltage
cord
the
letter
of
the pin
at
which
the
voltage
supply
will
be
battery
voltage
and
cycle
time
may
be
slightly
is
present.
longer
than
indicated.
f.
Hold
voltmeter
probe
on
the
pin
until
the
voltage
Revision
1
15-39
MODEL
210
&
T210
SERIES SERVICE
MANUAL
c.
Draw
a
line
on
the
centerline
of
the
leading
edge
tance
wire
which
provides
the
heat
for
windshield
de-
of
the
blade.
Position
the
pattern
centerline
over
the
icing.
The
lower
edge
of
the
panel
is
mounted
on
the
leading
edge
centerline.
Position
pattern
so
bottom
deck
skin
just
forward
of
the
windshield.
The
upper
of boot
is
1/2"
below
spinner
cutout.
Draw
a
line
on
end
of
the
panel
is
supported
by
a
rubber
bumper
the
propeller
hub
on
each
side
of
the
pattern
boot
which
holds
the
panel
off
the
windshield.
The lower
strap
where
it
crosses
the
hub.
Check
boot
strap
mounting
bracket
is
hinged
for
easy
cleaning
between
position
by
fitting
restraining
strap
on
the
hub
and
the
panel
and windshield.
The
hinge
pins
are
spring
comparing
its
position
with
the marked
position
of
the
loaded
so
the
panel
may
be
easily
removed. Power
strap.
to
the
windshield
panel is
provided
through
a
plug
lo-
d.
Mask
off
an
area
1/2"
from
each
side and
outer
cated
in
a
housing
assembly
just
left
of
the
lower
sup-
end
of
the
pattern,
and
remove
the
pattern.
port
bracket.
A
drain
tube
is
provided
for
the
hous-
e.
Mix
EC-1300L
cement (Minnesota
Mining
&
Mfg.
ing
assembly also
a
plug
button
is
provided,
which
is
Co.)
thoroughly.
Surfaces
shall
be
above
60-
F
(15*
painted
the
same
color
as
the
deck
skin,
to
plug
con-
Centigrade)
prior
to
applying
cement.
During
periods
nector
hole
in
the
deck
skin
when the
anti-ice
assem-
of
high humidity,
care
shall
be
taken
to
prevent
mois-
bly
is
removed.
A
circuit
breaker
switch
located
on
ture
condensation
due
to
the
cooling
effect
of
the
eva- the
instrument
panel
is
a
off-on switch
and
a
circuit
porating
solvent.
This
can
be
done
by
warming
the
breaker
to
protect
the
system.
Beginning
with
1978
area
with
a
heat
gun
or
heat
lamp.
Apply
one
even
models
the
panel
extends the
full
height
of
the
wind-
brush
coat
of
EC-1300L
cement to
the
cleaned
metal
shield.
The
upper
and
lower ends
of
the
panel
are
surface.
Allow
to
air
dry
for
a
minimum
of
one
hour,
held
in
place
by
retainers
and
screws.
The
system
then
apply
a
second
even
brush
coat
of
EC-1300L
ce-
is
controlled
by
a
rocker
switch
on
the
instrument
ment.
panel
which connects
power
to
the
controller
from
a
f.
Moisten
a
clean
cloth
with
Methyl
Ethyl
Ketone
15
amp
circuit
breaker
on
the
bus
bar.
The
control-
and
clean
the
unglazed
back
surface
of
the
boot,
ler
is
mounted
on
the
glove
box.
Power
is also
fed
changing
cloths
frequently
to avoid
contamination
of
from
the
circuit
breaker
to
a
normally
open
relay,
the
cleaned
area.
also
mounted
on
the
glove
box.
The
controller
senses
J Apply
one
even
coat
of
EC-1300L
cement
to
back
the
temperature
of
the
panel
and
closes
which
feeds
surface
of
boot.
It
is
not
necessary
to cement
more
power
to
the
relay
coil,
closing
the
relay
and
power
than
1/2
of
the
boot
strap.
is
fed
to
the
panel.
When
not
in
use
the
panel
may
be
h.
Using
a
silver-colored
pencil,
mark
a
centerline
removed
and
stowed
in
the
aircraft.
along
the
leading
edge
of
the
propeller
blade
and
a
corresponding centerline
on
the
cemented
side
of
the
15-32C.
REMOVABLE
AND
INSTALLATION.
(See
boot.
figure
15-7B.)
Beginning
with
1978
Models,
when
i.
Reactivate
the
surface
of
the
cement
using
a
the
panel
is
removed
and
stowed,
replace
the
AN
clean,
link-free
cloth,
heavily
moistened
with
toluol.
509-8R16
screws
with
AN509-8R12
screws.
Also,
Avoid
excessive
rubbing
of
cement,
which
would
re-
replace
cover
(8)
with
cover
(11)
(Figure
15-7B,
move
the
cement.
sheet
3.)
j.
Position
the
boot
centerline
on
the
propeller
leading
edge,
starting
at
the
hub
end
at
the
position
15-32D.
HEATED
WINDSHIELD
PANEL
(FIXED.)
marked.
Make
sure
that
boot
strap
will
fall
in
the
position
marked.
Tack the boot
centerline
to
the
15-32E.
DESCRIPTION.
An
optional
heated
panel
leading
edge of
the
propeller
blade.
If
the
boot
is
is
provided
to
prevent
ice
formation
on
the
windshield.
allowed
to
get
off-center,
pull
up
with
a
quick
motion
The
system
consists
of
an
electrically
heated
panel
and
replace
properly.
Roll
firmly
along
centerline
attached
to
the windshield,
a
controller
and
a relay
with
a
rubber
roller.
mounted on
the
glove
box.
The
system
is
controlled
k.
Gradually
titing
the
roller,
-work
the
boot
care-
by
a
rocker
type
switch
on
the
pilot's
switch
panel.
fully
over
either
side
of
the
blade contour
to
avoid
A
circuit
breaker
on
the
circuit
breaker
panel
pro-
trapping
air
in
pockets.
tects
the
system.
1.
Roll outwardly
from the
centerline
to
the
edges.
If
excess
material
at
the
edges
tends
to
form
wrin
15-32F.
REMOVAL
AND
INSTALLATION.
(See
fig-
kles,
work
them
out
smoothly
and
carefully
with
ure
15-7B,
sheet
3.)
fingers.
a.
Panel
Removal.
m.
Apply
one
even
coat
of
EC-539
(Minnesota
Min-
1.
Ensure
aircraft
electrical
power
is
"OFF".
ing
&
Mfg.
Co.),
mixed
per manufacturer's
instruc-
2.
Disconnect
housing
plug and cap,
located
tions,
around
the
edges
of
the
installed
boot.
forward
of
instrument
panel
on
the
left
hand
side.
n.
Remove
masking
tape
from
the
propeller
and
3.
Remove
screws
securing
cover
and
gasket
clean
the
surface
of
the
propeller
by
wiping with
a
to
deck
skin,
then
pull
housing
plug
up
through
skin.
clean
cloth
dampened
with
toluol.
4.
Remove
screws
from
retainers
at
top
and
o.
Place
restraining
strap
in
position
and
secure
bottom
of
heated
panel.
with
screws,
washers
and
sleeves.
5.
Remove heated
panel,
retainers
and
shims
at
top
and bottom
of
panel.
15-32A.
WINDSHIELD
ANTI-ICE PANEL
(REMOVA-
6.
Remove
any
sealer
that
may
have
parted
BLE.)
(See
figure
15-7B.)
sticking
to
the
windshield.
A
sharpened
(Wood)
spatula
may
be
used,
exercising care.
15-32B.
DESCRIPTION.
Thru
1977
models,
thepanel
is
constructed
of
two
sheets
of
plate
glass
covering
a
layer
of
vinyl.
Imbedded
in
the
vinyl
is
a
fine
resis-
Revision
1
15-40A
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
12.
Place
the
drilling
shield
between
heated
panel
and
windshield
retainer
and
drill
(.
172)
holes
at
the
Do
Not
use
any
tool,
abrasive
or
cleaner
marked
locations.
which
may
damage
the
windshield.
13.
Place
the
upper
spacer
in
position
between
heated
panel
and
windshield
and
temporarily
secure
b.
Panel
Installation.
using
three
screws.
1.
Apply
a
strip
of
masking
tape
on
the
LH
14.
Check
the
temporary
installation
to
ensure
windshield,
from
top to
bottom
with
outboard
edge
that
heated
panel
is
in
proper
relation
to
the
wind-
of
tape
located
6. 60
inches
to
the
left
and
parallel
shield.
Check
to
see
if
panel
seal
is
in
contact
with
with
the windshield
conterline,
as
viewed
looking
windshield.
forward.
15.
Remove
the masking
tape
applied
to
wind-
2.
Apply
a
strip
of
masking
tape
at
the bottom
shield
for
locating
heated
panel.
Apply
new
strips
of
heated
panel
location
with
edge
running
parallel
of
masking
tape
on each
side
of
the
panel
with edge
with,
and
.
55
inch
below
the
center
of
the
three
open
aligned
with
and
against
outer
lip
of
seal
to
facilitate
fastener
locations.
However,
this
dimension
may
final
installation.
Also
apply
strips
of
tape
at
upper
vary
as
lower
edge
of
heated
panel
may
be
trimmed
and
lower
edge
of
heated panel.
to
match
aircraft
contours.
A
minimum
of
.35
inch
16.
Remove
heated
panel and
deburr
all
parts.
edge
margin
must
be
maintained.
17.
Remove
protective
cover
from
the
heated
3.
Locate
heated
panel
with
lower
end
and
in-
panel.
Do
not
remove
masking tape
aligning
guides.
board
side
against
edge
of
masking
tape.
Using
a
Clean
thoroughly
with
a
soft
cloth
or
sponge.
Wash
hole
finder,
locate
and
mark
the
three
hole
locations
with
a
mild
soap
and
water,
a
50/50
solution
of
at
the lower
end
of the
panel
isopropanol
and
water,
or
aliphatic
naptha
type
2.
4.
Drill
three
.172
holes
on
the
lower
end
of
the
Do
not
use
any
abrasive
materials,
strong
acid
or
panel
where
marked.
base, methanol
or
methyl-ethyl-ketone.
After clean-
5.
Place
lower
spacer
in
position
and
tempo-
ing,
rinse
thoroughly
and
dry.
rarily
secure
the lower
end
of
heated
panel
with
18.
After
cleaning,
plastic
surfaces
may be
pol-
three
screws.
ished
by
applying
a
thin
coat
of
hard
polishing
wax.
6.
Press
the
heated
panel
to
the
windshield con-
Rub
lightly
with
a
soft cloth
using
a
circular
motion.
tour
working
up
from
the
bottom
so
that
panel
seal
is
19.
Apply
a
bead
of
RTV108
sealer
to
the
groove
compressed
against
windshield,
firmly
tape
heated
of
heated
paneL
panel
to
the
windshield.
NOTE
NOTE
Do
not
allow
the
RTV108
sealer
to
be
pressed
The inner
and
outer
lip
of
the
heated
panel
out
of
the
seal
upon
installation.
If
this
happens,
seal
should
be
in
positive
contact
with
the
remove
heated
panel,
wipe
the
sealer
off the
surface
of
the
windshield
over
the
full pe-
windshield
and
the
seal
on
the
heated
panel
riphery
of
the
panel.
It is
permissible
to
with
isopropyl
alcohol.
Reapply
RTV108
sealer
vary
thickness
of
the
spacers
to
facilitate
in
groove,
correcting
the
amount
of
bead,
and
proper
sealing.
reinstall
the
heated
panel.
7.
Using
a
hole
finder,
mark
the
center
hole
20.
Install
heated
panel
on
windshield
exercising
location
at
the
upper
end
of
panel.
care
to
prevent
smearing
of
sealer.
21.
Ensure
proper
location
of
spacers
at
upper
NOTE
and
lower
ends
of
heated panel.
(See
note
after
step
5).
Before
drilling
three
.172
diameter
holes
22.
Install
screws
at
top
and bottom
of
heated
in
the
upper
end
of
panel,
place
a
metal
shield
between
the
panel and
windshield
of
panel.
aircraft
to
protect
the
windshield from
23.
Route
heated
panel
electrical
leads through
damage.
the
deck
skin
and
gaskets
then
connect.
24.
Install
cover
and
apply
a
strip
of
tape
around
8.
Locate
and
drill
one
(.172)
diameter
hole
opening
to
keep
sealer
off
of
deck
skin.
Apply
RTV108
0.10
inch
down
from
the
mark
on
the
heated
panel.
sealer,
potting
wire
bundle in
cover.
9.
Remove
drilling
shield.
10.
Use
an
ice
pick
to
aling hole
in
heated
panel
NOTE
with
open hole
in
windshield
retainer,
and
pull
panel
up
to
align
holes.
Allow
24
hours
for full
cure
of
RTV108
sealer.
NOTE
25.
Remove
all
tape
around
heated
panel
and
lead
cover.
Take
precaution
to
prevent
damage
to
wind-
26.
Operational
check
the
heated
panel
as
follows:
shield
and/or
doubler
nutplates
when
tighten-
a.
Turn
windshield
de-ice
switch
momentarily
ON,
ing
heated
panel
on
windshield.
check
ammeter
for
discharge.
11.
Using
a
hole
finder,
mark
the
remaining
two 15-32G.
TRAPPED
MOISTURE.
To
eliminate
mois-
holes
at
the
upper
end of
the
panel
ture
trapped
between
the
heated
windshield
panel
and
Revision
1
15-40E
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
the
windshield,
proceed
as
follows:
1.
Loss
of
outlet
set
pressure.
a.
Fabricate
two
probes
from
.125
diameter
tube
2.
Loss
of
oxygen
flow
through
the
regula-
approximately
three
inches
long.
Cut
one
end
of
tor
which
will
result
in inadequate
oxygen
being
fed
tubes
off
at
approximately
a
300
or
less
angle.
File
through
the
aircraft
system.
to
a
sharp
edge.
3.
Internal
leakage
of
oxygen
through
regu-
b.
Insert
one
tube
through
the
upper
outboard
cor-
lator.
ner
of
the
heated
panel
and
the
other
through
the
lower
inboard
corner.
Move
lower
tube
to
the
out-
Opening
of
the
control
lever
with
the
outlet
ports
board
corner
as
required
to
release
all
trapped
water.
open to
atmosphere,
results
in
an
"overshoot"
of
Insert
tubes
through
the
rubber
seal.
the
regulator
metering
device due
to
the
extreme
c.
Connect
upper
tube
to
a
source
of
low
pressure
flow
demand
through
the
regulator.
After
overshoot-
dry
air,
or
bottled
nitrogen.
Flow
air
between
the
ing,
the
metering
poppet device
goes
into
oscillation,
heated
panel
and
windshield
until
all
visible
moisture
creating
serious
damage
to
the
poppet
seat
and
dia-
is
gone.
Activate
heated
panel
for
short
periods
to
phragm
metering
probe.
This
condition
can
occur
accelerate
removal
of
moisture.
even
by
turning
the control
lever
on
and
then
turning
d. Apply
soap
and
water
mixture
to
edges
of
the
it
quickly
off.
heated
panel.
Restrict
exit
air,
noting
and
mark-
ing
leakage
from
under
panel.
Do
not
overpres-
A
potential
hazard
exists
to
aircraft
in
the
field
sure;
use
no
more
than
2.0
psi.
where
inexperienced
personnel
might
remove
the
e. Clean
windshield
and
edge
of
heated
panel
with cylinder
and
regulator
assembly
from
the
aircraft
mild soap
and
water
and
a
50/50
solution
of
isopropyl
and
for
some
reason attempt
to
turn
the
regulator
alcohol
and
water.
Wipe
dry
and
apply masking
tape
to
the
"ON"
position
with
the
outlet
ports
open.
Un-
along
leak
area
approximately
.
06-inch
from
seal.
fortunately,
after
the
units
have
been
improperly
Lift
edge
of
seal
and
insert
RTV.
Fill
gap
at
upper
operated
as
noted,
there
is
no
outward
appearance
and
lower
ends
of
heated
panel
between
panel
seat
indicating
that
damage
has
occurred.
and
windshield
retainer
with
RTVif
leak
is
in
this
area.
Remove
tubes
from
windshield;
fill
holes
with
Testing
these
regulators
should
be
accomplished
only
RTV
and remove
masking
tape.
Use
clear
RTV-
after
installation
in
the
aircraft,
with
the
"down-
108
only.
stream"
low
pressure
line
attached.
15-33.
OXYGEN
SYSTEM.
(See
figure
15-8.)
15-34.
DESCRIPTION.
The
system
is
comprised
of
four
oxygen
cylinders,
mounted
in
the
cabin
top
area,
WARNING
_in
front
of
and behind the
main
carry-thru
spar.
Of
assembly.
Remaining components
of
the
system
in-
Under
No
circumstances, turn
the ON-OFF
clude
a
filler
valve,
located
in
the
lower inboard
sur-
control
to
the
"ON"
position
with
the
outlet
face
of
the
right
wing,
cabin
outlets,
mask
assem-
(low
pressure)
ports
open
to
atmosphere.
blies,
and
a
pressure
gage
at
the
pilot's
position.
This
action
will
induce
serious
damage
to
The
pilot's
supply
line
is
designed
to
receive
a
great-
the
regulator,
with
the
following
results:
er
flow of
oxygen
than
the
passengers.
The
pilot's
15-40F
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
mask
is
equipped with
a
microphone,
keyed
by
a
NOTE
switch
button
on
the
pilot's
control
wheel.
An
ON-
OFF
control
is
provided
at
the
pilot's
position.
Most
air
compressors
are
oil
lubricated,
WARNING
and
a
minute amount
of
oil
may
be
WARNING
carried
by
the
airstream.
If
only
an
oil
lubricated
air
compressor
is
available,
Oil,
grease
or
other
lubricants
in
contact
drying
must
be
accomplished
by
heating
with
high-pressure
oxygen,
create
a
seri-
drying
must
be
accomplished
by
heating
with
high-pressure
oxygen,
create
a
seri-
at
a
temperature
of
250º
to
300ºf
(121º
to
at
a
temperature of
250
°
to
300ºF
(121º
to
ous
fire
hazard
and
such
contact
should
be
149°C)
for
a
suitable
period.
avoided.
Do
not
permit
smoking
or
open
flame
in
or
near
aircraft
while
work
is
per-
formed
on
oxygen
systems.
2.
Flush
with
naphtha,
conforming to Specifi-
cation TT-N-95
(aliphatic
naphtha).
Blow
clean
and
1535.
MAINTENANCE
PRECAUTIONS.
dry
off
all
solvents
with
clean,
fluid,
oil-free,
fil-
a.
Working
area,
tools
and
hands
must
be
clean.
tered
air.
Flush
with
anti-icing
fluid
conforming
to
b. Keep
oil,
grease,
water,
dirt,
dust
and
all
Specification
TT-T-735
or
anhydrous ethyl alcohol.
other
foreign
matter
from
system.
Rinse thoroughly
with
fresh
water.
Dry thoroughly
c. Keep
all
lines
dry
and
capped
until
installed.
with
a
stream
of
clean,
dry,
oil-free,
filtered
air.
d.
Use
only MIL-T-5542
thread
compound
or
teflon
3.
Flush
with
hot
inhibited
alkaline
cleaner
un-
lubricating
tape
on
threads
of
oxygen
valves,
tubing
til free
from
oil
and
grease.
inse
with
fresh
water
connectors,
fittings,
parts
of
assemblies
which
might
and
dry
with
clean,
dry,
filtered
air.
under
any
conditions,
come
in
contact
with
oxygen.
NOTE
The
thread
compound
must
be
applied
sparingly
and
carefully
to
only the
first
three threads
of
the
male
Cap
lines
at
both
ends
immediately
after
fitting.
No
compound
shall
be
used
on
aluminum
to prevent
contaimination.
flared
fittings
or
on
the
coupling
sleeves
or
on
the
used
in
accordance
with
the
instructions listed
fol-
15-36.
REPLACEMENT
OF
COMPONENTS.
Re-
lowing
this
step,
Extreme
care
must
be
exercisassembly,
a
accomplished
and
install
to
prevent
the
contamination of
the
thread
compound
or
teflon
tape
with
oil,
grease
or
other
lubricant.
figure
15-8
as
a
guide.
1.
Place
tape
on
threads
close
to
end
of
fitting.
Wrap clockwise
on
RH
threads,
counterclock-
CAUTION
wise
on
LB
threads.
2.
Apply enough
tension
while
winding
so
tape
Oxygen
cylinders
and
regulators
are
forms
into
thread
grooves.
furnished
as assemblies
by
Cessna
Parts
3.
After wrap
is
complete,
maintain tension
Distribution
(CPD
2).
Attempting
to
and
tear
tape
by
pulling
apart
in
direction
remove,
repair,
and
reinstall
oxygen
it
was
applied.
Resulting
ragged
end
is
the regulators
in
the field
provides
key
to
the tape
staying
in place.
(If
sheared
opportunity
for
contaminants
to
enter
or
cut,
tape
may
unwind.)
the
system.
Faulty regulators
or
4.
Press
tape
well
into
threads.
regulators
otherwise
in
need
of
5.
Make
connections.
disassembly
should
be
exchanged
for
e.
Fabrication
of
oxygen
pressure
lines
is
not
replacement
oxygen
bottle
and
regulator
recommended.
Lines
should
be
replaced
by
part
assemblies
through
CPD
2.
Regulator
numbers
called
out
in
the
aircraft Parts
Catalog.
and
cylinder
assembly
shall
be
f.
Lines
and
fittings must
be
clean
and
dry.
One
disassembled,
repaired,
inspected,
of
the
following methods
may
be
used.
cleaned,
hydrostatically
tested,
1.
Clean
by
degreasing
with
stabilized
tri-
reassembled,
and serviced
by
chlorethylene,
conforming
to
Federal
Specifications
manufacturer
or
other
FAA-approved
O-T-634
or
MIL-T-27602.
These
items
can
be
other
tained
from
American
Mineral
Spirits
of Houston,facility.
Texas.
Revision
3
15-41
MODEL
210
&
T210
SERIES SERVICE
MANUAL
NOTE a.
Cylinder
specification,
followed
by
service
pressure
(e.g.
'1CC-3AA1800
and
CC-3HT1850"
Oxygen
cylinder
and
regulator
assemblies
for
standard
and
light
weight
cylinders respectively).
may
not
always
be
installed
in
the
field
exactly
as
illustrated
in
figure
15-8,
which
NOTE
shows
factory
installation. Important
points
to
remember
are
as
follows.
Effective
1
January
1970,
all
newly-
manu-
factured
cylinders
are
stamped
"DOT"
(De-
a.
Before
removing
cylinder,
release
low-pres-
partment
of
Transportation),
rather
than
sure
line
by
opening cabin
outlets.
Disconnect
push-
'CC"
(Interstate
Commerce
Commission).
pull
control
cable,
filler
line,
pressure
gage
line
An
example
of
the
new
designation
would be:
and
outlet
line
from
regular.
CAP
ALL
LINES
"DOT-3HT1850".
IMMEDIATELY.
b.
If
it
is
necessary
to
replace
filler
valve
O-rings,
b.
Cylinder
serial
number
is
stamped
below
or
remove
parts
necessary
for
access
to
filler
valve.
directly
following
cylinder
specification.
The
sym-
Remove
line
from
quick-disconnect
valve
at
the
bol
of
the
purchaser,
user or
maker,
if
registered
regulator,
then
disconnect
chain,
but
do
not
remove
with
the
Bureau
of
Explosives,
may
be
located
di-
cap
from
filler
valve.
Remove
screws
securing
rectly
below
or
following
the
serial
number.
The
valve
and
disconnect
pressure
line.
Referring
to
cylinder
serial
number
may
be
stamped
in
an
alter-
applicable
figure,
cap
pressure
line
and
seat.
Di-
nate
location
on the
cylinder
top
head.
assemble
valve,
replace
O-rings
and
reassemble
c.
Inspector's
official
mark
near
serial
number.
valve.
Install
filler
valve
by
reversing
procedures
d.
Date
of
manufacture:
This
is
the
date
of
the
outlined
in
this
tep.
first
hydrostatic
test
(such
as
4-69
for
April
1969).
c.
To
remove
entire
oxygen
system,
headliner The
dash
between
the
month
and
the
year figures
must
be
lowred
and
soundproofing
removed
to
ex-
may
be
replaced
with
the
mark
of
the
testing
or
in-
pose
lines.
Refer
to
Section
3
for
headliner
re-
spection
agency
(e.g.
4L69).
moral.
e.
Hydrostatic test
date:
The
dates
of
subsequent
hydrostatic
tests
shall
be
steel
stamped
(month
and
15-37.
OXYGEN
CYLINDER
GENERAL
INFORMA-
year)
directly
below
the
original manufacture date.
TION.
The
following
nformation
is
permanently
The
dash between
the
month
and
year figures
can be
steel
stamped
on the
shoulder,
top head
or
neck
of
replaced with the
mark
of
the
testing
agency.
each
oxygen
cylinder:
f.
A
Cessna
identification
placard
is
located
near
the
center
of
the
cylinder
body.
g.
Halogen
test
stamp:
"Halogen
Tested",
date
of
test
(month,
day
and
year)
and
inspector's
mark
SHOP
NOTES:
15-43
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1
Detail
A
Used
With
Air
Conditioning
4.
Filler
Valve
14.
Bracket
5.
Cap
and
Chain
15.
Cover
Detail
C
Used
WithAirConditoning
1.
Filler
Line
11.
Casing
11
2.
O-Ring
12. Adapter
3.
Bracket
13.
Cylinder
4.
Filler
Valve
14.
Bracket
5.
Cap
and
Chain
15.
Cover
14
6. Cover
16.
Valve
Assembly
12
7. Tee
17.
Pressure
Gage
8.
Cover
Assembly
18.
Spacer
14
9.
Regulator
19.
Control
Lever
13
10.
Wire
20. Knob
Assembly
Figure
15-10.
Emergency
Oxygen
System
(Sheet
1
of
2)
15-45
MODEL
210
&
T210
SERIES SERVICE
MANUAL
18
1
-101
18
i
'19
18
14
Detail
F
Detail
E
14
Used
with
Air
Conditioning
17
'
Detail
O
Figure
15-10.
Emergency
Oxygen
System
(Sheet
2
of
2)
15-46
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
appears
directly
underneath
the
Cessna
identification
tive
January
17.
1978,
does
not
apply
to
SP5957
cy-
placard.
linders,
even
if
these
cylinders
are
marked
as
3HT
cylinders.
Such
cylinders
can
be
identified
by
the
15-38. OXYGEN
CYLINDER
SERVICE
REQUIRE-
marking
"SP5957",
which
will
appear
on
the
shoulder
MENTS.
of
the
cylinder.
Any
cylinder
so
marked,
regardless
a.
Hydrostatic
test
requirements:
of
any
other
markings that
may
also
appear. is
not
a
1.
Standard
weight
(ICC
or
DOT-3AA1800)
DOT
3HT
cylinder.
and
the
service
life
extension
from
cylinders
must
be
hydrostatically tested
to
5/3 their
15
years
to
24
years
does
not
apply.
working
pressure
every
five
years
commencing
with
the
date
of
the
last
hydrostatic
test.
15-40.
OXYGEN SYSTEM
COMPONENT SERVICE
2.
Light
weight
(ICC
or
DOT-3HT1850)
cylin-
REQUIREMENTS.
ders
must
be
hydrostatically
tested
to
5/3
their
a.
PRESSURE
REGULATOR.
The
regulator
shall
working
pressure
every
three
years
commencing
be
removed
and
overhauled
by
manufacturer
or
an
with
the
date
of
the
last
hydrostatic
test.
FAA
approved
facility
during
hydrostatic
testing.
b.
Service
life
requirements:
1.
Standard
weight
(ICC
or
DOT-3AA1800)
CAUTION
cylinders
have
no
age
life
limitations
and
may
con-
tinue to
be
used
until
they
fail
hydrostatic
test.
Oxygen
cylinders
and
regulators are
2.
Light weight
(ICC
orDOT-3HT
1850)
cylin-
furnished
as
assemblies
by
Cessna
Parts
ders
must
be
retired
from
service
after
24
years
or
Distribution
(CPD
2).
Attempting
to
4,380
filling
cycles
after
date
of
manufacture,
which-remove,
repair,
and
reinstall
oxygen
ever
occurs
first.
If
a
cylinder
is
recharged
more
regulators
in
the
field
provides
than
an
average
of
once
every
other
day,
an
accurate
opportunity
for
contaminants
to
enter
record
of
the
number
of
rechargings
must
be
main- the
system.
Faulty regulators
or
tatned.
Refer
to
paragraph
15-39
for
determining
regulators
otherwise
need
service life
of
DOT-3HT1850
cylinders.
regulators
otherwise
in
need
of
disassembly
should
be
exchanged
for
replacement
oxygen
bottle
and
regulator
NOTE
assemblies
through
CPD
2.
Regulator
and
cylinder
assembly
shall
be
These
test
periods
and
life
limitations
disassembled,
repaired,
inspected,
are
established
by
the
Department
of
cleaned,
hydrostatically tested,
Transportation
Code
of
Federal
Regu-
reassembled,
and
serviced
by
lations;
Title
49,
Chapter
1,
Para.
manufacturer
or
other
FAA-approved
73.34.
facility.
15-39. OXYGEN
CYLINDER
INSPECTION
REQUIRE-
b.
FILLER
VALVE.
The
valve
should
be
disassem-
MENTS.
bled,
inspected
and
the
O-rings
replaced,
regardless
a. Inspect
the
entire
exterior
surface
of
the
cylin-
of
condition,
every
3
years
or
3000
flight
hours,
der
for
indication
of
abuse,
dents,
bulges
and
strap
whichever
occurs
first.
chafing.
c. QUICK-RELEASE COUPLING. The
coupling
b.
Examine the neck
of
cylinder
for
cracks,
dis-
shall
be
functionally
tested
every
two
years
and
over-
tortion
or
damaged
threads.
hauled
every
five
years
or
at
time
of
hydrostatic
c.
Check
the
cylinders
to
determine
if
markings test.
are
legible.
d.
PRESSURE
GAGE.
The
gage
shall
be
replaced
d.
Check
date
of
last
hydrostatic
test.
If
the
peri-
when
found
to be
faulty.
No
re-conditioning
or over-
odic
retest
date
is
past,
do
not
return
the
cylinder
haul
of
the
gage
is
authorized.
to
service
until
the
test
has
been
accomplished.
e.
INDIVIDUAL
OUTLETS.
The
outlets
shall
be
e.
Inspect
the
cylinder
mounting
bracket,
bracket
disassembled
and
inspected
and
the
O-rings
replaced,
hold-down
bolts
and
cylinder
holding
straps
for
regardless
of
condition,
every
3
years
or
3000
flight
cracks,
deformation,
cleanliness,
and
security
of
hours, whichever
occurs
first.
attachment.
f.
In
the
immediate
area
where
the
cylinder
is
stored
or
secured,
check
for
evidence
of
any
types
15-41.
OXYGEN SYSTEM
COMPONENT
INSPEC-
of
interference,
chafing,
deformation
or
deterio-
TION
REQUIREMENTS.
ration.
a.
Examine
all
parts for
cracks,
nicks, damaged
g.
A
cylinder
manufactured
prior
to
January
17,
threads
or
other
apparent
damage.
1978,
and
not
yet
marked
with
a
rejection
elastic
ex-
b.
Actuate
regulator controls
and
valve
to
check
pansion
(REE),
must
be
marked
with that
REE
in
cu-
for
ease
of
operation.
bic
centimeters
near
the
marked original
elastic
ex-
c.
Determine
if
the
gage
is
functioning
properly
by
pansion
prior
to
the
next
retest
date.
The
REE
for
a
observing
the
pressure
buildup
and
the
return
to
zero I
cylinder
is
1.
05
times its
original
elastic
expansion.
when
the
system
oxygen
is
bled
off.
h.
Some
cylinders
manufactured
to
DOT
special
per-
d.
Replace
any
oxygen
line
that
is
chafed,
rusted,
mit
5957
in
the
past.
were
incorrectly
marked
with
corroded,
dented,
cracked
or
kinked.
"DOT
3HT"
in
addition
to
"SP5957".
Cylinders
made
e.
Check
fittings for
corrosion
around
the
thread-
under
SP5957
are
not
DOT3HT
cylinders,
and
the
ser-
ed
area
where
lines
are
joined
together.
Pressur-
vice
life
extension
from
15
years
to
24
years,
effec-
ize the
system
and
check
for
leaks.
Revision
3
15-47
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
Each
interconnected
series
of
oxygen
cylinders
is
equipped
with
a
single
gage.
The
trailer
type
cascade
may
also
be
equipped
with
a
nitrogen
cylinder
(shown
reversed)
for
filling
landing
gear
struts,
accumulators,
etc.
Cylinders
are
not
available
for
direct
purchase,
but
are
usually
leased
and
refilled
by
a
local
compressed
gas supplier.
Service
Kit
SK310-32
(available
from
Cessna
Parts
Distribution
[CPD
2]
through
Cessna
Service
Stations)
contains
an
adapter,
pressure
gage,
and
hose,
and
lines
and
fittings
for
equipping
two
oxygen
cylinders
to
service
oxygen
systems.
As
noted
in
the
Service
Kit,
a
tee
(Part
No.
11844)
and
a
pigtail
(Part
No.
1243-2)
should
be
ordered
for
each
additional
cylinder
to
be
used
in
the cascade
of
cylinders.
Be
sure
to ground
the
airplane
and
ground
servicing equipment
before use.
OXYGEN
CYLINDER
PRESSURE
GAGE
CYLINDER
OXYGEN
PURIFIER-
W/REPLACEABLE
CARTRIDGE
Figure
15-11.
Typical
Portable
Oxygen
Cascades
15-42.
MASKS AND
HOSE.
f.
Replace
hose
if
it
shows-evidence
of
deterio-
a.
Check
oxygen
masks
for
fabric
cracks
and
rough
ration.
face
seals.
If
the
mask
is
a
full-faced
model,
in-
g.
Hose
may
be
cleaned
in
the
same
manner
as
the
spect
glass
or
plastic
for
cleanliness
and
state
of
mask.
repair.
b.
Flex
the
mask
hose
gently
over
its
entirety
and
15-44.
SYSTEM
PURGING.
Whenever
components
check
for
evidence
of
deterioration
or
dirt.
have
been
removed and
reinstalled
or
replaced,
it
is
c.
Examine
mask
and
hose
storage compartment
advisable
to
purge the
system.
Charge
oxygen
sys-
for
cleanliness
and
general
condition.
tem
in
accordance
with
procedures
outlined
in
para-
graph
15-47.
Plug
masks
into
all
outlets
and
turn
15-43.
MAINTENANCE
AND
CLEANING.
the
pilot's
control
to
ON
position
and
purge
system
a.
Clean
and
disinfect
mask
assemblies
after
use,
by
allowing
oxygen
to
flow for
at
least
10
minutes.
as
appropriate.
Smell
oxygen
flowing
from
outlets and
continue
to
purge
until
system
is
odorless.
Refill
cylinders
as
NOTE
required
during
and
after
purging.
Use
care
to
avoid
damaging microphone 15-45.
FUNCTIONAL
TESTING.
Whenever
the
reg-
assembly
while
cleaning
and
sterilizing.
ulator
and
cylinder
assembly
has
been
replaced
or
overhauled,
perform
the
following
flow
and
internal
b.
Wash
mask
with
a
mild
soap
solution
and
rinse
leakage
tests
to
check
that
the
system
functions
prop-
it
with
clear
water.
erly.
c.
To
sterilize,
swab
mask
thoroughly
with
a
a.
Fully charge
oxygen
system
in
accordance
with
gauze
or
sponge
soaked
in
a
water/merthiolate
so-
procedures
outlined
in
paragraph
15-47.
lution.
This
solution
should
contain
1/5
teaspoon
of
b.
Disconnect line
and
fitting
assembly from
pi-
merthiolate
per
one
quart
of
water.
Wipe
the
mask
lot's
mask
and
line
assembly.
Insert
outlet
end
of
with
a
clean
cloth
and
let
air
dry.
line
and
fitting
assembly
into cabin
outlet
and attach
d.
Observe
that each
mask
breathing
tube
end
is
opposite
end
of
line
to
a
pressure
gage
(gage
should
free
of
nicks
and
that
the
tube
end
will
slip
into
the
be
calibrated
in
one-pound
increments
from
0
to
100
cabin
oxygen
receptacle
with
ease
and
will
not
leak.
PSI).
Place
control
lever
in
ON
position.
Gage
e.
If
a
mask
assembly
is
defective
(leaks,
does
not
pressure
should
read
70*10
PSI.
allow
breathing or
contains
a
defective
microphone)
c.
Insert
mask
and
line
assemblies
into
all
re-
it
is
advisable
to
return
the
mask
assembly
to
the
maining
cabin
outlets.
With
oxygen
flowing
from
all
manufacturer
or
a
repair
station.
outlets,
test
gage
pressure
should
still
be
70*10
PSI.
15-48
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
d.
Place
oxygen
control
lever
in
OFF
position
and
CAUTION
allow
test
gage
pressure
to
fall
to
0
PSL
Remove
all
adapter
assemblies
except
the
one
with
the
pres-
A
cylinder
which
is
completely
empty
may
sure
gage.
The
pressure
must
not
rise
above
0
PSI
well
be
contaminated.
The
regulator
and
when
observed
for
one
minute.
Remove
pressure
cylinder
assembly
must
then
be
disas-
gage
and
adapter
from
oxygen
outlet.
sembled,
inspected and
cleaned
by
an
FAA
approved
facility,
before
filling.
Con-
NOTE
tamination,
as
used
here,
means
dirt,
dust
or
any other
foreign
material,
as
well
as
If
pressures
specified
in
the foregoing
pro-
ordinary
air
in large
quantities.
If
a
gage
cedures
are
not
obtained,
the
oxygen
reg-
line
or
filler
line
is
disconnected
and
the
ulator
is
not
operating
properly.
Remove
fittings
capped
immediately,
the
cylinder
and
replace
cylinder-regulator
assembly
will
not
become
contaminated
unless
tem-
with
another
unit
and
repeat
test
procedure.
perature
variation
has
created
a
suction
within
the
cylinder.
Ordinary
air
contains
e.
Connect
mask
and
line
assemblies
to
each
cabin
water
vapor
which
could
condense
and
outlet
and check
each
mask
for
proper
operation.
freeze.
Since
there
are
very
small
orifices
f.
Check
pilot's
mask
microphone
and
control
in
the
system,
it
is
very important
that
wheel
switch
for
proper
operation.
After
checking,
this
condition
not
be
allowed
to
occur.
return
all
masks
to
mask
case.
g.
Recharge
oxygen
system
in
accordance
with
c.
Connect
cylinder
valve
outlet
or
outside
filler
procedures
outlined
in
paragraph
15-47.
valve
to
manifold
or
portable
oxygen
cascade.
d.
Slowly
open
valve
on
cascade
cylinder
or
mani-
15-46.
SYSTEM LEAK
TEST.
When
oxygen
is
being
fold
with lowest
pressure,
as
noted
on
pressure
gage,
lost
from
a
system
through
leakage,
a sequence
of
allow
pressure
to
equalize,
then close
cascade
cy-
steps
may
be
necessary
to
locate
the
opening.
Leak-
linder
valve.
age
may
often
be
detected
by
listening
for
the
dis-
e.
Repeat this
procedure,
using a
progressively
tinct
hissing
of
escaping
gas.
If
this
check
proves
higher
pressure
cascade
cylinder,
until
system
has
negative,
it
will
be
necessary
to
soap-test
all
lines
been
charged
to
the
pressure
indicated
in
the
chart
and
connections
with
a
castile
soap
and
water
so-
immediately
following
step
"f"
of
this
paragraph.
lution
or
specially
compounded
leak-test material.
f.
Ambient
temperature
listed
in
the
chart
is
the
Make
the
solution
thick
enough
to
adhere
to
the
con-
air temperature
in
the
area
where
the
system
is
to
tours
of
the
fittings.
At
the
completion
of
the
leak-
be
chrged
Filling
pressure
refers
to
the
pres-
age
test,
remove
all
traces
of
the
leak
detector
or
sure
to
which
aircraft
cylinders
should
be
filled
sure
to
which
aircraft
cylinders
should
be
filled.
soap
and
water
solution.
This
table
gives
approximations
only
and
assumes
a
rise
in
temperature
of
approximately
25°F.
due
CAUTION
1to
heat
of
compression.
This
table
also
assumes
the
aircraft
cylinders
will
be
filled
as
quickly
as
pos-
Do
not
attempt
to
tighten
any
connections
sible
and
that
they
will
only
be
cooled
by
ambient
while
the
system is charged.
air;
no
water
bath
or
other
means
of
cooling
be
used.
15-47 SYSTEM
CHARGING
Example:
If
ambient
temperature
is 70°F.,
fill
15-47.
SYSTEM
CHARGING.
aircraft
cylinders
to
approximately
1,
975
psi
or
as
WARNING
close
to
this
pressure
as
the
gage
may
read.
Upon
cooling,
cylinders
should have
approximately
1,
850
BE
SURE
TO
GROUND
AIRCRAFT
AND
psi
pressure.
GROUND
SERVICING
EQUIPMENT
BE-
TABLE
OF
FILLING
PRESSURES
FORE
CHARGING
OXYGEN
SYSTEM.
a.
Do
not
attempt
to
charge
oxygen
cylinders
if
Ambient
Filling
Ambient
Filling
servicing
equipment
fittings
or
filler
valve
are
Temp. Press.
Temp.
Press.
corroded
or
contaminated.
If
in
doubt,
clean
with
ºF
psig
°F
psig
stabilized trichlorethylene
and
let
air
dry.
Do
not
1975
allow
solvent
to
enter
any
internal
parts.
165
0
0
1975
b.
If
cylinder
is
completely
empty,
do
not
charge,
10
1700
80
2000
as
the
cylinder must
then
be
removed,
inspected
20
1725
90
2050
and
cleaned. 30
1775
100
2100
40
1825
110 2150
50
1875 120
2200
60
1925
130
2250
Revision
3
15-49/(15-50
blank)l
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
16
INSTRUMENTS
AND
INSTRUMENT SYSTEMS
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
Cylinder
Head
Temperature
INSTRUMENTS
AND
age
......................
2K22/16-18
INSTRUMENTSYSTEMS
..........
2K1/161
Description
...............
2K22/16-18
General
......................
2K1/161
Trouble
Shooting
..........
2K22/16-18
Instrument
Panel
..............
2K7/16-3
Oil
Pressure
Gage
............
2K23/16-19
Description
.................
2K7/16-3
Description
...............
2K23/16-19
*
Removal
and
Installation
.....
2K7/16-3
Trouble
Shooting
..........
2K23/16-19
Shock-Mounts
............
2K7/16-3
Oil
Temperature
Gage
2K24/16-20
Instruments
..............
2K7/16-3
Description
...............
2K24/1620
Removal
...............
2K7/16-3
Fuel Quantity
Indicating
Installation
............
2K7/16.3
System (Thru
21062273)
....
2K24/16-20
Pitot
and
Static
Systems
........
2K7/16-3
Indicators
................
2K24/1620
Description
.................
2K716-3
Sending
Units
.............
2K24/16-20
Maintenance
................
2K7/16-3
Contro
Monitor
...........
2K24/16-20
I
Static
Pressure
System
Removal
and
Installation
..
2K24/16-20
Inspection
and
Leakage
Test .
2K10/16-6
Calibration
...............
2K24/16-20
Pitot
System
Inspection
and
Trouble
Shooting
..........
2K24/16-20
Leakage
Test
..............
2K10/16-6
Fuel
Quantity Indicating
System
Blowing
Out
Lines
...........
2K10/16.6
(Beginning
with
21062274)
..
2L1/16-21
Removal
and
Installation
of
Description
...............
21/16-21
Components
...............
2K11/16-7
Trouble
Shooting
..........
2L116-21
Trouble Shooting
-
Pitot-Static
Removal
and
Installation
.
2L2/16-22
System
....................
2K11/16-7
Transmitter
Calibration
...
2L2/16-22
True
Airspeed
Indicator
......
2K11/16-7
Stewart
Warner
Gage
Trouble
Shooting
..........
2K11/16-7
Transmitter
Calibration
2L2/16-22
Trouble
Shooting-
Altimeter
..
2K13/16-9
Rochester
Gage
Trouble
Shooting
-
Vertical
Transmitter
.
2L216-22
Speed
Indicator
............
2K13/16-9
Hourmeter
..................
2L5/16-23
I
Trouble
Shooting
-
Pitot
Description
...............
2L5/16-23
Tube
Heater
.
..............
2K14/16-10
Economy
Mixture
Indicator
...
2L5/16-23
Vacuum
System
................
2K14/16-10
Description
...............
2L5/16-23
Description .
................
2K14/16-10
Trouble
Shooting
..........
2L5/16-23
Trouble
Shooting
-Vacuum
Calibration
...............
2L5/16-23
System
.
.............
2K14/16-10
Removal
and
Installation
2L6/16-24
Trouble
Shooting
-
Gyros
.....
2K15/16-11
Magnetic
Compass
...........
2L6/16-24
Trouble
Shooting
-Vacuum
Description
...............
2L6/16-24
Pump
.....................
2K16/16-12
Stall
Warning
Horn
..........
2L6/16-24
Maintenance
Practices
.......
2K16/16-12
Description
...............
2L6/16-24
Removal
of
Vacuum
Pump
....
2K16/16-12
Turn
Coordinator
............
2L6/16-24
Mounting
Pad
Inspection
.....
2K16/16-12
Description
...............
2L6/16-24
Installation
of
Vacuum
Pump
.
2K16/16-12
Trouble
Shooting
..........
2L6/16-24
Cleaning
....................
2K19/16-15
Turn
and
Slip
Indicator
.......
2L8/16-26
Low-Vacuum
Warning
Light
..
2K19/16-15
Description
...............
2L8/16-26
Vacuum
Relief Valve
Trouble
Shooting
..........
2L8/16-26
Adjustment
................
2K20/16-16
Electric
Clock
................
2L9/16-27
Engine
Indicators
..............
2K20/16-16
Description
...............
2L9/16-27
Tachometer
.................
2K20/16-16
Fuel
Computer/Digital
Clock
.
2L9/16-27
Description
...............
2K20/16-16
Description
...............
2L9/16-27
Manifold
Pressure/Fuel
Flow
Fuel
Computer
Operation
2L9/16-27
Indicator
..................
2K20/16-16
Digital
Clock
Operation
.
2L11/16-29
Description
...............
2K20/16-16
Trouble
Shooting
..........
2L11/16-29
Trouble
Shooting
-
Manifold
Fuel
Flow
Transducer
......
2L12/16-30
Pressure
Indicator
.......
2K21/16-17
Installation
............
2L12/16-30
Trouble
Shooting
-
Fuel
Flow Removal
and Replacement
2L13/16-31
Indicator
................
2K22/16-18
Calibration
............
2L14/16-32
18-1.
INSTRUMENTS
AND
INSTRUMENT
SYSTEMS.
require
malfunctioning
instruments
be
sent
to
an
ap-
16-2.
GENERAL.
This
section
describes
typical
in-
proved
instrument
overhaul
and
repair
station
or
re-
strument
installations
and
their
respective
operating
turned
to
manufacturer
for
servicing.
Our
concern
systems.
Emphasis
is
placed
on
trouble
shooting
and
here
is
with preventive maintenance
on
various
instru-
corrective
measures
only.
It
does
NOT
deal with
spe-
ment
systems
and
correction
of
system
faults
which
cific
instrument
repairs
since
this
usually
requires
result
in
instrument
malfunctions. The
descriptive
special
equipment
and
data
and
should
be handled
by
material,
maintenance
and
trouble
shooting
informa-
instrument
specialists.
Federal
Aviaton
Regulations
tion
in
this
section
is
intended
to
help
the
mechanic
Revision
3 16-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
6
6
16 .7E10
4987
14¶ 168
a
s
12)~ \~
'X
18
Detil
A
B
B
7.
Headg
and
Ventiatin
Controls
1.
Marker
Beacon
Controls
8.
Wing
Flap
Controls
14.
Shockc-Mount
2.
Shock-Mounted
Panel
9.
Engine
Controls
15.
Ground
Strap
3.
Removeable
Flight
Instrument
Panel
10.
Circuit
Breaker
Panel
16.
Decorative
Cover
4.
Radio
and
Switch
Panel
11.
Ignition
and
Switch
Panel
17.
Stationary
Panel
5.
Fuel
and
Engine
Instruments
12.
Nut
18.
Stud
6.
Protection
Pad
13.
Lock
Washer
19.
Threaded
Button
Figure
16-1.
Ins
ent Panel
(Typical)
16-2
14ry \ a ^^* < s
-
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
determine
malfunctions
and
correct
them,
up
to
the
16-7.
INSTRUMENTS.
(Refer
to
figure
16-1.)
defective
instrument
itself,
at
which
point
an
instru-
ment
technician
should
be
called
in.
Some
instru-
16-8. REMOVAL. Most
instruments
are
secured
to
ments,
such
as
fuel
quantity
and
oil
pressure
gages,
the
panel
with
screws
inserted
through
the
panel
face,
are
so
simple
and
inexpensive,
repairs
usually
will
under
the
decorative
cover.
To
remove
an
instrument,
be
more costly
than
a
new
instrument.
On
the
other
remove
decorative
cover,
disconnect
wiring
or
plumb-
hand,
aneroid
and gyro
instruments
usually
are
well
ing
to
instrument,
remove mounting
screws
and
take
worth
repairing.
The
words
"replace
instrument"
instrument
out
from
behind,
or
in
some'cases,
from
in
the
text,
therefore,
should
be
taken
only
in
the
front
of
panel.
Instrument
clusters
are
installed
as
sense
of
physical
replacement
in
the
aircraft.
Wheth-
units and
are
secured
by
a
screw
at
each
end.
A
er replacement
is
to
be
with
a
new
instrument,
an
cluster
must
be
removed
from
the
forward
side
of
the
exchange one,
or
the
original
instrument
is
to
be
re-
stationary
panel
to
replace
an
individual
gage.
In
all
paired
must
be
decided on
basis
of
individual
circum- cases
when
an
instrument
is
removed,
disconnected
stances.
lines
or
wires
should
be
protected.
Cap
open
lines
and
cover
pressure
connections
on
instrument
to
pre-
16-3.
INSTRUMENT
PANEL.
(Refer
to
figure 16-1.)
vent
thread
damage
and
entrance
of
foreign
matter.
Wire
terminals
should
be
insulated
or
tied
up
to
pre-
16-4.
DESCRIPTION.
The
instrument
panel
assem-
vent
accidental
grounding
or
short-circuiting.
bly
consists
of
a
stationary
panel,
a
removable
flight
instrument
panel
and
a
shock-mounted
panel.
The
16-9. INSTALLATION.
Generally,
installation
pro-
stationary
panel,
containing
fuel
and
engine
instru-
cedure
is
the
reverse
of
removal
procedure.
Ensure
ments
is
secured
to
the
engine
mount
stringers
and
a
mounting
screw
nuts
are
tightened
firmly,
but
do
not
forward
fuselage
bulkhead.
The
removable
panel,
over-tighten,
particularly
on
instruments
having
containing
flight
instruments
such as
airspeed,
verti-
plastic
cases.
The
same
rule
applies
to
connecting
cal
speed
and
altimeter
is
secured
to
the
stationary
plumbing
and wiring.
panel
with
screws.
The
shock-mounted
panel, con-
taining
major
flight
instruments
such
as
the
horizon-
NOTE
tal
and
directional
gyros
is
secured
to the
removable
panel with
rubber
shock-
mounted
assemblies.
Most
All
instruments
(gages
and
indicators),
of
the
instruments are screw
mounted
on
the
panel
requiring
a
thread
seal
or
lubriant.
*~
shall
be
installed
using
teflon
tape
on
a.
FLIGHT
INSTRUMENT
PANEL.
from
Cessna
Parts
Distribution
(CPD)
1.
Unscrew
threaded
buttons
holding
decorative
through
Cessna
Service
Stations
cover.
2.
Pull
decorative
cover
back
and
disconnect
When
replacing
an
electrical
gage
in
an
instrument
post
light
wires,
if
installed,
and
remove
decorative
cluster
assembly,
avoid
bending
pointer
or
dial
plate.
cover.
Distortion
of
dial
or
back
plate
could
change
the
call-
3.
Tag
and
disconnect
plumbing
and
wiring.
bration
of
gages.
4.
Remove
screws
securing
flight
instrument
panel
to
stationary
panel
and pull
panel
straight
back.
16-10.
PITOT
AND
STATIC
SYSTEMS.
(Refer
to
5.
Reverse
preceding
steps
for
reinstallation.
figure
16-2.)
b.
SHOCK-MOUNTED
PANEL.
16-11.
DESCRIPTION.
The
pitot
system
conveys
-NOTE
ram
air
pressure
to
the
airspeed
indicator.
The
static
system
vents
vertical
speed indicator,
alti-
meter
and
airspeed
indicator
to
atmospheric
pres-
Due
to
the
difficulty
encountered
when
remov-
sure
through
plastic
tubing
connected
to
the
static
ing
the
shock-mounted
panel
with
the
gyros
ports.
A
static
line sump
is
installed
at
each
source
installed,
it is
recommended
that
the
direc-
button
to
collect
condensation
in
the
static system.
tional gyro be
disconnected
and
removed
prior
A
pitot
tube
heater
and
stall
warning
heater
may
be
to
removal
of
the
shock-mounted
panel.
installed.
The heating
elements
are
controlled
by
a
1.
Complete
steps
1
and
2
above.
switch
at
the
instrument
panel and
powered
by
the
2.
Tag
and
disconnect
gyro
plumbing.
electrical
system.
A
static
pressure
alternate
3.
Remove
directional
gyro
mounting
screws
source valve
may
be
installed
in
the
static
system
and
remove
gyro
from
shock-mounted
panel.
for
use
when
the
external
static
source
is
malfunc-
4.
Remove
shock-mount
nuts
and
work
shock-
tioning.
This
source
is
to
be
used
only
in
emergen-
cies.
When
used
as
a
static source,
cabin
pressure
mounted
panel
out
from
behind flight
instrument
panel.
cies.
when used as
a
static
source
causing
the
The
horizontal
gyro
may
also
be
removed
from
shock-
is
substituted
for
atmospheric
pressure,
causing
the
mounted
panel,
if
desired.
instrument
readings
to
vary
from
normal. This
valve
5.
Reverse
preceding
steps
for
reinstallation.
also
permits
draining condensate
from
the
static
lines.
Refer to
Pilot's
Operating
Handbook
for
flight
operation
16-6.
SHOCK-MOUNTS.
Service
life
of
shock- using
alternate
static source
pressure.
0_
~
mounted
instruments is
directly
related
to
adequate
16-12.
MAINTENANCE.
Proper
maintenance
of
the
shock-mounting
of
the
panel.
If
removal
of
shock-
pitot
and
static
system
is
essential
for
proper
opera-
mounted
panel
is necessary,
check mounts for
de-
deterioration and
replace
as
necessary.
Revision
3
16-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Detail
A
B
SECOND
ALTIMETER
5
Detail
A
1.
Altimeter
11.
Instrument
Panel
2.
Vertical
Speed
Indicator
12.
True
Airspeed
Ring
3.
Airspeed
Indicator
13.
Retainer
4.
Static
Line
(To
Sump)
14.
Mounting
Screw
NOTE
5.
Pitot
Line
(To
Pitot
Tube)
15.
Decorative
Cover
6.
Alternate
Static
Source
16.
Sump
Do
not
overtighten screws
(14),
Valve
17.
Static
Port
and
do
not
lubricate
any
parts.
7.
Line
(To
Airspeed)
18.
Heater
Element
(Heated
8.
Line
(Alternate
Air)
Pitot
Only)
Use
spacers
(10)
as
required
9.
Bracket
19.
Pitot
Tube
Mast
Body
for
adequate
friction
on
ring
10.
Spacer
20.
Connector
assembly
(12).
Figure
16-2.
Pitot-Static
System
(Sheet
1
of
2)
16-4
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
3
TRUE
AIRSPEED
10
INSTALLATION
11
MODEL
210
&
T210
SERIES SERVICE
MANUAL
tion
of
altimeter,
vertical
speed
and
airspeed
indica-
source
opening.
Figure
16-3
shows
one
method
of
tors.
Leaks,
moisture
and
obstructions
in
the
pitot
obtaining
positive
pressure.
system
will
result
in
false
airspeed
indications,
while
static
system
malfunctions
will
affect
the
readings
of
CAUTION
all
three
instruments.
Under
instrument
flight
con-
ditions,
these
instrument
errors
could
be
hazardous.
Do
not
apply
positive
pressure
with
the
air-
Cleanliness
and
security
are
the
principal
rules
for
speed
indicator
or
vertical
speed
indicator
system
maintenance.
The
pitot
tube
and
static
ports
connected
to
the
static
pressure
system.
MUST be
kept
clean
and
unobstructed.
l.
Slowly
apply
positive
pressure
until
the
altimeter
.
STATIC
PRESSURE
SYSTEM
INSPECTION
indicates
a
500-foot
decrease
in
altitude
and
maintain
AND
LEAKAGE
TEST.
The following
procedure this
altimeter
indication
while
checking
for
leaks..
AND
LEAKAGE
TEST.
The
following
procedure
outlines
inspection and
testing
of
the
static
pressure
LEAK-TEC or a
solution
of
mild
source
and
water
system,
assuming
the
altimeter
has
been
tested
and
LEAK-TEC
watching
for
a
solution
of
mild
soap
a
locate
leaks.
inspected
in
accordance
with
current
Federal
Avia-
watching
for
bubbles
to
locate
leaks.
tion
Regulations.
m.
Tighten
leaking
connections.
Repair
or
replace
tion
Regulations.
parts
found
defective.
a.
Ensure
that
the
static
system
is
free
from
en-
parts
found
defective.
trapped
moisture
and
restrictions.
n.
Reconnect
the
airspeed
and
vertical
speed
indi-
b.
Ensure
that
no
alterations
or
deformations
of
cators
into
the
static
pressure
system
andrepeat
b.
Ensure
that
no
alterations
or
deformations
of
the
airframe
surface
have
been
made which
would
leakage
test
per
steps
"c"
thru
"h".
affect
the
relationship
between
air
pressure
in
the.
PITOT
SYSTEM
INSPECTION
AND
LEAKAGE
static
pressure
system
and
true
ambient
static
air
pressure
for
any
flight
configuration.
c.
Seal
one
static
source
port
with
pressure
sensi-
piece
of
tape
over
the
small
hole
in
the
lower
aft
end
tive
tape.
This
seal
must
be
air
tight.
of
pitot
tube,
fasten
a
piece
of
rubber
or
plastic
tub-
d.
Close
the
static
pressure
alternate
source
valve,
ing
over
pitot
tube,
close
opposite
end
of
tubing
and
if
installed.
slowly
roll
up
tube
until
airspeed
indicator
registers
in
cruise
range. Secure
tube
and
after
a
few
minutes
e.
Attach
a
source
of
suction
to
the
remaining
static
in
cruise
range.
Secure
tube
and
after
a
few
minutes
pressure
source
opening.
Figure
16-3
shows one
recheck
airspeed
indicator.
Any
leakage
will
have
method
of
obtaining
suction
reduced
the
pressure
in
system,
resulting
in
a
lower
method
of
obtaining
suction,
airspeed
indication.
Slowly
unroll
tubing
before
re-
f.
Slowly apply
suction
until
the
altimeter
indicates
airspeed
indication.
Slowly
unroll
tubing
before
re-
a
1000-foot
increase
in
altitude.
moving
it,
so
pressure
is
reduced gradually.
Other-
wise
instrument
may
be
damaged.
If
test
reveals
a
CAUTION
leak
in
system,
check
all
connections
for
tightness.
_
16-15.
BLOWING
OUT LINES.
Although
the
pitot
When
applying
or
releasing
suction,
do
not16-15
BLOWING
OUT
LINES
Although
the
pitot
When
applying
or
releasing
suction
do
not
system
is
designed
to
drain
down
to
the
pitot
tube
exceed
the
range
of
vertical
speed
indica-
opening,
condensation
may
collect
at
other
points
in
tor or airspeed indicator
the
system
and
produce
a
partial
obstruction.
To
g.
Cut
off
the
suction
source
to
maintain
a
"closed"
clear
the line,
disconnect
it
at
the
airspeed
ndicator.
system
for
one
minute.
Leakage
shall
not
exceed
Using
low
pressure air,
blow
from the indicator
end
100
feet
of
altitude
loss
as
indicated
on the
altimeter.
of
line
toward
the pitot
tube.
h.
If
leakage
rate
is
within
tolerance,
slowly
re-
Like
the
pitot
lines, static
pressure
lines
must
be
lease
the
suction
source
and
remove
the
tape
from
kept
clear
and
connections
tight.
Static
source sumps
static
port.
collect moisture
and keeps
system
clear.
However,
when
necessary,
disconnect
static
line
at
first
instru-
NOTE
ment
to
which
it is
connected,
then
blow
the
line
clear
with
low
pressure
air.
If
leakage
rate
exceeds
the
maximum
allow-
able,
first
tighten
all
connections,
then
re-
CAUTION
peat
leakage
test.
If
leakage
rate
still
ex-
ceeds
the
maximum
allowable,
use
still
ex-
Never
blow
through
pitot
or
static lines
toward
lowing
procedure.
allowable
,
use
the
fol-
instruments.
Insure
that
(avionics) altitude
sen-
sor
line
is
disconnected
from
static lines
before
i.
Disconnect
the
static
pressure
lines
from
airspeed
blowing
out
lines,
or
damage
to
sensor
may
occur.
indicator
and
vertical
speed
indicator.
Use
suitable
fittings
to
connect
the
lines
together so
the
altimeter
NOTE
is
the
only
instrument
still
connected
into
the
static
pressure
system.
On
aircraft
equipped
with
an
alternate static
j.
Repeat
the
leakage
test
to
check
whether
the
source,
use
the
same
procedure,
opening
static
pressure
system or
the
bypassed
instruments
the
alternate
static
source
valve
momentarily
are
the
cause
of
leakage.
If
the
instruments
are
at
to
clear
line, then
close
valve
and
clear
the
fault,
they
must
be
repaired
by
an
"appropriately
remainder
of
system.
rated
repair
station"
or
replaced.
If
the
static
pres-
sure
system
is
at
fault,
use
the
following
procedure
Check
all
static
pressure
line
connections
for
tight-
to
locate
leakage.
ness.
If
hose
or
hose
connections
are
used,
check
k.
Attach
a
source
of
positive
pressure
to
the
static
them
for general
condition
and
clamps
for
security.
16-6
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Replace
hose
which
have
cracked,
hardened
or
show
other signs
of
deterioration.
required.
Installation
of
tubing
will
be
simpler
if a
guide
wire
is
drawn
in
as
tubing
is
removed
from
16-16.
REMOVAL
AND
INSTALLATION
OF
COM-
wing.
The
tubing
may
be
removed
intact
by
drawing
PONENTS.
(Refer
to
figure
16-2).
To
remove
the
it
out
through
cabin
and
right
door.
When
replacing
pitot
mast,
remove
the
four
mounting
screws
on
the components
of
pitot
and
static
pressure
systems,
use
side
of
connector
(19)
and
pull
mast
out
of
connector
anti-seize
compound
sparingly
on
male
threads
on
far
enough
to
disconnect
pitot
line
(5).
Electrical
both
metal
and
plastic
connections.
Avoid
excess
connections
to
the
heater
assembly
(if
installed)
may
compound which
might
enter
lines.
Tighten
connec-
be
disconnected
through
the wing
access
opening
just
tions
firmly,
but avoid
overtightening
and
distorting
inboard
of
mast.
Pitot
and
static
lines
are
removed
fittings.
If
twisting
of
plastic
tubing
is
encountered
in
the
usual
manner,
after
removing
wing
access
when
tightening
fittings,
VV-236
(USP
Petrolatum),
plates,
lower
wing
fairing
strip
and
upholstery
as
may be
applied sparingly
between
tubing
and
fittings.
16-17.
TROUBLE
SHOOTING--PITOT-STATIC
SYSTEM.
TROUBLE
PROBABLE
CAUSE
REMEDY
LOW
OR
SLUGGISH
AIRSPEED
Pitot
tube
deformed,
leak
or
Straighten
tube,
repair
or
replace
INDICATION.
Normal
altimeter
obstruction
in
pitot
line.
damaged
line.
and
vertical
speed.
INCORRECT
OR
SLUGGISH
Leaks
or
obstruction
in
static
Repair
or
replace
line.
RESPONSE.
Al
three
instru-
line.
ments.
Alternate
static
source
valve
Close for
normal
operation.
open.
16-18.
TRUE
AIRSPEED
INDICATOR.
A
true
air-
stallation,
before
tightening
mounting
screws
(14),
speed
indicator
may
be
installed.
This indicator,
calibrate
the
instrument
as follows:
Rotate
ring
(12)
equipped
with
a
conversion
ring,
may
be
rotated
until
until
105
knots
on
adjustable
ring
aligns
with
105
knots
pressure
altitude
is
aligned with
outside
air
tempera-
on
indicator.
Holding
this
setting,
move
retainer
(13)
ture,
then
airspeed
indicated
on
the
instrument
is
until
60°F
aligns
with
zero
pressure
altitude,
then
read
as
true
airspeed
on
the
adjustable
ring.
Refer tighten mounting
screws
(14)
and
replace
decorative
to
figure
16-2
for
removal
and
installation.
Upon
in-
cover
(15).
16-19.
TROUBLE
SHOOTING.
NOTE
Refer
to
paragraph
16-15
before
blowing
out
pitot
or
static
lines.
TROUBLE
PROBABLE
CAUSE
REMEDY
HAND
FAILS
TO
RESPOND.
Pitot
pressure
connection
Repair
or
replace
damaged
line,
not
properly
connected to tighten connections.
pressure
line
from pitot
tube.
Pitot
or
static
lines
clogged.
Blow
out
lines.
INCORRECT INDICATION
OR
Leak
in
pitot
or
static
lines.
Repair
or replace
damaged
HAND
OSCILLATES.
lines,
tighten
connections.
Defective
mechanism.
Replace
instrument.
Leaking
diaphragm.
Replace
instrument.
Alternate
static
source
valve
Close
for
normal operation.
open.
16-7
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-19.
TROUBLE
SHOOTING
(Cont).
TROUBLE PROBABLE
CAUSE
REMEDY
HAND
VIBRATES.
Excessive
vibration
caused
by
Tighten mounting
screws.
loose
mounting
screws.
Excessive
tubing
vibration.
Tighten
clamps
and
connections,
replace
tubing with
flexible
hose.
16-20.
TROUBLE
SHOOTING
--
ALTIMETER.
NOTE
Refer
to
paragraph
16-15
before
blowing
out
pitot
or
static
lines.
TROUBLE
PROBABLE
CAUSE
REMEDY
INSTRUMENT
FAILS
TO
Static
line
plugged.
Blow
out
lines.
OPERATE.
Defective
mechanism.
Replace
instrument.
INCORRECT
INDICATION.
Hands
not
carefully
set.
Reset
hands
with
knob.
Leaking
diaphragm.
Replace
instrument.
Pointers
out
of
calibration.
Replace
instrument.
HAND
OSCILLATES.
Static
pressure
irregular.
Blow
out
lines,
tighten connections.
Leak
in
airspeed
or
vertical
Blow
out
lines,
tighten
connections.
speed
indicator
installations.
16-21.
TROUBLE
SHOOTING--VERTICAL
SPEED
INDICATOR.
NOTE
Refer
to
paragraph
16-15
before
blowing
out
pitot
or
static
lines.
TROUBLE
PROBABLE
CAUSE
REMEDY
INSTRUMENT
FAILS
TO
Static line plugged.
Blow
out
lines.
OPERATE.
Static
line
broken.
Repair
or replace
damaged
line,
tighten
connections.
INCORRECT
INDICATION.
Partially
plugged
static
line.
Blow
out
lines.
Ruptured
diaphragm.
Replace
instrument.
Pointer
off
zero.
Reset
pointer
to
zero.
16-9
MODEL
210
&
T210
SERIES SERVICE
MANUAL
16-21.
TROUBLE SHOOTING (Cont).
TROUBLE
PROBABLE
CAUSE REMEDY
POINTER
OSCILLATES.
Partially
plugged
static
line.
Blow
out
lines.
Leak
in
static
line.
Repair
or
replace
damaged
lines,
tighten
connections.
Leak
in
instrument
case.
Replace
instrument.
16-22.
TROUBLE
SHOOTING--PITOT
TUBE
HEATER.
NOTE
Refer
to
paragraph
16-15
before
blowing
out
pitot
or
static
lines.
TROUBLE PROBABLE CAUSE REMEDY
TUBE
DOES
NOT
HEAT
OR
Switch
turned
"OFF."
Turn
switch
"ON."
CLEAR
ICE.
Popped
circuit
breaker.
Reset
breaker.
Break
in
wiring.
Repair
wiring.
Heating element
burned
out.
Replace
element.
16-23.
VACUUM
SYSTEM.
(See
figure
16-4.)
differential
pressure
will
gradually
decrease
as
the
central
air
filter
becomes
dirty,
causing
a
lower
16-24.
DESCRIPTION.
A
dry
vacuum
system
is reading
on
the
suction
gage.
Effective
21064126
installed
on
the
aircraft.
The
system
utilizes
a
barb
type
fittings
are
used
in
the vacuum
system
to
sealed
bearing
engine-driven
vacuum
pump.
A
eliminate
the
use
of
hose
clamps.
discharge
tube
is
connected
to
the
pump
to
expell
air
from
the
pump
overboard.
A
suction
relief
valve
BEGINNING
WITH
21064536
a
dual
pump
system
is
is
used
to
control
system
vacuum
and
is
connected
available.
The
system
plumbing
and
installation
is
between
the
pump
inlet
and
the
instruments.
A
illustrated
in
figure
16-4
sheets
2
of
3
and
3
of
3.
central
air
filtering
system
is
utilized.
The
reading
With
this system
dual
vacuum
relief
valves
are
of
the
suction
gage
indicates
net
difference
in
suction
utilized.
Both
are
mounted
at
Station
3. 85,
and
before
and
after
air
passes
through
a
gyro.
This
right
or
left
buttock lines
8.
35.
16-25.
TROUBLE
SHOOTING
--
VACUUM
SYSTEM.
TROUBLE
PROBABLE
CAUSE REMEDY
HIGH
SUCTION
GAGE
READINGS.
Relief
valve
filter
clogged,
Replace
filter,
reset
valve.
(Gyros
function
normally.)
relief
valve
malfunction.
Replace
gage.
LOW
SUCTION
GAGE
READINGS.
Leaks
or
restriction
between
Repair or
replace
lines,
adjust
or
instruments
and
relief
valve,
replace
relief
valve,
repair
or
re-
relief
valve
out
of
adjustment,
-
place
pump.
defective
pump.
Central
air
filter
dirty.
Clean
or
replace
filter.
16-10
Revision
1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-25.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
SUCTION GAGE
FLUCTUATES.
Defective
gage
or
sticking
Replace
gage.
Clean sticking
valve
relief
valve.
with Stoddard
solvent.
Blow
dry
and
test.
If
valve
sticks
after
cleaning,
replace
it.
16-26.
TROUBLE
SHOOTING
--
GYROS.
TROUBLE
PROBABLE
CAUSE
REMEDY
HORIZON
BAR
FAILS
TO
RE-
Central
air
filter
dirty.
Clean
or
replace
filter.
SPOND.
Suction
relief
valve
im-
Adjust
or
replace
relief
valve.
properly
adjusted.
Faulty
suction
gage.
Replace
suction
gage.
Vacuum
pump
failure.
Replace
pump.
Vacuum
line
kinked
or
Repair
or
replace
damaged
lines,
leaking.
tighten
connections.
HORIZON
BAR DOES
NOT
Defective
mechanism.
Replace
instrument.
SETTLE.
Insufficient
vacuum.
Adjust
or
replace
relief
valve.
Excessive
vibration.
Replace
defective
shock
panel
mounts.
HORIZON
BAR
OSCILLATES
OR
Central
air
filter
dirty.
Clean
or
replace
filter.
VIBRATES
EXCESSIVELY.
Suction
relief
valve
im-
Adjust
or
replace
relief
valve.
properly
adjusted.
Faulty
suction
gage. Replace
suction
gage.
Defective
mechanism.
Replace
instrument.
Excessive
vibration.
Replace
defective
shock
panel
mounts.
EXCESSIVE
DRIFT
IN EITHER
Central
air
filter
dirty.
Clean
or
replace
filter.
DIRECTION.
Low
vacuum,
relief
valve
im-
Adjust
or
replace
relief
valve.
properly
adjusted.
Faulty
suction
gage.
Replace
suction
gage.
Vacuum
pump
failure.
Replace
pump.
Vacuum
line
kinked
or
Repair
or
replace
damaged
lines,
leaking.
tighten
connections.
16-11
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-26.
TROUBLE
SHOOTING
GYRO'S
(Cont.
)
TROUBLE
PROBABLE
CAUSE
REMEDY
DIAL
SPINS
IN
ONE
DIRECTION
Operating
limits
have
been
Replace
instrument.
CONTINUOUSLY.
exceeded.
Defective mechanism.
Replace
instrument.
16-27.
TROUBLE
SHOOTING
--
VACUUM
PUMP
TROUBLE
PROBABLE
CAUSE
REMEDY
OIL
IN
DISCHARGE.
Damaged
pump
drive
seal.
Replace
gasket.
HIGH
SUCTION.
Suction
relief
valve
Replace
filter.
filter
clogged.
LOW
SUCTION.
Relief
valve leaking.
Replace
relief
valve.
Vacuum
pump
failure.
Replace
vacuum pump.
16-28.
MAINTENANCE
PRACTICES. 16-28A.
REMOVAL
OF
VACUUM
PUMP.
a.
Remove
upper
engine
cowling
in
accordance
with
NOTE
procedures
in
Sections
12
of
12A.
b.
Disconnect,
cap
off
and
identify
hose
on
inlet
When
replacing
a
vacuum
system
component,
side
of
vacuum
pump.
ensure
all
connections
are
made
correctly
to
c.
Identify
and
disconnect
hose
on
outlet
side
of
avoid
damage
to
gyro
system.
When
a
com-
vacuum
pump.
ponent
is
removed,
cap
off
and
identify
all
d.
Remove
nuts,
lockwashers,
and
flat
washers
open
lines,
hoses,
and
fittings
to
prevent
dirt
securing
vacuum
pump
to
engine.
from
entering
system,
and
to
ensure
proper
e.
Remove
vacuum
pump
from
mounting
studs
on
reinstallation.
Upon
component
replacement,
engine.
Check
all
hoses
carefully
to
be
sure
they
are
f.
Remove
elbow
from
pump
and
retain
if
it
is
re-
clean
and
free
of
debris,
oil,
solvent,
col- usable.
lapsed
inner
liners,
and
external
damage.
Replace
old,
hard, cracked,
or
brittle
hoses,
NOTE
particularly
on
pump
inlet,
to
avoid
possible
pump
damage.
On
vacuum
pump,
where
hose
Discard
any
twisted
fittings
or
nuts
with
clearance
is
tight,
making
it
difficult
to
rein-
rounded
corners.
stall
hoses,
apply
a
light
film
of
petrolatum
to
the
fitting.
Install
hoses
by
pushing
them
16-28B.
MOUNTING
PAD
INSPECTION.
straight
on,
and
do
not
wiggle
hoses
from
side
a.
Check
condition
of
the
AND
20000
pad
seal
If
to
side
as
this
could
cause
particles
to
be
cut
the
seal
shows
any
signs
of
oil
leakage,
replace
the
from
inside
of
hose,
allowing
particles
to
seal.
Replace
seal
if
there
is
any
doubt
as
to
its
enter
system.
serviceability.
CAUTION
16-28C.
INSTALLATION
OF
VACUUM
PUMP.
a.
Before
installing
a
new
vacuum
pump
purge
all
Do
not
use
teflon
tape,
pipe
dope,
or
thread
lines
in
the
system
to
remove
carbon
particles
or
lubricants
of
any
type
on
fitting
threads,
and
pump
components
that
may
have
been
deposited
in
avoid
over-tightening
of
connections.
All
the
lines
by
a
previous
pump.
filters
in
vacuum
system
must be
changed
b.
Consult
the
applicable
Parts
Catalog.
the pump
when
installing
a
new
pump.
Failure
to
do
vendor's
application
list,
or
the
PMA
label
on
the
so
will
void
pump
warranty.
DO
NOT
CON-
pump
box
to
verify
that
the
pump
is
the
correct
model
NECT
A
PUMP
BACKWARDS
since
the
for
the
engine
and/or
system.
manifold
check
valves
provide
no
pressure
relief,
the
pump
will
be
destroyed
within
a
NOTE
matter
of
seconds
after
starting
the engine.
Before
installing
vacuum
pump
on engine.
16-12
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
DUAL
VACUUM
PUMP
SYSTEM
(5)
is
rotated
180
°
clockwise
for clarity.
1.
Gyro
Horizon
2.
Directional
Gyro
3.
Suction
Gage
4.
Central
Filter
5.
Manifold
Check
Valve
Figure
16-4. Vacuum
System
(Sheet
2
of
3)
16-14
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
7
5
1.
Right
Hand
Vacuum
Pump
6
2.
Relief
Valve
3.
CheckValve
Manifold
4.
Relief
Valve
5.
Left
Hand
Vacuum
Pump
4
6.
Tube
7.
Hose
0
BEGINNING
WITH
21064773
Figure
16-4.
Vacuum
System
(Sheet
3
of
3)
ensure
that
mating
surfaces
are
clean
and
g.
Secure
pump
to
engine
with
flat washers,
new
free
of
any
old
gasket
material.
lockwashers,
and
nuts.
c.
Position
the
vacuum
pump
in
a
jaw-protected
vise,
with
drive
coupling downward.
ICAUTiONl
__________--~
~Always
replace
all
lockwashers
with
new
ones
{CAUTIOHN
when
installing
a
new
vacuum
pump.
Tighten
all
four
mounting
nuts
(4)
to
50
to
70
pound-
Pump
housing should
never
be
placed
directly
inches.
in
a
vise,
since
clamping
across
center
hous-
ing
will
cause
an
internal
failure
of
carbon
h.
Connect
hose
to
inlet
side
of
vacuum
pump.
rotor.
Protect
pump
mounting
flange
with
soft
i.
Install
upper
engine
cowling
in
accordance
with
metal
or
wood.
NEVER
INSTALL
a
pump
that
procedures
in
Sections
12
or
12A.
|
has
been
dropped.
16-29.
CLEANING.
Remove
and
discard
suction
NOTE
relief
valve
filter.
Wash
relief
valve
with Stoddard
solvent
and
dry
with
low
pressure,
dry
compressed
Do
not
use
teflon
tape,
pipe
dope,
or
thread
air.
Install
new
filter.
Check
hoses
for
external
lubricants
of
any
type,
and
avoid
over-
damage
and
collapsed
inner
liners.
tightening
of
connections.
d.
Install
elbow
in
pump;
hand-tighten
only.
[IAUtIONH
NOTE
Never
apply
compressed
air
to
lines
or
components
installed
in
aircraft.
The
Use
only
a
box
wrench
to
tighten
fittings
to
excessive
pressures
will
damage
gyros.
desired position.
Do
not
make
more
than
If
an
obstructed
line
is
to
be
blown
out,
one
and
one
half
(1-1/2)
turns
beyond
hand-
disconnect
at
both ends
and
blow
from
tighten
position.
instrument
panelout.
NOTE
~~~NOTE ~16-29A.
LOW-VACUUMWARNING
LIGHT.
(See
Before nstalling
vacuum
pump
n
engine,
figure 16-4,
sheet
1
of
3.)
A
red
low-vacuum
warn-
ensure
that
mating
surfaces are
clean
and
ing
light
is
installed
on
the
instrument
panel.
This
feree
of
any
old
gasket
material
light
is
used
in
conjunction
with
the
single
pump
free of any old gaskt
system
only.
The
light
is
controlled
by
a
vacuum
switch
which
is
teed
into
the
line
between
the suction
e.
Position
new
mounting
pad
gasket
on
mounting
gage
and
the
directional
gyro.
The
switch
contacts
studs
on
engine.
f.
Position
vacuum
pump
on
mounting
studs.
Revision
2
16-15
MODEL
210
&
T210
SERIES SERVICE
MANUAL
are
normally closed.
The
light
may
be
checked
by
housing
must
be
free
of
kinks,
dents
and
sharp
bends.
turning
ON
the
master
switch.
With
the
engine
run-
There
should
be
no
bend
on
a
radius
shorter
than
six
ning
the
light
should
illuminate
when
the
vacuum
inches
and no
bend within
three
inches
of
either
ter-
drops
below
3*.
5
inches
Hg.
minal.
If
a
tachometer
is
noisy
or
the
pointer
oscil-
lates,
check
the
cable
housing
for
kinks,
sharp
bends
16-30.
VACUUM
RELIEF
VALVE ADJUSTMENT.
and
damage.
Disconnect
cable
at
tachometer
and
pull
A
suction
gage
reading
of
5.
3
inches
Hg
is
desirable
it
out
of
housing.
Check
cable
for
worn
spots,
breaks
for
gyro
instruments.
However
a
range
of
4.6
to
5.4
and
kinks.
inches
Hg
is
acceptable.
NOTE
Single
pump
adjustment.
Remove
central
air
filter,
run
engine
at
2200
RPM,
adjust
relief
valve
to
5.3*.
1
Before
replacing
a
tachometer
cable
in
the
inches
Hg.
housing,
coat
the
lower
two
thirds
with
AC
Type
ST-640
speedometer
cable
grease
or
Dual
pump
adjustment.
Remove
central
air
filter,
Lubriplate
No.
11Q.
Insert
the
cable
in
with
engine
at
1900
set
relief
valves
at
lower
end
of
housing
as
far as
possible,
then
slowly
ro-
green
arc
(4.
8
inches
Hg)
with
individual
pump
only
tate
cable to
make
sure
it is
seated
in
the
on
the line.
Combined
reading
(both
pumps
on
line)
engine
fitting.
Insert
cable
in
tachometer,
not
to
exceed
5.4
inches
Hg
at
1900
RPM.
making
sure
it is
seated
in
drive
shaft,
then
reconnect
housing
and
torque
to
50
{CAUTION]
pound-inches
(at
instrument).
Do
not
exceed
maximum
engine
temperature.
16-34.
MANIFOLD
PRESSURE/FUEL
FLOW
INDI-
CATOR.
NOTE
16-35.
DESCRIPTION.
The
manifold
pressure
and
With
either
a
single
or
dual
vacuum
pump,
fuel
flow
indicators
are
in
one
instrument
case,
if vacuum
drops noticeably
after
replacing
however,
each
instrument
operates
independently.
central air
filter,
remove
and
replace
The
manifold
pressure
gage
is
a
barometric
instru-
existing
filter
with
a
new
filter.
ment
which
indicates
absolute
pressure
in
the
intake
16-31 ~ ENGINE
INIDICATORS.
manifold
in
inches
of
mercury.
The
fuel fow
indi-
16-31. ENGINE INDICATORS.
cator is
a
pressure
instrument
calibrated
in
pounds
16
-32
TACHOMETER.
per
hour,
indicating
appraoxmate
pounds
of
fuel
_16-32. TAC~HOMETER,
metered
per
hour
to
the
engine.
Pressure
for
operat-
16-33. D CRI
N.
Te
ta
i
a
m
i-
ing
the
indicator
is
obtained
through
a
hose from
16-33.
DESCRIPTION.
The
tachometer
is
a
mechani-
the
fuel
manifold valve.
The
fuel
flow
indicator
is
cal
indicator
driven
at
half
crankshaft
speed
by
a
flex-
vete
t
atmospheric
pressure
on
standard
engine
ible
shaft.
Most
tachometer difficulties
will
be
found
installat
atondto
turbocharger
outlet
pressure
on
in
the
drive-shaft.
To
function
properly,
the
shaft
turbocharged
engine
installations.
SHOP NOTES:
16-16
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-36.
TROUBLE
SHOOTING--MANIFOLD PRESSURE INDICATOR.
TROUBLE
PROBABLE
CAUSE
REMEDY
EXCESSIVE
ERROR
AT
EXISTING
Pointer
shifted.
Replace
instrument.
BAROMETRIC
PRESSURE.
Leak
in
vacuum
bellows.
Replace
instrument.
Loose
pointer.
Replace
instrument.
Leak
in
pressure
line.
Repair
or
replace
damaged
line,
tighten
connections.
Condensate
or
fuel
in
line.
Blow
out
line.
JERKY
MOVEMENT
OF
Excessive
internal
friction.
Replace
instrument.
POINTER.
Rocket
shaft
screws
tight.
Replace
instrument.
Link
springs
too
tight.
Replace
instrument.
Dirty
pivot
bearings.
Replace
instrument.
Defective
mechanism.
Replace
instrument.
Leak
in
pressure
line.
Repair
or replace
damaged
line, tighten
connections.
SLUGGISH
OPERATION
OF
Foreign
matter
in
line.
Blow
out
line.
POINTER.
Damping
needle
dirty.
Replace
instrument.
Leak
in
pressure
line.
Repair
or
replace
damaged
line,
tighten
connections.
EXCESSIVE
POINTER
VIBRA-
Tight
rocker
pivot
bearings.
Replace
instrument.
TION.
IMPROPER
CALIBRATION.
Faulty
mechanism.
Replace
instrument.
NO
POINTER
MOVEMENT.
Faulty
mechanism.
Replace
instrument.
Broken
pressure
line. Repair
or
replace
damaged
line.
16-17
MODEL
210
&
T210
SERIES SERVICE
MANUAL
16-37.
TROUBLE
SHOOTING--FUEL
FLOW INDICATOR.
TROUBLE
PROBABLE
CAUSE
REMEDY
DOES
NOT
REGISTER.
Pressure
line
clogged.
Blow
out
line.
Pressure
line
broken.
Repair
or
replace
damaged
line.
Fractured
bellows
or
Replace
instrument.
damaged
mechanism.
Clogged
snubber
orifice.
Replace
instrument.
Pointer
loose
on
staff.
Replace instrument.
POINTER
FAILS
TO
RETURN
Foreign
matter
in
line.
Blow
out
line.
TO
ZERO.
Clogged
snubber orifice.
Replace
instrument.
Damaged
bellows
or
Replace
instrument.
mechanism.
INCORRECT
OR
ERRATIC
Damaged
or
dirty
mechanism.
Replace
instrument.
READING.
Pointer
bent,
rubbing
on
dial
Replace
instrument.
or glass.
Leak
or
partial
obstruction
Blow
out
dirty
line,
repair
in
pressure
or
vent
line.
or
tighten
loose
connections.
16-38.
CYLINDER
HEAD
TEMPERATURE
GAGE.
|
16-39.
DESCRIPTION.
The
temperature
sending
unit
regulates
electrical
power
through
the
cylinder
head
temperature
gage.
The
gage
and
sender
require
little
or
no
maintenance
other
than
cleaning,
making
sure
lead
is
properly
supported,
and
all
connections
are
clean,
tight,
and
properly
insulated.
Rochester
and Stewart
Warner
gages
are
connected
the same
but
the
Rochester
NOTE
gage
does
not
have
a
calibration
pot
and
cannot
be
adjusted.
Refer
to
Table
2
on
page
16-22A
when
trouble
Torque
used
to
tighten
wire
lead
nut not
shooting
the
cylinder
head
temperature
gage.
to
exceed
4
inch-pounds.
16-40.
TROUBLE SHOOTING.
TROUBLE
PROBABLE
CAUSE REMEDY
GAGE
INOPERATIVE.
No
current
to
circuit. Repair
electrical
circuit.
Defective
gage
or sender. Repair
or
replace
defective
items.
GAGE
FLUCTUATES
Loose
or broken
wire
per- Repair
or replace
defective
RAPIDLY.
mitting
alternate
make
and
wire.
break
of
gage
circuit.
GAGE
READS
TOO
HIGH
High
voltage.
Check
voltage
supply.
ON
SCALE.
Gage off
calibration.
Replace
gage
or
sender.
Check ground connection.
16-18
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-40.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
GAGE
READS
TOO
LOW Low
voltage.
Check
voltage
supply
and
ON
SCALE.
"D"
terminal.
Gage off
calibration.
Replace
defective
items.
Defective
gage
or
sender.
Replace
defective
items.
AT
HIGH
END.
OBVIOUSLY
INCORRECT
Defective
gage
or
sender.
Replace
defective
items.
READING.
READING. ~Incorrect
calibration.
Replace
defective
items.
GAGE
READS
FULL
SCALE
Wire
between
sender
and gage
Repair
or
replace
wire
as
WITH
ENGINE COOL
OR
COLD.
grounded,
required.
(21064064
&
ON)
Defective
gage
or
sender.
Replace
defective
items.
GAGE
READS
ZERO
WHEN
Wire
between
gage
and
sender
Repair
or
replace
wire
as
ENGINE
IS
HOT.
is
open
or
disconnected,
required.
(21064064
&
ON)
Defective
gage
or
sender.
Replace
defective
items.
16-41.
OIL
PRESSURE
GAGE.
main
oil
gallery.
The
oil
pressure
line
from
the
in-
strument
to the
engine
should
be
filled
with
kerosene,
16-42.
DESCRIPTION.
The
Bourdon
tube-type
oil
especially
during
cold
weather operation,
to
attain
pressure
gage
is
a
direct-reading
instrument,
opera-
an
immediate
oil
indication.
ted
by
a
pressure
pickup
line
connected
to
the
engine
16-43. TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
GAGE
DOES
NOT
REGISTER.
Pressure
line
clogged.
Clean line.
Pressure
line
broken.
Repair
or replace
damaged
line.
Fractured
Bourdon
tube.
Replace
instrument.
Gage
pointer
loose
on
staff.
Replace
instrument.
Damaged gage movement.
Replace
instrument.
GAGE
POINTER
FAILS
TO
Foreign
matter
in line.
Clean line.
RETURN
TO
ZERO.
Foreign
matter
in
Bourdon
Replace
instrument.
tube.
Bourdon
tube
stretched.
Replace
instrument.
16-19
MODEL
210 &T210
SERIES
SERVICE
MANUAL
16-43.
TROUBLE SHOOTING.
(Cont).
TROUBLE
PROBABLE
CAUSE REMEDY
GAGE
DOES
NOT
REGISTER
Faulty
mechanism.
Replace
instrument.
PROPERLY.
GAGE
HAS
ERRATIC
OPERA-
Worn
or
bent
movement. Replace
instrument
TION.
Foreign
matter
in
Bourdon
Replace
instrument
tube.
Dirty
or
corroded
movement
Replace
instrument.
Pointer
bent
and rubbing
on
Replace
instrument.
dial,
dial screw
or
glass.
Leak
in
pressure
line.
Repair
or
replace
damaged
line.
16-44.
OIL
TEMPERATURE
GAGE.
d.
Disconnect
probe
electrical
connections
and
lift
probe
out.
16-45.
DESCRIPTION.
On
some
airplanes,
the
oil
e.
Reverse
the
preceding
steps
for
installation.
temperature
gage
is
a
Bourdon tube type
pressure
Prior
to
reinstalling
access
plates,
calibrate
system in
instrument
connected
by
armored
capillary
tubing
to
a
accordance
with
procedures
outlined
in
paragraph
16-51.
temperature
bulb
in
the
engine.
The
temperature
bulb,
capillary tube,
and
gage
are
filled
with fluid and
sealed.
CAUTION
Expansion
and contraction
of
fluid
in
the
bulb
with
temperature
changes
operates
the
gage.
Checking
Access
plates
must
be
resealed
after re-
capillary
tube
for
damage
and fittings
for
security
is
the moval.
Refer
to
Section
13
for
sealing
only
maintenance
required.
Since
the tube's
inside
instructions.
diameter
is
small, small
dents
and
kinks,
which
would
be
acceptable
in
larger tubing,
may
partially
or
16-49.
CONTROL
MONITOR.
The
control
monitor
is
completely
close off
the
capillary, making
the
gage
located above
the
right
cabin
door,
behind
the
headliner.
inoperative.
Some
airplanes
are
equipped
with
gages
A zipper
is
installed
in
the
headliner
for
easy
access.
The
that
are
electrically
actuated
and are not
adjustable.
monitor incorporates
adjustment
provisions
for
system
Refer
to
Table
1
on
page
16-22A
when
trouble
shooting
calibration.
the
oil
temperature
gage.
16-50.
REMOVAL
AND
INSTALLATION.
16-46.
FUEL
QUANTITY
INDICATING SYSTEM.
a.
Open
zipper
in
headliner
above
right
door
and
(THRU
21062273).
remove
insulation
as
necessary.
b.
Disconnect
all
wiring
and
tag
connections
for
16-47.
INDICATORS.
Two
fuel
quantity
indicators,
reference
on
installation.
graduated
in
pounds/gallons
are
located
in the
instrument
c.
Remove
mounting
screws
and
remove
monitor.
cluster.
These
electromagnetic
type
indicators
are
used in
d.
Reverse
preceding
steps for
installation
and
conjunction
with
a control
monitor
and
capacitance type
calibrate
system
in
accordance
with
paragraph
16-51.
sensing
units.
Refer
to
paragraph
16-8
for
removal
and
installation
of
indicators.
16-51.
CALIBRATION.
NOTE
16-48.
SENDING
UNITS.
Two
fuel
quantity
sending
units
are
located in
each
fuel
bay.
These
sending
units
are
Use
field
fuel
quantity
system
test
box,
basically
tubular
capacitors
with
two
electrodes
fixed
in
PN
2548H,
which
is
available
from
Barfield
one
position.
Any change
in
fuel
quantity
between
full
and
(phone: 800-321-1039).
This
test
box
is
sold
empty
produces
a
corresponding
change
in
the
capacitance
with
an operating
instructions manual,
or
one
of
the
electrodes.
These
changes
in
capacitance
are
may
be
purchased
separately.
The
field
amplified
by
the
control
monitor
and
actuates
the
fuel
calibration
test
box,
formerly
Cessna
quantity
indicators.
PN
9910111-10, is
no
longer
available.
16-48A. REMOVAL
AND
INSTALLATION.
(Refer
to
16-52.
TROUBLE
SHOOTING.
figure
13-2.)
NOTE
a.
Completely
drain all
fuel
from
wing
bays
at
bay
sump
drain
valves.
(Observe
precautions
in Section
13,
For additional
trouble
shooting and
testing,
Paragraph
13-3.)
use field
fuel
quantity
system
test
box,
b.
Remove
plates
on
top
of
wing
bays
for
access
to
PN
2548H,
which
is
available
from
Barfield
sensing
units.
(Refer
to
Section
13.)
(phone: 800-321-1039)
and
comes
with an
c.
Remove
safety
wire
from
probe
clips.
operating
instructions
manual.
The field
calibration
test
box,
formerly
Cessna
PN
9910111-10, is
no
longer
available.
16-20
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-52.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
NO
FUEL
QUANTITY
Fuel
bays
empty.
Service
with
proper
grade
and
INDICATION.
amount
of
fuel.
Circuit
breaker
open
or
Reset.
Replace
if
defective.
defective.
Defective
fuel
quantity
Substitute
known-good
indicator
indicator
or
sending
or
sending
unit. Replace
the
unit.
instrument
if
defective.
Loose
connections
or
open
Tighten
connections;
repair
circuit.
or
replace
wiring.
16-52A.
FUEL
QUANTITY INDICATING SYSTEM.
mum
resistance
through
transmitter,
permitting
(BEGINNING
21062274)
maximum
current
flow
through
the
fuel
quantity
indi-
cator
and
maximum pointer
deflection.
As
fuel
level
16-52B.
DESCRIPTION.
The
magnetic
type fuel
quan-
is
lowered,
resistance
in
transmitter
is
increased;
tity
indicators
are
used
in
conjunction
with
a
float-
producing
a
decreased current
flow
through fuel quan-
operated
variable-resistance
transmitter
in
each
tity
indicator
and
a
smaller
pointer
deflection.
fuel
tank.
The full
position
of
float
produces.a
mini-
|
16-52C.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE REMEDY
FAILURE
TO
INDICATE.
No
power
to
indicator
or
trans-
Check fuse
and
inspect
for
open
mitter. (Pointer
stays
below
E.
)
circuit.
Replace
fuse,
repair
or
replace
defective
wire.
Grounded
wire.
(Pointer
stays
Check
for
partial
ground
between
above
F.)
transmitter
and gage.
Repair
or
replace
defective
wire.
Low
voltage.
Check
voltage
at
indicator.
Correct
voltage.
Defective
indicator.
Substitute
known-good
indicator.
Replace
indicator.
OFF
CALIBRATION.
Defective
indicator.
Substitute
known-good
indicator.
Replace
indicator.
Defective
transmitter.
Substitute
known-good
transmitter.
Recalibrate
or
replace.
Low
or
high
voltage.
Check
voltage
at
indicator.
Correct
voltage.
STICKY
OR
SLUGGISH
Defective
indicator.
Substitute
known-good
indicator.
INDICATOR
OPERATION.
Replace
indicator.
Low
voltage.
Check
voltage
at
indicator.
Correct
voltage.
Revision
3
16-21
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-52C.
TROUBLE SHOOTING.
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
ERRATIC
READINGS.
Loose
or
broken
wiring
on
Inspect
circuit
wiring.
indicator
or
transmitter.
Repair
or
replace
defective
wire.
Defective
indicator
or
trans-
Substitute
known-good
component.
mitter.
Replace
indicator
or
transmitter.
Defective
master
switch.
Replace
switch.
16-52D.
REMOVAL
AND
INSTALLATION.
(Refer
to 16-52E.
TRANSMITTER CALIBRATION.
figure
13-2.)
a.
Remove
access
plates
on
the
underside
of
wing
WARNING
forward
of
the
flap
bellcrank.
b.
Drain
enough
fuel
from
bay
to lower
fuel
level
Using
the
following
fuel
transmitter
below
transmitter.
(Observe
precautions
in
para-
calibration
procedure
on
components
graph
12-3.)
other
than
the
originally
installed
c.
Disconnect
electrical
lead
and
ground
strap
(Stewart
Warner)
components
will result
from
transmitter.
in
a
faulty
fuel
quantity
reading.
d.
Remove
safety
wire
from
transmitter
attaching
bolts,
remove
bolts
and
carefully
remove
transmitter
16-52F.
STEWARTWARNERGAGE
from
fuel
spar,
DO
NOT
BEND
FLOAT
ARM.
TRANSMITTER CALIBRATION.
Chances
of
e.
To
install
transmitter, reverse
preceding
steps,
transmitter
calibration
changing
in
normal
service
is
using
a
new
gasket
around
opening
in
fuel bay
and
new
remote;
however,
it
is
possible
that
float
arm
or float
arm
sealing
washers.
stops
may
become
bent
if
transmitter
is
removed
from
NOTE
cell.
Transmitter
calibration
is
obtained
by
adjusting
float travel.
Float
travel
is
limited
by
float
arm
stops.
Insure
that
transmitter
is
grounded
per
figure
16-4A.
WARNING
f.
Service
fuel
bay.
Check
for
leaks
and
correct
fuel quantity indication.
Use
extreme
caution
while
working
with
electrical
components
of
the
fuel
system.
The
possibility
of
electrical
sparks
~1. Fuel Transmitter
~around
an
"empty"
fuel
cell
creates
a
2.
Safety
Wire
hazardous
situation.
2.
Safety
Wire
3.
Aft
Fuel
Spar
Before
installing
transmitter,
attach
electrical
wires
and
4.
Ground
Strap
4. Upper
Wing
Ground
Strap
place
master
switch
"ON"
position.
Allow
float arm
to
5. g
rest
against
lower
float
arm
stop
and
read
indicator.
The
pointer
should
be
on
E
(empty) position.
Adjust
the
float
4
arm
against
lower
stop
so
pointer
indicator
is
on
E.
Raise
float
until
arm
is
against
upper
stop
and
adjust
16-52G.
ROCHESTER
GAGE
TRANSMITTER.
Do
not attempt
to
adjust
float
arm
or
stop.
No
adjustment
is
allowed.
Figure
16-4A.
Ground
Strap
Installation
16-22
Revision
3
MODEL
210 &T210
SERIES
SERVICE
MANUAL
Table
1
NOTE
Select
the
oil
temperature
sending
unit
part
number
that
is
used
in
your
aircraft
from
the
left
column
and
the
temperature
from
the
column headings.
Read
the
ohms
value
under
the
appropriate temperature
column
Part
Number
Type
72ºF
120°F
165º
F
220°F
250ºF
S1630-1
Oil
Temp
46.4
S1630-3
Oil
Temp
620.0
52.4
S1630-4
Oil
Temp
620.0
52.4
S1630-5
Oil
Temp
192.0
S2335-1
Oil
Temp
990.0
34.0
Table
2
NOTE
Select
the
cylinder
head
temperature sending
unit
part
number
that
is
used
in
your
aircraft
from
the
left
column
and
the
temperature
from
the
column
headings.
Read
the
ohms
value
under
the
appropriate
temperature
column
Part
Number
Type
200°F
220F
450F
475F
S1372-1
CHT
310.0
34.8
S1372-2
CHT
310.0
34.8
S1372-3
CHT
113.0
S1372-4
CHT
113.0
S2334-3
CHT
745.0
38.0
S2334-4
CHT
745.0
38.0
Revision
3
16-22A/(16-22B
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
15-51C.
FUEL
QUANTITY
INDICATING SYSTEM
OPERATIONAL
TEST
A.
For
airplane
serials
21061574 thru
21062273:
WARNING:
REMOVE
ALL
IGNITION
SOURCES
FROM
THE
AIRPLANE
AND
VAPOR
HAZARD
AREA. SOME
TYPICAL
EXAMPLES
OF
IGNITION SOURCES
ARE
STATIC
ELECTRICITY,
ELECTRICALLY
POWERED EQUIPMENT
(TOOLS
OR
ELECTRONIC
TEST
EQUIPMENT
-
BOTH
INSTALLED
ON
THE
AIRPLANE
AND
GROUND SUPPORT
EQUIPMENT),
SMOKING
AND
SPARKS
FROM
METAL
TOOLS.
WARNING:
OBSERVE
ALL
STANDARD
FUEL SYSTEM
FIRE
AND
SAFETY
PRACTICES.
1.
Disconnect
all
electrical
power
from the
airplane.
Attach maintenance warning
tags
to
the
battery
connector
and
external
power
receptacle
stating:
DO
NOT
CONNECT
ELECTRICAL
POWER,
MAINTENANCE
IN
PROGRESS.
2.
Electrically
ground
the
airplane.
3.
Level
the
airplane
and
drain
all
fuel
from
wing
fuel
tanks.
4.
With
the
fuel
selector valve
in
the
"OFF"
position,
add
unusable
fuel
to
each fuel
tank.
5.
Apply
electrical
power as
required
to
verify the
fuel
quantity indicator indicates
"EMPTY".
A.
If
"EMPTY"
is
not
indicated,
adjust,
troubleshoot,
repair
and/or replace
fuel
indicating
components
as
required
until
the
"EMPTY"
indication
is
achieved.
6.
Fill
tanks
to
capacity, apply
electrical
power
as
required
and
verify
fuel quantity
indicator
indicates
"FULL".
A.
If
"FULL"
is
not
indicated,
adjust,
troubleshoot,
repair
and/or
replace
fuel
indicating
components
as required
until
the
"FULL"
indication
is
achieved.
7.
Install
any
items
and/or
equipment
removed
to
accomplish
this
procedure, remove
maintenance
warning
tags
and
connect
the airplane
battery.
B.
For
airplane
serials 21062274
thru
21064897:
WARNING:
REMOVE
ALL
IGNITION
SOURCES
FROM THE
AIRPLANE
AND VAPOR
HAZARD
AREA. SOME
TYPICAL
EXAMPLES
OF
IGNITION SOURCES
ARE
STATIC
ELECTRICITY,
ELECTRICALLY
POWERED
EQUIPMENT
(TOOLS
OR
ELECTRONIC
TEST
EQUIPMENT
-
BOTH
INSTALLED
ON
THE
AIRPLANE
AND
GROUND
SUPPORT
EQUIPMENT),
SMOKING
AND
SPARKS
FROM
METAL
TOOLS.
WARNING:
OBSERVE
ALL
STANDARD
FUEL SYSTEM
FIRE
AND
SAFETY
PRACTICES.
1.
Disconnect
all
electrical
power
from
the
airplane. Attach maintenance warning
tags
to
the
battery
connector
and
external power
receptacle
stating:
DO
NOT
CONNECT
ELECTRICAL
POWER,
MAINTENANCE
IN
PROGRESS.
2.
Electrically
ground
the
airplane.
3.
Level
the
airplane
and drain
all
fuel
from wing
fuel tanks.
Temporary
Revision
Number
7
7
October
2002
©
2002 Cessna
Aircraft
Company
16-22C
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
4. Gain
access
to
each
fuel
transmitter
float
arm
and
actuate
the
arm
through
the
transmitter's
full
range
of
travel.
A.
Ensure
the
transmitter
float
arm
moves
freely
and
consistently
through this
range
of
travel.
Replace
any
transmitter
that
does
not
move
freely
or
consistently.
WARNING:
USE
EXTREME
CAUTION
WHILE WORKING
WITH
ELECTRICAL COMPONENTS
OF THE
FUEL
SYSTEM.
THE
POSSIBILITY
OF
ELECTRICAL
SPARKS
AROUND
AN
"EMPTY"
FUEL
CELL
CREATES
A
HAZARDOUS SITUATION.
B.
While the
transmitter float
arm
is
being
actuated,
apply airplane
battery
electrical
power as
required
to
ensure
that
the
fuel
quantity
indicator
follows
the
movement
of
the
transmitter
float
arm.
If
this
does
not
occur,
troubleshoot,
repair
and/or
replace
components
as
required
until
the
results
are
achieved
as
stated.
NOTE:
Stewart
Warner fuel quantity
indicating
systems
can
be
adjusted.
Refer
to Paragraph
16-52F
for
instructions to
calibrate
a
Stewart
Warner
fuel
indicating system.
Rochester
fuel
quantity indicating
system
components
are
not
adjustable,
only
component
replacement
or
standard
electrical
wiring system
maintenance
practices
are
permitted.
5.
With
the
fuel
selector
valve
in
the
"OFF"
position,
add
unusable fuel
to
each
fuel
tank.
6.
Apply
electrical
power
as
required
to
verify the
fuel
quantity
indicator
indicates
"EMPTY".
A.
If
"EMPTY"
is
not
indicated,
adjust, troubleshoot,
repair
and/or
replace
fuel
indicating
components
as
required
until
the
"EMPTY"
indication
is
achieved.
NOTE:
Stewart
Warner
fuel
quantity
indicating
systems
can
be
adjusted. Refer
to
Paragraph
16-52F
for
instructions
to
calibrate
a
Stewart
Warner
fuel
indicating
system.
Rochester
fuel
quantity indicating
system
components
are
not
adjustable,
only
component
replacement
or standard
electrical
wiring system maintenance
practices
are
permitted.
7. Fill
tanks
to
capacity,
apply
electrical
power
as
required and
verify
fuel quantity
indicator indicates
"FULL".
A.
If
"FULL"
is
not indicated,
adjust, troubleshoot,
repair
and/or
replace fuel
indicating
components
as required
until
the
"FULL"
indication
is
achieved.
NOTE:
Stewart
Warner
fuel
quantity
indicating
systems
can
be
adjusted.
Refer
to
Paragraph
16-52F
for
instructions to
calibrate
a
Stewart
Warner
fuel
indicating
system.
Rochester
fuel
quantity indicating system
components
are
not adjustable,
only
component
replacement
or standard
electrical
wiring system
maintenance
practices are
permitted.
8.
Install
any
items and/or
equipment
removed
to
accomplish this procedure,
remove
maintenance
warning tags
and
connect the airplane
battery.
*~~~~~~~~~~~~~ ~~~Temporary
Revision
Number
7
16-22D
©
2002
Cessna Aircraft
Company
7
October
2002
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-53.
HOURMETER.
16-55.
ECONOMY
MIXTURE
INDICATOR.
16-54.
DESCRIPTION.
The
hourmeter
is
an
elect-
trtcally
operated
instrument,
actuated
by
a
pressure
16-56.
DESCRIPTION.
The
economy
mixture
indi-
switch
in
the
oil
pressure
gage
line.
Electrical
power
cator
is
an
exhaust
gas
temperature
(EGT)
sensing
is
supplied
through
a
one-amp
fuse from
the
electrical
device
which
is
used
to
aid
the
pilot
in
selecting
the
clock
circuit,
and
therefore
will
operate
independent most
desirable
fuel-air
mixture
for cruising
flight
of
the
master
switch.
A
diode
incorporated
into
the
at
less
than
75%
power.
Exhaust
gas
temperature
meter
prevents
interruption
of
avionics
operation.
(EGT)
varies
with
ratio
of
fuel-to-air
mixture
ente.-
This
type
hourmeter
is identified
by a
white +
above
ing
the
engine
cylinders.
Refer
to
the
Pilot's
Oper-
the
positive
terminal.
ating
Handbook
for
operating
procedure
of
the
syst.
.1.
NOTE
When
installing
the
hourmeter,
the
positive
(red) wire
must
be
connected
to
the
white
*
terminal.
Connecting
wires
incorrectly
will
damage
the
meter.
16-57.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
GAGE
INOPERATIVE
Defective
gage,
probe
or
Repair
or
replace
defective
circuit.
part.
INCORRECT
READING.
Indicator
needs
calibrating.
Calibrate
indicator
in
accordance
with
paragraph
16-57.
FLUCTUATING
READING.
Loose,
frayed
or
broken
Tighten
connections
and
re-
lead,
permitting
alternate
pair
or
replace
defective
make
and
break
of
circuit.
leads.
16-58.
CALIBRATION.
A
potentiometer
adjustment
75%
power
in
level flight,
then
carefully
lean
the
mix-
screw
is
provided
either
on
the
front
or
back
of
the
ture
to
peak
EGT.
After
the
pointer
has
peaked,
instrument
for
calibration.
This
adjustment
screw
using
the
adjustment
screw,
position
pointer
over
is
used
to
position
the
pointer
over
the
reference reference
increment
line
(4/5
of
scale).
increment
line
(4/5
of
scale)
at
peak
EGT.
Establish
SHOP
NOTES:
16-23
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
shield
with
methylene
chloride.
A
tube
containing
the
compass
light
wires
is
attached
to
the
metal
strip
This
setting
will
provide
relative tempera-
at
the
top
of
the
windshield.
Removal
of
the
compass
ture
indications
for
normal
cruise
power
is
accomplished
by
removing
the
screw
at
the
forward
settings
within
range
of
the
instrument.
end
of
the
compass
mount,
unfastening
the
metal
strip
at
the
top
of
the windshield
and
cutting
the
two
wire
Turning
the
screw
clockwise
increases
the
meter
splices.
Removal
of
the
compass
mount
is
accom-
reading
and
counterclockwise
decreases
the
meter
plished
by
removing
the
outside
air
temperature
reading.
There is
a
stop
in
each
direction
and
dam-
probe
and
removing
the
three
screws
attaching
mount
age
can
occur
if
too
much
torque
is
applied
against
to
the
base
plate.
Access
to
the
inner
screw
is
gain-
stops.
Approximately 600°F
total
adjustment
is
pro-
ed
through
a
hole
in
the
bottom
of
mount,
through
vided.
The
adjustable
yellow
pointer
on
the
face
of
which
a
thin
screwdriver
may
be
inserted.
When
in-
the
instrument
is
a
reference
pointer
only.
stalling
the
compass,
it
will
be
necessary
to
splice
the
compass
light
wires.
16-59.
REMOVAL
AND
INSTALLATION.
Removal
of
the
indicator
is
accomplished
by
removing
the
16-62.
STALL
WARNING
HORN
AND
TRANSMITTER.
mounting
screws
and
disconnecting
the
leads.
Tag
leads
to
facilitate
installation.
The
thermocouple
16-63. DESCRIPTION.
The
stall
warning
horn
is
probe
is secured
to
the
exhaust
stack
with
a
clamp. contained
in
the
dual
warning
unit
mounted
on
the
When
installing
probe,
tighten
clamp
to
45
pound-
right
hand
wing
root
rib.
It
is
electrically
operated
inches
and
safety
as required.
and
controlled
by
a
stall
warning
transmitter
mount-
ed
on
the leading edge
of
the
left
wing.
For
further
16-60.
MAGNETIC
COMPASS.
(Refer
to
figure
information
on
the
warning
horn
and
transmitter,
16-5.)
refer
to
Section
17.
16-61.
DESCRIPTION.
The
magnetic
compass
is
liquid-filled,
with
expansion
provisions
to
compen- 16-64.
TURN COORDINATOR.
sate
for
temperature
changes.
It
is
equipped
with
compensating
magnets
adjustable
from
the
front
of
16-65.
DESCRIPTION.
The
turn
coordinator
is an
the
case.
The
compass
is
internally
lighted,
con-
electrically operated,
gyroscopic,
roll-turn
rate
trolled
by
the
instrument
lights
rheostat
switch.
No
indicator.
Its
gyro
simultaneously
senses
rate
of
maintenance
is
required
on
the
compass
except
an
motion
roll
and
yaw
axis
which
is
projected
on
a
occasional
check
on
a
compass
rose
and
replacement
single indicator.
The
gyro
is a
non-tumbling
type
of
the
lamp.
The
compass
mount
is
attached
by
three
requiring
no
caging
mechanism
and
incorporates
an
screws
to
a
base
plate
which
is
bonded
to the
wind-
ac
brushless spin
motor
with
a
solid
state
inverter.
16-66.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
INDICATOR
DOES NOT
RE-
Friction
caused
by
contamination
Replace
instrument.
TURN
TO
CENTER.
in
the
indicator
dampening.
Friction
in
gimbal
assembly.
Replace
instrument.
DOES
NOT
INDICATE
A
Low
voltage.
Correct
voltage.
STANDARD
RATE
TURN
(TOO
SLOW).
Inverter
frequency
changed.
Replace
instrument.
NOISY
MOTOR.
Faulty
bearings.
Replace
instrument.
ROTOR
DOES
NOT
START.
Faulty
electrical
connection.
Correct
voltage
or
replace
faulty
wire.
Inverter
malfunctioning.
Replace
instrument.
Motor
shorted.
Replace
instrument.
Bearings
frozen. Replace
instrument.
16-24
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-66.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE REMEDY
IN
COLD
TEMPERATURES,
Oil
in
indicator
becomes
Replace
instrument.
HAND
FAILS
TO
RESPOND
too
thick.
OR
IS
SLUGGISH.
Insufficient
bearing
end
play.
Replace
instrument.
Low
voltage.
Correct
voltage.
16-67.
TURN-AND-SLIP
INDICATOR.
operates
ONLY
when
the
master
switch
is
on.
Its
circuit
is
protected
by
an
automatically-resetting
16-68.
DESCRIPTION.
The
turn-and-slip
indicator
circuit
breaker.
isoperated
by
the
aircraft
electrical
system
and
16-69.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
INDICATOR
POINTER
Automatic
resetting
circuit
Replace
circuit
breaker.
FAILS
TO
RESPOND.
breaker
defective.
Master
switch
"OFF"
or
Replace
defective
switch.
switch
defective.
Broken
or
grounded
lead
to
Repair
or
replace
defective
indicator.
wiring.
Indicator
not
grounded.
Repair
or
replace
defective wire.
Defective
mechanism.
Replace
instrument.
HAND SLUGGISH IN
RE-
Defective
mechanism. Replace
instrument.
TURNING
TO
ZERO.
Low
voltage.
Correct
voltage.
POINTER
DOES
NOT
INDI-
Defective
mechanism.
Replace
instrument.
CATE PROPER
TURN.
HAND
DOES
NOT
SIT
ON
Gimbal
and
rotor
out of
Replace
instrument.
ZERO.
balance.
Hand
incorrectly
sits
on
rod.
Replace
instrument.
Sensitivity
spring
adjustment
Replace
instrument.
pulls
hand
off
zero.
IN
COLD
TEMPERATURES,
Oil
in
indicator
becomes
Replace
instrument.
HAND
FAILS
TO
RESPOND
too
thick.
OR
IS
SLUGGISH.
Insufficient
bearing
end play.
Replace
instrument.
Low
voltage.
Correct
voltage.
16-26
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-69.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLY
CAUSE
REMEDY
NOISY GYRO.
High
voltage.
Correct
voltage.
Loose
or
defective
rotor
Replace
instrument.
bearings.
16-70.
ELECTRIC
CLOCK.
These
selections,
when
used
in
proper
sequence
with
the
programming
buttons,
will
correctly program
the
16-71.
DESCRIPTION.
The
electric
clock
is
con-
computer.
nected
to the
battery
through
a
one-ampere
fuse
mounted
adjacent
to
the
battery
box.
The
electrical
The fuel
quantity
added
during
servicing
of
the
air-
circuit
is
separate
from
the
aircraft
electrical
sys-
plane
must
be
entered
in
the
computer
so
that
the
ter
and will
operate
when
the
master
switch
is
"OFF."
LB
REM
position accurately
represents
the
correct
Beginning
with
21062955
a
digital
clock
may
be
install-
amount
of
usable
fuel
on
board
for
each
flight.
The
ed. Refer
to
Pilots
Operating
Handbook
for
operating
fuel quantity
added
is
entered
in
the
computer
as
instructions.
follows:
16-72.
FUEL
COMPUTER/DIGITAL
CLOCK.
To
enter
fill-up:
a.
Rotate
the
selector
switch
to
the
ADD
position.
b.
Press
left
and
right
programming
buttons
to-
16-73.
DESCRIPTION.
The
Astro
Tech FT-2
is
a
gether
until
display
panel
reads
FULL.
dual
function
instrument
providing
a
complete
fuel
c.
Rotate
the
selector
switch
to
LB
REM
position
management
system
and
a
multi-purpose
time
keep-
to
display
the usable
fuel
quantity
in
pounds
on
board.
ing
device
in
a
single
instrument
with
each
function
sharing
a
common
display
panel
The
instrument
NOTE
may
be
used
as
a
replacement
for
the
digital
or
elec-
tric
clock,
and may
be
mounted
in
the
same
location
The
usable
fuel quantity
for
each
airplane
is
on
the
instrument
paneL
programmed
into
the
instrument
at
the
factory.
A
battery
disconnect
or
other
power
interrup-
The
fuel
computer
portion of the
instrument
displays
tion
will
not
alter
this
quantity.
the
following
selections;
fuel
flow
as
measured
by
an
engine
mounted
transducer, total
fuel used,
cur-
To
enter
less
than
fill-up:
rent
fuel
remaining
and
time remaining
based
on
fuel
a.
Rotate
the
selector
switch
to
the
ADD
position.
remaining
at
the
current
flow
rate.
Fuel
quantities
b.
Press
right
programming
button,
labeled
GAL,
are
displayed
in pounds
with
a
gallon
display
avail-
until
the
right
digit
represents
the
correct
units
of
able
by
utilizing
a
push
button
located
below
and
to
gallons
of
fuel
added.
the
right
of
the
display.
When
time
remaining
at
the
c.
Press
left
programming
button,
labeled
RST,
currect
flow
rate
reaches
45
minutes
or
less,
the
until
the
left
two
digits
represent
the
correct
tens
and
display
will
be
blanked
from
one-tenth
to
three-
hundreds
of
gallons
of
fuel
added.
tenths
of
a
second
per
second
in
all
of
the
selections.
d.
Rotate
the
selector
switch
to
LB
REM
position
to
display
the
correct
usable
fuel
quantity
in
pounds
The
digital clock
portion
of
the
instrument
displays
on
board.
the
following
selections;
current
time
of
day
in
either
local
(LCL)
or
Greenwich
Mean
Time
(GMT)
in
hours
If
an
error
has
been
made,
resulting
in
an
incorrect
and
minutes,
cummulative
flight time
in
minutes
and
display
of
LB
REM,
the
correct
amount may
be
en-
seconds
(first
hour)
and
hours
and
minutes
(up to
100
tered
as
follows:
hours)
whenever
fuel
flow
is
greater
than
25
to
30
a.
Leave
the
selector
switch
in
the
ADD
position.
pounds
per
hour
(PPH)
and
elapsed
time
in
minutes
b.
Enter
the
corrected
fuel
quantity
in
gallons.
and
seconds
(first
hour)
and
hours
and
minutes
(up
to
c.
Rotate
the
selector
switch
to
FLOW,
then
press
100
hours).
and
hold
the left
programming
button.
d.
While
holding
the
left
button
pressed,
slowly
Fuel
selections
and
time
selections are
made
by
uti- rotate
the
selector
switch
to
the
LB
REM
position.
lizing
a
rotary-type
selector
switch
common
to
both
The
set-in
amount
in
gallons,
multiplied
by
six,
will
functions.
Two
pushbuttons,
located
below the
dis-
now
appear
as
LB
REM.
play,
are
used
to
program
the
fuel computer
digital
clock.
When
the
selector
switch
is
placed
in
the
FLOW
posi-
tion,
the
display
indicates
the
current
fuel
flow
rate
16-74.
FUEL
COMPUTER
OPERATION.
The
fuel
in
pounds
per
hour
(PPH).
Press
the
GAL
program-
computer
contains
five
selections.
They
are selected
ming
button
to
display
the
fow
rate
in
gallons
per
by
rotating
the
selector
switch
to
the
positions
label-
hour
(GPH).
ed
ADD,
FLOW,
LB
USD,
LB
REM,
and
TIME
REM.
16-27
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
diameter tool.
The
reset
switch
is
in
a
small
To
display
the
local
time-of-day
in
hours
and
minutes,
diameter
hole
located
between the
words
"EL
rotate
the
selector
switch
to
LCL/GMT.
If
a
minutes
TIME"
and
"FLT
TIME"
near
the
outer
periph-
and
seconds
display
is
desired,
press
the
right
pro-
ery
of
the
instrument
face.
The
instrument
gramming
button, labeled
SEC.
If
Greenwich
Mean
should
now
operate
normally,
but
will
have
to
Time
in
hours
and minutes
is
desired,
press
the left
be
reprogrammed.
programming
button,
labeled
GMT.
16-75.
DIGITAL
CLOCK
OPERATION.
The
digital
NOTE
clock
contains
four
selections.
They
are
selected
by
rotating
the
selector
switch
to
the
positions labeled
Local
or
Greenwich
Mean
Time
hours
may
be
SET,
EL
TIME,
FLT
TIME,
and
LCL/GMT.
These
changed
without
resetting the
minutes
and
selections,
when
used,
in
proper
sequence
with
the
seconds.
programming buttons,
will
correctly
program
the
digital
clock.
To
display accumulated
flight
time,
rotate
the
selec-
tor
switch
to
FLT
TIME.
After
the
first
hour,
if
a
NOTE
minutes and
seconds
display
is
desired
in
place
of
the
hours
and
minutes
display,
press
the
right
(SEC)
Some
models
may
have
an
unmarked
detent
programming
button.
Flight
time
may
be
reset
to
position
between the
ADD
and
SET
positions.
zero
by
pressing
the
left
(RST)
programming
button.
This position
performs
the
same
function
as
the
SET
position.
NOTE
The digital
clock
may
be
set
to
the
local
(LCL)
and
Accumulated
flight
time
may
be
zeroed
only
Greenwich
Mean
Time
(GMT)
as
follows:
when
the
instrument
is
not
counting
(whenever
a.
Rotate
the
selector
switch
to
the
SET
position. fuel
flow
is less
than 25-30 PPH)
to
prevent
b.
Press
the
left
programming
button
until
local accidently zeroing
flight
time
in
the
air.
hours
advance
to
the
correct
value.
c.
Press
both
programming
buttons
together until
Elapsed
time
(since
pressing
the
RST
button)
is
dis-
Greenwich
Mean
Time
hours
advance
to
the
correct
played
by
rotating
the
selector
switch
to
the
EL
value.
TIME
position.
After
the
first
hour,
if a
minutes
d.
Press
right
programming
button
until
minutes
and
seconds
display
is
desired
in place
of
the
hours
.
advance
to
correct
value.
This
action
sets
and
holds
and
minutes
display,
press
the
right
(SEC)
program-
seconds
to
zero.
ming
button.
Elapsed
time
may be
reset
to
zero
by
e.
Rotate
selector
switch
from
SET
to
start
pressing the
left
(RST)
programming
button.
seconds
from
zero
hold.
16-76.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
FUEL
COMPUTER
FUNCTION
Faulty
wiring
from
transducer
Repair
or
replace
wiring.
INOPERATIVE
to
instrument.
Faulty
transducer
Replace
transducer
NO DISPLAY
Faulty
wiring
or
open
fuse.
Repair
or
replace
wiring.
Replace
fuse.
DISPLAY
WILL
NOT CHANGE
Low
voltage
or
power
Correct
low
voltage
condition.
WITH
SELECTOR
SWITCH
interruption.
Connect
power
supply.
SELECTION
Depress
reset
switch
to
reset
instrument.
16-29
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES SERVICE
MANUAL
or
tabs
UP
and
the
turbine
totally
immersed
in
fuel.
d.
Disconnect
the
electrical
connector, connecting
the
transducer
to
the
instrument.
NOTE
e.
Disconnect
and
cap
both
fuel
lines
(1
and
7).
Whenever
a
transducer
is
installed
it
must
Remove
nuts
(5),
washers
(4),
bolts
(9)
and
calibration
procedures.
g.
Reverse
these
steps
for
reinstallation.
calibration
procedures.
16-79.
TRANSDUCER
REMOVAL
AND
REPLACE-
NOTE
MENT
(See
figure
16-7).
When
replacing
the
inlet
and
outlet
pipe
fittings
CAUTION
they
are
to
be
turned
3
times
past
hand
tight
or
torqued
to
25-30
lbs-ft
whichever
occurs
When
performing
any
maintenance
on
the
first.
fuel
system,
the
precautions
in
Section
13
must
be
observed.
The
transducer
must
be
mounted
horizontally
with
the
electrical
leads
on
top.
a.
Place
the
fuel
selector
in
the
OFF
position.
c.
Remove
the
fuse
from
the
clock fuse
holder
mounted
on
the
battery
contactor
bracket.
TOP
VIEW
SIDE VIEW
*Torque
to
25-30
Lbs/Ft.
TRANSDUCER
c
This
letter
determines
the
specific
setting
of
*
~1
1
the
3
switches
on
the
back
of
the
fuel
computer/
digital
clock.
SIDE
VIEW
REAR
VIEW
FUEL
COMPUTER/DIGITAL
CLOCK
1.
Fuel
Computer/Digital
Clock
*
As
an
example,
the
setting
shown
on
the
fuel
2.
Fuel
Computer/Digital
Clock Switches
computer/digital
clock
switches
(2)
would
be
3.
Transducer
correct
if
the
boss
on
top
of
the
transducer
4.
Wire
Leads
(3)
had
an
"F" stamped
on
it.
Figure
16-8.
Transducer
Markings
and
Fuel
Computer/Digital
Clock
Switches.
Revision
2
16-31
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
16-80.
FUEL
TRANSDUCER
CALIBRATION.
(See
port.
if
the
boss
contains
two
letters,
DISREGARD
figures
16-8
and
16-9.)
The
fuel
computer/dig-
the
first
letter.
The
second
letter,
near
the
moun-
ital
clock
(1)
has
a
3-section
switch
(2)
located
on
ting bolt
hole,
is
the
calibration
"I"
factor
letter
the
back
of
the
unit
under
a
tape cover.
Remove
and
determines
the
switch
setting
on
the
fuel
con-
the
cover
and
set
the
switches
as
shown
on
the
fuel
puter/digital
clock.
After
setting
the
3
switches
transducer
table,
figure
16-9.
The
fuel
trans-
to
the
transducer
marking
designation,
replace
ducer
(3)
may
have
one
or
two
letters
(stamped
or
the
tape
cover.
raised),
located
on
the
boss
adjacent
to
the
inlet
16-32
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
17
ELECTRICAL
SYSTEMS
WARNINGI
When
performing
any
inspection
or
maintenance
that
requires
turning
on
the master
switch,
installing a
battery,
or
pulling
the
propeller
through
by
hand,
treat
the
propeller
as
if
the
ignition
switch
were
ON.
Do
not
stand
nor
allow
anyone
else
to
stand,
within
the
arc
of
the
propeller,
since
a
loose
or
broken
wire or
a
component
malfunction
could
cause
the
propeller
to
rotate.
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
ELECTRICAL
SYSTEMS ......
.
3A4/17-3
Over-Voltage
Sensor
and
General
. . . .
....
3A4/17-3
Warning
Light
.......
3B7/17-30
Electrical
Power
Supply
System
. .
3A4/17-3
Description
.......
3B7/17-30
Description
.........
3A4/17-3
Removal
and
Installation.
.
3B7/17-30
Split
Bus
Bar
.......
3A4/17-3
Rigging
Throttle-Operated
Description
.......
3A4/17-3
Microswitch
......
.
3B7/17-30
Removal
and
Installation.
.
3A4/17-3 Auxiliary
Fuel
Pump
Flow
Rate
Master
Switch
........
3A4/17-3
Adjustment
.
.....
3B7/17-30
Description
......
3A4/17-3
Standby
Generator
System.
.
3B11/17-34
Ammeter
.........
3A4/17-3
Description
.......
3B11/17-34
Description
......
3A4/17-3
Removal
and
Installation.
3B11/17-34
Battery
Power
System
.. ..3A4/17-3
Dual
Alternator
System
. . .
3B11/17-34
Battery
...
.....
3A4/17-3
Description
.......
3B11/17-34
Description
......
3A4/17-3
Alternators
.........
3B11/17-34
Trouble
Shooting
.....
3A5/17-4 Description
.......
3B11/17-34
Removal
and
Installation.
.3A10/17-9
Removal
and
Installation.
.
3B11/17-34
Cleaning
the
Battery
. . 3A10/17-9
Alternator
Control
Units
. . .
3B11/17-34
Adding
Electrolyte or
Description
.......
3B11/17-34
Water
to
the
Battery
. .
3A10/17-9
Removal
and
Installation.
.
3B11/17-34
Testing
the
Battery
....
3A10/17-9
Alternator
Contactors
and
Charging
the
Battery
. .
.3A10/17-9
Shunts
...........
3B11/17-34
Battery
Box
.........
3A11/17-10
Description
.......
3B11/17-34
Description
......
3A11/17-10
Removal
and
Installation.
.
3B11/17-34
Removal
and
Installation.
.
3A11/17-10 Volt-Ammeter
........
3B11/17-34
I
Maintenance
.......
3A11/17-10
Description
.......
3B11/17-34
Battery
Contactor
......
3A11/17-10
Alternator
Restart
System.
. .
3B11/17-34
Description
.......
3A11/17-10
Aircraft
Lighting
System
.....
3B21/17-44
Removal
and
Installation.
3A11/17-10
Description
.........
3B21/17-44
Battery
Contactor
Closing
Switches
........
3B21/17-44
Circuit
..........
3A11/17-10
Description
.......
3B21/17-44
Ground
Service
Receptacle
.
.3A11/17-10
Trouble
Shooting
.......
3B21/17-44
Description
.....
3A11/17-10
Landing
and
Taxi
Lights
. . .
3C1/17-48
Trouble
Shooting
.
....
3A20/17-19
Description
.......
3C1/17-48
Removal
and
Installation.
.3A21/17-20
Removal
and
Installation.
.
3C1/17-48
Alternator
Power
System
.. .
3A21/17-20
Navigation
Lights.
.......
3C1/17-48
Description
.........
3A21/17-20
Description
.......
3C1/17-48
Alternator
..
.......
.
.3A21/17-20
Removal
and
Installation. .3C1/17-48
Description
.
......
3A21/17-20
Anti-Collison Strobe
Lights
..
3C1/17-48
Alternator
Reverse
Volt
Description
............
3C1/17-48
Damage
.....
3A20/17-20
Operational
Requirements
Trouble
Shooting
. . . .
3B1/17-24
(Thru
1977
Models)
....
3C1/17-48
Removal
and
Installation.
.3B6/17-29
Removaland
nstallation
3C3/17-50
Alternator
Voltage Regulator
3B7/17-30
Vertical
Tail
Flood
Lights
3C3/17-50
Description
.........
3B7/17-30
Description.
3C3/17-50
Removal
and
Installation
3B7/17-30
Removal
and
Installation
3C3/17-50
Alternator
Control
Unit
FlashingBeacon
............
3C3/1750
(Beginning
with
1979
Models)
3B7/17-30
Description
...........
3C3/17-50
Description
.............
3B7/17-30
Removal
and
Installation
3C3/17-50
Removal
and Installation
3B7/17-30
Instrument
Lighting
........
3C3/17-50
Revision
3
17-1
17-2
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-1.
ELECTRICAL
SYSTEMS.
17-8.
MASTER
SWITCH.
17-2.
GENERAL.
This
section
contains
service
in-
17-9.
DESCRIPTION.
The
operation
of
the
battery
formation
necessary
to
maintain
the
Aircraft
Elec-
and
alternator
systems
is
controlled
by
a
master
trical
Power
Supply
System,
Battery
and
External
switch.
The
switch
is
an
interlocking
split
rocker
Power
Supply
System,
Alternator
Power System,
Air-
with
the
battery
mode
on
the
right-hand
side
and
the
craft
Lighting
System,
Pitot
Heater,
Stall
Warning,
alternator
mode
on
the
left-hand
side.
This
arrange-
Cigar Lighter,
and
Electrical
Load
Analysis.
ment
allows
the
battery
to
be
on
the
line without
the
alternator,
however,
operation
of the
alternator
with-
17-3.
ELECTRICAL
POWER
SUPPLY
SYSTEM.
out
the
battery
on
the
line
is
not
possible.
The
switch
is
labeled
"BAT"
and
"ALT"
below
the
switch
and
is
17-4.
DESCRIPTION.
Energy
for
the
aircraft
is
located
on
the
left-hand
side
of
the switch
panel.
supplied
by
a
28-
volt,
direct-current,
single
wire,
negative
ground
electrical
system.
A
24-volt
battery
17-10.
AMMETER.
supplies
power
for
starting
and
furnishes
a
reserve
in
event
of
alternator
failure.
An
alternator
is
the
17-11.
DESCRIPTION.
The
ammeter
is
connected
normal
source
of
power
during flight
and
maintains
between
the
battery
and
the
aircraft
bus.
The
meter
a
battery
charge
controlled
by
a
voltage
regulator,
indicates
the
amount
of
current
flowing
either
to or
An
external
power
source
receptacle
may
be
install-
from
the
battery.
With
a
low
battery
and
the
engine
ed
to supplement
the
battery
alternator
system for
operating
at
cruise
speed
the
ammeter
will
show
the
starting
and
ground
operation.
full
alternator
output
when
all
electrical
equipment
is
off.
When
the
battery
is
fully
charged
and
cruise
17-5.
SPLIT
BUS
BAR.
RPM
is
maintained
with
all
electrical
equipment
off,
the
ammeter
will
show
a
minimum
charging
rate.
17-6.
DESCRIPTION.
Electrical
power
is
supplied
through
two
bus
bars.
Thru
1977
Models
one
bus
bar
17-12.
BATTERY
POWER
SYSTEM.
is
located
on
the
lower
left
hand
side
of
the
instrument
panel.
This
bus
bar
supplies
power
to
the
electrical
17-13. BATTERY.
equipment.
The
other
bus
bar
powers
the
electronic
equipment, and
is
located
on
the left
hand
cabin
side
17-14.
DESCRIPTION.
The
battery
is
24
volts
and
forward
of
the cabin
door.
Beginning
with
1978
Models
thru
21062273
a
14
ampere-hour
capacity
battery
is
both
bus
bars
are
located
on
the cabin
side forward
installed
as
standard,
a
17
ampere-hour
capacity
of
the
left
hand
door.
A
avionics
master
switch
is in-
battery
is
optional.
Beginning
with
21062274
the
bat-
stalled
on
the
electronic
bus
bar
to
prevent
transient
tery
is
24
volts
with a
12.75
ampere-hour
capacity
voltages
from
damaging
the
semiconductor
circuitary
as
standard
and a
15.5
ampere-hour
capacity
battery
in
the
electronic installations.
as
optional.
The
battery
is
mounted
on
the
forward
left
side
of
the
firewall
and
is
equipped
with
non-spill
17-7.
REMOVAL
AND
INSTALLATION.
(Refer
to
caps.
figure
17-1.
)
17-3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-15.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
BATTERY
WILL
NOT
SUPPLY
Battery
discharged.
1.
Measure
voltage
at
"BAT"
POWER
TO BUS
OR
IS
INCAP-
terminal
of
battery
contactor
ABLE OF
CRANKING
ENGINE
with
master
switch
and
a
suit-
able
load
such
as
a
taxi
light
turned
on.
Normal
battery
will
indicate
23
volts.
If
voltage
is
low
proceed
to
step
2.
If
volt-
age
is
normal
proceed
to
step
3.
Battery
faulty.
2.
Check fluid
level
in cells
and
charge
at
28
volts
for
ap-
proximately
30
minutes
or
un-
til
battery
voltage
rises
to
28
volts.
If
tester
indicates
a
good
battery,
the
malfunction
may
be
assumed to
be
a
discharged
battery.
If
tester
indicates
a
faulty
battery,
replace
the
battery.
Faulty
contactor
or
wiring.
3.
Measure
voltage
at
master
between
contactor
and
master
switch
terminal
(smallest)
on
switch.
contactor
with
master
switch
closed.
Normal
indication
is
zero
volts.
If
voltage
reads
zero,
proceed
to
step
4.
If
a
voltage reading
is
obtained,
check
wiring
between
contactor
and
master
switch.
Also
check
master
switch.
Open
coil
on
contactor.
4.
Check
continuity
between
"BAT"
terminal
and
master
switch
terminal
of-contactor.
Normal
indication
is
50-70
ohms.
If
ohmmeter
indicates
an
open
coil,
replace
contactor.
If
ohmmeter
indicates
a
good
coil,
proceed
to
step
5.
Faulty contactor
contacts.
5.
Check
voltage
on
"BUS"
side
of
contactor
with
master
switch
closed.
Meter
nor-
mally
indicates
battery
voltage.
If
voltage
is
zero
or
intermit-
tent,
replace
contactor.
If
voltage
is
normal,
proceed
to
step
6.
Faulty wiring
between
con-
6.
Inspect
wiring
between
con-
tactor
and
bus.
tactor
and
bus.
Repair
or
replace
wiring.
17-4
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-16.
REMOVAL
AND
INSTALLATION
OF
THE
to
the
electrolyte.
When
acid
has
been
BATTERY.
(Refer
to
figure
17-2).
spilled
from
a battery,
the
acid
balance
may
be
a.
To
gain
access
to
the
battery,
remove
the
upper
adjusted
by
following
instructions
published
left
half
of
cowling.
by
the
Association
of
American
Battery
b.
Remove
the
battery
box
lid
and
disconnect
the
Manufacturers.
battery
ground
cable.
17-19.
TESTING
THE
BATTERY.
The
specific
CAUTION
gravity
check
method
of
testing
the
battery
is
pre-
ferred
when
the condition
of
the
battery
is
in
a
Always
remove
the ground cable
first
and
con-
questionable
state-of-charge.
However,
when
the
nect
it
last
to
prevent accidentally shorting
the
aircraft
has
been
operated
for
a
period
of
time
with
battery
to
the
airframe
with
tools.
an
alternator
output
voltage
which
is
known
to
be
correct,
the
question
of
battery
capability
may
be
c.
Disconnect the
positive
cable
from
the
battery
answered more
correctly
with
a
load type
tester.
If
and
remove
the battery
from
the
aircraft.
testing
the
battery
is
deemed
necessary,
the
specific
d.
To
install
a
battery,
reverse
this
procedure.
gravity
should
be checked
first
and
compared
with
the
following
chart.
17-17.
CLEANING THE
BATTERY.
For
maximum
efficiency,
the
battery
and
connections
should
be
kept
BATTERY
HYDROMETER
READINGS
clean
at
all
times.
a.
Remove
the
battery
in
accordance
with
preced-
1.280
Specific
Gravity
100%
Charged
ing
paragraph.
1.250
Specific
Gravity
75%
Charged
b.
Tighten
battery
cell
filler
caps
to
prevent the
1.220
Specific
Gravity
50%
Charged
cleaning
solution
from
entering
the
cells.
1.
190
Specific
Gravity
25%
Charged
c.
Wipe
battery
cable
ends,
battery
terminals
and
1.
160
Specific
Gravity
Practically
Dead
entire
surface
of
the
battery
with
a
clean
cloth
mois-
tened
with
a
solution
of
bicarbonate
of
soda (baking
NOTE
soda)
and
water.
d.
Rinse
with
clear water,
wipe
off
excess
water
All
readings
shown
are
for
an
electrolyte
and
allow
battery
to
dry.
temperature
of
80°
F
(27°
C).
For
higher
e.
Brighten
up
cable
ends
and
battery
terminals
temperatures
the
readings
will
be
slightly
with
emery
cloth
or
a
wire
brush.
lower.
For
cooler
temperatures
the
readings
f.
Install
the
battery according
to
the
preceding
will
be
slightly
higher.
Some
hydrometers
paragraph.
have
a
built-in
temperature
compensation
g.
Coat
the
battery
terminals
and
the cable
ends
chart
and
a
thermometer. If
this
type
tester
with
petroleum
jelly.
is
used,
disregard
this
chart.
17-18.
ADDING
ELECTROLYTE
OR
WATER
TO
If
the
specific
gravity reading indicates the
battery
THE
BATTERY.
A
battery
being
charged
and
dis-
is
not
fully
charged
the
battery
should
be
charged.
charged
with
use
will
decompose
the
water
from
the
The
charging
rate
for
the
12-GCAB-9
battery
is
electrolyte
by
electrolysis.
When
the
water
is
de-
2
amps
to
start
and
finish
at
1
amp,
on
the
G-240
composed,
hydrogen
and
oxygen
gases
are
formed
battery,
2
amps
and on
the
G-242
battery,
3
amps.
which
escape
into
the
atmosphere
through the
battery
vent
system.
The
acid
in
the
solution chemically
17-20.
CHARGING
THE
BATTERY.
When
the
bat-
combines
with
the
plates
of
the
battery
during dis-
tery
is
to
be
charged,
the
level
of
electrolyte
should
charge
or
is
suspended
in
the
electrolyte
solution
be
checked
and
adjusted
by
adding
distilled
water
to
during
charge.
Unless
the
electrolyte
has
been
cover
the
tops
of
the
internal
battery plates.
The
spilled
from
a
battery,
acid
should
not
be
added
to
battery
cables
and
connections
should
be
clean.
the
solution.
The
water
will
decompose
into
gases
Remove
the
battery from the
aircraft
and
place
and
should
be
replaced
regularly.
Add
distilled
in
a
well
ventilated
area
for
charging.
water
as
necessary
to
maintain
the
electrolyte
level,
(thru
21062273
the
12-GCAB-9
battery)
3/8
inch
WARNING
above
separators,
(beginning
with
21062274
the
G-240
and
G-242
batteries)
to
the
bottom
of
split
When
a
battery
is
charging,
hydrogen
and
ring.
When
"dry
charged"
batteries are
put into oxygen
gases
are
generated.
Accumulation
service,
fill
as
directed
with
electrolyte.
However
of
these
gases
can
create
a
hazardous
ex-
as
the
electrolyte
level
falls
below
normal
with
use
plosive
condition.
Always
keep
sparks
and
add
only
distilled
water
to maintain the
proper
level.
open
flame
away
from
the
battery.
Allow
The
battery
electrolyte
contains
approximately
25%
unrestricted
ventilation
of
the
battery
area
sulphuric
acid
by
volume.
Any
change in
this
during
charging.
volume
will
hamper
the
proper
operation
of
the
battery.
The
main
points
of
consideration
during
a
battery
charge
are
excessive
battery temperature
and
violent
CAUTION
gassing.
Under
a
reasonable
rate
of
charge,
the
battery
temperature
should
not
rise
over
115°F
(46°C)
(see
Do
not
add
any
type
of
"battery
rejuvenator" paragraph
17-19),
nor
should
gassing
be
so
violent
that
acid
is
blown
from
the
vents.
Revision
3
17-9
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-21.
BATTERY
BOX.
b.
Remove
the
nut,
lockwasher,
and
two
plain
washers
securing
the
battery
cables to
the
battery
17-22.
DESCRIPTION.
The
battery
is
completely
contactor
(4).
enclosed
in
a
box
which
is
painted
with
acid
proof
c.
Remove
nut,
lockwasher,
and
two
plain
washers
paint.
The
box
has
a
vent
tube
which
protrudes
securing
the
wire
which
is
routed
to
the
master
switch.
through
the
bottom
of
the
aircraft
allowing
battery
d.
Remove
bolt,
washer,
and
nut
securing
each
side
of
gases
and
spilled
electrolyte
to
escape.
The
battery
the
battery
contactor
(4).
The
contactor
will
now be free
|
box
is
riveted
to
the
left
forward
side
of
the
firewall.
for
removal.
e.
To
replace
the
contactor,
reverse
this
procedures.
17-23.
REMOVAL
AND INSTALLATION.
(Refer
to
figure
17-2.)
The
battery
box
is riveted
to
the
firewall.
17-28.
BATTERY
CONTACTOR
CLOSING
CIRCUIT.
The
rivets
must
be
drilled
out
to
remove
the
box.
When
(Refer
to
figure
17-3).
This
circuit consists
of
a
5-
a
battery
box
is
installed
and
riveted
into
place, all
amp
fuse,
a
resistor
and
a
diode
mounted
on
the
rivets
and
scratches
inside
the
box
should
be
painted ground
service receptacle
bracket.
This
serves
to
with
acid-proof lacquer,
available
from
Pratt
and
shunt
a
small
charge
around
the
battery
contactor
so
Lambert
United
-
Performance Coatings
Division,
P.
O.
that
ground
power
may
be
used
to
close
the
contactor
Box
2153,
Wichita,
KS
67201.
when
the
battery
is
too
low
to
energize
the
contactor
by
itself.
17-24.
MAINTENANCE.
The
battery
box
should
be
inspected
and
cleaned
periodically.
The
box
and
17-29.
GROUND
SERVICE
RECEPTACLE.
cover
should
be
cleaned with
a
strong
solution
of
bicarbonate
of
soda
(baking
soda)
and
water.
Hard 17-30.
DESCRIPTION.
A
ground
service
receptacle
deposits
may
be
removed
with
a
wire
brush.
When
is
installed
to
permit
the use
of
external
power
for
all
corrosive
deposits
have
been
removed
from
the
cold
weather
starting
or
when
performing
lengthy
box,
flush
it
thoroughly
with
clean
water.
electrical
maintenance.
A
reverse
polarity
protec-
tion
system
is
utilized
whereby
ground
power
must
WARNING
pass
through
an
external
power
contactor
to
be
con-
nected
to
the
bus.
A
silicon
junction
diode
is
connect-
Do
not
allow
acid
deposits
to come
in
contact
ed
in
series
with
the
coil
on
the
external
power
con-
with
skin
or
clothing.
Serious acid
burns
tactor
so
that
if
the
ground
power
source
is
inadver-
may
result
unless
the
affected
area
is
washed
tently
connected
with
a
reversed
polarity,
the
exter-
immediately
with
soap
and
water.
Clothing
nal
power
contactor
will
not
close.
This feature
will
be ruined
upon
contact
with
battery
acid.
protects
the
diodes
in
the
alternator,
and
other
semi-
conductor
devices
used
in
the
aircraft,
from
possible
Inspect
the
cleaned
box
and
cover
for
physical
damage
reverse
polarity
damage.
and
for
areas
lacking
proper
acid
proofing.
A
badly
damaged
or
corroded
box
should
be
replaced.
If
the
box
NOTE
or
lid
require
acid
proofing,
paint
the
area with
acid-
proof
black
lacquer,
available
from
Pratt
and
Lambert
Maintenance
of
the
electronic
installations
United
-Performance
Coatings
Division,
P.
O.
Box
2153,
cannot be
performed
when
using
external
Wichita,
KS
67201.
power.
Application
of
external
power
opens
the
relay
supplying voltage
to
the
electronics
17-25.
BATTERY
CONTACTOR.
bus.
For
lengthy
ground
testing
of
electronic
systems,
connect
a
well
regulated
and
filtered
17-26.
DESCRIPTION.
The
battery
contactor
is
power
supply
directly
to
the
battery
side
of
the
bolted
to
the
firewall
below
the
battery
box.
The
con-
battery
contactor.
Adjust
the
supply
for
28
tactor
is a
solenoid
plunger
type, which
is
actuated
volts
and
close
the
master
switch.
by
turning
the
master
switch
on.
When
the
master
switch
is
off,
the
battery
is
disconnected
from
the
NOTE
electrical
system.
A
silicon
diode
is
used
to
elimi-
nate
spiking
of
the
transistorized
radio
equipment
When
using
ground
power
to
start aircraft,
close
The
cathode
(+)
terminal
of
the
diode
connects
to
the
the
master
witch
before
removing
ground
power
battery
terminal
of
the
battery
contactor.
The
anode
plug.
This
ill ensure
closure
of
battery
contact-
(-)
terminal
of
the diode
connects
to
the
same
termi-
or
and
excitaton
of
the
alterator
field.
nal
of
the
diode
connects
to
the same
terminal
on
the
contactor
as
the
master
switch
wire.
This
places
the
CAUTION
diode
directly
across
the contactor
solenoid
coil
so
that
inductive spikes
originating
in
the
coil
are
clipped
Failure
to
observe
polarity
when
connecting
when
the
master
switch
is
opened.
(Refer
to
figure
an
external
power
source
directly
to
the
bat-
17-2).
tery or
directly
to
the
battery
side
of
the bat-
tery
contactor,
will
damage
the
diodes
in the
17-27.
REMOVAL AND
INSTALLATION.
(Referto
alternator
and
other
semiconductor
devices
figure
17-2.)
in
the
aircraft.
a.
Open
battery
box
(2)
and
disconnect
ground
cable
NOTE
(8)
from
negative
battery terminal. Pull
cable clear
of
On
Aircraft
Serials
21061574
thru
21062334
battery
box.
On
Aircraft
Serials
21061574
thru
21062334
refer
to
Cessna
Single-engine
Service
Letter
SE78-19,
dated
March
27,
1978.
17-10
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
9
10
Detail
A
(Cover
Removed)
THRU
21064135
*
BEGINNING
WITH 21062274
*
BEGINNING
WITH
1979
MODELS
Figure
17-2.
Battery
and
Electrical
Equipment
Installation
(Sheet
3
of
5)
17-13
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
29
8
7
14
18
Detail
A
28.
Jumper
Wire
29.
Cover
(Battery Contactor)
30.
Cover
(Terminal
Block)
31.
Terminal
Block
32.
Firewall
33.
P
C
Board
34.
Cover
(Starter
Contactor)
BEGINNING
WITH
21064136
Figure
17-2.
Battery
and
Electrical
Equipment
Installation
(Sheet
4
of
5)
17-14
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
31
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-31.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
GROUND
POWER WILL
NOT
Ground
service
connector
1.
Check
for voltage
at all
CRANK
ENGINE.
wired
incorrectly.
three terminals
of
external
power
contactor
with
ground
power
connected
and
master
switch
off.
If
voltage
is
pre-
sent
on
input
and
coil
termin-
als
but
not on
the output
ter-
minal.
proceed
to
step
4.
If
voltage
is
present
on
the
input
terminal
but
not
on
the coil
terminal,
proceed
to
step
2.
If
voltage
is
present
on
all
three
terminals,
check wiring
between
contactor
and
bus.
2.
Check
for
voltage at
small
terminal
of
ground
service
re-
ceptacle.
If
voltage
is
not
pre-
sent,
check
ground
service
plug
wiring.
If
voltage
is
present,
proceed
to
step
3.
Open
or mis-wired
diode
on
3.
Check
polarity
and
continuity
ground
service
diode
board
of
diode
on
diode
board
at
rear
assembly.
of
ground
service
receptacle.-
If
diode
is
open
or
improperly
wired,
replace
diode
board
assembly.
Faulty
external
power
con-
4.
Check
resistance
from
small
tactor.
(coil)
terminal
of
external
power
contactor
to
ground
(master
switch
off and
ground
power
unplugged).
Normal
indication
is
50-70
ohms
If
resistance
indicates
an
open
coil, replace
contactor.
If
re-
sistance
is
normal,
proceed
to
step
5.
Faulty
contacts
in
external
5.
With
master
switch
off
and
power
contactor.
ground
power
applied,
check
for
voltage drop
between
two
large
terminals
of
external
power
(turn
on
taxi
light
for
a
load).
Normal
indication
is
zero
volts.
If
voltage
is
intermittently
pres-
ent
or present
all
the
time,
replace contactor.
17-19
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-32.
REMOVAL
AND
INSTALLATION.
(Refer
to
the
system.
The
aircraft
battery
supplies
the
source
figure 17-3.)
of
power
for
excitation
of
the
alternator.
a.
Openthe
battery
box and
disconnect
the
ground
cable
from
the
negative
terminal
of
the
battery
and
17-35.
ALTERNATOR.
pull
the
cable
free
of
the
box.
b.
Remove
the
nuts,
washers,
ground
strap,
bus
17-36.
DESCRIPTION.
The
60-ampere alternator
bar
and
diode board
from
the
studs
of
the
receptacle
used
on
the
aircraft
is
three-phase,
delta
connected
and
remove
battery
cable
with
integral
silicon
diode
rectifiers.
The
alternator
c.
Remove
the
screws
and
nuts
holding
the
recep-
is
rated
at
28-volts
at
60-amperes
continuous
out-
tacle.
ground
strap
will
then
be
free
from
bracket.
put.
Beginning
with
1978
Models
a
28-volt,
95
ampere
d.
To
install
a
ground
service
receptacle,
reverse
alternator
may
be
installed.
this
procedure.
17-37.
ALTERNATOR
REVERSE
VOLTAGE
DAM-
17-33.
ALTERNATOR
POWER
SYSTEM.
AGE.
The
alternator
is
very-susceptible
to
reverse
polarity
damage
due
to
the
very
low
resistance
of
the
17-34.
DESCRIPTION.
The
alternator
system
con-
output windings
and
the
low
resistance
of
the
silicon
sists
of
an
engine
driven
alternator,
a voltage regu-
diodes
in
the
output.
If
a
high
current
source,
such
lator
and
a
circuit
breaker
located
on
the
instrument
as
a
battery
or
heavy
duty
ground
power
cart
is
at-
panel.
The
system
is
controlled
by
the
left
hand
por- tached
to
the
aircraft
with
the
polarity
inadvertently
tion
of
the
split
rocker,
master
switch
labeled
ALT.
reversed,
the
current
through
the
alternator
will
An
over-voltage
sensor
switch and
red
warning
light,
flow
almost
without
limit
and
the
alternator
will
be
labeled
HIGH
VOLTAGE
are
incorporated
to
protect
immediately
damaged.
SHOP
NOTES:
17-20
MODEL
210
&
T210
SERIES SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
3
*
TORQUE
TO
165
±
10
IN
LBS.
*
TORQUE
TO
450
-
500
IN
LBS.
BEGINNNG
WITH
21062650,
21062662
AND
21062667
&
ON
Figure
17-4.
Alternator
Installation
(Sheet
2
of
3)
17-22
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-38.
TROUBLE
SHOOTING
THE
ALTERNATOR
SYSTEM
(THRU
1978
MODELS).
a.
ENGINE
NOT
RUNNING.
TROUBLE
PROBABLE
CAUSE
REMEDY
AMMETER
INDICATES
HEAVY
Shorted
diode in
alternator.
Turn
off
Battery
Switch
and
re-
DISCHARGE
OR
ALTERNATOR
move
"B"
Lead
from
alternator.
CIRCUIT
BREAKER
OPENS.
Check
resistance
from
"B"
(Battery
Switch
ON,
Terminal
of
alternator
to
alter-
Alternator
Switch
OFF,
nator
case.
Reverse leads
and
all
other
electrical
check
again.
Resistance
reading
switches
OFF.
)
may
show
continuity
in
one
direc-
tion
but
should
show
an
infinite
reading
in
the
other
direction.
If
an
infinite
reading
is
not
ob-
tained
in
at
least
one
direction,
repair
or
replace
alternator.
ALTERNATOR
REGULATOR
Short
in
Over-Voltage
Disconnect
Over-Voltage
Sensor
CIRCUIT
BREAKER
OPENS
sensor.
plug
and
recheck.
If
circuit
WHEN
BATTERY
AND
breaker
stays
in
replace
Over-
ALTERNATOR
SWITCHES
Voltage
Sensor.
ARE
TURNED
ON.
Short
in
alternator
voltage
Disconnect
regulator
plug
and
regulator.
recheck.
If
circuit
breaker
stays
in,
replace
regulator.
Short
in
alternator
field.
Disconnect
"F"
terminal
wire
and
recheck.
If
circuit
breaker
stays
in,
replace
alternator.
b.
ENGINE
RUNNING.
ALTERNATOR
CIRCUIT
Defective
circuit
breaker.
Replace
circuit
breaker.
BREAKER
OPENS
WHEN
BATTERY
AND
ALTER-
NA
TOR
SWITCHES
ARE
TURNED
ON,
OVER-
VOLTAGE
LIGHT
DOES
NOT
COME
ON.
ALTERNATOR
REGULATOR
Shorted field
in
alternator.
Check
resistance
from
"F"
CIRCUIT
BREAKER
OPENS
terminal
of
alternator
to
WHEN
BATTERY
AND
alternator
case,
if
resistance
ALTERNATOR
SWITCHES
is
less
than
5
ohms
repair/
ARE
TURNED
ON,
OVER-
replace.
VOLTAGE
LIGHT
DOES
NOT COME
ON
CAUTION
This
malfunction
frequently causes
a
shorted
regulator
which
will
result
in
an
over-voltage
condition
when
system
is
again
operated.
17-24
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-38.
TROUBLE
SHOOTING
THE ALTERNATOR SYSTEM
(THRU
1978
MODELS)
(Cont.)
b.
ENGINE
RUNNING
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
ALTERNATOR
MAKES
Shorted
diode
in
alternator.
Turn
off
Battery
Switch and
ABNORMAL
WHINING
remove
"13"
Lead
from
NOISE.
alternator.
Check
resistance
from
"B"
Terminal
of
alter-
nator
to
alternator
case.
Re-
verse
leads
and
check
again.
Resistance
reading
may show
continuity in
one
direction
but
should
show
an
infinite
reading
in
the
other
direction.
If
an
infinite
reading
is
not
obtained
in
at
least
one
direction,
repair
or
replace
alternator.
OVER-VOLTAGE
LIGHT
DOES
Shorted
regulator.
Replace
regulator.
NOT
GO
OUT
WHEN
ALTER-
NATOR
AND
BATTERY
SWITCHES
ARE
TURNED
ON.
Defective
over-voltage
Replace
sensor.
sensor.
AFTER
ENGINE START
Regulator
faulty
or
high With
engine
not
running
turn
WITH
ALL ELECTRICAL
resistance
in
field
circuit.
off
all electrical
loads
and
EQUIPMENT
TURNED
OFF
turn
on
battery
and
alternator
CHARGE
RATE
DOES
NOT
switches.
Measure
bus
voltage
TAPER
OFF
IN
1-3
MINUTES
to
ground, then
measure
voltage
from
terminal
of
alternator
to
ground.
If
there
is
more
than
2
volts
difference
check
field
circuit
wiring
shown
on
alter-
nator
system
wiring
diagram
in
Section
19.
Clean
all
contacts.
Replace
components until
there
is
less
than
2
volts
difference
between
bus
voltage
and
field
voltage.
NOTE
Also
refer
to
battery
power
system
trouble
shooting
chart.
ALTERNATOR
SYSTEM
WILL
Alternator
output voltage
1.
Connect
voltmeter
between
NOT
KEEP
BATTERY
insufficient.
D.
C.
Bus and
ground.
Turn
off
CHARGED.
all
electrical
loads.
Turn
on
Battery
Switch,
start
engine
and
adjust
for
1500
RPM. Voltage
should
read
approximately
24
volts
Turn
on
alternator
switch,
volt-
age
should
read
between
27.4
and
28.0
volts.
Ammeter
should
indicate
a
heavy
charge
rate
which
should
taper
off
in
1-3
minutes.
If
charge
rate
tapers
off
very
17-25
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-38.
TROUBLE
SHOOTING
THE
ALTERNATOR
SYSTEM
(THRU
1978
MODELS)
(Cont.)
b.
ENGINE
RUNNING
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
ALTERNATOR
SYSTEM
WILL
Alternator
output
voltage
quickly
and
voltage
is
normal,
NOT
KEEP
BATTERY
insufficient
(cont).
check
battery
for
malfunction.
CHARGED.
(Cont.)
If
ammeter
shows
a
low
charge
rate
or
any
discharge
rate,
and
voltage
does
not
rise
when
alternator
switch
is
turned
on
proceed
to
Step
2.
2.
Stop
engine,
turn
off
all
switches.
Connect
voltmeter
between "F"
terminal
of
alternator
and
ground.
Do
NOT
start
engine.
Turn
on
battery
switch
and
alternator
switch. Battery
voltage
should
be
present
at
"F"
terminal,
less
1
volt
drop
thru
regulator,
if
not
refer
to
Step
3.
3.
Starting
at
"T"
terminal
of
alternator
trace
circuit
to
voltage
regulator,
at
"B"
terminal
of
regulator
trace
circuit
to
over-voltage
sensor,
to
master
switch,
to
Bus
Bar.
Replace
component
which
does
not
have
voltage
present
at
output.
Refer
to
alternator
system
wiring
diagram
in
Section
19.
Alternator
field
winding
1.
If
voltage
is
present
turn
off
open.
alternator
and
battery
switches.
Check
resistance
from
"F"
terminal
of
alternator
to
alter-
nator
case,
turning
alternator
shaft
during
measurement.
Normal
indication
is
12-20
ohms.
If
resistance
is
high
or
low,
repair
or
replace alternator.
If
ok
refer
to
Step
2.
2.
Check
resistance
from
case
of
alternator
to
airframe
ground.
Normal
indication
is
very
low
resistance.
If
reading
indicates
no,
or
poor
continuity,
repair
or
replace
alternator
ground
wiring.
17-26
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-38A.
TROUBLE
SHOOTING
THE
ALTERNATOR
SYSTEM
(BEGINNING
WITH
1979
MODELS).
a.
ENGINE
NOT
RUNNING.
TROUBLE
PROBABLE
CAUSE
REMEDY
AMMETER
INDICATES
Shorted
diode
in
alternator.
Turn
off
Battery
Switch
and
HEAVY
DISCHARGE
OR
remove
"B"
Lead
from
alter-
ALTERNATOR
CIRCUIT
nator.
Check
resistance
from
BREAKER
OPENS.
"B"
Terminal
of
alternator
to
(Battery
Switch
ON.
Alter-
alternator
case.
Reverse
nator
Switch
OFF. all
leads
and
check
again.
Resis-
other
electrical
switches
tance
reading
may
show
con-
OFF.)
tinuity
in
one
direction
but
should
stow
an
infinite
reading
in
the
other
direction.
If
an
infinite reading
is
not
obtained
in
at
least
one
direction.
repair
or
replace
alternator.
ALTERNATOR
REGULA-
Short
in
alternator
control
Disconnect
Over-Voltage
TOR
CIRCUIT
BREAKER
unit.
Sensor
plug
and
recheck.
OPENS
WHEN
BATTERY
If
circuit
breaker
stays
in
AND
ALTERNATOR
replace Over-Voltage Sensor.
SWITCHES
ARE
TURNED
ON.
Disconnect
alternator
control
unit
plug
and
recheck.
If
circuit
breaker
stays
in.
replace
alternator
control
unit.
Short in
alternator
field.
Disconnect
"F"
terminal
wire
and
recheck.
If
circuit
breaker
stays
in. replace
alternator
b.
ENGINE
RUNNING.
ALTERNATOR
CIRCUIT
Defective
circuit
breaker
Replace
circuit
breaker.
BREAKER
OPENS
WHEN
BATTERY
AND
ALTER-
NATOR
SWITCHES
ARE
TURNED
ON.
LOW-
VOLTAGE
LIGHT
DOES
NOT
COME
ON.
ALTERNATOR
REGULA-
Shorted
field
in
alternator.
Check
resistance
from
"F"
TOR
CIRCUIT BREAKER
terminal
of
alternator
to
OPENS
WHEN
BATTERY
alternator
case,
if
resis-
AND
ALTERNATOR
tance
is
less
than
5
ohms
SWITCHES
ARE
TURNED
repair/replace.
ON,
LOW-VOLTAGE
LIGHT
MAY
OR
MAY
NOT
COME
ON.
CAUTION
This
malfunction
may
cause
a
snorted
alternator
control
unit.
which
will
result
in
an
over-voltage
condition
when
system
is
again
operated.
17-27
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-38A.
TROUBLE
SHOOTING
THE
ALTERNATOR
SYSTEM
(BEGINNING
WITH
1979
MODELS)
(Cont.)
b.
ENGINE
RUNNING
(Cont.)
TROUBLE PROBABLE
CAUSE
REMEDY
ALTERNATOR
MAKES
Shorted
diode
in
alternator.
Turn
off
Battery
Switch
and
ABNORMAL
WHINING
remove
"B"
Lead
from
al-
NOISE.
ternator.
Check
resistance
from
"B"
Terminal
of
alter-
nator
to
alternator
case.
Re-
verse
leads
and
check
again.
Resistance
reading
may
show
continuity
in
one
direction
but
should
show
an
infinite
reading
in
the
other
direction.
If
an
infinite
reading
is
not
obtained
in
one
direction,
repair
or
replace alternator.
LOW-VOLTAGE
LIGHT
Shorted
alternator
control
Replace
alternator
control
unit.
DOES
NOT
GO
OUT
WHEN
unit.
ALTERNATOR
AND
BAT-
TERY
SWITCHES
ARE
Defective
low-voltage
Replace
alternator
control
unit.
TURNED
ON.
sensor.
AFTER
ENGINE
START
Alternator
control
unit
faulty
With
engine
not
running
turn
WITH
ALL
ELECTRICAL
or
high
resistance
in
field
off
all electrical
loads
and
EQUIPMENT
TURNED
OFF
circuit
turn
on
battery
and
alternator
CHARGE
RATE
DOES
NOT
switches.
Measure
bus
volt-
TAPER
OFF
IN
1-3
age
to
ground.
then
measure
MINUTES
voltage
from
terminal
of
alternator
to
ground.
If
there
is
more
than
2
volts
difference
check
field
circuit
wiring
shown
in
alternator
system wiring
diagram
in
Section
19
Clean
all
contacts.
Replace
components
until
there
is
less
than
2
volts
difference
between
bus
voltage
and
field
voltage.
NOTE
Also
refer
to
battery
power
system
trouble
shooting
chart.
ALTERNATOR
SYSTEM
Alternator
output voltage
1.
Connect
voltmeter
between
WILL
NOT
KEEP
BAT-
insufficient.
D.
C.
Bus
and
ground.
Turn
TERY
CHARGED.
off
all
electrical
loads.
Turn
on
Battery
Switch,
start
engine
and
adjust
for
1500
RPM.
voltage
should
read approximately
24
volts.
Turn
on-alternator
switch.
voltage
should
read between
28.4
and
28.9
volts.
Ammeter
should
indicate
a
heavy
charge
rate
which
should
taper
off
in
1-3
minutes.
If
charge
rate
tapers
off
very
quickly
and
voltage
is
normal.
check
battery
for
malfunction.
If
ammeter
shows
a
low
charge
rate
or
any
discharge
rate,
and
voltage
does
not
rise
when
alternator
switch
is
turned
on
proceed
to
Step
2.
17-28
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-38A.
TROUBLE
SHOOTING
THE
ALTERNATOR
SYSTEM
(BEGINNING
WITH
1979
MODELS)
(Cont.)
b.
ENGINE RUNNING
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
ALTERNATOR
SYSTEM
Alternator
output
voltage
2.
Stop
engine.
turn
off
all
WILL
NOT
KEEP
BAT-
insufficient
(cont.)
switches.
Connect
voltmeter
TERY
CHARGED.
(Cont.
between
"F"
terminal
of
alternator
and ground.
Do
NOT
start
engine.
Turn
on
battery
switch
and
alternator
switch.
Battery
voltage
should
be
present
at
"F
"
terminal,
less
1
volt
drop
thru
regulator,
if not
refer
to
Step
A3.
3.
Starting
at
"F" terminal
of
alternator,
trace
circuit
to
alternator
control
unit
at
Pin
1
(Blue
Wire).
Trace
circuit
from
Pin
3
(Red
Wire)
to
master
switch,
to Bus
Bar.
Trace
circuit
from
alternator
control
unit
Pin
2
(Orange
Wire)
to
alternator
"BAT"
terminal.
Check
connections
and
replace
component
which
does
not
have
voltage
present
at
output.
Refer
to
alternator
system
wiring
diagram
in
Section
19.
Alternator
field
winding
1.
If
voltage
is
present turn
open.
off
alternator
and
battery
switches.
Check
resistance
from
'F"
terminal
of
alter-
nator
to
alternator
case.
turning
alternator
shaft
dur-
ing
measurement.
Normal
indication
is
12-20
ohms.
If
resistance
is
high
or
low.
repair
or
replace
alternator.
If
OK
refer
to
Step
2.
Alternator
output
voltage
2.
Check
resistance
from
case
insufficient.
of
alternator
to
airframe
ground.
Normal
indication
is very
low
resistance.
If
reading
indicates
no,
or
poor
continuity,
repair
or
replace
alternator
ground
wiring.
17-39.
REMOVAL
AND
INSTALLATION.
(Refer
to
g.
Adjust
belt
tension
to
obtain
3/8-inch
deflection
at
figure
17-4,
Sheet
3,
typical.)
the
center
of
the
belt
when
applying
12
pounds
of
a. Make
sure
that
master
switch remains
in
the
off
pressure
to the
belt.
After
the
belt
is
adjusted
and
the
position,
or
disconnect
negative
lead
from
battery.
bolt
is
safety
wired,
tighten
the
bottom
bolt to
100-140
b.
Disconnect
wiring
from
the
alternator.
lb-in
torque
on
the
60
ampere
alternator
and
450-500
c.
Remove
safety
wire
(4)
from
the
upper
adjusting
lb-in
torque
on
the
95
ampere
alternator
to
remove
any
bolt
(3),
and remove
bolt
from
alternator.
play
between
the
alternator
mounting
foot
and
the
d.
Remove
nut
(7)
and
washer
(2)
from
the
lower
U-shaped
support assembly.
mounting
bolt.
e.
Remove
alternator
drive
belt
(5)
and
lower bolt
(3)
CAUTION
to
remove
alternator.
f.
To
replace
alternator,
reverse
this
procedure.
On
new
aircraft
or
whenever
a
now
belt
is
installed,
belt tension
should
be
checked
within
10
to
25
hours
of
operation.
Revision
3
17-29
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTE
17-44.
DESCRIPTION.
The
over-voltage
system
consists
of
a
over-voltage
sensor
switch
and
a
red
When
tightening
the
alternator
belt,
apply
pry
warning light
labeled,
HIGH
VOLTAGE,
on
the
instru-
bar
pressure
only
to the
end
of
the
alternator
ment
panel.
When
an
over-voltage
tripoff
occurs
the
nearest
to
the
belt
pulley.
over-voltage
sensor
turns
off
the
alternator
system
and
the
red
warning
light
comes
on.
The
ammeter
17-40.
ALTERNATOR
VOLTAGE
REGULATOR.
will
show
a
discharge.
Turn
off
the
alternator
portion
of
the
master
switch
to
recycle
the
over-voltage sen-
1741.
DESCRIPTION.
A
transistorized
voltage
sor.
If
the
over-voltage
condition
was
transient,
the
regulator
is
installed
on
the
aircraft.
The
regulator
is
normal action
is
necessary.
If
the
over-voltage
trip-
adjustable,
but
adjustment
on
the
aircraft
is not
off
recurs,
then
a
generating
system
malfunction
has
recommended.
A
bench
adjustment
procedure
is
occurred
such
that
the
electrical
accessories
must
be
outlined
in
the
Cessna
Alternator Charging
Systems
operated
from
the
aircraft
battery
only.
Conservation
Service/Parts
Manual.
A Cessna
Alternator
Charging
of
electrical
energy
must
be
practiced
until
the
flight
System
Test
Box
Assembly
(Part
No.
9870005-1)
is
can
be
terminated.
The
over-voltage
red
warning
available
from
Cessna
Parts
Distribution
(CPD
2),
light
filament
may
be
tested
at
any
time
by
turning
off
through
Cessna
Service
Stations,
for
use
in
isolating
the
alternator
portion
of
the
master
switch
and
leaving
failures
in
the
28-volt
transistorized
voltage
regulator
the
battery
portion
turned
on.
This
test
does
not
in-
(C611002-0105)
and
the
28-volt
alternator.
duce
an
over-voltage
condition
on
the
electrical
sys-
tem.
Beginning
with
1979
Models
the
over-voltage
17-42.
REMOVAL
AND
INSTALLATION.
(Refer
to
sensor
is
contained
within
the
alternator
control
unit.
figure
17-5).
The
unit
also
contains
a
low-voltage
sensor.
A
red
a.
Ensure
that the
master
switch
is
off.
warning
light
labeled
"LOW
VOLTAGE"
is
installed
b.
Remove
upper
cowl
to
gain
access
to
the
regula-
on
the
instrument
panel.
When
an
over-voltage
con-
tor.
dition
occurs
the
over-voltage
sensor
turns
off
the
c.
Remove
the
connector
plug
from
the
regulator.
alternator
and
the
voltage
in
the
system
drops.
When
d.
Remove
the
three
bolts
holding the
regulator
on
system
voltage
drops
below
24.8
volts
the
low-voltage
the
firewall.
sensor
turns
on
the
low-voltage
light
indicating
a
e.
To
reinstall
the
regulator,
reverse
the
preceding
drain
on
the
battery
and
the
ammeter
will
show
a
dis-
steps.
charge.
Turn
off
both
sections
of
the
master
switch
to
recycle
the
over-voltage
sensor.
If
the
over-
17-42A.
ALTERNATOR
CONTROL
UNIT.
(BEGIN-
voltage
condition
was
transient, the normal
alternator
NING
WITH
1979
MODELS.)
charging
will
resume
and
no
further
action
is
neces-
sary.
If
the
over-voltage
tripoff
recurs,
then
a
gen-
17-42B.
DESCRIPTION.
The
alternator
control
unit
erating system
malfunction
has
occurred
such
that
is
a
solid
state
voltage
regulator
with
an
over-voltage
the
electrical
accessories
must
be
operated
from
the
sensor
and
a
low-voltage
sensor
incorporated
in
the
unit.
aircraft
battery
only.
Conservation
of
electrical
The control
unit
is
not
adjustable
and
is
a
remove-and-
energy
must
be
practiced
until
the
flight
can
be
ter-
replace
item.
A
Cessna
Alternator
Charging
System
minated.
The
over-voltage
light
filament
may
be
Test
Box
Assembly
(Part
No.
9870005-1)
is
available
tested
at
any
time
by
turning
off
the
"Alternator"
por-
from
Cessna
Parts
Distribution
(CPD
2),
through
Cessna
tion
of
the
master
switch
and
leaving
the
battery por-
Service
Stations,
for
use
in isolating
failures
in
the
tion
on.
This
test
does
not
induce
an
over-voltage
28-volt
alternator
control
units
(C611005-0101
and
condition
on
the
electrical
system.
C611005-0102)
and
the
28-volt
alternator.
NOTE
17-42C.
REMOVAL
AND
INSTALLATION.
(Refer
to
figure
17-5.)
On
1979
thru
1982
models
if
the
alternator
low
a.
Thru
1980
Models
remove upper
half
of
engine
voltage
light
comes
on
when
a
COM
radio
trans-
cowl.
Beginning
with
1981
Models
the
control
unit
mitter
is
keyed,
refer
to
Cessna
Single
Engine
is
mounted
on
the
aft
side
of
the
battery
box,
under
Customer
Care
Service
Information
Letter
SE82-
the
instrument
panel.
17
Dated
April
30,
1982.
b.
Place
master
switch
in
the
"OFF"position.
c.
Disconnect
negative
lead
from
the
battery.
17-45.
REMOVAL AND
INSTALLATION.
(Refer
to
d.
Disconnect
housing
plug
from
the
alternator
figure
17-6.
)
control unit.
a.
Turn
master
switch
(BATT
side)
to
OFF position.
e.
Remove
screws
securing
the
control
unit
to
the
b.
Disconnect
plug.
firewall.
c.
Remove
mounting
screws
and
remove
relay.
f.
To
install
control
unit
reverse
the
preceding
d.
To
install
reverse
the
procedure.
steps.
Be
sure
the
connections
for
grounding
are
clean
and
bright
before
assembly.
Otherwise
faulty 17-46.
RIGGING
THROTTLE-OPERATED
MICRO-
voltage regulation
and/or
excessive
radio
noise
may
SWITCH.
Refer
to
Section
13.
result.
17-47.
AUXILIARY
FUEL
PUMP
FLOW
RATE
17-43.
OVER-VOLTAGE
SENSOR
AND
WARNING
ADJUSTMENT.
Refer
to
Section
13.
LIGHT.
17-30
Revision3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
4
THRU
1978
MODELS
21063473
1.
Housing
-
Cap
13
9.
Alternator Control
Unit
2.
Wire
(to
Alternator
Ground)
1979
THRU 1980
MODELS
10.
Terminal
Block
3.
Voltage
Regulator
Detail
A
11.
Spiral
Wrap
4.
Screw
12.
Wire
(to
Circuit Breaker)
5.
Housing
-
Plug
13.
Wire
(to
Alternator
Control
Unit)
6.
Cover
14.
Wire
(to
Alternator)
7.
Sta-strap
15.
Ground Wire
8.
Clamp
16.
Spacer
Figure
17-5.
Voltage
Regulator/Alternator
Control
Unit
Installation
(Sheet
1
of
2)
17-31
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
2
3
8
Detail
A
1.
Sta-strap
2.
Housing
Cap
3.
Housing
Plug
4.
Alternator
Control
Unit
5.
Bracket
6.
Battery
Box
7.
Ground
Wire
8.
Bolt
BEGINNING
WITH
1981
MODELS
Figure
17-5.
Voltage
Regulator/Alternator
Control
Unit
Installation
(Sheet
2
of
2)
17-32
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-47A.
STANDBY
GENERATOR
SYSTEM.
17-471.
ALTERNATOR
CONTROL
UNITS.
17-47B.
DESCRIPTION.
The
standby
generator
17-47J.
DESCRIPTION. The
alternator
control
units
system
may
be
installed
on
the
aircraft
beginning
are
solid
state
voltage
regulators
with
low
voltage
with
1980
models.
The
system provides
a
24
volt
DC,
sensing
internal
paralleling
circuitry
in
the
alternator
7-amp
capacity
of
standby
power
for
the
following
control
units
controls
load
sharing
between
the
alter-
essential
electrical
and
avionic
equipment
in
the
event
nators.
event
the
main
electrical
system
cannot
be
used;
gear
warning,
stall
warning,
fuel
quantity,
turn
coordinator,
17-47K.
REMOVAL
AND
INSTALLATION.
(See
engine
oil
and
cylinder
head
temp,
also
circuit
breaker
figure
17-6B.)
(radio
3)
and
(radio
1
or
2).
The
system
consists
of
a
standby
generator,
mounted
on
the engine
accessory
17-47L.
ALTERNATOR
CONTACTORS
AND
SHUNTS
case.
a
voltage
regulator,
mounted
on
the
upper
right
hand
portion
of
the
firewall,
a
two-position
toggle
OFF-
17-47M.
DESCRIPTION.
Each
alternator
is
equipped
ON
switch
and
a
two-position
toggle
radio
selector
with
a
contactor
and
shunt.
The
shunt
directs
power
switch
(labeled
NC1/NC2)
installed
on
the
circuit
break-
through
two
fuses
to
the
alternator
control
unit
remote
er
panel.
For
trouble
shooting
and
adjustments
refer
sensing
and
current
sensing
circuits.
The
shunt
is
to
the
Standby
Generator
Charging
Systems
Manual,
also
connected
through
fuses
to
the
volt-ammeter
D5021-13,
dated
15
September
1979.
selector
switch
which
enables
the
pilot
to
monitor
the
17-47C.
REMOVAL
AND
INSTALLATION.
Refer
to
electrcal
system
operation.
figure
17-6A.
17-47N.
REMOVALAND
INSTALLATION.
(See
17-47D.
DUAL
ALTERNATOR
SYSTEM.
figure
17-6B.)
17-47E.
DESCRIPTION.
The
dual
alternator
system
17-470.
VOLT-AMMETER.
consists
of
two
belt-driven,
28
volt,
60
amp
alterna-
tors,
two
alternator control
units,
two
shunt
and
fuse
17-47P.
DESCRIPTION.The volt-ammeter
is
assemblies,
two
line
contactors,
two
alternator
mounted
on
the
left
side
of
the
nstrument
panel. A
switches,
two
circuit
breakers,
a volt
ammeter,
a
selector
switch
is
provided
for
the
pilot
to
monitor
three
light
indicating
system
and
a
alternator
restart
the
electrical
system
operation.
The
selector
switch
system.
An
isolation
circuit
breaker
is
installed
with
allows
the
pilot
to
monitor
the
current
supplied
by
the dual
alternator system.
Refer
to
the
Pilots
Operat-
each
alternator,
the
battery
charge
or
discharge
cur-
ing
Handbook
for
operational
procedures.
rent,
or
the
system
voltage.
17-47F.
ALTERNATORS.
17-47Q.
ALTERNATOR
RESTART
SYSTEM.
The
alternator
restart
system
consists
of
a
battery
pack
17-47G.
DESCRIPTION.
The
alternators
are
belt-
and
a
switch.
When
the
restart
switch,
on
the
circuit
driven,
28
volt,
60
amp,
three-phase,
Delta
con-
breaker
panel
is
actuated,
power
is
directed
from
the
nected
stator
windings
with
integral
silicon
diode
battery
pack
through
the
restart
switch
to
the
alterna-
rectifiers
and
a
stator
tap.
tor
switch. With
the
alternator
switch
closed
power
is
directed
to
the
alternator
control
unit
then
to
the
NOTE
alternator
field
for
excitation
of
the
alternator.
Alternators
are
equal
in
function
&
capability,
NOTE
and
normally
operate
under equal
loads.
Each
may
operate
independently,
but
should
not
be
Batteries
should
be
changed
at
yearly
Inter-
thought
of
or
operated
as,
a
primary
and
vals
or sooner
if
function
test
shows
need.
secondary
(or
standby)
system.
Correct polarity
must
be
observed
when
installing
batteries.
No.
814
Ray-O-Vac
17-47H.
REMOVAL AND
INSTALLATION.
(See
or
No.
MN1400
Mallory
or
equivalent
to
figure
17-6B.)
No.
E-93
Everready
Batteries
are
recom-
mended.
WARNING
Do
not
rely
on
contact
between
battery
holder
(78)
and
plate
(79)
to
maintain
spring
contact
on
batteries.
If
required,
end
plates
of
the
battery
holder
may
be
reformed
inward
slight-
ly
to
increase
contact
pressure
on
batteries.
Check
continuity
of
battery
pack
before
instal-
lation
with
battery
pack
suspended from
plate
and
with
curvature
of
plate
reversed
as
in
normal
installation.
17-34
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
•TO
RQUE
450
-
500
IN-LBS
*TORQUE
160
-
190
IN-LBS
*TORQUE 155
-
175
IN-LBS
36
21.Mount t23
34 \
26.
Bolt
4%
27.
Adjustment Bracket
28.
Nipple
Detail
B
29.
Wire
(Alternator
Shunt)
BlINNING
WITH
21064570
31.
Wire
(Remote
Sense)
32.
Wire
(Grou
nd)
33.
Bolt
34.
Wire
(Alt
OFF
Sense)
35.
Resistor
36.
Insulator
37.
Resistor
~33 a ~25~38.
Washer
34
26.
Bolt
27,
Adjustment Bracket
2839.
NipplScrew
DetilB 4029.
Wire
Alternator
Shunt)
3041.
Safety
Wire
BEGINNING
WITH
21064570
31.
Wire
(Remote
Sense)
32.
Wire
(Ground)
33.
Bolt
Figure 17-6B34. WireDual AlternatorFF Sytem
Installation
(Sheet
4
of
8)
1735. Resistor-
36.
Insulator
37.
Resistor
38.
Washer
39.
Screw
40.
Alternator
41.
Safety
Wire
Figure
17-6B.
Dual Alternator
System
Installation
(Sheet
4
of
8)
17-39
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
41.
Cover
42.
Wire
(Circuit
Breaker)
43.
Contactor
(Alternator
No.
2)
44.
Bracket
45.
Bus
Bar
46. Shunt
(Alternator
No.
2)
47.
Shunt
(Alternator
No. I)
48.
Wire
(to
Alternator
No.
1)
49.
Wire
(to
Alternator
No.
2)
50.
Wire
(Circuit
Breaker)
Figure
17-6B.
Dual
Alternator
System
Installation
(Sheet
5
of
8)
17-40
17-40
MODEL
210
&
T210
SERIES SERVICE
MANUAL
52
51
54
55
DetailD
56
59
60
61
62
51.
Cover
52.
Shunt
(Battery)
53.
Sleeve
54.
Wire
(to
Main
Bus)
55.
Wire
(to Battery
Contactor)
56.
Tie
57.
Strap
58.
Insulator
59.
Diodes
60.
Bus
Bar
61.
Bus
Bar
(Dual
Alternator
only)
62.
Isolation
Circuit
Breaker
Detail
l
Figure
17-6B.
Dual
Alternator
System
Installation
(Sheet
6
of
8)
17-41
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-48.
AIRCRAFT
LIGHTING
SYSTEM.
17-50.
SWITCHES.
17-49.
DESCRIPTION.
The
aircraft
lighting
sys-
17-51. DESCRIPTION.
The
instrument
panel
tern
consists
of
landing
and
taxi
lights,
navigation
switches
used
are
snap-in
type
rocker
switches.
lights,
flashing
beacon
light, anti-collision
strobe
These switches
have
a
design
feature
which
permits
lights,
interior
and
instrument
panel
flood
lights,
them
to
snap into
the
panel
from
the
panel
side
and
electroluminescent
panel
lighting,
instrument
post
can
subsequently
be removed
for
easy
maintenance.
lighting,
pedestal
lights,
oxygen
lights,
courtesy
These switches
also
feature
spade
type
slip-on
ter-
lights,
de-ice
light,
control
wheel
map
light,
bag-
minals.
gage
compartment
light,
compass
and
radio
dial
lights.
17-52.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
1.
Inspect
circuit
breaker.
If
LANDING
AND
TAXI
LIGHTS
Short
circuit
in
wiring.
circuit
breaker
is
open,
proceed
OUT.
to
step
2.
If
circuit
breaker
is
OK,
proceed
to
step
3.
Defective
wiring.
2.
Test
each
circuit
separately
until
short
is
located.
Repair
or
replace
wiring.
Defective
switch.
3.
Check
voltage
at
lights
with
master
and
landing
and
taxi
light
switches
ON.
Should
read
bat-
tery
voltage.
Replace
switch.
LANDING OR
TAXI
LIGHT
Lamp
burned
out.
1.
Test
lamp
with
ohmmeter
or
OUT.
new
lamp.
Replace
lamp.
Open
circuit
in
wiring.
2.
Test
wiring
for
continuity.
Repair or
replace
wiring.
1.
Inspect
circuit
breaker.
If
FLASHING BEACON
DOES
Short
circuit
in
wiring,
circuit
breaker
is
open,
proceed
NOT
LIGHT.
to
step
2.
If
circuit breaker
is
OK,
proceed
to
step
3.
Defective wiring.
2.
Test
circuit
until
short
is
lo-
cated.
Repair
or
replace
wiring.
Lamp
burned
out.
3.
Test
lamp
with
ohmmeter
or
a
new
lamp.
Replace
lamp.
If
lamp
is
good,
proceed
to
step
4.
Open
circuit
in
wiring.
4.
Test
circuit
from
lamp
to
flasher
for
continuity.
If
no
continuity
is
present,
repair
or
replace
wiring.
If
continuity
is
present,
proceed
to
step
5.
Defective
switch.
5.
Check voltage
at
flasher
with
master
and
beacon
switch
on.
Should
read
battery
voltage.
Replace
switch.
If
voltage
is
present.
proceed
to
step
6.
Defective
flasher.
.
Install
flasher.
FLASHING BEACON
Defective
flasher.
1.
Install
new
flasher.
CONSTANTLY
LIT.
17-44
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-52.
TROUBLE
SHOOTING
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
1. Inspect
circuit
breaker.
If
ALL
NAV
LIGHTS
OUT.
Short
circuit
in
wiring.
circuit
breaker
is
open,
proceed
to
step
2.
If
circuit
breaker
is
OK,
proceed
to
step
3.
Defective
wiring.
2.
Isolate
and
test
each
nav
light
circuit
until
short
is
located.
Repair or
replace
wiring.
Defective
switch.
3.
Check
voltage
at
nav
light
with
master
and
nav
light
switches
on.
Should
read
battery
voltage.
Re-
place
switch.
ONE NAV
LIGHT
OUT.
Lamp
burned
out.
1. Inspect
lamp.
Replace
lamp.
Open
circuit
in
wiring;
2.
Test
wiring
for
continuity.
Repair
or
replace
wiring.
WARNING
The
anti-collision
system
is a
high
voltage
device.
Do
not
remove
or
toach tube
assembly
while
in
operation.
Wait
at
least
5
minutes
after
turning
off
power
before
starting
work.
BOTH
ANTI-COLLISION
Open
circuit
breaker.
1.
Check,
if
open
reset.
If
STROBE
LIGHTS
WILL
circuit
breaker
continues
to
NOT
LIGHT.
open
proceed
to
step
2.
2.
Disconnect
red
wire
be-
tween
aircraft
power
supply
(battery/external
power)
and
strobe
power
supplies,
one
at
a
time.
If
circuit
breaker
opens
on
one
strobe
power
supply,
replace
strobe
power
supply.
If
circuit
breaker
opens
on
both
strobe
power
supplies
proceed
to
step
3.
If
circuit
breaker
does
not
open
proceed
to
step
4.
3.
Check
aircraft
wiring.
Repair
or
replace
as
neces-
sary.
4.
Inspect
strobe
power
sup-
ply
ground
wire
for
contact
with
wing
structure.
17-45
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-52.
TROUBLE
SHOOTING
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
CAUTION
Extreme
care
should
be
taken
when
exchanging
flash
tube.
The
tube
is
fragile
and can
easily
be
cracked
in
a
place
where
it
will
not
be
obvious
visually.
Make
sure
the
tube
is
seated
properly
on
the
base
of
the
nav
light
assembly
and
is
centered
in
the
dome.
NOTE
When
checking
defective
power
supply
and
flash
tube,
units
from
opposite
wing
may
be
used.
Be
sure
power
leads
are
protected
properly
when
unit
is
removed
to
prevent short
circuit.
ONE
ANTI-COLLISION
Defective
Strobe
Power
Supply,
1.
Connect
voltmeter
to
red
lead
STROBE
LIGHT
WILL
or
flash
tube.
between
aircraft
power
supply
(battery/external
power)
and
strobe
power
supply,
connecting
negative
lead
towing
structure.
'Check
for
12/24
volts.
If
OK
pro-
ceed to
step
2.
I
not,
check
air-
craft
power
supply
(battery/exter-
nal
power).
2.
.Replace
flash
tube
with
known
good
flash
tube.
If
system
still
does
not work,
replace
strobe
power
supply.
1.
Inspect
circuit
breaker.
If
DOME
LIGHT
TROUBLE.
Short
circuit
in
wiring.
circuit
breaker
is
open,
proceed
to
step
2.
If
circuit
breaker
is
OK,
proceed
to
step
3.
Defective
wiring.
2.
Test
circuit
until
short
is
located.
Repair
or
replace
wiring.
3.
Test
for
open
circuit.
Repair
or
replace
wiring.
If
no
short
or
open
circuit
is
found,
proceed
to
step
4.
Lamp
burned
out.
4.
Test
lamp
with
ohmmeter
or
new
lamp.
Replace
lamp.
Defective
switch.
5.
Check
for
voltage
at
dome
light
with
master
and
dome light
switch
on.
Should
read
battery
voltage.
Replace
switch.
17-46
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-52.
TROUBLE
SHOOTING
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
ELECTROLUMINESCENT
Short
circuit
in
wiring.
1.
Inspect
circuit
breaker.
If
PANELS
WILL
NOT
LIGHT.
circuit
breaker
is
open,
proceed
to
step
2.
If
circuit
breaker
is
OK,
proceed
to
step
3.
Defective
wiring.
2.
Test circuit
until
short
is
located. Repair
or
replace wiring.
3.
Test
for
open
circuit.
Repair
or
replace
wiring.
If
no
open
or
short
circuit
is
found,
proceed
to
step
4.
Defective
resistor.
4.
Check
resistor
for
continuity.
(Located
in
line
between
rheostat
and
inverta-pak.)
Replace
resistor.
Defective
rheostat.
5.
Check
input
voltage at
inverta-
pak
with
master
switch
on.
Volt-
meter
should
give
a
smoothly
varied
reading
over
the
entire
control
range
of
the
rheostat.
If
no
voltage
is
pre-
sent
or
voltage
has
a
sudden
drop
before
rheostat
has
been
turned
full
counterclockwise,
replace
rheostat.
Defective
inverta-pak.
6.
Check
output
voltage
at
inverta-
pak
with
ac
voltmeter.
Should
read
about
125
volts ac
with
rheostat set
for
full bright.
Replace
inverta-
pak.
INSTRUMENT
LIGHTS
WILL
Short
circuit
wiring.
1.
Inspect
circuit
breaker.
If
NOT
LIGHT,
circuit
breaker
is
open,
proceed
to
step
2.
If
circuit breaker
is
OK,
proceed
to
step
3.
Defective
wiring.
2.
Test
circuit
until
short
is
locat-
ed.
Repair or
replace
wiring.
3.
Test
for
open
circuit.
Repair
or
replace
wiring.
If
no
short
or
open
circuit
is
found,
proceed
to
step
4.
Faulty
section
in
4.
Lights
will
work
when
control
dimming
potentiometer.
is
placed in
brighter
position.
Re-
place
potentiometer.
Faulty
light dimming
5.
Test
both
transistors
with
new
transistor.
transistor.
Replace
faulty
transis-
tor.
Faulty
selector
switch.
6.
Inspect.
Replace
switch.
17-47
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-52.
TROUBLE
SHOOTING
(Cont.)
TROUBLE PROBABLE
CAUSE
REMEDY
INSTRUMENT
LIGHTS
WILL
Open
resistor
or
wiring
1.
Test
for
continuity.
Replace
NOT
DIM.
in
minimum
intensity
end
resistor
or repair
wiring.
of
potentiometer.
Shorted
transistor.
2.
Test
transistor
by
substitution.
Replace
defective
transistor.
CONTROL
WHEEL
MAP
Nav
light
switch
turned
off.
1.
Nav
light
switch
has
to
be
LIGHT
WILL
NOT
LIGHT.
ON
before
map
light
will light.
Short
circuit
in
wiring.
2.
Check
lamp
fuse
on
terminal
board
located
on
back
of
station-
ary
panel
with
ohmmeter.
If
fuse
is
open,
proceed
to
step
3.
If
fuse
is
OK,
proceed
to
step
4.
Defective
wiring.
3.
Test
circuit
until
short
is
lo-
cated.
Repair
or
replace
wiring.
4.
Test
for
open
circuit.
Repair
or
replace
wiring.
If
a
short
or
open
circuit
is
not
found,
proceed
to
step
5.
Defective
map
light
assembly.
5.
Check
voltage
at
map
light
assembly
with
master
and
nav
switches
on.
If
battery
voltage
is
present,
replace
map light
assembly.
17-53.
LANDING
AND
TAXI
LIGHTS.
17-58.
REMOVAL
AND
INSTALLATION.
Refer
to
figure
17-8
for
removal
and
installation
of
navigation
17-54.
DESCRIPTION.
The
landing and
taxi
lights
light
components.
are
mounted
in
the
lower nose
cap.
Both
lamps
are
used
for
landing
and
only
the
right
hand
for
taxi
thru
17-59.
ANTI-COLLISON
STROBE
LIGHTS.
1977
models
and
the
left
beginning
with
1978
models.
The
lamps
are
controlled
by
two
rocker
switches 17-60.
DESCRIPTION.
A
white
strobe
light
may
be
with
a
diode
assembly
installed
across
the
switches
installed
on
each
wing
tip
with
the
navigation light.
which
enable
the landing
light
switch
to
turn
on
both
These
lights
are
vibration
resistant
and
operate
on
the
landing
and
taxi
lamps.
The
taxi
light
switch will the
principle
of a
capacitor
discharge
into
a
zenon
turn
on
only
the
taxi
lamp.
tube,
producing
an
extremely
high
intensity
flash.
Each
strobe
light
has
its
own
power
supply
mounted
17-55.
REMOVAL
AND
INSTALLATION.
(Refer
to
on
the
wing
tip
ribs.
figure
17-7.)
a.
Remove
screws securing
retainer
(2)
to
nose 17-61.
OPERATIONAL
REQUIREMENTS.
cap.
(THRU
1977
MODELS).
b.
Pull
light
assembly forward
from
nose
cap
and
disconnect
lamp
wires.
WARNING
c.
Remove
tinnerman
screws
(6)
from
bracket
(5)
and
remove
bracket
and
lamp.
The
capacitors
in
the
strobe
light
power
d.
Install
new
lamp
and
reassemble.
supplies
must
be
reformed
if
not
used
for
a
period
of
six
(6)
months.
The following
17-56.
NAVIGATION
LIGHTS.
procedure
must
be
used.
17-57.
DESCRIPTION.
The
navigation
lights
are
Connect
the
power
supply,
red
wire
to
plug,
black
to
located
on
each
wing
tip
and
the
stinger.
Operation ground
to
6
volt
DC
source.
Do
Not
connect
strobe
of
the
lights
is
controlled
by
a
single
two
position
tube.
Turn
on
6
volt
supply.
Note
current
draw
after
switch.
A
plastic
light
detector
on
each
wing
tip
one
minute.
If
less
than
1
ampere,
continue
opera-
allows
the
pilot
to
determine
if
the
lamps
are
work-
tion
for
24
hours.
Turn
off
DC
power
source.
Then
ing
properly
during
flight. connect
to
the
proper
voltage,
24
volt.
Connect
tube
17-48
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES SERVICE
MANUAL
to
output
of
strobe
power
supply
and
allow
to
operate,
NOTE
flashing,
for
15
minutes.
Remove
strobe
tube.
Op-
erating
power
supply
at
24
volts,
note
the
current Aircraft
equipped
with
light
assemblies
drain
after
one
minute.
If
less
than
0.
5
amperes,
using
either
28
volt
lamps
or
14
volt
operate
for
6
hours.
If
current
draw
is
greater
than
lamps
connected
in
series.
14
volt
lamps
0.
5
amperes,
reject
the
unit.
assemblies
are
identified
by
rubber
stamping
"14V"
on
the
lamp base.
Refer
WARNING
to
applicable
wiring
diagram
if
in
doubt.
It
is
imperative
that
14
volt
lamps
are
This anti-collision
system
is
a
high
voltage
not
installed
in
the
28
volt
light
assemb-
device.
Do
not
remove
or
touch
tube
assem-
lies
as
this
will
result
in
the immediate
bly
while
in
operation.
Wait
at
least
5
min-
burn
out
of
the
lamp.
Should
28
volt
lamps
utes
after
turning
off power
before
starting
be
installed
in
the
14
volt
light
assemb-
work.
lies, there
will
be
a
considerable
re-
duction
of
light
output.
17-62.
REMOVAL
AND
INSTALLATION.
Refer
to
figure
17-8
for
removal
and
installation
of
strobe
17-63.
FLASHING BEACON
light
components.
a.
Remove
wing
tip
disconnecting navigation
and
17-64.
DESCRIPTION. The
flashing
beacon
light
is
strobe
light
wires.
attached
to
the
vertical
fin
tip.
The
flashing
beacon
b.
Disconnect
power
supply
wires.
has
a
iodine-vapor
lamp
electrically
switched
by
a
c.
Remove
the
four
mounting
screws
and remove
solid-state
flasher
assembly.
The
flasher
assembly
power
supply.
is
mounted
inside
the fin tip.
The
switching frequency
d.
To
reinstall
reverse
the
preceding
steps.
of
the
flasher
assembly
operates
at
approximately
45
17-62A.
VERTICAL
TAIL
FLOOD
LGHTS.
flashes
per
minute.
A
resistor
is
installed
and con-
nected to the unused
flasher
lead
to
eliminate
a
pul-
17-62B.
DESCRIPTION.
A
flood
light
assembly
is
sing
effect
on
the
cabin
lighting
and
ammeter.
mounted
on
each
end
of
the
stabilizer,
on
the
upper
17-65.
REMOVAL
AND
INSTALLATION.
Refer
to
side.
These
lights
are
used
to
illuminate
the
vertic-
figure
17-9
for
removal
and
installation
of
flashing
al
tail.
A
switch
on
the
switch
panel
controls
the
lights
and
a
circuit
breaker
on
the
breaker
panel
beacon
components.
protects
the circuit.
17-66.
INSTRUMENT
LIGHTING.
17-62C.
REMOVAL
AND
INSTALLATION.
Refer
to
figure
17-8.
for
removal
and
installation.
17-67.
DESCRIPTION.
The
instrument
panel
light-
ing
consists
of
two
seperate sections.
The
lower
NOTE
two-thirds
of
the
panel
is
illuminated
by
two
lights
mounted
in
the overhead console.
The
lighting
for
To
properly
secure
the
lens
(4)
to
the the
upper
one-third
of
the
panel
is
provided
by
four
fixture,
5
in-lbs
(min)
to
6
in-lbs
(max)
lights
mounted
in
the
under
side
of
the
instrument
should
be
used.
The
screw
should
be
glare
shield.
The
Intensity
of
the
lighting
is
control-
tightened
to
the
point
that
the
lens
is
ed by the
instrument
light dimming
rheostat
located
properly
seated
on
the
gasket
and
the
on
the
switch
panel.
"O"
ring
under
the
hold
down
screw
washer
is
compressed
without
undue 17-68.
REMOVAL
AND
INSTALLATION.
Refer
to
strain
on
the
glass.
figure
17-10
for
removal
and
installation
of
instrument
brow
lights.
17-50
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
B C CA
1.
Housing
Figure
17-10.
Instrument Panel
Glare
Shield
Light
Installation
17-55
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-69.
REMOVAL
AND
INSTALLATION
OF
OVER-
consists
of
a
two-circuit
transistorized
dimming
HEAD
CONSOLE
INSTRUMENT
PANEL
LIGHTS.
assembly,
mounted
on
the
right
hand
side
of
the
cabin
(Refer
to
figure
17-11).
forward
of
the
instrument
panel,
and
two
controls
on
a.
Unscrew metal
oxzgen
port
covers,
if
installed.
the
lower
left
hand
side
of
the
panel.
The
left control
b.
Unscrew
oxygen
gage
lens,
if
installed.
is a
dual
rheostat
with
a
concentric
knob
arrangement.
c.
Remove
screw
from
oxygen
control
knob
and
The
center
portion
controls
lower
panel
lighting, the
remove
knob.
outer
portion
controls
engine
instrument
and
radio
d.
Remove
the
screws
in
the
recess
area
of
the
lighting.
The
right
hand
control
is
a
single
rheostat
fresh
air
vents.
and
controls
instrument
lighting.
This
includes,
e.
Pull
out
the
two
oxygen
post
lights,
if
installed.
glare
shield
lights, instrument
flood
lights,
compass
f.
Remove
remaining
screws
the
over-head
console
light
and
post
lighting
if
installed.
Beginning
with
cover
and
remove
cover.
1978
Models
a
three-circuit
transistorized
dimming
g.
Twist
lamp
for
removal
from
socket
assembly.
assembly
is
installed
with
post
lighting..
The
controls
h.
For
installation,
reverse
the
preceeding
steps.
go
from
three to
four
with the
post
light
installation.
The
center
portion
of
the
left
hand
control,
controls
17-70.
VERTICAL ADJUSTMENT
OF
OVERHEAD
the
post
lights, the
outer
portion
controls
flood
lights,
CONSOLE
INSTRUMENT
PANEL
LIGHTS.
(Refer
the
center
portion
of
the
right
hand
control,
controls
to
figure
17-11).
E
L
panel
lighting
and
the
outer
portion
controls
a.
Pry
the
plug
button
from
the
overhead
console engine
and
radio
lighting.
cover
to
gain
access
to
the
adjustment
screw.
b.
Turn
the
screw clockwise
to
advance
the light
17-76.
REMOVAL AND
INSTALLATION
For
re-
beam
up
the
panel.
moval
and
installation
of
transistorized
dimming,
c.
Turn
the
screw counterclockwise
to
advance
the
refer
to
figure
17-12.
light
down
the
panel.
d.
Upon
completing
adjustment,
reinstall
plug
17-77.
PEDESTAL
LIGHTS.
button.
17-78.
DESCRIPTION.
The
pedestal lights
consist
17-71.
LATERAL
ADJUSTMENT
OF
OVERHEAD
of
three
post
type
lights
mounted on
the
pedestal
to
CONSOLE
INSTRUMENT
PANEL
LIGHTS.
(Refer
illuminate
the
fuel
selector
handle,
rudder
and
ele-
to
figure
17-11).
vator
trim
controls.
The
pedestal
lights
are
con-
a.
To
gain
access
to
the
lights,
remove
the
over-
trolled
by
the
instrument
light
rheostat.
head
console
cover
as
outlined in
paragraph
17-69.
b.
Slide
the
light
sockets
inboard
along
the
mount-
17-79.
REMOVAL AND
INSTALLATION.
For
re-
ing
bracket
to
advance
the light
beam
outboard
on
the
moval
and
installation
of
pedestal
lamps,
slide
the
instrument
panel.
To
advance
the
light
beam
inboard
cap
and
lens
assembly
from
the
base.
Slide
the
lamp
on the
instrument,
slide
the
light
socket
outboard
from
the socket
and
replace.
along
the
mounting
bracket.
17-80.
INSTRUMENT
POST LIGHTING.
NOTE
17-81.
DESCRIPTION.
Individual
post
lighting
may
Should
sliding
the
light
sockets
along
the
mount-
be
installed
as
optional
equipment
to provide
for
non-
ing
bracket
prove
difficult, the
screws
attach-
glare
instrument
lighting.
The
post
light consists
of
ing
the
light
socket
assembly
to
the
mounting
a
cap
and
a
clear
lamp
assembly
with
a
tinted
lens.
bracket
may
be
loosened
to
permit
the
light
The
intensity
of
the instrument post
lights
is
control-
socket
assembly
to
slide
along
the
mounting
led
by
the
instrument
light
dimming
rheostat
located
bracket.
Once
the
adjustment
is
completed,
on
the
switch
panel.
ensure
that
the
screws
are
tight
enough
to
resist
vibrating
out
of
adjustment.
17-82.
REMOVAL AND
INSTALLATION.
For
re-
moval
and
replacement
of
the
instrument
post
lamps,
17-72.
ELECTROLUMINESCENT
PANEL
LIGHTING.
slide
the
cap
and
the lens
assembly
from
the
base.
Slide the
lamp
from
the
socket-and
replace.
17-73.
DESCRIPTION.
The
electroluminescent
lighting
consists
of
two
"EL"
panels;
the
switch
panel
17-83.
OXYGEN
LIGHTS.
and
the
comfort control
panel.
The
ac
voltage
re-
quired
to
drive
the"EL"
panels
is
supplied
by
a
small
17-84.
DESCRIPTION.
The
oxygen
lights
consist
of
inverta-pak
(power
supply)
located
behind
the
instru-
two
post
type
lights
installed
in
the
overhead
oxygen
ment
panel.
The
intensity
of
the
"EL"
panel
lighting
console.
The
intensity
of
the
oxygen
lights
is
con-
is
controlled
by
a
rheostat
located
on
the
instrument
trolled
by
the
radio
light
dimming
rheostat
located
panel.
These
"EL"
panels
have
an
expected
life
of
on
the
switch
panel.
over
16,
000
hours
and
no
replacement
should
be
necessary
during
the
life
of
the
aircraft.
17-85.
REMOVAL
AND
INSTALLATION.
Refer
to
17-74.
TRANSISTORIZED
LIGHT
DIMMING.
figure
17-11
and
paragraph
17-82
for
removal
and
inst
installation
of
oxygen
post lights.
17-75.
DESCRIPTION. The
light
dimming
circuit
17-56
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-86.
COURTESY
LIGHTS.
17-91. REMOVAL
AND
INSTALLATION.
(Refer
to
figure 17-16.)
17-87.
DESCRIPTION.
The
lights
consist
of
one
a.
Ensure that
the
master
switch
is
"OFF".
light
located on
the
underside
of
each
wing
to
provide
b.
To
gain
access
to
the
baggage
compartment
ground
lighting around
the
cabin
area.
The
courtesy
lamp,
remove
the
screws attaching
the
retainer
lights
have
clear
lens
and
are
controlled
by
a
single
and
lens
to
the
reflector assembly.
slide
switch
labeled
"Utility
Lights,"
located
on
the
c.
Twist
the
lamp
from
the
socket.
left
rear
door
post.
d.
To
replace
the
bulb,
reverse
this
procedure.
17-88.
REMOVAL
AND
INSTALLATION.
Refer
to
17-92.
INTERIOR
LIGHTING
figure
17-13
for
removal
and
installation
of
courtesy
lights.
17-93..
DESCRIPTION.
Interior
lighting
consists
of
a
dome
light
installed
in
the
overhead
console
aft
of
17-89.
BAGGAGE
COMPARTMENT
LIGHT.
rear
wing
spar.
A
slide
switch
located
forward
of
the light
controls
the
lamp.
17-90.
DESCRIPTION.
The
baggage
compartment
is
illuminated
by
a
lamp
mounted
in
the
top
of
the
17-94. REMOVAL
AND
INSTALLATION.
baggage
compartment.
The
light
is
controlled
by
the
a.
Snap
lens
out
of
cover.
"Utility
Lights"
switch
located
on
the
left
door
post.
b.
Remove
lamp
and
replace
with
new
lamp.
c.
Reinstall
lens.
3
4
A
2 1.
Grommet
6.
Cover
Plate
2.
Screw
7.
Tinnerman
Nut
3.
Shield
8.
Spacer
4.
Socket
9.
Lens
Assembly
DetailA
5.
Lamp
10.
Cover
Assembly
Figure
17-13.
Courtesy
Light
Installation
17-59
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
8
9
10
10
1
2
14
13
7
THRU
1977
MODELS
2
14
12
13
BEGINNING
WITH
1978
MODELS
1.
Control
Tube
Assembly
8.
Pad
2.
Cover
9.
Mike
Switch
3.
Adapter
10.
Plug
4.
Connector
11.
Insulator
5.
Plate
12.
Map
Light
Assembly
6.
Map
Light
Rheostat
13.
Lamp
7.
Control
Wheel
14.
Knob
(Map
Light)
Figure
17-14.
Control
Wheel
Map
Light
Installation
17-60
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-95.
CONTROL
WHEEL
MAP
LIGHT.
17-100.
Deleted
17-96.
DESCRIPTION.
The
control
wheel
mwp
light
17-101.
Deleted
is
internally
mounted in
the
control
wheel.
A
rheo-
stat
on
the
lower
left
hand
side
of
the
wheel
controls
17-102.
Deleted
the
light.
17-103.
STALL
WARNING
UNIT.
17-97.
REMOVAL
AND
INSTALLATION.
(Refer
to
figure
17-14.)
To remove
lamp.
push
upward
on
the
17-104.
DESCRIPTION.
A
solid
state
warning
unit
is
lamp
and
turn.
The lamp
and
reflector
are
replaced
installed
on
the
right
hand
wing
root
rib.
The
warning
as
a
unit.
siginal
is
transmitted
through
the
radio
speaker
in
the
overhead console.
17-98.
COMPASS
AND
RADIO DIAL
LIGHTS.
NOTE
17-99.
DESCRIPTION.
The
compass
and
radio
dial
lights
are
contained
within
the
individual
units.
The
On
Aircraft
Serials
21061040
thru
21062249
light
intensity
is
controlled
by the
instrument
light
i
false
signals
are
experienced
Refer
to
dimming
rheostat
mounted
on
the
lower
left
side
of
Cessna
Single-engine
Service
Letter
SE78-
the instrument
panel.
50
dated
August
7,
1978.
Figure
17-15.
Deleted
17-61
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
_./
1.
Screw
5.
Nutplate
8.
Retainer
2.
Grommet
6.
Reflector
9.
Lens
3.
Sta.
138
Bulkhead
7.
Nut
10.
Lamp
4.
Bracket
11.
Socket
Figure
17-16.
Baggage
Compartment
Light
Installation
17-62
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-105.
REMOVAL
AND
INSTALLATION.
Refer
to
17-109.
PITOT
AND
STALL
WARNING
HEATERS.
figure
17-17
for
removal
and
installation.
17-110.
DESCRIPTION.
Electrical
heater units
are
17-106.
STALL
WARNING
SWITCH.
incorporated
in some
pitot
tubes
and
stall
warning
switch
units.
The
heaters
offset
the
possibility
of
17-107.
DESCRIPTION.
The
stall
warning
switch
is
ice
formation
on
the
pitot
tube
and
stall
warning
actu-
installed
in
the leading
edge
of
the
left
wing
and
is
ator
switch.
The
heaters are
integrally
mounted
in
actuated
by
airflow
over
the
surface
of
the
wing.
The
the pitot
tube
and
stall
warning
actuator
switch.
switch will
close
as
a
stall
condition
is
approached,
Both
heaters
are
controlled
by
the
pitot
heat
switch.
actuating the
stall
warning horn.
The horn
should
sound
at
approximately
five
to
ten
miles
per
hour
17-111.
REMOVAL
AND
INSTALLATION
Refer
to
above the
actual
stall
speed.
Initial
installation
of
figures
17-17
and
17-18
for
removal
and
installation.
the
switch should
be with
the
Up
of
the
warning
switch
approximately
one
sixteenth
of
an
inch
below
the
cen-
17-112.
LANDING GEAR
INDICATOR
LIGHTS.
ter
line
of
the
wing
skin
cutout.
Test
fly
the
aircraft
to
determine
if the
horn
sounds
at
the
desired
speed.
17-113.
DESCRIPTION.
The
position
of
the
landing
If
the
horn
sounds
too
soon,
move
the
unit
down
gear
is
indicated
by
two
press-to-test
lamp
assem-
slightly;
if
too
late,
move
the
unit
up
slightly.
blies
mounted
on
the
right
side
of
the
switch
panel.
The
green
light
is
on
when
all
the wheels
are
down
17-108.
REMOVAL
AND
INSTALLATION.
Refer
to
and
locked;
the
amber
is
on
when
all
the
wheels
are
figure
17-17
for
removal
and
installation.
A
b
:1__ M.
1.
Dual
Warning
Unit
2.
Adjustment
Pots
3.
RH
Wing
Root
Rib
4.
Screw
5.
Cover
Figure
17-17.
Stall
Warning
Unit
17-63
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
up
and
locked.
If
any
wheel
assumes
an
intermediate
is
contained
in
a
small
cylinder
screwed
directly
on
position
of
neither
up
and
locked
or
down
and locked,
the
back
of
the
cigar
lighter
socket.
The
circuit
both
lights
will
be
dark.
The
hood
of
each
Light
is
breaker
is a
bi-metallic
type
and
is
resettable.
To
removable
for
bulb
replacement,
and
has
a
dimming
reset
a
breaker,
make
sure
that
the
master
switch
shutter.
is
off,
then
insert
a
small
diameter
pin
(end
of
a
paper
clip
works)
into
the
hole
in
the
phenolic
back
17-114.
REMOVAL AND
INSTALLATION.
plate
of
the
breaker
and
apply
pressure.
A
small
a.
Remove
the
hood
on
either
light
by
unscrewing
click
will
be
heard
when the
breaker
resets.
counterclockwise.
The
lamp
bulb
is
in
the
hood
and
may
be
replaced
by
pulling
it
out
and
inserting
a
new
CAUTION
lamp.
b.
To
remove the
lamp
socket
assembly,
remove
Make
sure
the
masterswitchis
"OFF"
the
nut
from
the
assembly
on
the
front
side
of
the
before
inserting
probe into
the-circuit
panel.
breaker
on
cigar
lighter
to
reset.
c.
Tag
and
unsolder
the
wires
from
the
socket
assembly.
17-118.
REMOVAL
AND
INSTALLATION.
(Refer
to
d.
To
replace
a
lamp
socket
assembly,
reverse
figure
17-20).
the
above
procedure.
a.
Ensure that
the
master
switch
is
"OFF."
b.
Remove
cigar lighter
element.
17-115.
LANDING
GEAR
WARNING
HORN.
c.
Disconnect
wire
on
back
of
lighter.
Refer
to
Section
5.
d.
Remove
shell
that
screws
on
socket
back
of
panel.
17-116.
CIGAR
LIGHTER.
(THRU
21064536)
e.
The
socket
will
then
be
free
for
removal.
f.
To
install
a
cigar
lighter,
reverse
this
proced-
17-117.
DESCRIPTION.
A
special
circuit
breaker
ure.
A
1.
Wing
Skin
2.
Actuator
3.
Tinnerman
Nut
4.
Screw
4
Detail
A
Figure
17-18.
Stall
Warning
Switch.
SHOP
NOTES:
17-64
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1.
Electrical
Leads
2.
Pitot
Tube
3.
Heating
Element
DetailA
Figure
17-19.
Pitot
Heater
1.
Knob
2.
Element
3.
Socket
4.
Panel
5.
Shell
6.
Circuit
Breaker
7.
Probe
8.
Nut
THRU
21064536
9.
Lockwasher
10.
Power Wire
Figure
17-20.
Cigar
Lighter
Installation
17-65
MODEL
210
&T210
SERIES
SERVICE
MANUAL
17-119.
Deleted.
CAUTION
17-120.
Deleted.
Do
not
leave
the
emergency
locator
transmit-
ter
in
the
ON
position longer
than
5 seconds
17-121.
Deleted.
or
you
may
activate
downed
aircraft
proce-
dures
by
C.
A.
P.,
D.O.T. or
F.A.A.
per-
17-122.
Deleted.
sonnel.
17-123.
EMERGENCY
LOCATOR
TRANSMITTER.
17-126.
OPERATIONAL
TEST
OF
EMERGENCY
THRU
21061715.
LOCATOR
SYSTEM.
The
ELT,
its
battery
pack,
and
its
antenna
must
be
inspected and
tested
each
100
hours.
17-124.
DESCRIPTION.
The
ELT
is
a
self-contained,
The
operational
test
of
the
airplane's
emergency
locator
solid
state
unit,
having
its
own
power
supply,
with
an
system
should
check both
radiated signal
strength
and
externally
mounted
antenna.
The
C589510-0209
trans-
the
ELT
G-switch.
The
airplane's
VHF
receiver
is
mitter
is
designed
to
transmit
simultaneously
on
dual located
very
close
to
the
ELT
and
is
very
sensitive.
emergency
frequencies
of
121.
5
and
243.
0
Megahertz. Consequently,
using
the
airplane's
VHF
receiver
to
The
C589510-0211
transmitter
used for
Canadian
monitor
ELT
transmission
does
not
provide
same
level
of
registry,
operates
on
121.
5
only. The
unit
is
mount-
confidence
in
verifying
ELT
signal
as
using
AM
radio
or
ed in
the
tailcone.
aft
of
the
baggage
curtain
on
the
performing control
tower
check.
right
hand
side.
The
transmitters
are
designed
to
provide
a
broadcast
tone
that
is
audio
modulated
in
a
CAUTION
swept
manner over
the
range
of
1600
to
300
Hz
in
a
distinct,
easily
recognizable
distress
signal for
re-
Tests
with
the
antenna
connected should
ception
by
search
and
rescue
personnel
and
others
be
approved
by
the
nearest
control
monitoring
the
emergency
frequencies.
Power
is
tower.
The
FAA/DOT
allows
free space
supplied
to
the
transmitter
by
a
battery
pack
which
transmission
tests
from
the
airplane
only
has the
service
life
of
the
batteries
placarded
on
the
within
first
five
minutes
after
each
hour.
batteries
and
also
on
the
outside
end
of
the
transmitter.
The
test
time
allowed
is
limited
to
three
ELT's
are
equipped with
a
battery
pack contain-
sweeps
of the warble
tone
or
ing
four
lithium
"D"
size
batteries
which
are
stacked
approximately
one
second
control
in
two's
(See
figure
17-23).
The
ELT
exhibits
line
of
tower
should
be
notified
that
a
test
is
sight
transmission
characteristics
which
correspond
about
to
be
conducted.
approximately
to
100
miles
at
a
search
altitude
of
10,000
feet.
When
battery
inspection
and
replacement
NOTE
schedules
are
adhered
to, the
transmitter
will
broad-
NOTE
cast
an
emergency
signal
at
rated
power
(75
MW-
minimum),
for
a
continuous
period
of
time
as
listed
After
accumulated
test
or
operation
time
in
the
following
table.
equals
one
hour,
battery
pack
replacement
is
required.
TRANSMITTER
LIFE
TO
75
MILLIWATTS
OUTPUT
a.
Operational
test
of
radiated signal
with
control
tower monitoring.
4-Cell
(1)
Turn
airplane
master
switch
ON.
Temperature
Lithium
(2)
Verify
that
test
is conducted
within
first
five
Battery
Pack
minutes
of
the
hour.
_____________ __~
(3)
Turn
airplane
transceiver
ON,
request
+130*F
115
hrs
permission
from
nearest
control
tower
and
flight
service
-
70°F
115
hrs
station
to
conduct
operational
test
of ELT,
and request
-
4F
95
hrs
control
tower
monitoring.
-
40°F
23
hrs
(4)
Place
ELT
function
selector
to
the
ON
position
for
one
second
or
less
(no
more
than
three
sweeps
of
the
audio
signal).
Immediately
replace
the
ELT
function
Battery
packs
have
a
normal
shelf
life
of
five
to
ten
selector
to
the
ARM
position
after
testing
ELT.
(5-10)
years
and
must
be
replaced
at
half
of
normal shelf
(5)
Contact
control
tower
and
confirm
proper
life
in
accordance
with
TSO-C91.
Cessna
specifies
5
locator
beacon
operation.
years
replacement
of
lithium
(4-cell)
battery
packs.
(6)
Restore
switches
to
normal.
b.
Operational
test
of
radiated
signal with
handheld
17-125.
OPERATION.
A
three
position
switch
on
the
AM
radio monitoring.
forward
end
of
the
unit
controls
operation.
Placing
the
(1)
Turn
airplane
master
switch
ON.
switch
in
the
ON
position
will energize
the
unit
to
(2)
Verify
that
test
is
conducted
within
first
five
start
transmitting
emergency signals.
In
the
OFF
minutes
of
the
hour.
position,
the
unit is
inoperative.
Placing
the
switch
(3)
Turn
airplane
transceiver
ON
and
request
in
the
ARM
position
will
set
the
unit
to
start
trans-
permission
from
nearest
control
tower
and
flight
service
mitting
emergency
signals
only
after
the
unit has
re-
station
to
conduct
operational
test
of
ELT.
ceived
a
5g
(tolerances
are
+2g
and
-0g)
impact
force.
(4)
Position
a
small hand
held
AM
radio
tuned
to
for
a
duration
of
11-16
milliseconds.
any
frequency
within
six
inches
of
the
ELT
antenna.
17-66
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
(5)
Place
ELT
function
selector
to
the
ON
position
d.
To
reinstall
transmitter,
reverse preceding
steps.
for
one second
or
less
(no
more
than
three
sweeps of
the
NOTE
audio signal). Immediately
replace
the
ELT
function
selector
to
the
ARM
position
after
testing
ELT.
An
installation
tool
is
required
to
properly
(6)
Verify
that
ELT
signal
has
been
detected
on secure
sta-strap.
This
tool
may
be
hand
held
AM
radio.
purchased
locally
or
ordered
from
the
(7)
Restore
switches
to
normal.
Panduit
Corporation,
Tinley
Park,
III,
c.
Operational
test
of
the
TSO-C91
ELT
G-switch.
Part
No.
GS-2B
(conforms
to
MS90387-1).
(1)
Remove
ELT
from
airplane.
(2)
While
holding
ELT
in
one
hand,
sharply
strike
CAUTION
the
end
of
the
case
in
the
direction
of
activation
indicated
on
the
case
of
the transmitter.
Ensure
that
the
direction
of
flight
arrows
(3)
Using
either
radiated
signal
test
method
(placarded
on
the
transmitter)
are
described
above, verify
that
the
G-switch
has
been pointing
towards
the
nose
of
the
aircraft.
activated
and
ELT
is
transmitting.
17-128.
REMOVAL
AND INSTALLATION
OF
(4)
Reset
the
G-switch,
and
restore
other
ANTENNA.
(Refer
to
figure
17-22.)
disturbed
switches
to
normal.
a.
Disconnect
coaxial
cable
(9)
from
base
of
antenna
(5)
Reinstall
ELT
in
airplane.
(12).
d.
Operational
test
of
the
TSO-C9la
ELT
G-switch.
Remove
nut
and
lockwasher
attaching
antenna
(1)
Remove
ELT
from
airplane.
base
to
fuselage,
and
the
antenna
(12)
will
be free
for
(2)
While holding
ELT
firmly
in
one
hand,
make
a
removal
throwing
motion
followed
by
a
sudden
reversal
of
the
c.
To
reinstall
the
antenna,
reverse
the
preceding
transmitter.
(3)
Using
either
radiated
signal
test
method
steps.
described
above,
verify
that
the
G-switch
has
been
NOTE
activated
and
ELT
is
transmitting.
(4)
Reset the
G-switch,
and
restore
other
Upon
reinstallation
of
antenna,
cement
disturbed
switches to
normal.
rubber
boot
(14)
using
RTV102,
General
(5)
Reinstall
ELT
in
airplane.
Electric
Co.,
or
equivalent,
to
antenna
e.
Check
calendar
date
for
replacement
of
battery
whip
only;
do
not
apply
adhesive
to
pack.
This
date
is
supplied
on
a sticker
attached
to
the
fuselage
skin
or damage
to
paint
may
outside
of
the
ELT
case
and
to
each
battery.
result.
17-127.
REMOVAL
AND
NSTALLATION
OF
17-129.
REMOVAL
AND
INSTALLATION
OF
LITHIUM
FOUR-CELL
BATTERYPACK.
(Referto
TRANSMITTER.
(Refer
to
figure
17-22.)
a.
Remove
baggage
curtain
to
gain
access
to
thefigure
17-23
transmitter
and
antenna.
NOTE
b.
Disconnect
coaxial
cable
from
end
of
transmitter.
c.
Cut sta-strap
securing
antenna
cable
and
unlatch
Transmitters
equipped
with
the
4-cell
metal
strap
to
remove
transmitter.
battery
pack
can
only
be
replaced
with
another
4-cell
battery
pack..
NOTE NOTE
Transmitter
is
also
attached
to
the
m
mounting
bracket
velcro
strips;
pull
When
existing
battery
fails
or
exceeds
transmitter
to free
from
mounting
bracket
normal
expiration
date,
convert ELT
and
velcro.
System
to
new
D/M
alkaline
powered
ELT
per
Avionics
Service
Letter
AV78-
NOTE
31,
dated November
20,
1978.
To
replace
velcro
strips,
clean
surface
a.
After
the
transmitter
has
been
removed
from
thoroughly with
clean
cloth
saturated
in
aircraft
in
accordance
with paragraph
17-127,
place
the
one
of
the
following solvents:
Trichloric
transmitter
switch
in
the
OFF
position.
thylene, Aliphatic
Napthas,
Methyl
Ethyl
b.
Remove
the
nine
screws
attaching the
cover
to
the
Ketone,
or
Enmar
6094
Lacquer
Thinner.
case
and
then
remove
the
cover
to
gain
access
to
the
Cloth
should
be
folded
each
time
the
battery
pack.
surface
is
wiped to
present
a
clean
area
and
avoid
redepositing
of
grease.
Wipe NOTE
surface immediately
with
clean,
dry
cloth,
and
do
not
allow
solvent
to
dry
on
surface.
Retain
the rubber
gasket
and screws
for
Apply
Velcro
#40
adhesive
to each
surface
reinstallation.
in
a
thin
even
coat
and
allow to
dry
until
c.
Disconnect
the
battery
pack
electrical
connector
quite
tacky,
but
no
longer
transfers
to
the
and
remove
battery
pack.
finger
when
touched (usually
between
5
d.
Place
new
battery
pack
in
the
transmitter
with
four
and
30
minutes).
Porous
surfaces
may
batteries
as
shown
in
the
case
in
figure
17-23.
require
two
coats.
Place
the
two
surfaces
e.
Connect
the
electrical
connector
as
shown
in
figure
in
contact
and
press
firmly
together
to
17-23
ensure intimate
contact.
Allow
24
hours
for complete
cure.
17-68
Revision
3
MODEL
210
&T210
SERIES
SERVICE
MANUAL
NOTE
CAUTION
NOTE
Before
installing
a
new
4-cell
battery
Be
sure
to
enter
the
new
battery
pack
pack,
check
to
ensure
that
its
voltage
is
expiration
date
in
the
aircraft
records.
It
11.2
volts
or
greater.
is
also
recommended
this
date
be
placed
in
your
ELT
Owner's
Manual
for
quick
CAUTION
reference.
If
it
is
desirable
to
replace adhesive
material
on
the
4-cell
battery
pack, use
only
3M
Jet
Melt
Adhesive
#3738.
Do
not
use
other
adhesive
materials
since
other
materials
may
corrode
the
printed
circuit
board assembly.
f.
Replace
the
transmitter
cover
and
gasket.
g.
Remove
the
old
battery
pack
placard
from
end
of
transmitter
and
replace
with
battery
pack
placard
TRANSMITTER BATTERY
PACK
supplied
with
the
new
battery
pack.
C589510-0209
C589510-0210
WARNING
Figure
17-23.
Lithium
4-Cell
The
battery
pack
is
pressurized
contents.
Do
NOT
recharge,
short
circuit,
dispose
of
17-130.
TROUBLE
SHOOTING.
Should
your
Emer-
in
fire
of
compact. gency
Locating
Transmitter
fail
the
100
Hours
per-
formance
checks,
it
is
possible
to
a
limited
degree
to
isolate
the
fault
to
a
particular
area
of
the
equip-
ment.
In
performing
the
following
trouble shooting
Revision
3
17-68A/07.68B
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-130.
TROUBLE
SHOOTING
(Cont.)
procedures
to
test
peak
effective
radiated
power,
you
will
be
able
to
determine
if
battery
replacement
is
necessary
or
if
your
unit
should
be
returned
to your
dealer
for
repair.
TROUBLE PROBABLE
CAUSE
REMEDY
*POWER
LOW Low
battery
voltage.
1.
Set toggle switch
to
off.
2.
Remove
plastic
plug
from
the
remote
jack
and
by
means
of
a
Switchcraft
#750
jackplug,
connect a
Simpson
260
model
voltmeter
and
measure
voltage.
If
the
battery
pack
trans-
mitters
is
11.2 volts
or
less,
the
battery
pack
is
below
specification.
Faulty
transmitter.
3.
If
the
battery
pack
voltage
meets
the
specifications
in
step
2,
the
battery
pack
is
O.K.
If
the
battery
is
O.K.,
check
the
transmitter
as
follows:
a.
Remove
the
voltmeter.
b.
By
means
of
a
Switchcraft
750jackplug
and
3-inch
maximum
long
leads,
connect
a
Simpson
Model
1223
ammeter
to
the jack.
c.
Set
the
toggle
switch
to
ON
and
observe
the
ammeter current
drain.
If
the
current
drain
is
in
the
85-100
ma
range, the
transmitter
or
the
coaxial
cable
is
faulty.
Faulty
coaxial
4.
Check
coaxial
antenna
cable
for
high
antenna
cable.
resistancejoints.
If
this
is
found
to
be
the
case,
the
cable
should
be
replaced.
'This
test
should
be
carried
out with the coaxial
cable
provided
with
your
unit.
17-131.
EMERGENCY
LOCATOR TRANSMITTER. The
C589511-0104
transmits
on
121.
5
MHz
at
25
mw
BEGINNING
WITH
21061716.
rated
power
output
for
100
continuous
hours
in
the
temperature
range
of
-40'
to
+131*F
(-40-C
to
+55-C).
17-132. DESCRIPTION.
The
ELT
is
a
self-contained,
The C589511-0113
transmits
on
121.5
MHz
at
25
mw
solid
state
unit,
having
its
own
power
supply
with
an
rated
power
output
for
100
continuous
hours
in
the
externally
mounted
antenna.
The
unit
is
mounted
in
temperature
range
of
-4°F
to
+131*F
(-20-C
to
+55ºC).
the
tailcone,
aft
of
the
baggage
curtain
on
the
right
The
C589511-0103
transmits
on
121.5
and
243.0
MHz
hand
side.
The
transmitters
are
designed
to
provide
simultaneously
at
75
mw
rated
power
output
for
48
a
broadcast
tone
that
is
audio
modulated
in
a
swept
continuous
hours
in the
temperature
range
of
-40*F
manner
over
the
range
of
1600
to
300
Hz
in
a
distinct,
to
+131*F
(-40ºC
to
+55-C).
The C589511-0117
and
easily
recognizable
distress
signal
for
reception
by
C589512-0103
transmits
on
121.
5
and
243.0
MHz
at
search
and
rescue personnel
and
others
monitoring
75
mw
rated
power output
for
48
continuous
hours
in
the
emergency
frequencies.
The
ELT
exhibits line
the
temperature
range
of
-4°F
to
+131*F
(-20*C
to
of
sight
transmission
characteristics
which
corres-
+55-C).
pond
approximately
to
100
miles
at
a
search
altitude
of
10,000
feet.
The C589511-0103
transmitter,
and
Power
is
supplied
to
the
transmitter
by
a
battery
pack.
I
the
C589511-0104
transmitter
on
aircraft
with
Cana-
The
C589511-104
and
C589511-0103
ELTs
equipped
dian
registry,
are
used
thru
21062954.
The
C589511-
with a
lithium battery
pack
must
be
modified
by
0117
transmitter,
and
the
C589511-0113
transmitter
SK185-20 as
outlined
in Avioncis
Service
Letter
on
aircraft
with
Canadian
registry,
are
used
on
210-
AF78-31,
dated
20
November
1981
to
incorporate
62955
thru
21064780.
Beginning
with
21064781
the
C589512-0103
transmitter
is
used
on
all
aircraft.
Revision
3
17-69
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
alkaline
battery
packs.
The
C589511-0114
alkaline
station
to
conduct
operational
test
of
ELT,
and
request
battery
packs
have
the
service
life
of
the
battery
pack
control
tower
monitoring.
stamped
on
the
battery
pack,
on
the
end of
the
(4)
Place
ELT
function
selector
to
the
ON
position
transmitter
below
the
switch
and
on top
of
the
for
one
second
or
less
(no
more
than
three
sweeps
of
the
|
transmitter.
The
C589512-0107
alkaline
battery
packs
audio
signal).
Immediately
replace
the
ELT
function
have
the
replacement
date
and
date
of
installation
on
selector
to
the
ARM
position
after
testing
ELT.
the
top
of
the
transmitter.
(5)
Contact
control
tower
and
confirm
proper
locator
beacon
operation.
17-133.
OPERATION.
A
three-position
switch
on
the
(6)
Restore
switches
to
normal.
forward
end
of
the
unit
controls operation.
Placing
the
b.
Operational
test
of
radiated
signal
with
handheld
switch
in
the
ON
position
will
energize
the
unit
to
start
AM
radio monitoring.
transmitting
emergency
signals.
In
the
OFF position,
(1)
Turn
airplane
master
switch
ON.
the
unit
is
inoperative.
Placing
the
switch
in
the
ARM
(2)
Verify
that
test
is
conducted
within
first
five
position
will
set
the
unit
to
start
transmitting
minutes
of
the
hour.
emergency
signals
only
after
the
unit
has received
a 5g
(3)
Turn
airplane
transceiver
ON
and
request
(tolerances
are
+
2g
and
-Og)
impact
force,
for
a
duration
permission
from
nearest
control
tower
and
flight
service
of
11-16
milliseconds.
station
to
conduct
operational
test
of
ELT.
(4)
Position
a
small
hand
held
AM
radio
tuned
to
CAUTION
any
frequency
within
six
inches of
the
ELT
antenna.
(5)
Place
ELT
function
selector
to
the
ON
position
Do
not
leave
the
emergency
locator
for
one
second
or
less (no
more
than
three
sweeps
of
the
transmitter
in
the
ON
position
longer
audio signal).
Immediately
replace
the
ELT
function
than
1
second
(3
sweeps
of
the
warble
selector
to
the
ARM
position
after
testing
ELT.
tone)
or
you
may
activate
downed
(6)
Verify
that
ELT signal has
been
detected
on
aircraft
procedures
by
C.A.P.,
D.O.T.,
or
hand
held
AM
radio.
F.A.A.
personnel.
(7)
Restore
switches
to
normal.
c.
Operational
test
of
the
TSO-C91
ELT
G-switch.
17-134.
OPERATIONAL TEST
OF
EMERGENCY
(1)
Remove
ELT
from
airplane.
LOCATOR
SYSTEM.
The
ELT,
its
battery
pack,
and its
(2)
While
holding
ELT
in
one
hand,
sharply
strike
antenna
must
be
inspected
and
tested
each
100
hours.
the
end
of
the
case
in
the
direction
of
activation
The operational
test
of
the
airplane's
emergency locator
indicated
on
the
case
of
the
transmitter.
system
should
check
both
radiated
signal
strength
and
(3)
Using
either
radiated
signal
test
method
the
ELT
G-switch.
The
airplane's
VHF
receiver
is
described
above,
verify
that
the
G-switch
has
been
located
very
close
to
the
ELT
and
is
very
sensitive.
activated
and
ELT
is
transmitting.
Consequently,
using
the
airplane's
VHF
receiver
to
(4)
Reset
the
G-switch, and
restore
other
monitor
ELT
transmission
does
not
provide
same
level
of
disturbed
switches
to
normal.
confidence
in verifying
ELT
signal
as
using
AM
radio
or
(5)
Reinstall
ELT
in
airplane.
performing
control
tower
check.
d.
Operational
test
of
the
TSO-C91a
ELT
G-switch.
(1)
Remove
ELT
in
airplane.
CAUTION
(2)
While
holding
ELT firmly
in
one
hand,
make
a
throwing
motion
followed
by
a
sudden
reversal
of
the
Tests
with
the
antenna
connected
should
transmitter.
be
approved
by
the
nearest
control
tower.
(3)
Using
either
radiated
signal
test
method
The
FAA/DOT
allows
free
space
described
above,
verify
that
the
G-switch
has
been
transmission
tests
from
the
airplane
only
activated
and
ELT
is
transmitting.
within
first
five
minutes
after
each hour.
(4)
Reset
the
G-switch,
and
restore
other
disturbed
The
test
time
allowed
is
limited
to
three
switches
to
normal.
sweeps
of
the warble
tone
or
(5)
Reinstall
ELT
in airplane.
approximately
one
second.
The
control
e.
Check
calendar
date
for
replacement
of
battery
tower
should
be
notified
that
a
test
is
pack.
This
date
is
supplied
on
a
sticker
attached
to
the
about
to
be
conducted.
outside
of
the
ELT
case
and
to
each
battery.
NOTE
17-135.
REMOVAL
AND
INSTALLATION
OF
TRANSMITTER.
(Refer
to
figure
17-24).
After
accumulated
test
or
operation
time
a.
Remove
baggage
curtain
to
gain
access
to
the
equals
one
hour,
battery
pack
transmitter
and
antenna.
replacement
is
required.
b.
Disconnect
coaxial
cable
from
end
of
transmitter.
c.
Remove
the
two
#10
screws
from
the
baseplate
of
|
a.
Operational
test
of
radiated
signal
with
control
the
ELT
and
remove
ELT.
tower
monitoring.
d. To
reinstall
transmitter,
reverse
preceding
steps.
(1)
Turn
airplane
master
switch
ON.
(2)
Verify
that
test
is
conducted
within
first
five
CAUTION
minutes
of
the
hour.
(3)
Turn airplane
transceiver
ON,
request
Ensure
that
the
direction
of
flight
arrows
permission
from
nearest
control
tower
and
flight
service
(placarded
on
the
transmitter)
are
pointing
towards
the
nose
of
the
aircraft.
17-70
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
II.1
CIItLt0*
PLACARD
LOCATED
ON
UPPER
R.H.
^::-"'
.""-~'~-
10
-i~ I I 2
/
;;^ >^
-
........
.....
.' ...
..- . . .
:
.....
... .. . .
APPLIES
TO
AIRCRAFT
WITH
PITCH
ACTUATOR
1
BEGINNING
WITH
21062828
ELT
IS
LOCATED
BEHIND
THIS
SURFACE
3
PLACARD
LOCATED
ON
RIGHT
HAND
SIDE
OF
TAILCONE
ADJACENT
TO
ELT.
ON
CANADIAN
AIRCRAFT.
3
Detail
A
BEGINNING
WITH
21064781
Detail
C
ROTATED
180
°
Figure
17-24.
Emergency
Locator
Transmitter
Installation
(Sheet
3
of
3)
17-73
MODEL
210
&
T210
SERIES SERVICE
MANUAL
17-136.
REMOVAL
ANDINSTALLATIONOF
g.
Stamp
the
new
replacement
date
on
the
outside
ANTENNA
(Refer
to
figure
17-24.)
of
the
ELT.
The
date
should
be
noted
on
the
switch-
a.
Disconnect
coaxial
cable
from
base
of
antenna.
ing
nameplate
on
the
side
of
the
unit
as
well
as
on
the
b. Remove
the
nut
and
lockwasher
attaching
the
instruction
nameplate
on top
of
the
unit.
antenna
base to
the
fuselage
and
the
antenna will
be
free
for
removal.WARNING
c.
To
reinstall
the
antenna,
reverse
the
preceding
WARNINI
steps.
WARNING
The
battery
pack
has
pressurized
contents.
CAUTION Do
not
recharge,
short
circuit,
or
dispose
of
in
The
C589511-0111
and C589511-0119
co-
fire.
axial cable must
be
installed
as
indicated
CAUTION
on
the
cable
sleeve.
Cable
end
marked
CAUTION
"TO
ANT"
must
be
connected
to
the
ELT
antenna,
and
the
end
marked
"TO
ELT"
Be
sure
to
enter the
new
battery
pack
expi-
must
be
connected
to
the
C589511-0113/
ration
date
in the
aircraft
records.
It
is
also
-0117
and
C589511-0103/-0104
transmit-
recommended
this
date
be
placed
in
your
ters.
ELT
Owner's
Manual
for
quick
reference.
DO
NOT
use
a
substitute
battery
pack.
NOTE
Upon
reinstallation
of
antenna,
cement
C589511-0103
TRANSMITTER
rubber
boot
(14)
using
RTV
102,
General
C589511-0104
TRANSMITTER
(CANADIAN)
Electric
Co.
or
equivalent,
to antenna
whip
only;
do
not
apply
adhesive
to
fuse-
lage
skin
or
damage
to
paint
may
result.
17-137.
REMOVAL
AND
INSTALLATION
OF
BATTERY
PACK
(See
figure
17-25).
NOTE
Transmitters
equipped
with
C589511-0105
or
C589511-0106
battery
packs
can
be
replaced
with
a
C589511-0114
after
modification
by
SK185-20
has
been
completed.
CAUTION
C589511-0105
BATTERY
PACK
C589511-0106
BATTERY
PACK
Lithium
battery
pack
must
be
replaced
(CANADIAN)
with
alkaline
battery
packs
per
SK185-20.
C589511-0117
TRANSMITTER
a.
After
the
transmitter
has
been
removed
from
C589511-0113
TRANSMITTER
(CANADIAN)
aircraft
in
accordance
with paragraph
17-135,
place
the
transmitter
switch
in
the
OFF
position.
b.
Remove
the
four
screws
attaching
the
cover
to
the
case
and
then
remove
the
cover
to
gain
access
to
the
battery
pack.
c.
Disconnect
the
battery
pack
electrical
connector
and
remove
battery
pack.
d.
Place
new
battery
pack
in
the
transmitter
with
four
batteries
as
shown
in
the
case
in
figure
17-25.
e.
Connect
the
electrical
connector
as
shown
in
figure
17-25.
Before installing
the
C589511-0105
pack,
check
to
ensure
that
its
voltage
is
7.
5
volts
or
greater.
f.
Replace
the
transmitter
baseplate
on
the
unit
and
C589511-0114
DOMESTIC
&
pressing
the
baseplate
and
unit
together
attach
base-
CANADIAN
plate
with
four
nylok
patch
screws.
Figure
17-25.
Battery
Pack
Installation.
17-74
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
17-138.
TROUBLE
SHOOTING.
Should
your
Emer-
procedures
to
test
peak
effective
radiated
power,
you
gency Locating
Transmitter
fail
the
100
Hours
per-
will
be
able
to
determine if
battery
replacement
is
formance
checks,
it
is
possible
to
a
limited
degree
necessary
or
if
your
unit
should
be
returned
to
your
to
isolate
the
fault
to
a
particular
area
of
the
equip-
dealer
for
repair.
ment.
In
performing
the following
trouble
shooting
TROUBLE
PROBABLE
CAUSE
REMEDY
*POWER
LOW
Low
battery
voltage.
1.
Settoggleswitchtooff.
2.
Disconnect
the
battery
pack from
the
transmitter
and
connect
a
Simpson
260
model
voltmeter and
measure
voltage.
If
the
battery
pack
transmitters
is
7.5
volts
or
less,
the
battery
pack
is
below
specification.
Faulty
transmitter.
3.
If
the
battery
pack
voltage meets
the
specifications in
step
2,
the
battery
pack
is
O.K.
If
the
battery
is
O.K.,
check
the
transmitter
as
follows:
a.
Reconnect
battery
pack
to
the
transmitter.
b.
Using
E.
F.
Johnson
105-0303-001
jackplugs and
3-inch
maximum
long
leads,
connect
a
Simpson
Model
1223
ammeter
to
the
jack.
c.
Set
the
toggle
switch
to
AUTO
and
observe
the
ammeter
current
drain.
If
the
current
drain
is in
the
15-25
ma range,
the
transmitter
or
the coaxial
cable
is
faulty.
Faulty
coaxial
4.
Check
coaxial
antenna
cable for
high
antenna
cable.
resistance
joints.
If
this
is
found
to
be
the
case,
the
cable should
be
replaced.
*This
test
should
be
carried
out
with
the
coaxial
cable
provided
with
your
unit.
Revision
3
17-75
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
AMPS
1977
1978
1979
1980
1981
1982
1983
OPTIONAL EQUIPMENT
(RUNNING
LOAD)
Cessna
400B
Nav-O-Matic
(Type
AF-550A)
.
5. 0
5.0
5.0
5.
0
5.
0
5.0
5.0
(Includes
Unslaved
DG
GS-502A)
With
Slaved
Directional
Gyro
System
.
5.
2
5.
2
5.
2
5.2
5. 2
5.2
5.2
(CS-504A)
With
Slaved D.G.
&
Course
Datum
. ...
5. 4
5.
4
5.4
5.
4
5.
4
5.
4
5.4
(CS-504A)
With
Unslaved
HSI
(IG-832C)
........
5.5
5.5
5.5
5.3
5. 3
5.3
With
Slaved
HSI
System
(CS-832A)
....
5.
8
5.8
5.8
.
5.8
5.8
5.
8
With
Slaved
HSI
&
Course
Datum
.....
6.
0
6.
0
6.
0
6.
0
6.0
6.
0
6.
0
(CS-832A)
Stereo
Avionics
West
..........
1.0
1.0
1.0
Cessna
400
DME
(RT-477A)
.......
1.50
Cessna
400
R-Nav
(RN-479A)
.
....
.
1.00
EC-100
Stereo
...............
1.0
1.0
1.0
Bonzer
Radar
Altimeter
..........
0.
5
0.
5
DME
-
190
.................
2.9
DME-451
................
1.2
1.2
ANS
-
351 RNAV
..............
0.65
0.65
Altitude
Encoder
(Blind)
...........
.. ..
.0.1
0.1 0.10
High Altitude
Encoder
(Blind)
........
0.1
0.1 0.10
De-Ice
System
(Certified
for
Flight
in
Icing Conditions)
.............
46.2
46.2
40.65
Prop
De-Ice
................
18.0
Windshield
De-Ice
.............
16.0
RDR-160
Weather
Radar
..........
3.
5
3.5
3.5
3.
5
3.5
3.5
Cessna
400
Glideslope
(Type
R-443B)
.....
0.
32
9.
5
0.
5 0.
5
0.
5
0.
5
0.
5
Cessna
400
Nav/Com
(Type
RT-428A).
....
1.
5
HSI
System
(IG-832A)
...........
8
or
*1.
Slaved
Directional
Gyro
(G-504A).
. . . . . .
15
or
*. 3
Foster
RNAV
511
.............
1.0
1.0
1.0
400
RMI
. .
...............
0.35
.35
0.4
0.4
0.4
Avionics
Cooling
Fan
............
1.0
1.0
1.0
Interphone
System
..............
ITEMS
NOT
CONSIDERED
AS
PART
OF
RUNNING
LOAD
Cessna
300
Nav/Com
(RT-385A)......
2.
30
2.
3
2.3
2.3
2.
30
2.
3
Cessna
400
Nav/Com
(RT-485A,
RT-485B)
. .
4.0
4. 4.
2. 3
2.
2.3
ASB-125
SSB
HF
Transceiver
.... .
7.
5
7.5
7.5
7.
5
7.
7.5
7.5
PT-10A
Transceiver
....... .....
9.
0
9.
9.
Auxiliary Fuel
Pump
.. ....
....
3.
0
3.0
3.0
3.
0
3.0
3.
0
3.
0
Cigarette
Lighter
..............
7.0
7.0
7.0
7.0
7.0
Flap
Motor
................
8.5
10.0
10.0
10.0
8.
5
8.
5 1.8
Landing
Lights
(Each)
............ 3.57
3.
6e
3.
3.6ea
3.
6ea
3.
6ea
3.
6ea
Stall
Warning
Horn
.............
.28 .28 .28
.28
.28
.40
Wing
Courtesy
Lights
and
Cabin
Lights
. ...
1.2
1.2
1.2
1.2
1.2
1.
5
Ice
Detector Light
.............
1.43
1.5
1.5
1.5
1.5
1.5
1.5
Hydraulic
Power
Pack
...........
8.0
8.00
17.5
17.5
17.5
17.5
14.0
40.00
40.00
Electric
Elevator
Trim
........... .
0.
.7
0.
7
0.
7
0.
7
0.
7 .51
Map Light
(Glare
Shield
or
Control
Wheel).
.
0.1
1
0.
1
0.
0.1
0.
1
0.1
0.1
Recognition
Lights
............ 5.
35
5.3
5.3
3. 6
Air
Conditioning
..............
22.8
22.8
22.8
*Console
Lights
not
used
with
post
lights.
*Only
one
or
the
other
may
be
used
at
one
time.
tNegligible
*In
flight
running
load
*With
Bootstrap
OTransmit
*Receive
Minimum
to
Maximum
17-77
MODEL
210
&
T210
SERIES SERVICE
MANUAL
ELECTRICAL
LOAD
ANALYSIS
CHART
AMPS
B
STANDARD
EQUIPMENT
(RUNNING
LOAD)
1984
Battery
Contactor
.................................
0.
33
Clock
.........................................
Cylinder
Head
Temperature
................
Fuel
Quantity
Indicators
.
................. .........
. . .
.05
Engine
Instruments
......
......... ........
.
.10
Flashing
Beacon
.......
...
......... .................
.7.0
Instrument
Lights
............................... ....
a.
Electroluminescent
Panel..............................
b.
Cluster
......................................
c.
Console
* . . . .. . . .. . . . . . . . .
....
.. . . .. . . ... . . . .
Instrument
Lights
..... ...............
.2.2
EL
Panels
.................... ..................
0.3
Solenoid
Valve
-
Gear
Doors
&
Warning.
............. ............
Lamp
-
Gear
Up
or
Gear
Down
.
..................
...
.....
..
0.04
Solenoid
Valve
-
Gear
Handle
Lock
............................
Position
Lights
.....................................
2.8
Turn
Coordinator
....................................
0.30
Turn
&
Bank
Indicator
(Optional)
.....................
....
. ...
0.24
Alternator
Control
Unit
........
...
..... .....
.. . .
....
2.0
OPTIONAL
EQUIPMENT
(RUNNING LOAD)
Heated
Pitot
and
Stall
Warning
Heaters
...................
....
...
5.
8
W
indshield Anti-Ice
. . . . . . . . .. . .. .. . . . . .. . . .. . ..
4.4
Wing
De-Ice
........... ........
3.0
Propeller
Anti-Ice
.......... .......................
.
18.0
·
Strobe
Lights
.. .. ..
............. ...................
2.0
Post
Lights
.. . .
....................... ....
....
0.
8
Cessna
200A
Navomatic
(Type
AF-295B)
.. . .
..................
2.5
Cessna
300
ADF
(Type
R-546E)
............................. 1.0
Cessna
300
Nav/Com
(360
Channel-Type
RT-308C)............
Cessna
300
Nav/Com
(Type
RT-328T)
.............
Cessna
300
Transponder
(Type
RT-359A)
........................
.
2.0
Cessna
300A
Navomatic
(Type
AF-395A)
........................
2. 2.5
With
Unslaved
HSI
(IG-832C).........................
Cessna
300
Nav/Com
(RT-385A)
........................
.
1.0*
Cessna
400
R-Nav
(RN-478A)
..............................
Cessna
400
ADF
(Type
R-446A)
................ 1.6
Cessna
400
Nav/Com
(RT-485A,
RT-485B)
.. . .
.................
1.
6*
Cessna
400
Transponder
(RT-459A).
................... .........
2.0
Cessna
400
DME
(Type
RT-476A,
Type
478A) .......................
Cessna
400
Encoding
Altimeter
(EA-401A)
.
.......................
0.1
Bendix
GM-247A
Marker
Beacon
.............................
Cessna
400
Marker
Beacon (Type
R-402A,
........................
0.1
R-402
B)
Sunair
SSB
Transceiver
(Type
ASB-125).
.........................
2.5
*
Pantronics
PT-10A
HF
Transceiver
...........................
Altitude
Alert/Select
(AA-801A)
............................
.
0.
Cessna
400
Nav-O-Matic
(Type
AF-420A)
............... ..........
With
Slaved
Directional
Gyro
System
.........................
Cessna
400B
IFCS
(Type IF-550A) (Includes
HSI
&
Course
Datum)
................. ................
6.0
17-78
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
AMPS
OPTIONAL EQUIPMENT
(RUNNING
LOAD)
1984
Cessna
400B
Nav-O-Matic
(Type AF-550A)
................... . .... 5.0
(Includes Unslaved
DG
GS-502A)
With
Slaved
Directional
Gyro
System
......................... 5.2
(CS-504A)
With
Slaved
D.
G.
&
Course
Datum
..........................
(CS-504A)
WithUnslaved
HSI
(IG-832C).
.... ..... .. ..
..............
5.
3
With
Slaved
HSI
System
(CS-832A) .....................
5.8
With
Slaved
HSI
&
Course
Datum
...........................
6.0
(CS-832A)
Cessna
400
DME
(RT-477A)
.. ...........................
1.
50
Cessna
400
R-Nav
(RN-479A)
..................... .......
1.00
EC-100
Stereo
... . .. .... . . ... ........... . . .. . .. ...
1.0
Bonzer Radar
Altimeter..
.... ... ...........
0. 5.
DME
-
190
......................................
DME
-
451
......................................
ANS-
351 RNAV
....................................
Altitude
Encoder
(Blind)
......................
0. 10
High
Altitude
Encoder
(Blind)
................
0.10
De-Ice System (Certified
for
Flight
in
Icing
Conditions)
... . . ................ . . . ......... . .
40.
65
Prop
De-Ice
.............................. . . .
Windshield
De-Ice
.............. .. ....... ......
RDR-160
Weather
Radar
................................
3.5
Cessna
400
Glideslope
(Type
R-443B)
.......................... .
0
.5
Cessna
400
Nav/Com
(Type
RT-428A)
.. . . ...............
HSI
System
(IG-832A)
.. . . . . . . . . . .. . . ...... ...... .. . . . . .
Slaved
Directional
Gyro (G-504A)
..............
Foster
RNAV 511
..................................
400
RMI
.. . ........................ ...........
0.
4
Avionics
Cooling
Fan
..................................
1.0
Interphone
System
................................... †
Primus
100
WX
Radar
.. . . .............................
2.0
King KRA-10A
Radar
Altimeter
............... .. ............
0.
20
King
KMA-24-03
Audio
Panel
W/MKR
.................... .
.
0.16
King
KX-165
Nav/Comm
W/GS. .. .............. ... . ...
0.4
King
KY-196
Comm
Transceiver
.............................
0.4
King
KNS-81
RNAV/G.
S
.
....
. ...
...................
.50
King KN-63
DME
.......... ...................
.60
King K12-87
ADF.......... ...............................
.43
King
KT-79
Transponder
.. . ....................
.36
King
KI-229
RMI
..... ............ .. .......... .......
1.00
King
KT-98
Radio
Telephone
...................... .....
.....
0.
50
King
KWX-56
Color
WX
Radar
................... .. .........
3.0
ITEMS
NOT
CONSIDERED
AS
PART
OF
RUNNING
LOAD
Cessna
300
Nav/Com
(RT-385A) ............. .
2.3
Cessna
400
Nav/Com
(RT-485A,
RT-485B)
....
2.
3
ASB-125
SSB
HF
Transceiver
.......................
7.5
PT-10A
Transceiver
.............................. . . . .
Auxiliary
Fuel
Pump
.. .. ................. .... .... 3.0
Cigarette
Lighter
. . ................... . . . . . . . . . . . ...
Flap
Motor
............................. .. ..... 1.8
Landing
Lights
(Each)
... . . . ....... . . ..... .. . ....... . ..
3.6
EA
Stall
W
arning Horn
...................................
40
Revision
2
17-79
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
AMPS
ITEMS
NOT
CONSIDERED
AS
PART
OF
1984
RUNNING
LOAD
Wing
Courtesy
Lights
and
Cabin
Lights
............ ..............
1.5
Ice
Detector
Light
......... .......................
.. .
1.5
Hydraulic Power
Pack
.
............................
...
14.0
Electric
Elevator
Trim
....... ......................
....
51
Map
Light
(Glare
Shield
or
Control
Wheel)
........................
0.1
Recognition
Lights
........ .....
. .
........ .......
.. .
3.
6
Air
Conditioning
....... ...................
.
22.8
King
KX165
.... . . . . . . .............
....
. .
4.5
King
KY196.
.............
... . .
5.0
KT-96
Radio
Telephone
... . . .....
..................
3.0
*Console
Lights
not
used
with
past
lights.
*Only
one
or
the
other
may
be
used at
one
time.
tNegligible
*In
night
running
load *With
Bootstrap
O
Transmit
*Receive
0
Minimum
to
Maximum
17-80
Revision
2
MODEL
210
&
T210
SERIES SERVICE
MANUAL
SECTION
18
STRUCTURAL
REPAIR
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
STRUCTURAL
REPAIR
........
3D12/18-2 Negligible
Damage
.....
3D14/18-4
Repair
Criteria
.........
3D12/18-2
Repairable
Damage
.....
3D14/18-4
Equipment and
Tools
.......
3D12/18-2
Damage
Necessitating
Replace-
Support
Stands
......
.
3D12/18-2
ment
of
Parts
.....
3D14/18-4
Fuselage
Repair
Jigs
. .
.3D12/18-2
Wing
Leading
Edge
......
3D14/18-4
Wing
Jigs
.......
..
3D12/18-2 Negligible
Damage
.....
3D14/18-4
Repair
Materials
......
.
3D12/18-2
Repairable
Damage
.....
3D14/18-4
Wing
Twist
and
Stabilizer
Damage
Necessitating
Replace-
Angle-of-Incidence
....
. ..
3D12/18-2
ment
of
Parts
.....
.3D14/18-4
Wing
.............
3D12/18-2
Elevators
and
Rudder
.....
3D14/18-4
Description
......
.
3D12/18-2 Negligible
Damage
....
. 3D14/18-4
Wing
Skin
.
.......
3D12/18-2
Repairable
Damage
....
.
3D14/18-4
Negligible
Damage
... .
3D12/18-2
Damage
Necessitating
Replace-
Repairable
Damage
. . . .
3D12/18-2
ment
of
Parts
.....
3D14/18-4
Damage
Necessitating
Replace-
Elevator
and
Rudder
ment
of
Parts
......
3D13/18-3
Balancing
.......
.3D14/18-4
Wing
Stringers
........
3D13/18-3
Fin
and
Stabilizer
......
3D14/18-4
Negligible
Damage
.....
3313/18-3
Negligible
Damage
....
.3D14/18-4
Repairable
Damage
.....
3D13/18-3
Repairable
Damage
....
3D14/18-4
Damage
Necessitating
Replace-
Damage
Necessitating
Replace-
ment
of
Parts
......
3D13/18-3
ment
of
Parts
....
.3D14/18-4
Wing
Ribs
..........
3D13/18-3
Bonded
Doors
.
....
.3D14/18-4
Negligible
Damage ...
.3D13/18-3
Repairable
Damage
...
3D14/18-4
Repairable
Damage
... .
3D13/18-3
Fuselage
..
......
3D14/18-4
Damage
Necessitating
Replace-
Description
.......
.3D14/18-4
ment
of
Parts
....
.
3D13/18-3
Negligible
Damage
.....
3D14/18-4
Wing
Spar
........
.3D13/18-3
Repairable
Damage
....
.
3D15/18-5
Negligible
Damage
.....
3D13/18-3
Damage
Necessitating
Replace-
Repairable
Damage
..
3D13/18-3
ment
of
Parts
......
3D15/18-5
Damage
Necessitating
Replace-
Bulkheads
..........
3D15/18-5
ment
of
Parts
.....
.3D13/18-3
Landing
Gear
Bulkheads
. .
3D15/18-5
Wing
Fuel
Bay
Spars
and
Ribs
.
3D13/18-3
Repair
After
Hard
Landing.
3D15/18-5
Negligible
Damage ...
.3D13/18-3
Firewall
Damage
.....
.
3D15/18-5
Repairable
Damage
... .
3D13/18-3
Fasteners
..........
3D15/18-5
Damage
Necessitating
Replace-
Rivets
..........
.3D15/18-5
ment
of
Parts
.....
.3D13/18-3
Replacement
of
Hi-Shear
I
Ailerons
.
........
.
3D13/18-3
Rivets.
.........
.
3D15/18-5
Negligible
Damage
.....
3D13/18-3 Substitution
of
Rivets
...
3D16/18-6A
Repairable
Damage
... .
3D13/18-3
Baffles
...........
3D19/18-6D
Damage
Necessitating
Replace-
Engine
Cowling
.......
3D19/18-6D
ment
of
Parts
.....
.
3D13/18-3
Repair
of
Cowling
Skins
. .
3D19/18-6D
Aileron
Balancing
.....
3D13/18-3
Repair
of
Reinforcement
Wing
Flaps
.........
.
3D14/18-4
Angles
.......
.3D20/18-7
Repair
of
Glass-Fiber
Constructed
Components . . 3D20/18-7
Revision
3
18-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
It
is
often
practical
to cut
repair
pieces
from
service
18-1. STRUCTURAL
REPA
IR
parts
listed
in
the
Parts
Catalog.
A
few
components
(empennage
tips,
for
example)
are
fabricated
from
18-2. REPAIR
CRITERIA. Although
this
section
thermo-formed
plastic
or
glass
fiber
constructed
outlines
repair
permissible
on
structure
of
the
air-
material.
craft,
the
decision
of
whether
to
repair
or
replace
a
major
unit
of
structure
will
be
influenced
by
such
18-8.
WING
TWIST
AND
STABILIZER
ANGLE-OF-
factors as
time
and
labor
available
and
by
a
com-
INCIDENCE.
Wing
twist
(washout)
and
stabilizer
parison
of
labor
costs
with
the
price
of
replacement
angle
of
incidence
are
shown
below.
Stabilizers
do
not
assemblies.
Past
experience
indicates
that replace-
have
twist.
The
cantilever
wing
has
a
uniform
twist
ment,
in
many
cases,
is
less
costly
than
major
re-
from
the
root
rib
to
the
tip
rib.
Refer
to
figure
pair.
Certainly,
when
the
aircraft
must
be
restored
18-2
for
wing
twist
measurement.
to
its
airworthy
condition
in
a
limited
length
of
time,
replacement
is
preferable.
Restoration
of
a
damag-
WING
ed
aircraft
to
its
original
design
strength,
shape
and
Twist
(Washout)
3°
alignment
involves
careful
evaluation
of
the
damage,
followed
by
exacting
workmanship
in
performing
the
STABILIZER
repairs.
This
section
suggests
the
extent
of
struc-
Angle-of-incidence
-3°±
15'
tural
repair
practicable
on
the
aircraft
and
supple-
ments
Federal
Aviation Regulation,
Part
43.
Con-
18-9.
WING.
sult
the
factory
when
in
doubt
about
a
repair
not
specifically
mentioned
here.
18-10.
DESCRIPTION.
The
wing
is
sheet-metal
constructed,
with
a
single
main
spar,
two
fuel
spars,
18-3.
EQUIPMENT
AND
TOOLS.
formed
ribs
and
stringers.
The
front
fuel
spar
also
serves
as
an
auxiliary
spar
and
is
the
forward
wing
18-4.
SUPPORT
STANDS.
Padded,
reinforced
saw-
attaching
point.
An
inboard
section forward
of
the
horse or
tripod
type
support
stands,
sturdy
enough
to
main
spar
is
sealed
to
form
an
integral
fuel bay
support
any
assembly
placed
upon
them,
must
be
used
area.
The
main
spar
consists
of
milled
spar
caps
to
store a
removed
wing
or
tailcone.
Plans
for
local
and
attaching fittings
joined
by
a
web
section.
The
fabrication
of
support
stands
are
contained
in
figure
aft
fuel
spar
is
a
formed
channel.
The
front
fuel
18-1.
The fuselage
assembly,
from
the
tailcone
to the
spar
is
a
built-up
assembly
consisting
of
a
formed
firewall,
must
NOT
be
supported
from
the
underside,
channel,
doubler,
attach
strap
and
support
angle.
since
the
skin
bulkheads
are
not
designed
for
this
pur-
Stressed
skin,
riveted
to
the
ribs,
spars
and
string-
pose.
Adapt
support
stands
to
fasten
to
the
wing-
ers,
completes
the wing
structure.
Access
openings
attach
points
or
landing
gear
attach-points
when
sup-
(hand
holes with
removable
cover
plates)
are
located
porting
a
fuselage.
in
the
underside
of
the
wing
between
the
wing
root
and
tip
section.
These
openings
afford
access
to
the
18-5.
FUSELAGE
REPAIR
JIGS.
Whenever
a
repair
flap
and
aileron
bellcranks,
flap
drive
pulleys,
flap
is
to
be
made
which
could
affect
structural
alignment,
actuator
in
left
wing,
flap
and
aileron
control
cable
suitable
jigs
must
be
used
to
assure
correct
align-
disconnect
points,
fuel adapter plate,
air
scoop
con-
ment
of
major
attach
points,
such
as
fuselage,
fire-
nectors
and
electrical
wiring.
wall,
wing
and landing
gear.
These
fuselage
repair
jigs
are
obtainable
from
the
factory.
18-11.
WING
SKIN.
18-6.
WING JIGS.
These
jigs
serve
as
a
holding
18-12.
NEGLIGIBLE
DAMAGE.
Any
smooth
dents
fixture
during
extensive
repair
of
a
damaged
wing,
in
the
wing
skin
that
are
free from
cracks,
abrasions
and
locates
the
root
rib,
leading
edge
and
tip
rib
of
and
sharp corners,
which
are
not
stress
wrinkles
the
wing.
These
jigs
are
also
obtainable
from
the
and
do
not
interfere
with
any
internal
structure
or
factory. mechanism,
may
be
considered
as
negligible
damage
in
any
area
of
the
wing,
Outboard
of
wing
station
18-7.
REPAIR
MATERIALS.
Thickness
of
a
mate-
40.00
in
areas
of
low
stress
intensity,
cracks,
deep
rial
on
which
a
repair
is
to
be
made
can
easily
be
de-
scratches
or sharp
dents,
which
after
trimming
or
termined
by
measuring
with
a
micrometer.
In
gen-
stop
drilling
can
be
enclosed
by
a
two-inch
circle,
eral,
material
used
in
Cessna
aircraft
covered
in
can
be
considered
negligible
if
the
damaged
area
is
this manual
is
made
from
2024
aluminum
alloy,
heat
at
least
one
diameter
of
the
enclosing
circle
away
treated
to
a
-T3,
-T4,
or
-T42
condition.
If
the
from
all
existing
rivet
lines
and
material
edges.
type
of
material
cannot
readily
be
determined,
2024-
The
area
on
the
lower
surface
of
the
wing
between
T3
may
be used
in
making
repairs,
since
the
strength
the
two
stringers
adjacent
to
the
main
spar
is
not
of
-T3
is
greater
than
-T4
or
-T42
(-T4
and
-T42
considered
low
stress
intensity.
Stop
drilling is
may
be
used
interchangeably,
but
they may not
be
considered
a
temporary
repair
and a
permanent
re-
substituted
for
-T3.
When
necessary
to
form
a
part pair
should
be
made
as
soon
as
practicable.
with
a
smaller
bend
radius
than
the
standard
cold
bending
radius
for
2024-T4,
use 2024-0
and
heat
18-13.
REPAIRABLE
DAMAGE.
Repairs
must
not
treat
to
2024-T42
after
forming.
The
repair
mate-
be
made
to
the
upper
or
lower
wing
skin
inboard
of
rial
used
in
making
a
repair
must
equal
the gauge
of
station
40.
00
without
factory
approval.
However,
an
the
material
being
repaired
unless otherwise
noted.
18-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
.
entire
skin
may
be
replaced
without
factory
approval.
scratches
and
abrasions
may
be
considered
negli-
Refer
to
Section
1
for
wing
station
locations.
Figure
gible.
18-4
outlines
typical
repairs
to
be
employed
in
patch-
ing
skin.
Before
installing
a
patch,
trim
the
damag-
18-25.
REPAIRABLE
DAMAGE.
All
cracks,
stress
ed
area
to
form
a
rectangular
pattern,
leaving
at wrinkles,
deep
scratches
and
sharp
dents
must
be
least
a
one-half
inch
radius
at each
corner
and
de-
repaired.
However,
repairs
must
not
be
made
to
burr.
The
sides
of
the
hole
should
lie
span-wise
or
the
main
wing
spar
inboard
of
wing
station
155.00
chord-wise.
A
circular
patch
may
also
be
used.
If
without
factory
approval. Refer to
Section
1
for
wing
the
patch
is
in
an
area
where
flush
rivets
are
used,
station
locations.
Figure
18-7
outlines
a
typical
make
a
flush
patch
type
of
repair;
if
in
an
area
where
main
wing
spar
repair.
fush
rivets
are
not
used,
make
an overlapping
type
of
repair.
Where
optimum
appearance
and
airflow
18-26.
DAMAGE
NECESSITATING
REPLACEMENT
are
desired,
the
flush
patch
may
be
used.'
Careful
OF
PARTS.
An
entire
wing
spar
may be
replaced
workmanship will
eliminate
gaps
at
butt-joints;
without
factory
approval.
however,
an
opoxy
type
filler
may
be
used
at
such
joints.
18-27.
WING
FUEL
BAY
SPARS
AND
RIBS.
18-14.
DAMAGE
NECESSITATING
REPLACEMENT
18-28.
NEGLIGIBLE
DAMAGE.
Any
smooth
dents
OF
PARTS.
If
a
skin
is
badly
damaged,
repair
must
in
the
fuel
spars
that
are
free
from
cracks,
abra-
be
made
by
replacing
an
entire
skin
panel,
from
one
sions
and
sharp
corners,
which
are
not
stress
structural
member
to
the
next.
Repair
seams
must
wrinkles
and do
not
interfere
with
any
internal
struc
-
be
made
to
lie
along
existing
structural
members
ture
or
mechanism,
may
be
considered
as
negligible
and
each
seam
must
be
made
exactly
the
same
in
re-
damage
in
any
area
of
the
spar.
gard
to
rivet
size,
spacing
and
pattern
as
the
manu-
factured
seams
at
the
edges
of
the
original
sheet.
If
18-29. REPAIRABLE
DAMAGE.
The
type
of
repair
the
manufactured
seams
are
different,
the
stronger
outlined
in
figure
18-7
also
applies
to
fuel
bay
spars
must
be
copied.
If
the
repair
ends
at
a
structural
outboard
of
wing
station
124.0.
Inboard
of
station
member
where
no
seam
is
used,
enough
repair
panel
124.
0,
factory
approval
of
proposed
repairs
is
re-
must
be
used to
allow
an
extra
row
of
staggered
quired.
Refer
to
Section
13
for
sealing
procedures
rivets,
with
sufficient
edge
margin,
to
be
installed.
when
working
in
fuel
bay
areas.
18-15.
WING
STRINGERS.
18-30.
DAMAGE
NECESSITATING
REPLACEMENT
OF
PARTS.
Due
to
the
amount
of
fuel
bay
sealant
18-16.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
which
must
be
removed from
fuel
bay
components
to..
18-12.
facilitate
repair,
individual
parts
are
not
available
to
replace
fuel
bay
spars
or
ribs.
The
entire
fuel
18-17.
REPAIRABLE
DAMAGE.
Figure
18-5
out-
bay
area
must
be
replaced
as
a
unit.
lines
a
typical
wing
stringer
repair.
Two
such
re-
pairs
may
be
used to splice
a
new
section
of
stringer
18-31.
AILERONS.
material
in
position,
without
the
filler
material.
18-32.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
18-18.
DAMAGE
NECESSITATING
REPLACEMENT
18-12.
OF
PARTS.
If
a
stringer
is
so
badly
damaged
that
more
than
one
section
must
be
spliced,
replacement
18-33. REPAIRABLE
DAMAGE.
The
repair
shown
is
recommended.
in
figure
18-8
may
be
used
to
repair
damage
to
ailer-
on
leading
edge
skins.
The
flush-type
skin patches
18-19.
WING
RIBS.
shown
in
figure
18-4 may be
used
to
repair
damage
to
the
remaining
skins.
Following
repair,
the
ailer-
18-20.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
on
must
be
balanced.
Refer
to
paragraph
18-35
and
18-12.
figure
18-3
for
balancing
the
aileron.
18-21.
REPAIRABLE
DAMAGE.
Figure
18-6
illus-
18-34.
DAMAGE
NECESSITATING
REPLACEMENT
trates
typical
wing
rib
repairs.
OF
PARTS.
If
the
damage
would
require
a
repair
which
could
not
be
made
between
adjacent
ribs,
com-
18-22.
DAMAGE
NECESSITATING
REPLACEMENT
plete
skin
panels
must
be
replaced.
Ribs
and
spars
OF
PARTS.
Any
wing
rib
damaged
extensively
may
be
repaired,
but
replacement
is
generally
pre
-
should
be
replaced.
However,
due
to
the
necessity
ferable.
Where
extensive
damage
has
occurred,
re-
of
disassembling
so
much
of
the
wing
in
order
to
re-
placement
of
the
aileron
assembly
is
recommended.
place
a
rib,
especially
in
the
fuel
bay
area
which
in-
After
repair
or
replacement,
balance
aileron
in
volves
sealing,
wing
ribs
should be
repaired
if
prac-
accordance
with
paragraph
18-35
and
figure
18-3.
ticable.
18-35.
AILERON
BALANCING.
Following
repair,
18-23.
WING
SPAR.
replacement
or
painting,
the
aileron
must
be
balanced.
A
flight
control
surface
balancing
fixture
kit
is
avail-
18-24.
NEGLIGIBLE
DAMAGE.
Due
to
the
stresses
able
(P/N
5180002-1).
See
figure
18-3
for
procedures
which
the
wing
spar
encounters,
very
little
damage
pertaining
to
the
use
of
this
kit.
can
be
considered
negligible.
Smooth
dents,
light
Revision
2
18-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
18-36.
WING
FLAPS.
18-48. ELEVATOR
AND
RUDDER
BALANCING.
Following
repair,
replacement
or
painting,
the
elevators
and
rudder
must
be
balanced.
A
flight
18-37.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
control
surface
balancing
fixture
kit
is
available
18-12.
(P/N
5180002-1).
See
figure 18-3
for
procedures
pertaining
to
the
use
of
this
kit.
18-38.
REPAIRABLE
DAMAGE.
Flap
repairs
should
be
similar
to
aileron
repairs
discussed
in
paragraph
18-49.
FIN
AND
STABILIZER.
18-33.
A
flap
leading
edge
repair
is
shown
in figure
18-50.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
18-9.
18-12.
18-39.
DAMAGE
NECESSITATING
REPLACEMENT
18-51.
REPAIRABLE
DAMAGE.
Skin patches
illus-
OF
PARTS.
Flap
repairs
which
require
replacement
trated
in
figure 18-4
may
be
used
to
repair
skin
of
parts
should
be
similar
to
aileron
repairs
discuss-
damage.
Access
to
the
dorsal
area
of
the
fin
may
be
ed
in
paragraph
18-34.
Since the
flap
is
not
con-
gained
by
removing
the
horizontal
closing
rib
at
the
sidered
a
movable
control
surface,
no
balancing
is
bottom
of
the
fin.
Access
to
the
internal
fin
structure
required.
is
best
gained
by
removing
skin
attaching
rivets
on
one
side
of
the
rear
spar
and
ribs,
and
springing
18-40.
WING
LEADING EDGE.
back
the
skin.
Access
to
the
stabilizer
structure
may
be
gained
by
removing
skin
attaching
rivets
or-
18-41.
NEGLIGIBLE
DAMAGE.
Refer to
paragraph
one
side
of
the
rear
spar
and
ribs,
and
springing
18-12.
back
the
skin.
If
the
damaged
area
would
require
a
repair
which
could
not
be
made
between
adjacent
18-42.
REPAIRABLE
DAMAGE.
A
typical
leading
ribs, or
a
repair
would
be
located
in
an
area
with
edge
skin
repair
is
shown in
figure
18-8.
Also,
wing
compound
curves,
see
the
following
paragraph.
skin
repairs,
outlined
in
paragraph
18-13, may be
used
to
repair
leading
edge
skins,
although
the
flush-
18-52.
DAMAGE
NECESSITATING
REPLACEMENT
type
patches
should
be
used.
Extra
access
holes,
OF
PARTS.
If
the
damaged
area
would
require
a
described
in
figure
18-10,
must
not
be
installed
in
repair
which
could
not
be
made
between
adjacent
ribs,
the wing
without
factory
approval. Where
extreme
or
the
repair
would
be
located
in
an
area
with
com-
damage has
occured,
replace
complete
skin
panels.
pound
curves,
complete
skin
panels
must
be
replaced.
Ribs
and
spars
may
be
repaired,
but
replacement
is
18-43.
DAMAGE
NECESSITATING
REPLACEMENT
generally
preferable.
Where
damage
is
extensive,
OF
PARTS.
An
entire
leading
edge
skin
may
be
re-
replacement
of
the
entire assembly
is
recommended.
placed
without
factory
approval.
18-52A.
BONDED
DOORS.
18-44.
ELEVATORS
AND
RUDDER.
18-52B.
REPAIRABLE
DAMAGE.
Bonded
doors
18-45.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
may
be
repaired
by
the
same methods
used
for
18-12.
The
exception
to
negligible
damage
on
the
riveted
structure.
Rivets
are
a
satisfactory substi-
elevator surfaces
is
the front
spar,
where
a
crack
tute for
bonded
seams
on
these assemblies.
The
appearing
in
the
web
at
the
hinge
fittings
or
in
the
strength
of
the
bonded
seams
in
doors
may
be
re-
structure
which
supports
the
overhanging
balance placed
by
a
single
3/32,
2117-AD
rivet
per
running
weight
is
not
considered
negligible.
Cracks
in
the
inch
of
bond
seam.
The
standard
repair
procedures
overhanging
tip
rib,
in
the
area
at the
front
spar
outlined
in
AC43.
13-1
are
also
applicable
to
bonded
intersection
with
the
web
of
the
rib,
also
cannot
be
doors.
considered
negligible.
18-53.
FUSELAGE.
18-46.
REPAIRABLE
DAMAGE.
Skin
patches
illustrated
in
figure
18-4
may
be
used
to
repair
skin
CAUTION
damage.
Following
repair,
the
elevators
and
rudder
must
be
balanced.
Refer
to
paragraph
18-48
and
Repairs
must
not
be
made
to
the
main
wing
figure
18-3
for
balancing
the
elevators
and
rudder.
spar
carry-thru
section
of
the
cantilever
If
damage
would
require
a
repair
which
could
not
be
wing
without
factory
approval.
made between
adjacent
ribs, see
the
following
para-
graph.
18-54. DESCRIPTION.
The
fuselage
is
of
semi-
monocoque
construction consisting
of
formed
bulk-
18-47.
DAMAGE
NECESSITATING
REPLACEMENT
heads,
longitudinal
stringers,
reinforcing
channels
OF
PARTS.
If
the
damaged
area
would
require
a
re-
and
skin
platings.
pair
which
could
not
be
made between
adjacent
ribs,
complete
skin
panels
must
be
replaced.
Ribs
and 18-55.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
spars
may
be
repaired,
but
replacement
is
generally
18-12.
Mild
corrosion
appearing
upon
alclad
sur-
preferable.
Where
extensive
damage
has
occured, faces
does
not
necessarily
indicate
incipient
failure
replacement
of
the
entire
assembly
is
recommended.
of
the
base
metal.
However,
corrosion
of
all
types
After
repair
and/or
replacement,
balance
elevators
must
be
carefully
considered
and
approved
remedial
and
rudder
in
accordance
with
paragraph
18-48 and
action
taken.
Small
cans
appear
in
the
skin
structure
figure
18-3.
of
all
metal
aircraft.
It
is
strongly
recommended,
18-4
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
however,
that
wrinkles
which
appear
to
have
origin-
checked
for
alignment
and
a
straightedge must
be
ated
from
other
sources,
or
which
do
not
follow
the
used
to
determine
deformation
of
the
bulkhead
webs.
general
appearance
of
the
remainder
of
the
skin
Damaged
support
structure,
buckled
floorboards
panels,
be
thoroughly
investigated.
Except
in
the
and
skins
and damaged
or
questionable forgings
landing
gear
bulkhead
area,
wrinkles
occuring
over
must
be
replaced.
stringers
which
disappear
when
the
rivet
pattern
is
removed
may
be
considered
negligible.
However,
18-61.
FIREWALL
DAMAGE.
Firewalls
may
be
re-
the
stringer
rivet
holes
may
not
align
perfectly
with
paired
by
removing
the
damaged
material
and
splic-
the skin
holes
because
of a
permanent
"set"
in
the
ing
in
a
new
section.
The
new
portion
must
be
lapp-
stringer.
If
this
is
apparent,
replacement
of
the
ed
over
the old
material, sealed
with
Pro-Seal
#700
stringer
will
usually
restore
the
original
strength
(Coast
Pro-Seal
Co.,
Chemical
Division,
2235
Bev-
characteristics
of
the
area.
erly
Blvd.,
Los
Angeles,
California)
compound,
or
equivalent
and
secured
with
MS16535
(steel)
or
MS-
NOTE
20613
(corrosion-resistant
steel)
rivets.
The
heater
valve
assembly
is
attached with
MS16535
and
MS-
Wrinkles occuring
in
the
skin
of
the main
20613
rivets.
Firewall
plates, firewall
doublers,
landing
gear
bulkhead
areas
must
not
be
and
nutplates
are
attached
to
the
firewall
with
MS-
considered
negligible.
The
skin
panel
must
20470
(aluminum)
rivets.
Damaged
or
deformed
be
opened
sufficiently
to
permit
a
thorough
angles
and
stiffeners
may
be
repaired
as
shown
in
examination
of
the
lower
portion
of
the
land-
figure
18-11,
or
they
may
be
replaced.
A
severely
ing
gear
bulkhead
and
its
tie-in
structure.
damaged
firewall
must
be
replaced
as
a
unit.
Wrinkles
occuring
on
open
areas
which
disappear
18-62.
FASTENERS.
Fasteners
used
in
the
aircraft
when
the
rivets
at
the
edge
of
the
sheet
are
removed,
are
generally
solid
aluminum
rivets,
blind
rivets,
and
or
a
wrinkle
which
is
hand
removable,
may
often
be
steel-threaded fasteners.
Usage
of
each
is
primarily
repaired
by
the
addition
of
a 1/2
x
1/2
x
.060
inch
a
function
of
the
loads
to
be
carried,
accessibility,
2024-T4
extruded
angle,
riveted over
the wrinkle
and
frequency
of
removal. Rivets
used
in
aircraft
and
extended
to
within
1/16
to
1/8
inch
of
the
nearest
construction
are
usually
fabricated
from
aluminum
structural
members.
Rivet
pattern
must
be
identi-
alloys.
In
special
cases,
monel,
corrosion-resistant
cal
to
the
existing
manufactured
seam at
the
edge
of
steel
and
mild
steel,
copper,
and
iron
rivets
are
used.
the
sheet.
18-56.
REPAIRABLE
DAMAGE.
Fuselage
skin
re-
18-63. RIVETS.
Standard
solid-shank
MS
riets
pairs
may
be
accomplished
in
the same
manner
as
are
those
generally
used
in
aircraft
construction.
wing
skin
repairs
outlined
in
paragraph
18-13.
They
are
fabricated
in
the
following
head
types:
Stringers,
formed
skin
flanges,
bulkhead
channels
roundhead,
flathead,
countersunk
head,
and
brazier
and
similar
parts
may
be
repaired
as
shown
in
fig-
head.
Flathead
rivets
are
generally
used
in
the
air-
ure
18-5.
craft
interior
where
head
clearance
is
required.
MS20426
countersunk
head
rivets
are
used
on
the
18-57.
DAMAGE
NECESSITATING
REPLACEMENT
exterior
surfaces
of
the
aircraft
to
minimize
turbu-
OF
PARTS.
Fuselage skin
major
repairs
may
be
lent
airflow.
MS20470
brazier
head
rivets
are
used
accomplished
in
the
same
manner
as
wing
skin
re-
on
the
exterior
surfaces
of
the
aircraft
where
strength
pairs
outlined
in
paragraph
18-14.
Damaged
fittings
requirements
necessitate
a
stronger
rivet
head
than
must
be
replaced.
that
of
the
countersunk
head
rivet.
Both
the
brazier
head
and
the
countersunk
head
rivets
are
used
on
the
18-58.
BULKHEADS,
exterior
of
the
aircraft
where
head
clearance
is
re-
quired.
Hi-shear rivets
are
special,
patented
rivets
18-59.
LANDING
GEAR BULKHEADS.
Since
these
having
a
hi-shear
strength
equivalent
to
that
of
stan-
bulkheads
are
highly
stressed
members
irregularly
dardAN
bolts.
They
are
used
in
special
cases
in
formed
to
provide
clearance
for
control
lines,
actu-
locations where
hi-shear
loads
are
present,
such
as
ators,
fuel
lines,
etc.,
patch type
repairs
will
be,
in
spars,
wings,
and in
heavy
bulkhead
ribs.
This
for
the
most
part,
impractical.
Minor
damage con-
rivet
consists
of
a
cadmium-plated
pin
of
alloy
steel.
sisting
of
small
nicks
or
scratches
may
be
repaired
Some
have
a
collar
of
aluminum
alloy.
Some
of
these
by
dressing
out
the
damaged
area,
or
by
replace-
rivets
can
be
reaily
identified
by
the
presence
of
the
ment
of
rivets.
Any
other
such
damage
must
be
re-
attached
collar
in
place
of
the
formed
head
on
stan-
paired
by
replacing
the
landing
gear
support
assem-
dardrivets.
Blind
rivets
are
used,
where
strength
bly
as
an
aligned
unit.
requirements
permit,
where
one
side
of
the
structure
is
inaccessible,
making
it
impossible
or
impractical
18-60.
REPAIR
AFTER
HARD
LANDING.
Buckled
to
drive
standard solid-shank
rivets.
skin
or
floorboards
and
loose
or
sheared
rivets
in
the
area
of
the
main
gear support
will
give
evidence
18-64.
REPLACEMENT
OF
HI-SHEAR
RIVETS.
of
damage
to
the
structure
from
an
extremely hard
Replacement
of
hi-shear rivets
with
close-tolerance
landing.
When
such
evidence
is
present,
the
entire
bolts
or
other
commercial
fasteners
of
equivalent
support
structure
must
be
carefully
examined
and
strength
properties
is
permissible.
Holes
must
not
all
support
forgings
must
be
checked for
cracks,
be
elongated,
and
the
hi-shear
substitute
must
be
a
using
a
dye
penetrant
and
proper
magnification.
smooth,
push-fit.
Field
replacement
of
main
landing
Bulkheads
in the
area
of
possible
damage
must
be
gear
forgings
on
bulkheads
may
be
accomplished
by
18-5/(18-6
blank)
MODEL
210
&
T210
SERIES SERVICE
MANUAL
using
the
following
fasteners.
When
placing
rivets
in
installations
which
require
a.
NAS464P-*
bolt,
MS21042-*
nut
and
AN960-*
raised
head
rivets,
it
is
desirable
to
use
rivets
iden-
washer
in
place
of
Hi-shear
rivets
for
forgings
with
tical
to
the
type
of
rivet
removed.
Countersunk-head
machined
flat
surfaces
around
attachment
holes.
rivets
(MS20426)
are
to be
replaced
by
rivets
of
the
b.
NAS464P-*
bolt,
ESNA2935-*
mating
base
washer
same
type
and
degree
of
countersink.
When
rivet
and
ESNA
RM52LH2935-*
self-aligning
nut
for forgings
holes
become
enlarged,
deformed,
or
otherwise
(with
draft
angle
of
up
to
a
maximum
of
8°)
without
damaged,
use
the
next
larger
size rivet
as
a
replace-
machined
flat
surfaces
around
attachment
holes.
ment.
Replacement
shall
not
be
made with
rivets
of
lower
strength
material/
*Dash
numbers
to
be
determined
according
to the
size
b.
Hi-shear
Rivets.
When
hi-shear rivets are
not
of
the
holes
and
the
grip
lengths
required.
Bolt
grip
available,
replacement
of
sizes
3/16-inch
or
greater
length
should
be
chosen
so
that
no
threads
remain
in
rivets
shall
be
made with
bolts
of
equal
or
greater
the bearing
area.
strength
than
the
rivet
being
replaced,
and
with
self-
locking
nuts
of
the
same
diameter.
18-65.
SUBSTITUTIN
OF
RIVETS. c.
The following
pages
contain
approved
solid-shared
a.
Solid-shank
rivets
(MS20426AD
and
MS20470AD).
and
hi-shear
rivet
substitutions.
Replace
In
thickness
With
(or
thicker)
MS20470AD3
.025
NAS1398B4,
NAS1398D4
.020
NAS1738B4,
NAS1738D4,
NAS1768D4,
CR3213-4,
CR3243-4
MS20470A04
.050
NAS1398B4,
NAS1398D4
.040
NAS1398B5,
NAS1398D5,
NAS1738B4,
NAS1738E4,
NAS1768D4,
CR3213-4
.032
NAS1738B5,
NAS1738E5,
NAS1768D5,
.025t
~CR3213-5,
CR3243-4
.025
CR3243-5
MS20470AD5
.063
NAS1398B5,
NAS1398D5
.050
NAS1398B6,
NAS1398D6,
NAS1398B5,
NAS1738E5,
CR3213-5
.040
NAS1738B6,
NAS1738E6, NAS1768D5,
CR3213-6,
CR3243-5
.032
CR3243-6
MS20470AD6
.080
NAS1398B6
.071
NAS1398D6
.063
NAS1738B6,
NAS1738D6, NAS1768D6,
CR3213-6
.050 CR3243-6
MS20426AD3
.063
NAS1399B4,
NAS1399D4
(Countersunk)
.040
NAS1769D4,
CR3212-4
(See
Note 1)
.025
NAS1769B4,
NAS1739E4,
CR3242.4
Revision
2
18-6A
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Replace
In
thickness
With
(or
thicker)
MS20426AD4
.080
NAS1399B4,
NAS1399D4
(Countersunk)
.063
NAS1739B4,
NAS1739D4,
CR32124
.050
NAS1769D4
.040
CR3242-4
(See
Note
1)
.050
CR3212-5
.040
NAS1739B5, NAS1739D5,
NAS1769D4
.032
CR3242-5
MS20426AD4
.063
NAS1739B4,
NAS1739D4
(Dimpled)
MS20426AD5
.090
NAS1399B5,
NAS1393D5
(Countersunk)
.080
CR3212-5
.071
NAS1739B5,
NAS1739E5
.063
NAS1769D5
.050
CR3242-5
(See
Note
1)
.063
NAS1739B6,
NAS1739D6,
NAS1769D6,
CR3212-6
.040
CR3242-6
.032
AN509-10
Screw
with
MS20365
Nut
MS20426AD5
.071
NAS1739B5,
NAS1739D5
(Dimpled)
.090
NAS1739B6,
NAS1739D6,
CR3212-6
MS20426AD6
(Countersunk)
.071
NAS1769D6
.063
CR3242-6
.032
AN509-10
Screw
with
MS20365
Nut
MS20426AD6
.090
NAS1739B6,NAS1739D6
(Dimpled)
.032
AN509-10
Screw
with
MS20365
Nut
NOTE
1:
Rework
required.
Countersink
oversize
to accommodate
oversize
rivet.
NOTE
2:
Do
not
use
blind
rivets
in
high-vibration
areas
or
to
pull
heavy
sheets
or
extrusions
together.
High-vibration
areas
include
the
nacelle
or
engine
compartment including
the
firewall.
Heavy
sheets
or
extrusions
include
spar
caps.
18-6B
Revision
2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
REPLACE
DIAMETER
WITH
Fastener
Collar
Fastener
Collar
*
NAS178 NAS179
(See
Note
1) *
NAS1054
NAS179,
NAS528
(See
Note
1) *
NAS14XX
NAS1080C,
NAS1080E,
NAS1080G
(See
Note
1) *
NAS529 NAS524A
(See
Notes
1
and
2)
*
NAS1446
NAS1080C,
NAS1080A6
(See
Note
1) *
NAS7034
NAS1080K
(See
Note 1)
c
NAS464
AN364,
MS20364,
MS21042
NAS1103
NAS1303
NAS6203
AN173
AN305,
MS20305,
MS21044,
MS21045
*
NAS1054
NAS179, NAS528
*
NAS14XX NAS1080C, NAS1080E
*
NAS529
NAS524A
(See
Note
2)
*
NAS1446
NAS1080C,
NAS1080A6
*
NAS7034
NAS1080K
NAS464
AN364,
MS20304,
MS21042
NAS1103
NAS1305
NAS6203
*
NAS14XX
NAS1080C
*
NAS529
NAS524A
NAS1080E
*
NAS1446
NAS1080C,
NAS1080A6
NAS1080G
*
NAS7034 NAS1080K
NAS464
AN364,
MS20364,
MS21042
NAS1103
NAS1303
NAS6203
*
NAS529
NAS524A
(See
Note
3)
NAS1446
NAS1080C,
NAS1080A6
NOTE
1:
See
appropriate
tables
for
nominal diameters available.
NOTE
2:
Available
in
oversize
for
repair
of
elongated
holes.
Ream
holes
to
provide
a
.001
inch
interference
fit.
NOTE
3:
NAS1446
oversize
only
permitted
as
a
replacement
for
NAS529.
*
Steel
shank
fastener
designed
for
drive-on
collars.
*
Steel
shank
fastener
designed
for
squeeze-on
collars.
Installation
requires
sufficient
space
for
the
tool
and
extended
shank
of
the
fastener.
Threaded fastener.
Revision
2
18-6C
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
V
WING
12
INCH
WIDE
HEAVY
CANVAS
1
X
12
X
30-3/4
1
X
12
X
48
1
X
12
X
11
1
X
12
X
8
30.3/4
5
INCH
COTTON
WEBBING
2
X
4
X
20
42
2x
4
3/8
INCH
DIAMETER
BOLTS
2
X4
NOTE
30
ALL
DIMENSIONS
ARE
IN
INCHES
Figure
18-1.
Wing
and
Fuselage
Support
Stands
18-66.
BAFFLES.
Baffles
ordinarily require
re-
18-67.
ENGINE
COWLING.
placement
if
damaged
or
cracked.
However,
small
plate
reinforcements
riveted
to
the
baffle
will
often
18-68.
REPAIR
OF
COWLING
SKINS.
If
extensively
prove
satisfactory
both
to
the
strength
and
cooling
damaged,
complete
sections
of
cowling
must
be
re-
requirements
of
the
unit.
18-6D
Revision
3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
GRIND
c
A
B
C
WING
STATION
2.00
2.00
40.50
26.50
.75
2.00
25.50
205.00
ALL
WING
TWIST
OCCURS
BETWEEN
STA.
26.50
AND
STA. 205.
00.
CHECKING
WING TWIST
If
damage
has
occured
to
a
wing,
it
is
advisable
to
check
the
twist.
The
following method
can
be
used
with
a
minimum
of
equipment, which
includes
a
straightedge
(42"
minimum
length
of
angle
or
equivalent),
three
modified
bolts
and
a protractor
head
with
level.
1.
Check
chart
for
applicable
dimension
for
bolt
length
(A
or
B).
2.
Grind
bolt
shanks
to
a rounded
point
as
illustrated,
checking
length
periodically.
3.
Tape
two
bolts
to
straightedge
according
to
dimension
C.
4.
Locate
inboard
wing
station
to
be
checked
and
make a
pencil
mark
approximately
one-half
inch
aft
of
first
lateral
row
of
rivets,
aft
of
wing
leading
edge.
5.
Holding
straightedge
parallel
to
wing
station,
(staying
as clear
as
possible
from
"cans"),
place
bolt
on
pencil
mark
and
set
protractor
head
against
lower
edge of
straightedge.
6.
Set
bubble
in
level
to
center
and
lock
protractor
to
hold
this
reading.
7.
Omitting
step
6,
repeat procedure for
outboard
wing
station,
using
dimensions
specified
in
chart.
Check
to
see
that
protractor
bubble
is
still
centered.
8.
Proper twist
is
present
in
wing
if
protractor
readings
are
the
same
(parallel). Forward
or
aft
bolt
may
be
lowered
from
wing
.
10
inch
maximum
to
attain
parallelism.
Figure
18-2.
Checking
Wing
Twist
placed.
Standard
insert-type
patches,
however,
18-69.
REPAIR
OF
REINFORCEMENT
ANGLES.
may
be
used
if
repair
parts
are
formed
to fit.
Small
Cowl
reinforcement
angles,
if
damaged,
must
be
cracks
may
be
stop-drilled
and
dents
straightened
if
replaced.
Due
to
their
small
size
they
are
easier
they
are
reinforced
on
the
inner side
with
a
doubler
to
replace
than
to
repair.
of
the same
material.
Bonded
cowling
may
be
re-
paired
by
the
same
methods
used
for
riveted
struc-
18-70. REPAIR
OF
GLASS-FIBER
CONSTRUCTED
ture.
Rivets
are
a
satisfactory
substitute
for
bonded
COMPONENTS.
Glass-fiber
constructed
components
seams
on
these
assemblies.
The
strength
of
the
on
the
aircraft
may
be
repaired
as
stipulated
in
in-
bonded
seams
in
cowling
may
be
replaced
by
a
single
structions
furnished
in
SK182-12.
Observe
the
resin
3/32,
2117-AD
rivet
per
running
inch
of
bond
seam.
manufacturer's
recommendations
concerning
mixing
The
standard
repair
procedures
outlined
in
Advisory
and
application
of
the
resin.
Epoxy
resins
are
pref-
Circular
43.13-1
are
also
applicable
to
cowling.
erable
for
making
repairs,
since
epoxy
compounds
Circular
43.13-1
are
also
applicable
to cowling.
are
usually
more
stable
and
predictable
than
poly-
ester
and
give
better
adhesion.
Revision
2
18-7
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
7.
Paint
is
a
considerable
weight
factor.
In
order
to
keep balance
weight
to
a
minimum.
it
is
recommended
that
existing
paint
be
removed
before
adding paint
to
a
control
surface.
Increase
in balance
weight
will
also
be
limited
by
the
amount
of
space
available
and
clearance
with
adjacent
parts.
Good
workmanship
and
standard
repair
practices
should
not
result
in
unreasonable balance
weight.
8.
The
approximate amount
of
weight
needed
may
be
determined
by
taping
loose
weight
at the
balance
weight
area.
9.
Lighten
balance
weight
by
drilling
off
part
of
weight.
10.
Make
balance
weight
heavier
by
fusing
bar stock
solder
to
weight
after
removal
from
control
surface.
The
ailerons
should
have
balance
weight
increased
by
ordering
additional
weight
and
gang
channel.
listed
in
applicable
Parts
Catalog
and
installing
next
to
existing
inboard
weight
the
minimum
length
necesary
for
correct
balance.
except
that
a
length
which
contains
at
least
two
attaching
screws
must
be used.
If
necessary, lighten
new
weight
or
existing
weights
for
correct balance.
CENTERLINE
ON
BEAM
MUST
BE
ALIGNED WITH
CONTROL
SURFACE
BEAM
ASSEMBLY
HINGE
CENTERLINE
/
~HANGAR
ASSEMBLY
HINGE
CENTERLINE
CONTROL
SURFACE
CHORD
ADD
WASHERS
AS
NECESSARY
TO
FINE
BALANCE
THE
BEAM
ASSEMBLY
ADJUSTABLE
WEIGHT
HANGAR
ASSEMBLY
MANDREL
(TO BE
IN
PROPER
POSITION)
READ CONTROL
SLIDING
SURFACE
MOMENT
WEIGHT
AT
CENTER
OF
WEIGHT
BEAM ASSEMBLY
.
*MANDREL
FLAT
SURFACE
Figure
18-3.
Cont'ol
Surface
Balancing
(Sheet
2
of
5)
Revision
2
18-9
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
A
balance in
this
range
is
"overbalance".
A
balance
in
this
range
is
"underbalance".
Detail
F
RUDDER
SPIRIT-LEVEL
TRAILING
EDGE
PROTRACTOR
SLIDING
CENTER
LINE
WEIGHT
CHORD
LINE
BALANCING
MANDREL
Detail
H
LEVELED SURFACE
HINGE POINT
ELEVATOR
Figure 18-3.
Control
Surface
Balancing
(Sheet
3
of
5)
18-10
Revision
2
MODEL
210
&
T210
SERIES SERVICE
MANUAL
AILERONS
*
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
CONTROL
SURFACE
BALANCE REQUIREMENTS
NOTE
Balance
limits
for
control
surfaces are
expressed
for
"Approved
Flight"
configuration.
"Approved
Flight"
configuration
is
that
condition
of
the
control
surface
as
prepared for
flight
of
the
airplane
whether
it
be
painted
or
unpainted.
"Approved
Flight"
limits
must
never
be exceeded
when
the surface
is in
its
final
configuration
for flight.
DEFINITIONS:
UNDERBALANCE
is
defined
a
the
condition
that
exists
when
surface
is
trailing
edge
heavy
and
I
defined by
a
symbol
(+).
If
the
balance
beam
sliding
weight
must
be-on
the
leading
edge
side
of
the
hinge
line (to
balane
the
control
surface),
the
control
surface
is
considered
to
be
under
balanced.
OVERBALANCE
is
defined
as
the
condition
that
exists
when
surface
is
leading
edge
heavy
and
is
defined
by
a
symbol
(-).
If
the
balance
beam
sliding weight
must
be
on
the
trailing
edge
side
of
the hinge
line (to balance
the
control
surface),
the
control
surface
is
conidered
to
be
overbalanced.
APPROVED
FLIGHT
CONFIGURATION
CONTROL
SURFACE
BALANCE
LIMITS
(Inch-Pounds)
AILERON
4.25
to
11.16
RUDDER
-4.0
to
3.0
RIGHT
ELEVATOR
0.0
to
12.1
10
LEFT
ELEVATOR
0.0
to
12.1
Figure
18-3.
Control Surface
Balancing (Sheet
5
of
5)
18-12
Revision
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
-- '--'
-B
-
-1/4
B
PATCH
./-
EXISTING
SKIN
NOTE
For
optimum
appearance
and
DOUBLER-
--
I-/2airflow,
use
flush
rivets,
dim-
pled
skin
and patch and
counter-
SECTION
THRU
ASSEMBLED
PATCH
sunk
doubler.
A-A
V
'-': , .:.
-EDGE
MARGIN
= 2
X
RIVET
DIA.
L~
R
PATCH
-
2024-T3
ALCLAD
1/2"
RADIUS
EDWE
MARGIN
=
DA
AGED
AREA
2
X
RIVET
DIA.
,,
CLEAN
OUT
2
7 O
/6
X
RIVET
DIA.
EDGE
MARGIN
=j
2 X
RIVET
DIA.
DOUBLER
-
2024-TS
3
ALCLAD
^21/2" RADIUS
R
I
RADIUS
m REP AIR _LAR)
.025
1/8
_l REPAIR
PARTS
.032
1/8
.040
1/8
REPAIR
PARTS
IN
CROSS
SECTION
.051
5/32
Figure
18-4. Skin
Repair
(Sheet
3
of
6)
18-14
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
FILLER
-
2024-T4
ALCLAD
A-A
STRIP
-
2024-T3
ALCLAD
1/4"
EDGE
MARGIN
CLEAN
OUT
5
RIVETS
EACH
SIDE
OF
DAMAGED
AREA
ANGLE
-
2024-T4
ALCLAD
STRINGER
PICK
UP
EXISTING SKIN
RIVETS
MS20470AD4
RIVETS
A
SKIN
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-5.
Stringer
and
Channel
Repair
(Sheet
2
of 4)
18-19
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
FILLER-2024-T4
ALCLAD
DOUBLER-2024-T3
ALCLAD
3/4"
RIVET
CLEAN
OUT
DAMAGED
AREA
1/4"
EDGE MARGIN
ANGLE-2024-T4
ALCLAD
RIB
ONE
ROW
RIVETS
AROUND
DAMAGED
AREA
MS20470AD4
RIVETS
ORIGINAL
PARTS
REPAIR
PARTS
A-A
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-6.
Rib
Repair
(Sheet
2
of
2)
18-23
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
NOTES:
1.
Dimple
leading
edge
skin
and
filler
material;
countersink
the
doubler.
2.
Use
MS20426AD4
rivets
to
install
doubler.
3.
Use
MS20426AD4
rivets
to
install
filler,
except
where
bucking
is
impossible.
Use
CR162-4
Cherry
(blind)
rivets
where
regular
rivets
cannot
be
bucked.
4.
Contour
must
be
maintained;
after repair
has
been
completed,
use
epoxy
filler
as
necessary
and
sand
smooth
before
painting.
5.
On
cantilever
wing,
vertical
size
is
limited
by
ability
to
install
doubler
clear
of
front
fuel
spar
or
stringers
outboard
of
spar.
On
flaps
and
ailerons,
vertical
size
is
limited
by
ability
to
install
doubler
clear
of
front
spar.
(Also
refer
to
figure
18-9.)
6.
Lateral
size
is limited
to seven inches
across
trimmed
out
area.
7.
Number
of
repairs
is
limited
to
one
in
each
bay.
On
cantilever
wings,
consider
a
bay
in
the
area
forward
of
front fuel
spar
as
if
ribs
extended
to
leading
edge.
1"
MAXIMUM
RIVET
SPACING
(TYPICAL)
DOUBLER
NEED
NOT---
BE
CUT
OUT
IF
ALL
/16"
MINIMUM
EDGE
RIVETS
ARE
ACCESSIBLE
MARGIN
(TYPICAL)
FOR
BUCKING
.
//
/
TRIM
OUT
DAMAGED
AREA
........-
--
REPAIR
DOUBLER
2024-T3
ALCLAD
040"
THICKNESS
LEADING EDGE
SKIN
FILLER
MATERIAL
LEADING
EDGE
SKIN
ORIGINAL
PARTS
SAME
THICKNESS
AS
SKIN
..
-..
REPAIR
PARTS
Figure
18-8.
Leading
Edge
Repair
18-25
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
1/4"
EDGE MARGIN
CLEAN
OUT
DAMAGED
AREA
A-A
ANGLE
-
2024-T4
ALCLAD
10
RIVETS
EACH
SIDE
OF
DAMAGED
AREA
FIREWALL
ANGLE
FILLER
2024-T4
ALCLAD
A
MS20470AD4
RIVETS
FIREWALL
FUSELAGE
SKIN
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-11.
Firewall
Angle
Repair
18-28
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
Use
rivet
pattern
at
wing
station
25.
25
for
repair
from
wing
station
25. 25
to
wing
station
96. 00.
Use
rivet
pattern
at
wing
station
110.
00
for
lap
splice patterns
from
wing
station 110.00
to
189.
00.
See
-.
figure
1-2
for
wing
stations.
Use
rivet
spacing
similar
to the
pattern
at
wing
station
110.00 at
leading
edge
ribs
between
lap
splices.\
Select
number
of
flush
rivets
to
be
used
at
each
wing
station
leading
edge
rib
from
table.
RIBS
AND
STRINGERS:
Blind
rivets
may
be
substituted
for
solid
rivets
in
proportionally
increased
numbers
in
accordance
with
the
table.
SPARS:
Blind
rivets
may
be
installed
in
wing
spars
only
in
those locations
where
blind
rivets
were
used
dur-
ing
original
manufacture, ie
fuel
bay
area
of
front
spars
on
aircraft
with
integral
ruel
bays.
NUMBER
OF
FLUSH
RIVETS
IN
DIMPLED
SKIN
RE-
QUIRED
IN
REPLACEMENT
LEADING EDGE
SKIN
WING
SOLID
BLIND
STATION
MS0426-4
CR2248-4
RIB
EXISTING
124
18
22
TACK
RIVET
136
15
18
155
11
13
-\ ~
172
10
12
<
189_____
10
12
PATCH
XISTING
EXISTING
RIVET
PATTERN
TYPICAL
LEADING
EDGE
SECTION
Figure
18-12.
Bonded
Leading
Edge
Repair
18-29/(18-30
blank)
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
SECTION
19
EXTERIOR
PAINTING
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual
APPLICATION
....................
3E24/19-4
MATERIALS
LISTING
.............
3E21/19.1
Cleanup
.......................
3E24/19-4
APPLICATION
....................
3E22/19-2
Prepriming
....................
3F1/19-5
Interior
Parts
..................
3E22/19.2
Priming
.......................
3F/19-5
Exterior
Parts
Acrylic
...........
3E22/19-2
Prepainting
....................
3F1/19-5
Exterior
Parts
Epoxy
or
Painting
Overall
--
White
or
Color
3F2/19-6
Polyurethane
.................
3E22/19-2
Stripes
3F2/19-6
MATERIALS
LISTING
.............
3E23/19.3
Touchup
..................
3F2/19-6
FACILITY
.........................
3E24/19.4
Repair
of
Dents
.................
3F2/19-6
NOTE
Acrylic
Lacquer
is
standard
through
serial
21061849
NOTE
This
section contains
a
listing
of
standard
factory
materials
and
shows
the
area
of
their
application.
To
determine
the
paint number
and
color,
refer
to
the
aircraft
trim
plate
and
parts
catalog.
In
all
cases,
determine
the
type
of
paint
because
some
types
are not
compatible
with
others.
Contact Cessna
Parts
Distribution
(CPD
2)
or
a
Cessna
Service
Station
for
materials
acquisition
information.
19-1.
MATERIALS
LISTING.
MATERIAL
NO.
/TYPE
AREA
OF
APPLICATION
ACRYLIC
Used on
exterior
airframe.
(THRU
SERIAL
21061849)
PAINT
LACQUER
ER-7
WITH
PRIMER
ER-4
Used
with
acrylic
lacquer.
ACTIVATOR
P60G2
WITH
PRIMER
R7K44
Used
with
acrylic
lacquer.
ACTIVATOR
THINNER
T-8402A
Used
to
thin
acrylic
lacquer
and
for
burndown.
SOLVENT
#2
SOLVENT
Used
to
clean
aircraft
exterior
prior
to
priming.
NOTE
Do
not
paint
Pitot
Tube,
Gas
Caps
or
Antenna
covers
which
were
not
painted
at
the
factory.
NOTE
When
stripping
paint
from
aircraft,
do
not
allow
stripper
to
contact
ABS
parts.
Revision
3 19-1
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
19-2.
APPLICATION
adhesion.
b.
Touch
Up
of
Previously
Painted
Parts.
9-3.
INTERIOR
PARTS
(Finish
Coat
of
Lacquer)
1.
Lightly
scuff
sand
to
remove
scratches
and
a.
Painting
of
Spare
Parts.
improve
adhesion.
1.
Insure
a
clean
surface
by
wiping
with
Form
2.
Insure
a
clean
surface
by
wiping
with
Form
Tech
AC
to
remove
surface
contamination. Tech
AC
to
remove
surface
contamination.
CAUTION
CAUTION
Do
not
use
strong
solvents
such
as
Xylol,
Do
not
use
strong
solvents
such
as
Xylol,
Toluol
or
Lacquer
Thinner
since
prolonged
Toluol
or Lacquer
Thinner
since
prolonged
exposure
can
soften
or
embrittle
ABS.
exposure
can
soften
or
embrittle
ABS.
2.
After
the
part
is
thoroughly
dry
it is
ready
3.
Apply
a
compatible
primer
-
surfacer
and
or
the
lacquer
topcoat.
Paint
must
be
thinned
with
sealer.
lacquer
thinner
and
applied
as
a
wet
coat
to
insure
4.
After
the
part
is
thoroughly
dry
it is
ready
adhesion. for
the
topcoat.
Paint
must
be
thinned
and
applied
b.
Touch
Up
of
Previously
Painted
Parts.
as
a
wet coat
to
insure
adhesion.
1.
Light
sanding
is
acceptable
to
remove
scratches
and
repair
the
surface
but
care
must
be
NOTE
exercised
to
maintain
the
surface
texture
or
grain.
2.
Insure
a
clean
surface
by
wiping
with
Form
Acrylic
topcoats
can
be
successfully spotted
in.
Tech
AC
to remove
surface
contamination.
19-5.
EXTERIOR
PARTS
(Epoxy
or
Polyurethane
CAUTION
Topcoat)
a.
Painting
of
Spare
Parts
and
Touch
Up
of
Painted
Do
not
use
strong
solvents
such
as
Xylol,
Parts.
Toluol
or
Lacquer
Thinner
since
prolonged
1.
Lightly
scuff
sand
to
remove
scratches
and
exposure
can
soften
or
embrittle
ABS.
improve
adhesion.
2.
Insure
a
clean
surface
by
wiping
with
Form
3.
After
the
part
is
thoroughly
dry
it
is
ready
Tech
AC
to
remove
surface
contamination.
for
the
lacquer
topcoat.
Paint
must
be
thinned
with
lacquer
thinner
and
applied
as
a
wet
coat
to
insure
3AToN
adhesion.
Do
not
use
strong
solvents
such
as
Xylol,
NOTE
Toluol
or
Lacquer
Thinner
since
prolonged
exposure
can
soften
or
embrittle
ABS.
Lacquer
paints
can be
successfully
spotted
in.
3.
Apply
a
primer
compatible with
Epoxy
or
19-4.
EXTERIOR
PARTS (Acrylic
Topcoat)
Polyurethane
topcoat.
a.
Painting
of
Spare
Parts.
4.
After
the
part
is
thoroughly
dry
it is ready
1.
Lightly
scuff
sand
to
remove
scratches
and
for
the
topcoat.
improve
adhesion.
2.
Insure
a
clean
surface
by
wiping
with
Form
NOTE
Tech
AC
to
remove
surface
contamination.
Epoxy
or
Polyurethane
topcoats
cannot
be
CAUTION
successfully
spotted
in
-
finish should
be
applied
in
areas
with
natural breaks
such
Do
not
use strong
solvents
such
as
Xylol,
as
skin
laps
or
stripe
lines.
Toluol
or
Lacquer
Thinner
since prolonged
exposure
can
soften
or
embrittle
ABS.
When
painting
interior
and
exterior
polycarbonate
parts,
or
where
the
part
material
is
questionable,
a
3.
After
the
part
is
thoroughly
dry
it
is ready
"barrier
primer"
should
be
applied
prior
to
the
Enam-
for
the
topcoat.
Paint
must
be
thinned with
appropri-
el,
Lacquer,
Epoxy
or
Polyurethane
topcoat.
ate
acrylic
thinner
and
applied
as
a
wet
coat
to
insure
19-2
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
19-6.
MATERIALS
LISTING.
NOTE
Enflex
III
is
standard
beginning
21061850
thru
21062000
and
21062002
thru
21062009,
21062011,
21062012,
21062019,
21062023
thru
21062025,
21062027
thru
21062029,
2106231
thru
2106233,
21062035,
21062037
thru
21062039,
21062043,
21062044,
21062046
thru
21062049,
21062054,
21062055,
21062057,
21062059,
21062065,
21062069.
and
21062072.
ENMAR
MODIFIED
URETHANE
MATERIAL
NO/TYPE
AREA
OF
APPLICATION
PAINT
ENFLEX
III
ENAMEL
Standard
Exterior,
and
Stripe
Only
configuration
ENFLEX
III
ADDUCT
Catalyst
for
Enflex
III
Enamel
ACCELERATOR
URETHANE
ACCELERATOR
Used
to
speed
curing
on
stripes
120-975
PRIMER
WASH
PRIMER
EX-ER-7
Used
to
prime
aircraft
for
Enflex
III
topcoat
REDUCER
T-ER-4
Used
to thin
EX-ER-7
THINNER
Jet
Glo
Used
to thin
Enflex
III
86T-10399
(110-655)
110-805
Used
to
thin
Enflex
III
RETARDER
110-996
Used
to
slow
curing
time
NOTE
Imron
is
Standard
beginning with
21062001,
21062010, 21062013
thru
21062018, 21062020
thru
21062022,
21062026,
21062030,
21062034,
21062036, 21062040
thru
21062042,
21062045,
21062050
thru
21062053, 21062056, 21062058,
21062060
thru
21062064, 21062066
thru
21062068, 21062070,
21062071,
21062073
and
all
1978
Models.
IMRON
MODIFIED
URETHANE
MATERIAL
NO/TYPE
AREA
OF
APPLICATION
PAINT
IMRON
ENAMEL
Used
as
corrosion
proof
topcoat
IMRON
192S
Activator
Catalyst
for
Imron Enamel
PRIMER
WASH
PRIMER
P60G2
Used
to
prime
aircraft
for
Imron
Enamel
REDUCER,
IMRON
Y8485S
Reducer
Used
to
thin
Imron
Enamel
THINNER
Catalyst
Reducer
R7K44
Used
to
reduce
P60G2
NOTE
Do
not
paint
pitot
tube.
gas
caps,
or
aileron
gap
seals.
Also
do
not
paint antenna
covers
which
were
not
painted
at
the
factory.
19-3
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
MATERIAL
NO/TYPE
AREA
OF
APPLICATION
STRIPPER
Strypeeze
Stripper
Used
to
strip
primer
overspray
CLEANER
Form
Tech
AC
Used
to
clean
aircraft
exterior
and
to remove
grease,
bug
stains,
etc.
Klad
Polish
Used
to
clean
aluminum
finish
808
Polishing
Compound
Used
to
rub
out
overspray
SOLVENT
(MEK)
Methyl
Ethyl
Ketone
Used
to
tack
aircraft
prior
to
topcoat
CLOTH
HEX
Wiping
Cloth
Used
with
solvent
to
clean
aircraft
exterior
FILLER
White
Streak
Used
to
fill
small
dents
MASKING
Class
A
Solvent
Proof
Paper
Used
to
mask
areas
not
to be
painted
Tape
Y218
Used
for
masking
small
areas
Tape
Y231
Used
for
masking
small
areas
19-7.
FACILITY.
Painting
facilities must
include
b.
Wipe
excess
sealer
from
around
windows
and
the
ability
to
maintain
environmental
control;
tem-
skin
laps,
using
Form
Tech
AC.
Mask
windows,
perature
at
65ºF.,
and
a
positive
pressure
inside
to
ABS
parts
and
any
other
areas
not to
be
primed,
preclude
the
possibility
of
foreign
material
damage.
with
3M
tape
and
Class
A
Solvent-Proof
Paper.
All
paint
equipment
must
be
clean,
and
accurate
Care
must
be
exercised
to
avoid
cuts,
scratches
or
measuring
containers
available for
mixing
protective
gouges
by
metal
objects
to
all
plexiglass
surfaces,
coatings.
Modified
Urethane
has
a
pot
life
of
four
to
because
cuts
and
scratches
may
contribute
to
crazing
eight
hours,
depending
on
ambient
temperature
and
and
failure
of
plexiglass
windows.
relative
humidity. Use
of
approved
respirators
while c.
Methyl
Ethyl
Ketone
(MEK)
solvent
should
be
painting
is
a
must,
for
personal
safety.
All
solvent
used
for
final
cleaning
of
airplanes
prior
to
painting.
containers
should
be
grounded to
prevent
static
build-
The
wiping
cloths
shall
be
contaminant
and
lint
free
up.
Catalyst
materials
are
toxic,
therefore,
breath-
HEX.
Saturate
cloth
in
the
solvent
and
wring
out
so
ing
fumes
or
allowing
contact
with
skin
can cause
it
does
not
drip.
Wipe
the
airplane
surface
with the
serious
irritation.
Material
stock
should
be
rotated solvent
saturated
cloth
in
one
hand, and
immediately
to
allow use
of
older
materials
first,
because
its
dry
with
a
clean
cloth
in
the
other
hand.
It
is impor-
useful
life
is
limited.
All
supplies
should
be
stored tant
to
wipe
dry
solvent
before
t
evaporates.
Avoid
in
an
area
where
temperature
is
higher
than
50
F.,
contact
of
MEK
with
plexiglass,
as
crazing
will
re-
but
lower
than
90
F.
Storage
at
90
F
is
allowable
sult.
When
an
airplane
has
paint
or
zinc
chromate
over-
to room temperature
for
mixing
and
use.spray
on
the
exterior. stripper
may
be
used
to
re-
move
the
overspray.
The
stripped
may
be
applied
Modified
urethane
paint
requires
a
minimum
of
seven
by
brush
and
will
require
a ew
minutes
to
soften the
temperature
is
lower,
curing
time will
be
extended
a
overspray.
Heavy
coatings
may
require
more
than
maximum
of
14
days.
During
the
curing
period,
in-
one
application
of
the
stripper.
Use
extreme
care
to
discriminate
use
of
masking
tape,
abrasive
polishes, prevent
stripper
from
running
into
faying
surfaces
on
discriminate
use
of
masking tape,
abrasive
polishes,
corrosion
proofed
airplanes
After
removal
of
the
or
cleaners
can
cause
damage to
finish. Desirable
corrosion
proofed
airplanes.
After
removal
of
the
curing temperature
for
modified
urethane
is
60ºF.
overspray,
clean
the
airplane
with
Methyl
Ethyl
Ke-
curing temperature
for
modfied
urethane
is
60F.
tone
(MEK)
solvent
in
the
prescribed
manner.
for
a
resulting
satisfactory
finish.
NOTE
19-8.
APPLICATION.
It
is
imperative
that
clean
solvent
be
used
in
19-9.
CLEAN
UP.
cleaning
airplanes.
Dispose
of
contaminated
a.
Inspect
airplane
for
any
surface
defects,
such
as
solvent
immediately.
Fresh
solvent
should
dents
or
unsatisfactory
previous
repairs,
and
correct
be
used
on
each
airplane.
according
to
Paragraph
18-9.
WARNING
Use
explosion
proof
containers
for storing
wash
solvents
and
other
flammable
materials.
19-4
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
19-10.
PREPRIMING. 19-11.
PRIMING.
a.
Apply
primer
in
one
wet
even
coat.
Dry
film
NOTE
thickness
to
be
,
0003
to
,0005
inches.
Do
not
top-
coat
until
sufficiently
cured.
When
scratching
with
Enflex
III
is
standard
beginning
21061850
firm
pressure
of the
fingernail
does
not
penetrate
thru
21062000
and
21062002
thru
21062009,
the
coating,
the
primer
is
cured.
Primer
should
be
21062011,
21062012,
21062019,
21062023
topcoated
within
four
hours
after
application.
thru
21062025, 21062027
thru
21062029,
2106231
thru
2106233,
21062035,
21062037
19-12.
PREPAINTING
thru
21062039,
21062043,
21062044,
21062046
thru
21062049,
21062054,
21062055,
21062057,
NOTE
21062059,
21062065,
21062069,
and
21062072.
a.
Above
serialized
aircraft
have
Enmar
Wash
Enflex
III
is
standard
beginning
21061850
Primer
EX-ER-7,
Enflex
III
Enamel
for
overall
thru
21062000
and
21062002
thru
21062009,
color
and
stripes.
21062011,
21062012,
21062019,
21062023
b.
Mix
one
to
one,
EX-ER-7
primer
with
T-ER-4
thru
21062025,
21062027
thru
21062029,
Reducer
by
volume.
Mix
only
in
stainless
steel
or
2106231
thru
2106233,
21062035,
21062037
lined
containers
only.
After
mixing
allow
primer
to
thru
21062039,
21062043,
21062044,
21062046
set
for
30
minutes
before
spraying.
Pot
life
of
the thru
21062049,
21062054,
21062055,
21062057,
mixed
primer
is
six
(6)
hours.
All
mixed
material
21062059,
21062065,
21062069,
and
21062072.
should
be
discarded
if
not
used
within
this
time.
Pot
pressure
during
spraying
should
be
approx-
a.
On
above
serialized
aircraft,
mix
the
required
imately
10
PSI
±
1
PSI.
Air
pressure
should
be
40
to
50
amount
of
Enflex
III
with
Enflex
III
Adduct
in
a
4
to
1
PSI
at
the
gun.
Blow
loose
contaminant
of
the
air-
ratio
by
volume.
Mix
thoroughly, and
allow to
stand
craft
with
clean,
dry
air.
Check
all
tapes
to
make
for
approximately
30
minutes before
spraying.
sure
it
adheres properly.
Cover
the
flap
tracks,
Enflex
III
can
be
thinned
with
Jet
Glo
thinner
86T-
nose
gear
strut
tube,
wheels,
and
shimmy
dampener
10399
(110-655)
to
obtain
spraying
viscosity,
which
rod
ends.
ABS
parts
and
other
preprimed parts
do
should
be
checked
after
four
hours
and
adjusted
if
not
receive
wash
primer.
necessary.
NOTE
NOTE
Imron
is
Standard
beginning
with
21062001,
Imron
is
Standard
beginning
with
21062001,
21062010, 21062013
thru
21062018,
21062020
21062010,
21062013
thru
21062018,
21062020
thru
21062022, 21062026,
21062030,
21062034,
thru
21062022,
21062026,
21062030,
21062034,
21062036,
21062040
thru
21062042,
21062045,
21062036,
21062040
thru
21062042,
21062045,
21062050
thru
21062053,
21062056,
21062058,
21062050
thru
21062053,
21062056,
21062058,
21062060
thru
21062064,
21062066
thru
21062060
thru
21062064,
21062066
thru
21062068,
21062070,
21062071,
21062073
21062068,
21062070,
21062071,
21062073
and
all
1978
Models.
and
all
1978
Models.
c.
Corrosion
proofed and
standard
aircraft
will
b.
On
standard
aircraft
mix
the
required
amount
of
receive
Sherwin Williams
Primer
P60G2,
DuPont
Imron
with
Imron
192S
Activator
in
a
3
to
1
ratio
by
Imron
Enamel
for
over
all
color,
and
for
stripes,
volume.
Mix
thoroughly,
and
begin
spraying
immedi-
d.
Mix
1
part
P60G2
primer
with
1
1/2
parts
ately,
because
there
is
no
induction
time
requirement
R7K44
catalyst
reducer,
by
volume.
Mix
in
stain-
Imron can
be
thinned
to
spraying
viscosity
with
Y8485S
less
steel
or
lined
containers
only. After
mixing
Imron
Reducer.
Viscosity
should
be
checked
and
ad-
allow
primer
to
set
for
30
minutes
before
spraying.
justed
after
four hours
if
necessary.
Pot
life
of
the
mixed
primer
is
six
(6)
hours,
all
mixed
materials
should
be
discarded
if
not
used
within
that
time
limit.
Pot
pressure
during
spraying
c.
When
applying modified
urethane
finishes,
the
should be
approximately
10
PSI
±
1
PSI.
Air
pressure
painter
should
wear
an
approved
respirator,
which
should
be
40
to
50
PSI
at
the
gun.
Blow
loose con-
has
a
dust
filter
and
organic
vapor
cartridge,
or
an
taminant
off
the
airplane
with
clean,
dry
air.
Check
air
supplied
respirator.
All
modified
urethane
fin-
all tapes
to
make
sure
they
adhere
properly.
Cover
ishes
contain
some
isocyanate,
which
may
cause
irri-
the
flap
tracks,
nose
gear
strut
tube,
wheels,
and
tation
to
the
respiratory tract
or
an
allergic
reaction.
shimmy
dampener
rod
ends.
ABS
parts
and
other
Individuals
may
become
sensitized
to
isocyanates.
preprimed
parts
do
not
receive
wash
primer.
d.
The
pot
life
of
the
mixture
is
approximately
6-8
hours
at
75°F
(24°C).
Pot
pressure
should
be
WARNING
approximately
12
PSI during
application.
Air
pressure
at
the
gun
should
be
40
to
50
PSI.
e.
Scuff
sand
the
primer
only
where
runs
or
dirt
AIRCRAFT
SHOULD
BE
GROUNDED
particles are
evident.
Minor
roughness
or
grit
may
PRIOR
TO
PAINTING
TO
PREVENT
STATIC
be
removed
by
rubbing
the
surface
with brown
Kraft
ELECTRICITY
BUILDUP
AND
DISCHARGE.
Revision
3 19-5
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
paper
which
has
been
thoroughly
wrinkled.
Unmask
f.
Painting
of
the
stripe
should
be
done
with
two
or
ABS
and
other
preprimed
parts
and
check
tapes.
three
wet,
even
coats. Dry
coats
will
not
reflow
and
will
Clean
surface
with
a
jet
of
low
pressure-dry
air.
leave
a
grainy
appearance.
Stripes may
be
force
dried
or
air
dried.
Film
thickness
of
a
stripe
is
approximately
1.0
19-13.
PAINTING
OVERALL
--
WHITE
OR
COLOR.
mil.
a.
Complete
painting
of
the
plane
should
be
done
with
g.
Do
not
remove
masking tape
and
paper
until
the
two
or
three
wet,
even coats. Dry
coats
will
not
reflow
paint
has
dried
to
a
"dry
to
touch"
condition.
Care
and
will
leave
a
grainy
appearance.
should
be
exercised
in
removal
of
the
masking
to
pre-
b.
Allow
a
five
minute
period
for
the finish
to
flash
off
vent
damage
to
the
finish.
before
moving
aircraft
to
the
oven. h.
Uncured
urethane
finishes
are sensitive
to
mois-
c.
Move
to
the
force
dry
oven
and
dry
for
approx-
ture,
therefore,
should
be
stored
out
of
rain
until
imately
1
½
hours
at
120°
F
to
140°F
(49°C
to
60°
C).
cured.
d.
Dry
film
thickness
of
the
overall color
should
be
between
1.3
and
2.0
mils.
Films
in
excess
of
3.0
mils are
19-15.
TOUCHUP.
not
desirable.
When
necessary
to touch
up
or
refinish
an
area.
the
19-14.
STRIPES.
defect
should
be
sanded
with
1400
and
followed
by
2600
a.
Remove
airplane
from
the
oven.
Allow
airplane
sand
paper.
Avoid,
if
possible,
sanding
through
the
to cool
to
room
temperature
before
masking.
primer.
If
the
primer
is
penetrated
over
an
area
1/2
b.
Mask
stripe
area
using
3M
Tape
Y231
or
3M
Tape
inch
square
or
larger,
repriming
is
necessary.
Avoid
Y218
and
Class
A
solvent
proof
paper.
Double
tape
all
spraying
primer
on
the
adjacent
paint
as
much
as
pos-
skin
laps
to
prevent
blow
by.
sible.
Since
urethane
finishes
cannot
be
"spotted
in"
c.
Airplanes
which
will
have
a
stripe
only
configura-
repairs
should
be
in
sections
extending
to
skin
laps
or
tion
shall
be
masked, cleaned,
and
primed,
in
stripe
stripe
lines.
area
only.
a.
Dry
overspray
and
rough
areas
may
be
compound-
d.
If
the
base
coat
is
not
over
72
hours
old,
the
ed
out
with
DuPont
#808
rubbing
compound.
stripe
area
does not
require
sanding.
If
sanding
is
b.
Grease,
bug
stains,
etc.,
may
be
removed
from
necessary
because
of age
or
to
remove
surface
de-
painted
surfaces
with
Form
Tech
AC.
Klad
Polish
fects,
use
#400
or
#600
sand
paper.
Course
paper
may
be
used on
bare
aluminum
to
remove
stains,
ox-
will
leave
sand
marks
which
will
decrease
gloss
and
ides,
etc.
depth
of
gloss
of
the
finish.
The
use
of
power
sanders
c.
Rework
areas,
where paint
or
primer
removal
is
should
be
held to
a
minimum;
if
used,
exercise
care
required,
may
be
stripped
with
Strypeeze Paint
Re-
to
preclude
sanding
through
the white
base
coat.
Wipe
moval.
All
traces
of
stripper
must
be
removed
before
surface
to
be
striped
with
a
tack
cloth
and
check
all
refinishing.
tapes.
e.
Stripe
colors on
Enflex
III,
Jet
Glo,
or
acrylic base
19-16.
REPAIR
OF
DENTS.
coat
will
be
Acry
Glo,
and
on
Imron
modified
urethane
a.
To
repair
dents use
White
Streak
Filler
or
equiv-
base
coat
will be
Imron
Enamel.
When
mixing
tints
for
alent.
Mix
White
Streak.
in
the
correct
proportion as
stripes,
stir
the
containers
for
at
least
20
minutes
before
recommended
by
the
manufacturer.
weighing
out
the required
masses.
Mix
Acry
Glo
using
b.
Do
not
apply
White
Streak
Filler
over
paint.
All
three
volumes
of
571
Series
Base
with
one
volume
of
paint
shall
be
removed
in
the
repair
area
and
the alu-
581-091
catalyst;
thin
mixture
with
110-701
or
110-755
minum
surface
sanded
lightly
to
increase
adhesion.
thinners
20%
to
25%
by volume
(18
to
25
seconds
in
a Apply
the
White
Streak
to
a
level
slightly
above
the
No.
2
Zahn
cup).
Mix
Imron
using
eight
volumes
of
base
surrounding
skin.
After
drying
for
10
-
15
minutes,
with
one
volume
VG-Y-1421
catalyst
(ratio
three
to
one
sand
the
filler
flush
with
the
skin
surface,
using
care
if
1925
activator
used);
thin
with
Cessna
Thinner
No.
1
to
feather
the
edges.
(18
to
20
seconds
in
a
No.
2
Zahn
cup).
19-6
Revision
3
MODEL
210
&T210
SERIES
SERVICE
MANUAL
SECTION
20
WIRING
DIAGRAMS
Page
No.
TABLE
OF
CONTENTS
Aerofiche/Manual OTHER
INSTRUMENTS
Clock
.......................... 3H22/20-62
Circuit
Function
and
Specific
Ammeter
......................
3H23/20-63
Circuit
Code
Letters
...............
3F7/20-2A
Ammeter
.......... 3H24/20-64
Circuit
Function
and
Wires
..........
3F8/20-3
Digital
Clock
(OPT)
.............
311/20-65
|
Wiring
Diagram
Serial
Numbers Ammeter
......................
312/20-66
Vs.
Aircraft
Serial
Numbers
....
3F8/20-3
LIGHTING
D.C.
POWER
Electroluminescent
Panel
.......
313/20-67
Battery
Circuit
.................
3F10/20-5
Electroluminescent
Panel
.......
314/20-68
Ground
Service
Receptacle
(OPT)
3F11/20-6
Instrument
Lights
..............
315/20-69
Alternator
System
..............
3F12/20-7
Instrument
Lights
...........
317/20-71
Circuit
Breakers
...............
3F14/20-9
Lights
.............
318/20-72
Alternator
System
..............
3F15/20-10
NavigationLights
..............
319/20-73
*
Alternator
System,
95
Amp
(OPT)
3F16/20-11
Dome,
Courtesy
&
Baggage
Lights
3I11/20-75
Circuit
Breakers
...............
3F17/20-12
Console
&
Compass
Lights
.......
3113/20-77
Alternator
System,
60
Amp
......
3F19/20-14
Eyebrow
Lights
.................
3115/20-79
Alternator
System,
95
Amp
(OPT) 3F21/20-16
Wing
Tip
Strobe
Lights
(OPT) ....
3117/20-81
Circuit
Breakers
...............
3F23/20-18
Wing
Tip
Strobe
Lights
(OPT)
....
3119/20-83
Battery
Circuit
.................
3F24/20-19
Flashing
Beacon
Light
..........
3120/20-84
Circuit
Breakers
...............
3G1/20-20
Flashing
Beacon
Light
..........
3122/20-86
Circuit
Breakers
...............
3G3/20-22
Post
Lighting
(OPT)
.............
3123/20-87
Circuit
Breakers
...............
3G4/20-23
Map
Light,
Control
Wheel
.......
3J1/20-89
Standby
Generator
(OPT)
.......
3G5/20-24
Instrument
Lights.
..........
3J2/20-90
Ground
Service
(OPT)
...........
3G7/20-26
Instrument
Lights.
..........
3J4/20-92
Battery
Circuit
.................
3G8/20-27
Electroluminescent
Panel
(OPT) .
3J5/20-93
Alternator
System,
60
Amp
......
3G9/20-28
Electroluminescent
Panel
(OPT)
.
3J6/20-94
Standby
Generator
(OPT)
.......
3G10/20-29
Post
Lighting
(OPT)
...........
3J7/20-95
Dual
Alternator
................
3G11/20-30
Post
Lighting
(OPT)
...........
3J8/20-96
Dual
Alternator
................
3G13/20-32
Post
Lighting
(OPT)
...........
3J9/20-97
Dual
Alternator
................
3G14/20-32A
Map Light,
Control
Wheel
.......
3J10/20-98
Dual
Alternator
................
3G15/20-33
Flood, Engine
Instr,
&
Radio
Volt-Ammeter
(OPT)
...........
3G16/20-34
Dial
Lights
...................
3J11/20-99
Battery
Circuit
-
OPT
(With
Dual
Console
&
Compass
Lights
.......
3J12/20-100
Alternators)
..................
3G17/20-35
Console
&
Compass
Lights
.......
3J14/20-102
Alternator
System,
95 Amp
(OPT) 3G19/20-37
Vertical
Tail
Illumination
Circuit
Breakers
...............
3G20/20-38
Light
(OPT)
...................
3J15/20-103
Circuit
Breakers
...............
3G21/20-38A
Flood,
Engine
Instr,
&
Radio
Circuit
Breakers
...............
3G22/20-38BDial
Lights
...................
3J16/20-104
Volt-Ammeter
(OPT)
...........
3G23/20-39
Map
Ligt,
Control
Wheel
.......
3J17/20-105
IGNITION
LANDING
GEAR
Magneto
....................
3G24/20-40
Landing
Gear Control
System
....
3J18/20-106
ENGINE
CONTROLS
Landing
Gear
Control
System
.
3J19/20-107
Starter
System
.................
3H1/20-41
Landing
Gear Control
System
....
3J21/20-109
Starter
System
.................
3H2/20-42
Landing
Gear Control
System
.... 3J22/20-110
FUEL
OIL
Landing
Gear
Control
System
3J24/20-112
Fuel
Pump
System
.............
3H3/20-43
Landing
Gear
Control
System
....
3K1/20-113
ENGINE
INSTRUMENTS
Landing
Gear
Control
System
....
3K2/20-114
Cylinder
Head
Temp
............
3H5/20-45
Landing
Gear Control
System ....
3K3/20-115
Hourmeter
(OPT)
...............
3H6/20-46
Landing
Gear Control
System
...
3K4/20-116
Hourmeter
(OPT)
...............
3H7/20-47
HEATING,
VENTILATING,
&
DE-ICING
Fuel
Gage
System
..............
3H8/20-48
Cigar
Lighter
..................
3K6/20-118
Instrument
Cluster
.............
3H9/20-49
Heated Pitot
Tube
and
Heated
Fuel
Gages.
..............
31111/20-51
Stall
Warning System
.........
3K7/20-119
Fuel
Gages
.
..............
3H13/20-53
Light,
Ice
Detector
(OPT)
........
3K8/20-120
Oil Temp
&
Cylinder
Head
Wing De-cing
System
(OPT)
3K9/20-121
Temperature
.................
3H14/20-54
Windshield
Anti-Ice
System
(OPT)
3K10/20-122
Oil
Temp
&
Cylinder
Head
Prop
De-Icing
System
3
Blade
(OPT)
3K11/20-123
Temperature
.................
3H15/20-55
Cigar
Lighter
..................
3K13/20-125
Fuel
Gages
....................
3H16/20-56
Wing
&
Stabilizer
De-Icing
Fuel
Gages
....................
3H17/20-57
System
(OPT)
.................
3K14/20-126
Fuel
Totalizer/Clock (OPT)
......
31118/20-58
Heated Pitot
Tube
&
Heated
Oil
Temp
&
Cylinder
Head
Stall
Warning System
-
|
Temperature
.................
3H19/20-59
Known
Icing
(OPT)
............
3K15/20-127
FLIGHT
INSTRUMENTS
Heated
Pitot
Tube
&
Heated
Turn
Indicator
.................
3H20/20-60
Stall
Warning
System
-
Encoding
Altimeter
.............
3H21/20-61
Known
Icing
(OPT)
............
3K16/20-128
Revision
3
20-1
MODEL
210
&T210
SERIES
SERVICE
MANUAL
Page
No. CONTROL
SURFACES
TABLE
OF
CONTENTS
Aerofiche/Manual Wing
Flaps
.....................
3L120-136
Electric
Elevator
Trim
(OPT)
....
3L13/20-138
Heated
Pitot
&
Heated
Stall
Electric
Elevator
Trim
(OPT)
....
3L5/20-140
Warnin
System -
Known
Electric Elevator Trim
(OPT)
....
3L7/20-142
Icing(OPT)
.................
3K17/20-129
Electric
Elevator
Trim
(OPT)
....
3L9/20-144
Windshield
Anti-Ice
System
Electric
Elevator
Trim
(OPT)
....
3L10/20-145
Known
Icing
(OPT)
............
3K18/20-130
Wing
Flaps
.....................
3L12/20-147
Wing
&
Stabilizer
De-Ice
System
-
WARNING
AND
EMERGENCY
3
Cycle
(OPT)
.................
3K19/20-131
Duel
WarningUnit
.............
3L13/20-148
Wing
&
Stabilizer
De-Ice
System
-
Dual Warning
System
...........
3L15/20-150
3
Cycle (OPT)
.................
3K20/20-132
Dual
Warning
System
...........
3L17/20-152
Air
Conditioner
(OPT)
..........
3K22/20-133
Duel
Warning
Unit
.............
3L18/20-153
Air
Conditioner
(OPT)
..........
3K23/20-134
Duel
Warning
Unit
.............
320/20-155
Heated
Pitot
Tube
&
Heated
Duel Warning
Unit.
3L21/20-156
Stall
Warning
System
.........
3K24/20-135
Low
Vacuum
Warning
Light
(OPT)
3L22/20-157
20-2
Revision
3
MODEL
210
&
T210
SERIES SERVICE
MANUAL
CIRCUIT FUNCTION
AND
SPECIFIC
CIRCUIT
CODE
LETTERS
A
-
Armament
LB
-
Instrument
B
-
Photographic
LC-
Landing
C
-
Control Surface
LD
-
Navigation
CA
-
Automatic
Pilot
L
-
Taxi
CC
- Wing
Flaps
LF
-
Rotating
Beacon
CD
-
Elevator
Trim
LG
-
Radio
D
-
Instrument
(Other
Than
Flight
or
Engine
LH
-
De-ice
Instrument)
LJ
-
Fuel
Selector
DA
-
Ammeter
LK
-
Tail
Floodlight
DB
-
Flap
Position
Indicator
M
-
Miscellaneous
DC
-
Clock
MA
- Cowl
Flaps
DD
-
Voltmeter
MB
-
Electrically
Operated
Seats
DE
-
Outside
Air
Temperature
MC
-
Smoke
Generator
DF
-
Flight
Hour
Meter
MD
-
Spray
Equipment
E - Engine
Instrument
ME
-
Cabin
Pressurization
Equipment
EA
-
Carburetor
Air
Temperature
MF
-
Chem
02
-
Indicator
EB
-
Fuel
Quantity
Gage
and
Transmitter
P
-
D.
C.
Power
EC
-
Cylinder
Head
Temperature
PA
-
Battery
Circuit
ED
-
Oil
Pressure
PB
-
Generator
Circuits
EE
-
Oil
Temperature
PC
-
External
Power
Source
EF
-
Fuel
Pressure
Q
-
Fuel
and
Oil
EG
-
Tachometer
QA
-
Auxilliary
Fuel
Pump
EH
-
Torque Indicator
QB
-
Oil Dilution
EJ
-
Instrument
Cluster
QC
-
Engine
Primer
F
-
Flight
Instrument
QD
-
Main
Fuel
Pumps
FA
- Bank
and
Turn
QE
-
Fuel
Valves
FB
-
Pitot
Static
Tube
Heater
and
Stall
Warning
R
-
Radio (Navigation
and
Communication)
Heater
RA
-
Instrument
Landing
-
FC
-
Stall
Warning
RB
-
Command
FD
-
Speed
Control
System
RC
-
Radio
Direction
Finding
FE
-
Indicator
Lights
RD
-
VHF
G
-
Landing
Gear
RE
-
Homing
GA
-
Actuator
RF
-
Marker
Beacon
GB
-
Retraction
RG
-
Navigation
GC
-
Warning
Device
(Horn)
RH
-
High
Frequency
GD
-
Light Switches
RJ
-
Interphone
GE
-
Indicator
Lights RK-
UHF
H
-
Heating,
Ventilating
and
De-Icing
RL
-
Low
Frequency
HA
-
Anti-icing
RM-
Frequency
Modulation
HB
-
Cabin
Heater
RP
-
Audio
System
and
Audio Amplifier
HC
-
Cigar
Lighter
RR
-
Distance-Measuring
Equipment
(DME)
-
HD
-
De-ice
RS
-
Airborne
Public
Address
System
HE
-
Air
Conditioners
S
-
Radar
HF
-
Cabin
Ventilation
U
-
Miscellaneous
Electronic
J
-
Ignition
UA
-
Identification
-
Friend
or
Foe
JA
-
Magneto
W
-
Warning
and
Emergency
K
- Engine
Control
WA
-
Flare
Release
KA
-
Starter
Control
WB
-
Chip
Detector
-
KB
-
Propeller
Synchronizer
WC
-
Fire
Detection
System
L -
Lighting
X
-
A.C.
Power
LA
-
Cabin
Revision
2
20-2A/(20-2B
blank)
MODEL
210
&
T210
SERIES SERVICE
MANUAL
BASE
MODEL
210
&
T210
SERIES
SERVICE
MANUAL
CROSS
REFERENCE
LISTING
OF
SERIAL
REQUEST
NUMBERS
LISTED
ON
DIAGRAMS
VS.
AIRCRAFT
SERIAL
NUMBERS
(CONT).
SR
No.
AIRCRAFT
SERIAL
No.
SR
No.
AIRCRAFT
SERIAL
No.
SR8153
21060719
SR9310
T21063641,
*P21000386
SR8259
21061041 *SR9361
P21000151
SR8297
21061103
SR9384
21062955
SR8394
21061315
SR9427
21062969, *P21000120
SR8426
21061296
SR9429
21063299,
*P21000257
SR8464
21062274 SR9465
21063369,
*P21000279
6R8465
P21000001
thru
P21000150
SR9556
21063953,
T21067300
&
*P21000405
SR8482
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